Bee Ejet B6V1 May14

Part B6 Operations Manual
Volume 1
E-JET
AL 16
May 2014
This manual is and remains the property of Flybe Plc. All rights reserved. No part of
this manual may be reproduced or copied in any form or by any means without the prior
written permission of Flybe Plc.
Manual managed and published by Vistair www.vistair.com

Preface
This Manual forms part of the Operations Manuals of Flybe Plc.
The Management responsibilities and supporting procedures referred to in this Manual

are approved and must be adhered to.
The Company aims to achieve the safest possible operations for its customers and
employees and anyone else associated with our activities. An important element in
developing an even safer operation is that we learn all possible lessons from any
incidents or accidents whether on the ground or in the air and use these to avoid
recurrences.
All employees are urged to help provide the highest levels of safety in the industry, and
so are encouraged to report any information, which may affect flight or ground safety.
To promote a free flow of information the Company will not normally take disciplinary
action against any employee reporting an incident affecting safety.
The only possible exception may be where someone has acted recklessly, maliciously,
or omitted to take action, in a way that is not in keeping with their training,
responsibilities or experience. In such cases, the fact that a person has made a report
will be taken into account in their favour.
The Company will take very seriously, however, occasions where an incident is
discovered that has not been reported. Not reporting anything, which could affect flight
or ground safety is considered serious misconduct.
It is accepted that Company Procedures do not override the need to comply with the
Air Navigation Order, British Civil Airworthiness Requirements or EU Operational
Requirements in so far as: they are endorsed by the United Kingdom Civil Aviation
Authority, Airworthiness Notices and other formal requirements published by the Civil
Aviation Authority from time to time.
J Palmer
Director of Operations (Accountable Manager)
Flybe is the trading name of Flybe Plc. Any reference in this manual to Flybe or The
Company, relates to Flybe Plc (Company No. 2769768).
Registered Office: Jack Walker House Exeter International Airport Exeter Devon,
EX5 2HL.
Operations Manual B6 E-Jet V1
Record of Amendments
Amendment Number Amendment Date Date Entered Incorporated by (Signature)
AL 1 November 2006 November 2006 MM
AL 2 June 2007 MM
AL 3 1 October 2007 MM
AL 4 1 April 2008 MM
AL 7 1 October 2009 PC
AL 10 Erratum MM
AL 11 1 October 2011 PC
AL 12 1 April 12 RIH
AL 13 1 October 2012 RIH
AL 14 1 April 2013 RIH
AL 15 1 October 2013
AL 16 1 May 2014
Note: Section 7 (Loading Instructions) is a reproduction of Section 7 of the GHM

Volume 1 (Ramp). Page headings and amendment status reflect those of the
Ramp Manual and do not relate to the amendment status of the Part B6.
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Contents
Contents
0 General Information........................................................................ 01
1 Limitations....................................................................................... 11
2 Normal Procedures......................................................................... 21
3 Abnormal and Emergency Procedures......................................... 31
4 Performance .................................................................................... 41
5 Flight Planning ................................................................................ 51
6 Weight and Balance........................................................................ 61
7 Loading Instructions ...................................................................... 71
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Contents
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TOC2 Revision 12 | Apr 2012

Section 0 Contents
Section 0 Contents
0 General Information........................................................................ 01
0.1 Introduction......................................................................................... 01
0.2 Units of Measurement ........................................................................ 01
0.3 Aircraft Dimensions ............................................................................ 01
Revision 16 | May 2014 TOC01

Section 0 Contents
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General Information
0 General Information
0.1 Introduction
This section of the Operations Manual is type specific to the Embraer E-Jet aircraft.
The manual provides operating crew members with information on the technical,
procedural and performance characteristics of the Embraer E-Jets. This volume should
be treated as a referencing manual apart from certain sections, which will be obvious.
WARNING: This manual is complementary to the approved Flight Manual. While

every endeavour is made to ensure that the data contained herein
and that in the Flight Manual are in agreement, in the event of
disagreement the Flight Manual is the final authority.
0.2 Units of Measurement

Metric --> US US --> Metric
1 millimetre (mm) = .0394 inch (in) 1 inch (in) = 25.4 millimetre (mm)
1 metre (m) = 3.281 feet (ft) 1 foot (ft) = .3048 metre (m)
Length
1 metre (m) = 1.094 yard (yd) 1 yard (yd) = .914 metre (m)
1 kilometre (km) = .540 nautical mile (nm) 1 nautical mile (nm) = 1.852 kilometre (km)
1 metre/second (m/s) = 3.281 feet/second (ft/s) 1 foot/second(ft/s) =.3048 metre/second (m/s)
Speed
1 kilometre/hour (km/h)= .540 knot (kt) 1 knot (kt) = 1.852 kilometre/hour (k/h)
1 gram (g) = 0.353 ounces (oz) 1 ounce (oz) = 28.35 grams (g)
Weight 1 kilogram (kg) = 2.2046 pounds (lbs) 1 pound (lb) = .4536 kilogram (kg)
1 ton (t) = 2,204.6 pounds (lbs) 1 pound (lb) = .0004536 ton (t)
1 Newton (N) = 2248 pounds (lb) 1 pound (lb) = 4.448 Newtons (N)
Force
1 deca Newton (daN) = 2.248 pounds (lb) 1 pound (lb) = .4448 deca Newtons (daN)
1 bar = 14.505 pounds per square inch (psi) 1 pound per square inch (psi) = .0689 bar
Pressure
1 milibar (mbar) = .0145 psi 1 psi = 68.92 milibars (mbar)
1 litre (l) = .2642 US gallons 1 US Gallon = 3.785 litres (l)
Volume
1 cubic metre (m3) = 264.2 US gallons 1 US Gallon = .003785 cubic metre (m3)
1 metre x deca Newton (m . daN) 1 pound x inch (lb. in)
Momentum
= 88.50 pounds x inch (lb. in) = .0113 metre x deca Newton
0.3 Aircraft Dimensions

Aircraft general layout and dimensions can be found at Section 6.1.29 General
Arrangement of Aircraft.
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General Information
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02 Revision 11 | Oct 2011

Section 1 Contents
Section 1 Contents
1 Limitations....................................................................................... 11
1.1 Introduction......................................................................................... 11
1.1.1 General............................................................................... 11
1.1.2 Category of Operation ........................................................ 11
1.1.3 Kinds of Operation.............................................................. 11
1.1.4 Minimum Crew.................................................................... 11
1.1.5 Number of Occupants......................................................... 12
1.1.6 Seats .................................................................................. 12
1.1.7 Smoking.............................................................................. 12
1.1.8 Electronic Flight Bags......................................................... 12
1.1.8.1 EFB Software ..................................................................... 13
1.2 Weight and Balance ........................................................................... 14
1.2.1 Maximum Weights .............................................................. 14
1.2.2 Loading............................................................................... 15
1.2.3 Centre of Gravity ................................................................ 16
1.3 Operational Limitations....................................................................... 18
1.3.1 Operational Envelope ......................................................... 18
1.3.2 Maximum Operating Speed................................................ 19
1.3.3 Flap Operation.................................................................. 110
1.3.4 Landing Gear Operation ................................................... 110
1.3.5 Direct Vision Window........................................................ 110
1.3.6 Manoeuvring..................................................................... 111
1.3.7 Wind Components ............................................................ 113
1.3.8 Minimum Control Speeds ................................................. 113
1.3.9 Maximum Tyre Speed ...................................................... 113
1.3.10 Runway Surface and Slope .............................................. 113
1.3.11 Runway Contaminant Depth............................................. 113
1.3.12 Door and Air Stair Wind Limitations.................................. 114
1.3.13 Noise Levels ..................................................................... 114
1.3.14 Flybe Operational Limitations ........................................... 115
1.3.15 Turbulent Air Penetration.................................................. 115
1.4 Flight Guidance and Management ................................................... 117
1.4.1 Autopilot Minimum Engagement and Use
Heights ............................................................................. 117
1.4.2 VOR Flight Director Mode ................................................ 117
1.4.3 Engine Failure at or Above V1.......................................... 117

Section 1 Contents
1.4.4 VGP Approaches .............................................................117

1.4.5 FMS Speed Mode .............................................................117
1.4.6 LNAV and VNAV ...............................................................117
1.4.7 FMS Performance Calculations ........................................117
1.4.8 RNP Operations ................................................................118
1.4.9 GNSS Approaches............................................................118
1.5 Low Visibility Operations...................................................................120
1.5.1 Head Down Category II Operations ..................................120
1.5.1.1 Minimum Equipment Required for a Category II
Approach...........................................................................120
1.5.1.2 Category II Approach Wind Limits.....................................120
1.5.1.3 Category II Approach Landing Flap ..................................120
1.5.1.4 Category II Flight Controls ................................................121
1.5.1.5 Category II Autopilot System.............................................121
1.5.2 HGS Operations (E195 Only)............................................121
1.5.2.1 Approach and Landing Flap ..............................................121
1.5.2.2 Flight Guidance and Control System ................................121
1.5.2.3 Minimum Equipment Required..........................................121
1.5.2.4 HGS System Capability Limitations ..................................122
1.6 Pneumatic and Air Conditioning........................................................123
1.6.1 Cabin Differential Pressure ...............................................123
1.6.2 Single-pack Operation.......................................................123
1.6.3 Use of HP Ground Starting Unit ........................................123
1.6.4 Use of APU Bleed .............................................................123
1.7 Ice and Rain Protection.....................................................................124
1.7.1 Definition of Icing Conditions.............................................124
1.7.2 Operation in Icing Conditions ............................................125
1.7.3 Windshield Wiper Operation .............................................125
1.7.4 Airframe Contamination ....................................................125
1.8 Hydraulics, Brakes and Gear ............................................................126
1.8.1 Towing...............................................................................126
1.8.2 Gear Speed Limits ............................................................126
1.8.3 Tyre Speed Limit ...............................................................126
1.8.4 Brake Temperature ...........................................................126
1.9 Flight Controls...................................................................................127
1.9.1 Flap Operation ..................................................................127
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Section 1 Contents
1.10 Instruments, Navigation and Communication................................... 128

1.10.1 Air Data............................................................................. 128
1.10.2 Minimums Setting ............................................................. 128
1.10.3 Weather Radar Tilt ........................................................... 128
1.10.4 Standby Compass ............................................................ 128
1.10.5 Electronic Checklist (ECL)................................................ 128
1.10.6 IRS Magnetic Polar Cut-out Regions................................ 128
1.10.7 IRS Alignment................................................................... 129
1.10.8 TCAS ................................................................................ 129
1.10.9 EGPWS ............................................................................ 129
1.10.10 RVSM ............................................................................... 130
1.11 Fuel .................................................................................................. 131
1.11.1 Fuel Quantity .................................................................... 131
1.11.2 Maximum Fuel Imbalance ................................................ 131
1.11.3 Approved Fuels ................................................................ 131
1.11.4 Crossfeed Operation ........................................................ 131
1.12 APU .................................................................................................. 132
1.12.1 Type of APU ..................................................................... 132
1.12.2 Starting ............................................................................. 132
1.12.3 Operating Envelope.......................................................... 132
1.12.4 Maximum EGT Exceedance in Flight ............................... 132
1.13 Engines ............................................................................................ 133
1.13.1 Type of Engine ................................................................. 133
1.13.2 Operational Limits............................................................. 133
1.13.3 Dry Motoring (Both Engine Variants)................................ 134
1.13.4 Time Limits during Engine Start Attempts (Both
Engine Variants) ............................................................... 135
1.13.5 ATTCS.............................................................................. 135
1.13.6 Flexible Thrust .................................................................. 136
1.13.7 Engine Warm-up............................................................... 136
1.13.8 Engine Shutdown ............................................................. 136
1.13.9 Reverse Thrust ................................................................. 136
1.13.10 Power-back....................................................................... 136
1.14 Master Differences ........................................................................... 137
1.14.0 Differences Between the E175 and E195......................... 137
1.14.1 Master Common Requirements........................................ 137
1.14.1.1 Minimum Height for use of Autopilot................................. 137
1.14.1.2 Normal Final Landing Flap Setting ................................... 137

Section 1 Contents
1.14.1.3 Automatic Flight Control System (AFCS)..........................137

1.14.1.4 Electronic Display System (EDS)......................................137
1.14.1.5 Electronic Indicating and Crew Alerting System
(EICAS) .............................................................................137
1.14.1.6 Navigation and Communication ........................................138
1.14.1.7 Primary and Secondary Flight Controls ............................138
1.14.1.8 Take-off, Climb and Descent Profiles................................138
1.14.1.9 Aircraft Approach and Circling Category...........................138
1.14.1.10 Approach Profiles and Speeds..........................................138
1.14.1.11 Altitude Call-outs During Landings....................................138
1.14.1.12 Abnormal and Emergency Procedures .............................138
1.14.2 Master Difference Requirements ......................................139
1.14.2.1 Level A Training ................................................................139
1.14.2.2 Level A Checking ..............................................................139
1.14.2.3 Level A Currency...............................................................140
1.14.3 Operator Difference Requirements (ODR)
Tables ...............................................................................140
1.14.4 E175 Handling Differences ...............................................148

Limitations
1 Limitations
1.1 Introduction
1.1.1 General
The aircraft must be operated in accordance with the limitations in this section. The
limitations in this section are of two kinds:
Limitations derived from the Aircraft Flight Manual (AFM) limits.

Limitations imposed by the Company.
The limitations in this section are never less restrictive than the AFM limits.
1.1.2 Category of Operation

The aircraft is certificated under an EASA Type Certificate in the Commercial Air
Transport Category.
1.1.3 Kinds of Operation

When the appropriate instruments and equipment required by the airworthiness and
operating regulations are installed and approved and are in operable condition, the
aircraft is eligible for the following kinds of operation by day and by night:
Visual (VFR).
Instrument (IFR).
Icing conditions.
Category I, Category II and Category IIIA ILS approach and landings.
RVSM.
RNP (RNP10 only on ferry flights when HF radio is fitted).
Precision RNAV (P-RNAV) including GNSS only and APV BARO NAV approaches.
Other than Standard Category II and lower than Standard Category I ILS approach
and landings. E-195 Only.
1.1.4 Minimum Crew

The minimum crew is:
A pilot, and
A co-pilot.

Limitations
1.1.5 Number of Occupants

The total number of occupants carried, including crew, must not exceed:
124 (E195) and 93 (E175).

The number for which seating accommodation approved for take-off and landing is
provided.
Children who are under the age of two years and who are carried in the arms of
passengers may be left out of the count for these purposes.
A pictorial representation of the passenger seating layout for both variants is presented
in Section 6.1.30.
1.1.6 Seats
All crew seats must be locked in the fore and aft direction during take-off and landing.
1.1.7 Smoking
Smoking is not permitted in the toilets or any other part of the aircraft while in the air or
on the ground. This limitation applies when the aircraft is in operational service and
when the aircraft is parked-up.
Smoking by Company employees is only permitted in designated smoking areas.

Employees found to be in breach of this regulation may be subject to personnel action.
1.1.8 Electronic Flight Bags

Fitted in the Flight Deck of each aircraft are two Electronic Flight Bags. These take the
form of Apple iPad units and they are classified as a Type 1 installation. Flybe has been
awarded an EFB user approval by the CAA and the installed programs (Performance
and Manuals) meet the requirements of TGL 36 and AMC 20-25. The iPad units have
been tested to DO160 specification for rapid decompression and the Company has
carried out limited EMC testing to ensure that no critical equipment is affected by their
use. Crews may use the iPad units subject to the following limitations:
iPads may be powered from the approved cockpit charging points during flight
operations both on the ground and in the air. Only an official, Apple charging lead
and plug unit may be used.
iPad units must not be left on charge, unattended in the aircraft.
The iPad may be left selected to ON during flight operations but must be selected to
Aeroplane Mode prior to engine start.
The iPad units must be stowed in a safe condition during critical phases of flight
(take-off and landing and all times when below 10,000 ft).
Safe stowage includes having the iPads secured in the permanent mounting or the
RAM, dual suction mounting.
12 Revision 16 | May 2014

Limitations
1.1.8.1 EFB Software

The iPad 2 units are supplied from Apple with the IOS operating system already
installed. The EFB units are locked down so that crews are not able to download or
access other software applications except for those authorised by Flybe. The MAAS
360 software will keep a track of all installed software and provide automatic alerting of
any system violations to the EFB administrator.
Full details on the use of each of the various EFB applications can be found in the EFB
User Guide which is available on the Company Intranet and each iPad unit.

Limitations
1.2 Weight and Balance

1.2.1 Maximum Weights
Current Flybe operational weights are given in Table 2.1. Normally, the aircraft will be
operated at Standard Weights. From time to time these weights may be varied, on
individual aircraft, between the Standard, Alternative and Maximum options, depending
on operational circumstances. These changes will be implemented by Flight
Operations Management using the approved, CAA VMTOW scheme. Crews will be
informed of any such changes prior to departure via AIMS notices, e-mail and NOTAC.
Currently, the E-175 is operated at Maximum Certified Weight.
Table 2.1 Maximum Operational Weights (kg)
Ramp Take-off Landing Zero Fuel(
Aircraft
(MRW) (MTOW) (MLW) MZFW)
E 175 (Maximum) 37,660 37,500 34,000 31,700
E175 (Alternative) 36,159 35,999 34,000 31,700
E175 (Standard) 35,159 34,999 34 000 31,700
E 195 (Maximum) 50,950 50,790 45,000 42,500

E195 (Alternative) 46,159 45,999 45,000 42,500
E195 (Standard) 49,159 48,999 45,000 42,500
The Maximum weights listed in Table 2.1 are the maximum design weights as
described in the approved, Aircraft Flight Manual (AFM).
To comply with the performance and operating limitations of the regulations, the
maximum allowable take-off and landing operational weights may be equal to but not
greater than the design limits.
The highest allowed take-off weight at the start of the take-off run is the lowest of the
following:
The maximum operational take-off weight.
The maximum take-off weight calculated using the approved software taking into
account the field length limit, the climb limit and the brake energy limit.
The maximum take-off weight limited by en route and landing operating
requirements.
The highest allowed landing weight is the lowest of the following:
The maximum design landing weight.
The maximum landing weight limited by the runway and calculated using the
approved software.
The maximum approach and landing weight, calculated using the approved
software, as limited by altitude, temperature and climb gradient.

Limitations
1.2.2 Loading
The aircraft must be loaded in accordance with the information contained in the Part B6
V1 Section 6 Weight and Balance and Section 7 Loading Instructions.
Revision 14 | Apr 2013 15

Limitations
1.2.3 Centre of Gravity

The centre of gravity envelopes are presented in Figure 2.1 (E195) and Figure 2.2
(E175)
Figure 2.1 Centre of Gravity Envelope E195
INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS
REGION 1 - NOT ALLOWED FOR TAKEOFF
58000
56000
54000
7.5 10 % 31% 32.5%
52000
50790 kg
50000 MTOW
48000 50415 kg
46000 MLW
45000 kg
WEIGHT - kg
44000
MZFW
MZFW 43400 kg
42000 42500 kg
40000
38000 38000 kg
36000
34000 1
32000
31800 kg
30000 7% 30600 kg
10%
27%
22%
195CTA02 - 16FEB2006
28000 28.5%
31195 kg
29500 kg 18.4%
26000
24000
-5 5 15 25 35 45
CG POSITION - %MAC
Note: On empty ferry flights it is possible for the aircraft weight to fall below 29,500 kg.
In such cases fuel may be used for ballast. On fuel critical sectors ballast will be
required because any fuel used for ballast purposes cannot be used in flight and
cannot be considered in the planning stages.
16 Revision 14 | Apr 2013

Limitations
Figure 2.2 Centre of Gravity Envelope E175
Note: On empty ferry flights it is possible for the aircraft weight to fall below 22,500 kg.
In such cases fuel may be used for ballast. On fuel critical sectors ballast will be
required because any fuel used for ballast purposes cannot be used in flight and
cannot be considered in the planning stages.
This shaded area denotes the alternative C of G envelope used for

improved take-off performance. If a crew wishes to use the Alternate C of G take-off
data, they must ensure that the take-off MAC is greater than 16% and within the shaded
area.

Limitations
1.3 Operational Limitations

1.3.1 Operational Envelope
The operational envelope of temperature against altitude is given in Figure 3.1.
The maximum operating altitude is 41,000 ft. The minimum operating altitude is minus
1,000 ft. The maximum altitude for take-off, landing and ground start is 10,000 ft for the
E195 and 8,000 ft for the E175.
The maximum temperature for all operations is ISA +35C. The minimum temperature
for in-flight operations is -54C up to 25,000 ft, decreasing linearly to -65C at 36,000 ft
and remaining at -65C above 36,000 ft.
The minimum temperature for take-off, landing and ground start is -40C. In the event
of a landing at a temperature below -40C, the aircraft may not take-off without a further
maintenance inspection.
Figure 3.1 Operational Envelope

45 000
40 000 41 000 ft
-65C -21.5C
35 000
30 000
25 000
Altitude (feet)
ISA + 35C
20 000
In-flight
only
15000
-54C
10 000 10 000 ft E195
8 000ft E175
5 000 In-flight, take-off,
-40C landing & ground start
0
52C
-5000
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Static Air Temperature (C)

Limitations
1.3.2 Maximum Operating Speed

The maximum operating speed is given in Figure 3.2. VMO is 300 knots at 8,000 ft and
below, increases linearly to 320 knots as altitude is increased to 10,000 ft. Above
10,000 ft, the maximum operating speed is the lower of 320 knots and 0.82 Mach
(MMO). 320 knots and 0.82 are coincident a little under 29,000 ft.
VMO/MMO may not be deliberately exceeded in any regime of flight (climb, cruise or
descent).
Figure 3.2 Maximum Operating Speed

45 000
40 000
35 000
MMO = 0.82 Mach
30 000
25 000
20 000
Altitude (feet)
VMO = 320 KIAS
15000
10 000
5 000 VMO = 300 KIAS
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
Airspeed (KIAS)

Limitations
1.3.3 Flap Operation

The maximum altitude for flap extension is 20,000 feet.
VFE is the maximum speed for extending the flaps and for flight with the flaps extended.
VFE depends on the flap position. VFE for each flap setting is given in Table 3.1.
Table 3.1 VFE (KIAS)

Flap Position VFE
Flap 1 230
Flap 2 215
Flap 3 200
Flap 4 180
Flap 5 180
Flap Full 165
1.3.4 Landing Gear Operation

The landing gear speed limitations are given in Table 3.2.
VLO RETRACTION is the maximum speed at which the landing gear can be safely
retracted.
VLO EXTENSION is the maximum speed at which the landing gear can be safely
extended.
VLE is the maximum speed at which the aircraft can be safely flown with the landing
gear extended and locked.
Table 3.2 Gear Speed Limits (KIAS)

Limit E175 E195
VLO RETRACTION 250 235
VLO EXTENSION 250 265
VLE 250 265
1.3.5 Direct Vision Window

The maximum speed for opening the direct vision window is 160 KIAS.

Limitations
1.3.6 Manoeuvring
VA is the design manoeuvring speed. It is given in Figure 3.3.
For the E195, at sea level VA is 253 KIAS; increases linearly to 288 KIAS at 25,600 ft,
and then increases linearly to 295 KIAS at 32,700 ft. Above 32,700 ft, VA is equal to
MMO: 0.82 Mach.
For the E175, at sea level VA is 243 KIAS; increases linearly to 265 KIAS at 18,000 ft,
and then increases linearly to 283 KIAS at 29,000 ft and then increases linearly to 287
KIAS at 33 800 ft. Above 33 800 ft, VA is equal to MMO: 0.82 Mach.
The range of normal accelerations (that is load factors) that the structure has been
designed to withstand without permanent deformation are given in Table 3.3.
Table 3.3 Allowable Range of Normal Acceleration (load factor)

Flap Position Range
Flap Up -1 to 2.5 g
Flap Down (1, 2, 3, 4, 5 and full) Zero to 2.0 g
Aerobatic manoeuvres are prohibited.
Manoeuvres that involve angle of attack near the stall or full application of rudder,
elevator and aileron controls should be confined speeds below VA. In addition, the
manoeuvring flight load factor limits must not be exceeded.
WARNING
Rapid and large alternating control inputs, especially in combination with large changes in pitch,
roll or yaw (for example: large side slip angles) may result in structural failures at any speed,
even below VA.
The rudder surface angle selected by full pedal deflection reduces as speed increases.
The aircraft is designed to meet the airborne loads resulting from the application of full
rudder pedal deflection in one direction. In the certification flight test, the aircraft is
allowed to stabilise before the rudder is returned to neutral.
The aircraft is not designed to meet the loads produced by full pedal deflection in one
direction followed by full pedal deflection in the opposite direction. Coarse rudder
reversals can result in dangerous loads on the fin even below VA.
The rudder should always be used with care. However, it must be used positively and
without delay in the cases of engine failure, crosswind landings and crosswind
take-offs.
Limitations
Figure 3.3 Design Manoeuvring Speed

45 000
40 000
VA limited by MMO = 0.82 Mach

35 000 E175 & E195
30 000
25 000
20 000
Altitude (feet)
VAA E195
V
15000
10 000 VA E175
5 000
0
200 210 220 230 240 250 260 270 280 290 300
Airspeed (KIAS)

Limitations
1.3.7 Wind Components

The maximum tailwind component for take-off and landing is 10 knots.
Embraer aerodynamic analysis has resulted in the maximum recommended

crosswinds for take-off and landing given in Table 3.4. These limits include gusts.
Table 3.4 Maximum Crosswinds

Runway State Maximum Crosswind (knots)
Dry 38
Wet 31
Contaminated with compacted snow 20
Contaminated with standing water/slush 18
Contaminated with wet/dry snow 18
Contaminated with wet ice (non-melting) 12
Due to the possibility of compressor stall, static take-off with cross winds in excess of
25 kts is not recommended.
1.3.8 Minimum Control Speeds

The minimum control speeds are given in the performance section of the Embraer AOM
Volume 1. The E-Jet ToDc software will always provide protection against VMCA
(Minimum VR) and VMCG (Minimum V1).
1.3.9 Maximum Tyre Speed

The maximum tyre ground speed is 195 knots.
1.3.10 Runway Surface and Slope

The runway used for take-off and landing must:
Have a paved surface.

Have a slope between -2% and 2% inclusive.
Have a minimum width of 30 meters.
1.3.11 Runway Contaminant Depth

The E195 is certified to operate on contaminated runways to a maximum water
equivalent depth (WED) of 25.4 mm; the E175 is limited to 19 mm WED. These
limitations are further restricted by a Company limitation of 12 mm WED for both
variants.

Limitations
1.3.12 Door and Air Stair Wind Limitations

The maximum wind limitations for the doors and air stair are:
Passenger and Service doors Opening = 40 kts locked open = 65 kts.
Cargo Doors Opening = 40 kts and locked open = 60 kts.
Air stair Deploying = 40 kts.
1.3.13 Noise Levels

The Effective Perceived Noise Levels (EPNLs) in Tables 3.5 and 3.6 comply with, and
were obtained by analysis of approved data from noise tests conducted under the
provisions of ICAO Annex 16, Volume 1 Chapter 3.
Table 3.5 Embraer 195 LR Noise Levels (EPN db)

Condition
Noise Level
Flyover Lateral Approach
Actual 85.2 93.1 92.8
Maximum Allowable 89.3 95.4 99.3
Table 3.6 Embraer 175 STD Noise Levels (EPN db)

Condition
Noise Level
Actual 83.3 92.1 95.0
Table 3.7 Embraer 175 STD (with Silent Kit) Noise Levels (EPN
db)
Condition
Noise Level
Actual 82.1 90.6 95.2

Note: This table is applicable to aircraft G-FBJH onwards. Additionally, these
aircraft are certified in accordance with ICAO Annex 16, Volume 1,
Chapter 4.
Flyover and lateral noise levels were established for the EMBRAER E-Jets:
Equipped with a Sundstrand APS 2300 APU.

Limitations
Equipped with two GE CF34-10E7 engines (E195) or, two GE CF34-8E5 engines
(E175), both fitted with the chevron nozzle.
At maximum take-off weight.
With all engines at the maximum take-off power setting.
With the flaps at the flap 1 position.
Approach noise levels were established:

From a 3 glideslope.
At the maximum landing weight.
At a speed of VREF +10 KIAS (E195) and speedVREF (E175).
With the flaps at the flap FULL position.
No determination has been made by the Airworthiness Authority that the noise levels
in this manual are or should be acceptable or unacceptable for operation at, into, or out
of any airport.
1.3.14 Flybe Operational Limitations

Until completion of their first recurrent simulator check ride (and having a received a
recommendation from the TRE), First Officers may not land or take-off in cross winds
with a component exceeding 20 kts.
All crews are to use instrument approaches to airfields until completion of their first
recurrent simulator check ride. Visual approaches may be conducted prior to first OPC
if operationally essential or for training purposes under the supervision of a training
Captain.
Embraer do not publish a maximum wind speed for taxi operations, therefore, the
Company limitation is 65 kts including gusts.
Pilots may not carry out HGS procedures until completion of their first OPC and
appropriate training as specified in the Operations Manual Part D.
The terrain awareness part of the EGPWS must be serviceable when conducting
non-precision approaches.
1.3.15 Turbulent Air Penetration

Adjust airspeed and disconnect the autothrottle. Set thrust for penetration and avoid
large thrust variations. Set trim for target speed and do not change it.
Use attitude indicator as the primary instrument. Allow altitude and airspeed to vary and
maintain attitude. Avoid abrupt and large control inputs.

Limitations
Do not extend flaps except for approach and landing.
The maximum recommended turbulence air penetration speed can be obtained from
the chart at Figure 3.4.
Figure 3.4 Recommended Turbulent Air Penetration Speed

Limitations
1.4 Flight Guidance and Management

1.4.1 Autopilot Minimum Engagement and Use Heights
The minimum engagement height is 400 ft.
The minimum use height is:
For the cruise and descent, 1,000 ft.
For the approach, 50 ft.
During a coupled go-around, there may be a height loss of up to 50 ft.
1.4.2 VOR Flight Director Mode

Use of the VOR flight director mode is prohibited.
1.4.3 Engine Failure at or Above V1

If an engine fails above V1, the only lateral mode allowed is HDG + BANK.
1.4.4 VGP Approaches

VGP approaches have been certified for the Embraer E-Jets with software Load 19.3
and above installed. For aircraft that have Epic Load 21.2 installed, use of VGP
approaches is prohibited. For aircraft that have Epic Load 21.4 or above installed, VGP
approaches may be conducted and, if required, Temperature Compensation may be
used.
1.4.5 FMS Speed Mode

FMS speed mode may be used in all flight phases with the following exceptions: Use
of FMS speeds with one engine inoperative is prohibited. FMS speeds may be used on
initial approach but MANUAL speeds must be selected prior to selecting Flap 2 and
may not be used beyond the Final Approach Fix. FMS speeds may not be used during
a go-around.
1.4.6 LNAV and VNAV

LNAV and VNAV may not be engaged on a take-off or go-around below 400 ft agl. In
the case of single-engine operations, they may not be engaged below acceleration
altitude. Furthermore, LNAV may not be used in the single-engine case until there are
no more turn considerations in the departure path.
1.4.7 FMS Performance Calculations

FMS performance management calculations have not been certified. FMS
performance information is advisory only and may not be used as the sole source for
fuel planning, load planning or range calculations.
A more complete description of FMS Limitations is presented in Section 2.22.

Limitations
1.4.8 RNP Operations

Flybe has approval to conduct P-RNAV and RNP operations in accordance with the
procedures presented in Section 2.22. The following limitations must be used:
For operations using RNP 1 to RNP less than 2, the use of the Flight Director or
autopilot is required. This applies to operations where RNP 1 is mandated including
P-RNAV.
For operations using RNP 0.3 to less than 1, GPS is required and use of the flight
director or autopilot is required for the E195 and the autopilot must be used on the
E175. This applies to operations where RNP 0.3 is mandatory. Approach charts that
include the nomenclature GNSS or RNP 0.3 do not constitute mandatory RNP
operation.
Operations requiring RNP less than 0.3 are not approved.
Selection of FMS position update is prohibited during RNP operations including
RNP 10.
Selection of course intercept to a conditional waypoint is prohibited.
IFR navigation using the FMS is prohibited unless the pilot verifies the currency of
the Navigation Data Base in the NAV IDENT page.
The pilots must compare any procedures/routes retrieved from the FMS database
with those published on the charts. Differences between the charts and the FMS
information of up to 3 degrees are acceptable.
For airplanes equipped with Load version previous than Load 25, RNP operations
are prohibited after 31st December 2015 due to magnetic variation tables expiration
date. For airplanes equipped with Load version 25 and on, RNP operations are
prohibited after 31st December 2020.
1.4.9 GNSS Approaches

Flybe has approval to conduct GNSS Only approaches including use of the VGP mode
in all E-Jet aircraft that have Epic Load 21.4 or greater installed.
GNSS approaches (with or without APV BARO NAV) may be conducted at any airfield
where appropriate procedures are published. Prior to dispatch for GNSS approach
operations, the MEL should be consulted to assure the following items are available:
1 Flight Director.
1 FMS source selector button.
1 VOR/ILS system.
1 DME sensor.
1 GPS system.
1 FMS (FMS 1 (2) FAIL displayed on EICAS).
The terrain awareness part of the EGPWS must be serviceable when conducting
GNSS Only approaches.
When planning a GNSS approach at the destination, crews are to ensure that the
alternate airport is served by an approach based on a navigational aid other than GPS.

Limitations
When planning a GNSS only approach, the crew is required to verify that the predicted
RAIM at destination ETA is within the approach criteria.
APV BARO NAV Approaches may be conducted at all airfields up to elevation of

6000 ft msl. Above this elevation, APV BARO NAV approaches may still be flown but
use of the AP is mandatory and Temperature Compensation must be used.

Limitations
1.5 Low Visibility Operations

1.5.1 Head Down Category II Operations
Flybe is approved to conduct head down Category II operations on the E-Jet fleets to
a decision height of not less that 100 ft RA and an RVR of not less than 300 m.
1.5.1.1 Minimum Equipment Required for a Category II Approach

Category II approaches may only be made if the following equipment and instruments
are in a proper operating condition:
Two inertial reference systems.

Two Flight Director systems.
Two PFDs This requirement means two PFD presentations (one either side of the
flight deck). Display units 1 or 5 may be u/s with the PFD moved to the MFD.
One windshield wiper.
Both engines operative (Flybe limitation).
Two VOR/ILS navigation systems.
One VHF communication system.
Category II engagement logic.
One radio altimeter (if only one operative, it must be tested prior to approach).
One EGPWS.
Two air data systems.
One autopilot system channel.
Rudder in NORMAL mode.
Note: Manual FD Category II ILS approaches are prohibited.
1.5.1.2 Category II Approach Wind Limits

The maximum wind components for a Category II approach are:
37 knots (E195) and 25 knots (E175) headwind.

15 knots (E195) and 10 knots (E175) tailwind.
Note: The maximum tail wind component for landing is 10 kts.
16 knots (E195) and 12 knots (E175) crosswind.
1.5.1.3 Category II Approach Landing Flap

Category II approach and landing must be performed with flap 5.

Limitations
1.5.1.4 Category II Flight Controls

On the E195 only, Category II operations are prohibited with a SPOILER FAULT
EICAS message displayed.
1.5.1.5 Category II Autopilot System

Autopilot Minimum Use Height (MUH) is 50 ft.
Note: The coupled go-around height loss may be 50 ft.
1.5.2 HGS Operations (E195 Only)

Once pilots have received suitable training, as specified in the Operations Manual
Part D, the HGS may be used in A3 mode to perform manually flown approaches to
either Category II or Category IIIA limits. In addition, the HGS may be used as
supplemental guidance during low visibility take-off operations.
1.5.2.1 Approach and Landing Flap

HUD A3 approaches and landings must be performed with flaps 5.
1.5.2.2 Flight Guidance and Control System

HUD A3 approaches must be performed with yaw damper ON, unless the yaw damper
fails after HUD A3 mode is armed or engaged. In this case, the approach may be
continued at pilots discretion.
If HUD A3 mode is not available, manual approaches (autopilot not coupled) with HGS
using the Flight Director guidance are prohibited.
1.5.2.3 Minimum Equipment Required

The performance of a head up Low Visibility Take-off requires that the following
equipment and instruments be in operating conditions:
1 Head-Up Guidance System (HGS);

2 Inertial Reference Systems (IRS);
1 Multifunction Control Display Unit (MCDU);
2 VHF/NAV Systems;
Windshield Wipers;
Windshields Heating;
2 Primary Flight Displays (PFD).

Limitations
The performance of HUD A3 approaches requires that the following equipment and
instruments be in operating conditions:
1 Head-Up Guidance System (HGS);
2 Inertial Reference Systems (IRS);
Modular Avionics Units (MAU) 1 and 2;
1 Multifunction Control Display Unit (MCDU);
2 VHF/NAV Systems;
2 Radio Altimeters;
Windshield Wipers;
Windshields Heating;
2 Primary Flight Displays (PFD);
1 Yaw Damper channel;
1 Enhanced Ground Proximity Warning System (EGPWS).
1.5.2.4 HGS System Capability Limitations
1.5.2.4.1 Airport Altitude Limit
The HGS was demonstrated to meet the necessary requirements under the following
conditions:
Demonstrated Maximum Airport Altitude .................................... 6121 ft
1.5.2.4.2 Demonstrated Minimum Visibility Take-off Limit
Runway Visual Range (RVR)........................................... 125 m (400 ft)
1.5.2.4.3 Demonstrated Minimum HUD A3 Mode Limits
Decision Height (DH) ...................................................................... 50 ft
Runway Slope .................................................. FROM -0.8% TO +0.8%
1.5.2.4.4 Demonstrated Wind Components for LVTO Operations
Headwind ....................................................................................... 25 kt
Tailwind ............................................................................................ 9 kt
Crosswind ...................................................................................... 13 kt
These maximum demonstrated values are not considered to be limiting.
1.5.2.4.5 Maximum Wind Components for HUD A3 Approach

Operations
Headwind ....................................................................................... 25 kt
Tailwind .......................................................................................... 10 kt
Crosswind ...................................................................................... 15 kt
1.5.2.4.6 Use of Declutter
Use of the display declutter mode is prohibited during LVTO operations.

Limitations
1.6 Pneumatic and Air Conditioning

1.6.1 Cabin Differential Pressure
The maximum cabin differential pressure is:
Up to 37,000 ft, 7.8 psi.

Above 37,000 ft, 8.4 psi (E195) and 8.3 psi (E175).
The maximum cabin differential overpressure is 8.77 psi (E195) and 8.6 psi (E175).
The maximum cabin negative differential pressure is -0.5 psi.
The maximum differential pressure for take-off and landing is 0.2 psi.
Prior to opening any door, the aircraft must be completely depressurised.
1.6.2 Single-pack Operation

The maximum altitude for operation with one air conditioning pack is 31,000 ft.
1.6.3 Use of HP Ground Starting Unit

When the HP ground-starting unit is in use, the air conditioning packs must be off.
1.6.4 Use of APU Bleed

The APU bleed limitations are given in the APU Limitations Chapter.

Limitations
1.7 Ice and Rain Protection

1.7.1 Definition of Icing Conditions
Icing conditions exist when the air temperature is 10C or below and visible moisture is
present. On the ground and for take-off, the relevant temperature is outside air
temperature (OAT). In flight, the relevant air temperature is total air temperature (TAT).
Examples of visible moisture are:
Clouds.
Fog with visibility of 1.6 kilometres or less.
Rain.
Snow.
Sleet.
Ice crystals.
Note: That the 1.6 kilometre visibility only applies to fog. So, for example, icing
conditions exist if the IOAT is 10C or below and rain is present regardless of
the visibility.
Icing conditions may also exist when the OAT is 10C or below when operating on
contaminated ramps, taxiways and runways even though there is no visible moisture
present. Icing conditions exist, on the ground and for take-off, when the OAT is 10C
or below and either:
The engines may ingest snow, ice, standing water or slush.

OR
Snow, ice, standing water, or slush may freeze on engines, nacelles or engine
sensor probes.
SAT and TAT are indicated on the MFD STATUS page.
CAUTION
On the ground, do not rely on visual icing evidence or ice detector actuation to turn on the anti-
icing system. Use the temperature and visible 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.

Limitations
1.7.2 Operation in Icing Conditions

There is no temperature limitation for anti-icing system automatic operation.
On the ground:
The TO DATASET MENU on the MCDU must be set to ENG when the OAT is equal
to or higher than 5C and equal to or lower than 10C and:
There is any possibility of encountering visible moisture up to 1700 ft AFE.
When operating on ramps, taxiways or runways where surface snow, ice,
standing water or slush maybe 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 when the OAT is lower
than 5C and:
There is any possibility of encountering visible moisture up to 1700 ft AFE.
In flight:
With the ice protection mode selector in the AUTO position, the engine and wing
anti-ice systems operate automatically when ice is encountered.
If one or both ice detectors have failed, the mode selector must be set to ON when
the TAT is less than 10C and visible moisture is present.
1.7.3 Windshield Wiper Operation

The maximum speed for windshield wiper operation is 253 KIAS.
1.7.4 Airframe Contamination

A full description of cold weather operations is provided in Section 2.19. In brief, the
aircraft must not be taxied onto an active runway or a take-off may not be initiated if any
contamination (snow, ice or frost) is adhering to the airframe. A thin layer of hoar frost
is permitted on the fuselage provided it is thin enough to distinguish surface features
underneath, such as painting and markings.
No contamination is allowed on the lower surface of the horizontal stabiliser or upper
surface of the wing. If any is seen, then the Captain must arrange for appropriate
de-icing procedures to be carried out.
All snow and ice must be cleared from the nose radome and fuselage, forward of the
windscreens.

Limitations
1.8 Hydraulics, Brakes and Gear

1.8.1 Towing
Tow-bar-less towing vehicles that are specifically approved for the E-Jets are listed in
the Approved Maintenance Manual and advice should be sought from MAINTROL prior
to conducting such operations.
Tow-bar-less towing is prohibited unless:
Appropriate approvals are obtained from the aircraft manufacturer.

The operation is performed in compliance with the appropriate operational
requirements.
The towing vehicle is designed and operated to preclude damage to the aircraft
nose-wheel steering system or to provide an unmistakable warning when damage
to the steering has occurred.
The following equipment is currently approved for the E-Jet fleet:
Both E175 and E195

LEKTRO, AP8850SDA-AL-100 or AP8850SDA-EZ
SCHOPF PPU TLTV, TANA 42 or TANA 53
Note: When using Schopf equipment, the flaps must not be set to more than
position 2.
TPX-100E (Note; Long Version only)

E175 only
DOUGLAS/KALMAR TBL180
E195 only
DOUGLAS TBL280
1.8.2 Gear Speed Limits

The gear speed limits are given in the Operational Limitations Chapter.
1.8.3 Tyre Speed Limit

The tyre speed limit is given is given in the Operational Limitations Chapter.
1.8.4 Brake Temperature

Take-off must not be initiated if the brake temperature indicators are in the amber
range.

Limitations
1.9 Flight Controls

1.9.1 Flap Operation
The flap speed and altitude limits are given under Operational Limitations.

Limitations
1.10 Instruments, Navigation and Communication

1.10.1 Air Data
The TAS, TAT and SAT information are only valid above 60 KIAS.
1.10.2 Minimums Setting

Baro altimeter minimums must be used for Category 1 approaches.
1.10.3 Weather Radar Tilt

The weather radar auto tilt (ACT) fine adjustment is inoperative.
1.10.4 Standby Compass

When transmitting on VHF 1, the standby compass readings are unreliable.
1.10.5 Electronic Checklist (ECL)

Use of the Electronic Checklist has been certified. However, approvals for the use of
the Electronic Checklist have not yet been given by the CAA, therefore, in Flybe
aircraft, the ECL may not be used.
1.10.6 IRS Magnetic Polar Cut-out Regions

The IRS magnetic polar cut-out regions are given in Table 10.1.
Table 10.1 IRS Magnetic Polar Cut-out Regions

Magnetic Cut-out
Latitude Longitude
Region
North From 73.125N to 82N From 80W to 130W
North of 82N All longitudes
South From 60S to 82S From 120E to 160E
South of 82S All longitudes
The aircraft may be operated within the magnetic polar cut-out regions, but IRS
magnetic heading and track angle magnetic data will not be available.
Whenever operating within the North or South magnetic polar cut-out regions, the
aircraft heading must be referenced to true heading. If true is not selected, the heading
failure flag will be displayed.
Operation above 72.50 North and below 59.50 South is prohibited due to unreliable
magnetic heading, unless at least one Inertial Reference System (IRS) is verified
operational as a sensor to the FMS. In this case the system will automatically switch to
TRUE.

Limitations
1.10.7 IRS Alignment

The maximum North latitude for stationary alignment is 78.25N.
The maximum South latitude for stationary alignment is 78.25S.
IRS stationary alignment will complete only after a valid position is received from the
FMS.
The time to stationary alignment is given in Figure 10.1.
Figure 10.1 IRS Time to Alignment

)'
2,#
*****
%.
%'
' . %' %. )' ). /' /. 0' 0. .' .. ' . +' +. 1'
324(
$& 4$&
1.10.8 TCAS
In relation to TCAS, pilots may only deviate from their ATC assigned altitude to the
extent necessary to comply with a TCAS resolution advisory (RA).
Manoeuvres in response to an RA:
Must follow aural and PFD guidance.

Must not be based solely on information presented on the traffic display.
1.10.9 EGPWS
Navigation is not to be predicated on the use of the Terrain Awareness System.
The use of predictive EGPWS functions should be manually inhibited when landing at
an airport that is not in the airport database to avoid nuisance alerts.
Pilots are authorised to deviate from their current ATC clearance to the extent
necessary to comply with an EGPWS warning.

Limitations
The Terrain Display is intended to be used as a situational tool only and may not
provide the accuracy and/or fidelity on which to solely base terrain avoidance
manoeuvring.
The use of predictive EGPWS functions should be manually inhibited during QFE
operations if GPS data is unavailable or inoperative.
The system does not provide warnings for man made objects.
1.10.10 RVSM
During RVSM operation, the following instruments and equipment must be in proper
operating condition:
Both primary altitude indications on the PFDs.

Two RVSM compliant air data systems.
One autopilot with altitude hold mode operative.
One crew warning system.
One altitude alerter.
One transponder.
ADS 1, ADS 2 and ADS 3 are compliant with RVSM. ADS 3 is not RVSM compliant if
sideslip compensation is lost. The IESS must not be used as the source of altitude for
RVSM height keeping.
The following EICAS messages reflect the loss of the respective ADS system:
ADS 1 FAIL, ADS 2 FAIL, ADS 3 FAIL.

ADS 1 HTR FAIL, ADS 2 HTR FAIL, ADS 3 HTR FAIL.
ADS SLIPCOMP FAIL.
Should any of the above equipment fail prior to the aircraft entering RVSM airspace,
the pilot must request a new clearance to avoid entering this airspace.

Limitations
1.11 Fuel
1.11.1 Fuel Quantity
The usable and unusable fuel quantities are given in Tables 11.1 (E195) and 11.2
(E175).
Table 11.1 Fuel Usable and Unusable Quantities (E195)
Maximum Usable Unusable Total Capacity
Tank
Litres kg Litres kg Litres kg
Left 8,076.3 6,550 56.7 46 8,133 6,596
Right 8,076.3 6,550 56.7 46 8,133 6,596
Total 16,152.6 13,100 113.4 92 16,266 13,192
Table 11.2 Fuel Usable and Unusable Quantities (E175)

Maximum Usable Unusable Total Capacity
Tank
Litres kg Litres kg Litres kg
Left 5,812.5 4,714 42 34 5,854.5 4,748
Right 5,812.5 4,714 42 34 5,854.5 4,748
Total 11,625 9,428 84 68 11,709 9,496
The fuel weights above have been calculated using a density of 0.811 kg/litre. Different
fuel densities may be used provided the volumetric limits are not exceeded.
1.11.2 Maximum Fuel Imbalance

The maximum permitted fuel imbalance is 360 kg.
1.11.3 Approved Fuels

The approved fuels are listed in Table 11.3. The table gives the fuel specification, the
fuel type and the minimum temperature allowed for operation.
Table 11.3 Approved Fuels
Specification Fuel Type Minimum Temperature
ANP 1/2003 QAV-1 -44
ASTM D1655 JET A -37
ASTM D1655 JET A1 -44
MIL-T83133A JP-8 -44
STANAG 3747 ED5 F-34 -44
STANAG 3747 ED5 F-35 -37
1.11.4 Crossfeed Operation

The Crossfeed selector knob must be set to OFF during take-off and landing.

Limitations
1.12 APU
1.12.1 Type of APU
A Sundstrand APS 2300 APU is fitted.
1.12.2 Starting
The minimum ambient temperature for starting is -54C.
The maximum ambient temperature for starting is ISA +35C.
The maximum altitude for starting is 30,000 ft.
The maximum EGT during start is 1032C.
The starter duty cycle is shown in Figure 12.1.
A start attempt must not last more than one minute. Three attempts may be made at
one-minute intervals. Then a cooling period of five minutes is required before the cycle
may be repeated.
Figure 12.1 Starter Duty Cycle

Start 1 Cool Start 2 Cool Start 3
Maximum Minimum Maximum Minimum Maximum
1 minute 1 minute 1 minute 1 minute 1 minute
Cool
Minimum
5 minute
1.12.3 Operating Envelope

The minimum ambient temperature for operating the APU is the same as the aircraft
operational envelope.
The maximum ambient temperature for operating the APU is ISA + 35C.
The maximum continuous EGT is 717C.
The maximum rotor speed is 108%.
The APU may be used up to 33,000 feet to supply electrical power.
The APU may not be used above 33,000 ft.
The APU air bleed may be used up to 15,000 ft.
The APU may be used to assist an engine start up to 21,000 ft.
1.12.4 Maximum EGT Exceedance in Flight

In flight, there is no automatic shutdown if the EGT exceeds the limits. If the APU EGT
exceeds limits in flight, the APU must be manually shut down if its use is not essential
to continued safe flight. The amber range for APU EGT starts at 662C. There is no
time limit for operating the APU in the amber range between 662C and the continuous
limit of 717C.

Limitations
1.13 Engines
1.13.1 Type of Engine
Two General Electric CF34 10E7 engines are installed in the E195 and two General
Electric CF34 8E5 engines are installed in the E175.
1.13.2 Operational Limits

The operational limits for the CF34-10E7 (E195) are given in Table 13.1 and for the
CF34-8E5 (E175) are given in Table 13.2.
Table 13.1
Engine Operational Limits CF34-10E7 (E195)
Parameter Minimum Maximum
N1 100%
N2 100%
Ground start 740C
In-flight start 875C
ITT Normal take-off and go-around 943C (1) (3)
Maximum take-off and go-around 983C (1) (2) (3)
Maximum Continuous 960C
Oil Pressure 25 psi (4)
Oil Temperature 155C
Note 1: Time limited to 5 minutes.
Note 2: Automatically engaged mode in one engine inoperative or windshear

conditions, when the Trust Lever is in the TOGA position.
Note 3: (ITT transients above the normal ITT limits are allowed to Normal and
Maximum take-off, up to 5.5C for 2 seconds, 4.4C for 5 seconds, 3.6C for
15 seconds and 2.4C for 30 seconds.
Note 4: During starts with oil temperature below -22C, the minimum oil pressure is
5 psi; time limited to 2 minutes.

Limitations
Table 13.2
Engine Operational Limits CF34-8E5 (E175)
Parameter Minimum Maximum
N1 99.5%
N2 58.5% 99.4%
Ground start 815C
In-flight start 815C
Normal take-off and go-around 965C (1)
ITT 949C (2)
Maximum take-off and go-around 1006C (1)
990C (2)
Maximum Continuous 960C
Oil Pressure 25 psi 95 psi
Oil Temperature
Continuous 155C
Transient 163C (3)
Note 1: Time limited to the first 2 min of the total 5 min limit.
Note 2: Time limited to the remaining 3 min of the total 5 min limit.
Note 3: Transient operation above 155C limited to 15 min.
1.13.3 Dry Motoring (Both Engine Variants)

Five dry motoring cycles may be made at five-minute intervals. The maximum motoring
time on the first motoring cycle is 90 seconds. The maximum allowed motoring time is
30 seconds on the subsequent four cycles. After five motoring cycles have been
completed, a cooling period of 15 minutes is required before the sequence may be
repeated. The sequence is shown in Figure 13.1.
Figure 13.1 Motoring Sequence

Motor 1 Cool Motor 2 Cool Motor 3 Cool Motor 4 Cool Motor 5
Max Min Max Min Max Min Max Min Max
90 sec 5 min 30 sec 5 min 30 sec 5 min 30 sec 5 min 30 sec
Cool
Minimum
15 minute

Limitations
1.13.4 Time Limits during Engine Start Attempts (Both

Engine Variants)
The time limits on the use of the engine starter during start attempts are shown in
Figure 13.2.
A total of five start attempts are permitted. A cool down time of at least 10 seconds must
be observed between the first and the second start and the second and third start
attempt. A cool down time of at least five minutes must be observed between:
The third and fourth start attempt.
The fourth and fifth start attempt.
For each ground start, the starter must not be run for more than 90 seconds. The timing
starts from the point the engine starts to turn until starter cut-out. So the time includes
the starter operation that occurs before light up and the starter operation from light-up
to starter cut-out.
For each in-flight start, the starter must not be run for more than 120 seconds. The
timing starts from the point the engine starts to turn until starter cut-out. So the time
includes the starter operation that occurs before light up and the starter operation from
light-up to starter cut-out.
Figure 13.2 Starter Time Limits during Engine Start Attempts

Ground Starts
Start 1 Cool Start 2 Cool Start 3 Cool Start 4 Cool Start 5
90 sec 10 sec 90 sec 5
10min
sec 90 sec 5 min 90 sec 5 min 90 sec
In-flight Starts
Start 1 Cool Start 2 Cool Start 3 Cool Start 4 Cool Start 5
120 sec 10 sec 120 sec 510min
sec 120 sec 5 min 120 sec 5 min 120 sec
1.13.5 ATTCS
Take-off with the Automatic Take-off Thrust Control System (ATTCS) selected OFF in
the MCDU is not permitted in E-Jet aircraft unless appropriate performance data is
supplied.

Limitations
1.13.6 Flexible Thrust

Operation at reduced take-off thrust based on an assumed temperature higher than the
actual ambient temperature is permissible if the aircraft meets all applicable
performance requirements at the planned take-off weight and reduced thrust setting.
The total thrust reduction must not exceed 25% of the full take-off thrust.
As a condition to the continuous use of the reduced thrust procedures, operators must
periodically check the system to ensure that engines are capable of producing full
take-off thrust by performing take-offs without reduced thrust at regular intervals. This
check is not required if the operator actively participates in an Engine Performance
Trend Monitoring programme, as described in chapter 5 of the CF34 engine manual.
Flybe is taking part in the GE engine trend monitoring program.
Use of reduced take-off thrust procedures is not allowed on runways contaminated with
standing water, slush, snow or ice. When Engine or Wing anti-ice is selected ON,
reduced thrust take-off is only allowed if the EFB performance calculation method is
used.
Reduced thrust operations are permitted on wet runways provided the wet take-off data
provided in the GWC is used.
Application of reduced take-off thrust is always at the pilots discretion.
When conducting a take-off using reduced take-off thrust, normal take-off thrust may
be selected at any time during the take-off operation. However, once TO-2 or TO-3
have been selected, further power increases to a higher TO setting cannot be made.
1.13.7 Engine Warm-up

After engine start, the engine must be operated at or near idle for at least two minutes
before selecting high thrust. Taxi time at or near idle may be included in the warm-up
period.
1.13.8 Engine Shutdown

The engine must be operated at or near idle for at least two minutes (6 minutes if
maximum reverse thrust is used) before shutdown to allow the engine hot section to
stabilise thermally. Taxi time at or near idle may be included in the stabilisation period.
1.13.9 Reverse Thrust

Application of maximum reverse thrust is not permitted below 60 knots on a normal
landing. The thrust levers should be moved from MAX REV to MIN REV at 60 knots to
ensure that this limitation is met. At 30 knots, the thrust levers should be placed to idle.
In an emergency, MAX REV may be used until the aircraft comes to a complete stop.
1.13.10 Power-back
Power-back operations using the thrust reversers are prohibited.

Limitations
1.14 Master Differences

1.14.0 Differences Between the E175 and E195
The differences between each variant of an aircraft family are evaluated by the Joint
Operational Evaluation Board (JOEB) who are part of EASA. The JOEB report will
itemise common requirements and then the differences between the variants in each
family. Based on the observed differences, the JOEB will make recommendations as
to what training is required for transfer between each variant.
Listed below are the master common requirements between the two aircraft types and
also the Operator Differences Table (paragraph 1.14.3) which pilots may use as a
means for self briefing the salient differences between the two, E-Jet variants. Pilots
must discuss the major differences when changing variant as part of the Cockpit
Preparation Checks; in particular, emphasis should be made to the tendency to over
rotate the E195 on take-off following flights in the E175.
1.14.1 Master Common Requirements

The Master Common Requirements (MCR) between the E-Jet variants is as follows:
1.14.1.1 Minimum Height for use of Autopilot
The minimum height for use of the autopilot is the same for all four aircraft variants, as
defined below:
Minimum Engagement Height ........................................................................ 400 ft
Minimum Use Height:
Cruise and Descent ................................................................................. 1,000 ft
Approach ...................................................................................................... 50 ft
1.14.1.2 Normal Final Landing Flap Setting
The normal final landing flap setting is FLAPS FULL or FLAPS 5 for use of the
Embraer-175 and the Embraer-195.
1.14.1.3 Automatic Flight Control System (AFCS)

The AFCS pilot/machine interface is the same for the Embraer-175 and the
Embraer-195.
1.14.1.4 Electronic Display System (EDS)

The EDS pilot/machine interface is the same for the Embraer-175 and the
Embraer-195.
1.14.1.5 Electronic Indicating and Crew Alerting System (EICAS)

The EICAS philosophy is the same in the Embraer-175 and the Embraer-195. Crew
alerting messages and applicable synoptic pages are basically the same for all four
aircraft variants.

Limitations
1.14.1.6 Navigation and Communication

All four aircraft variants share the same navigation and communication equipment.
Pilot operation of the equipment is the same for the Embraer-175 and the Embraer-195.
1.14.1.7 Primary and Secondary Flight Controls

Pilot operation of the primary and secondary flight controls is same for the Embraer-175
and the Embraer-195 in both normal and direct modes of operation. Handling
characteristics and flying techniques are also common to both aircraft variants.
1.14.1.8 Take-off, Climb and Descent Profiles

Take-off, climb and descent profiles are the same for both aircraft variants.
1.14.1.9 Aircraft Approach and Circling Category

The classification below is given for the purposes of determining straight-in landing
and circling approach minima, in accordance with Appendix 2 to EU-OPS 1.430 (c):
Aircraft Category
Embraer-175 C C
Embraer-195 C C
1.14.1.10 Approach Profiles and Speeds

The approach profiles are the same for Embraer-175 and the Embraer-195. Approach
speeds are dependent upon aircraft weight. Critical speeds are presented to the pilot
in a standardised manner for all four variants.
1.14.1.11 Altitude Call-outs During Landings

Use of automatic voice call-outs for landing is the same for the Embraer- 175 and the
Embraer-195.
These call-outs may be customised consistent with EU-OPS AWO for low visibility
operations for the intended operation. Unless otherwise agreed to by the NAA,
operators flying mixed Embraer-170/190 family variants should standardise those
callouts within the fleet.
Flybe do not intend to customise EGPWS call-outs during the landing phase.
1.14.1.12 Abnormal and Emergency Procedures

Abnormal and emergency procedures are identical for the Embraer-175 and the
Embraer-195. However, for selected electrical systems failures, the list of inoperative
items varies from the Embraer-170/Embraer-175 to the Embraer-190/Embraer-195, as
described in the ODR tables.

Limitations
1.14.2 Master Difference Requirements

Based on the MCR as defined above, the JOEB have produced a Master Difference
Requirements (MDR) table as shown below:
Note: The Embraer-170 is the base model.
From the table above it can be seen that the JOEB has determined that the differences
training, recurrent checking and currency requirements between the variants of the
E-Jet family are defined as A/A/A. Definitions of Level A requirements are detailed
below:
1.14.2.1 Level A Training
Level A difference training is applicable to aircraft with differences that can adequately
be addressed through self-instruction. Level A training represents a knowledge
requirement such that, once appropriate information is provided, understanding and
compliance can be assumed to take place. Compliance with Level A training is typically
achieved by methods such as issuance of operating manual page revisions,
dissemination of flight crew operating bulletins or differences handouts to describe
minor differences between aircraft.
1.14.2.2 Level A Checking

Level A checking indicates that no check related to differences is required at the time
of differences training. A crew member is, however, responsible for knowledge of each
variant flown. Differences items should be included as an integral part of subsequent
recurring proficiency checks.

Limitations
1.14.2.3 Level A Currency

Level A currency is considered to be common to each variant. Thus, assessment or
tracking of currency for separate variants is not necessary or applicable. Maintenance
of currency in any one variant or a combination of variants suffices for any other variant.
Based on the above recommendations by the JOEB, Flybe will initially train all E-Jet
pilots using the E195 course as a baseline. Differences training will be provided in the
form of a self study package. Differences will be tested at each recurrent training
session. Pilots may fly different variants on the same day provided they are rostered at
least 1 hour for self study in between duties.
1.14.3 Operator Difference Requirements (ODR) Tables

Embraer 195 to Embraer 175 Differences General
JOEB
ITEM REMARKS FLYBE PROCESS
LEVEL
DIMENSIONS Increased Dimensions A/A/A Self Study.
Length = +24 ft (7.9 m).
Height = +2 ft 5 in (0.75 m).
Wing span = +8 ft 14 in (2.72 m).
EMBRAER 175
Length = 103 ft 11 in (31.68 m).
Height = 32 ft 3 in (9.82 m).
Wing span = 85 ft 4 in (26.00 m).
EMBRAER 195
Length = 126 ft 10 in (38,67 m).
Height = 34 ft 7 in (10.55 m).
Wing span = 94 ft 3 in (28.72 m).
CABIN Max passenger Capacity increased by A/A/A Pilots and Cabin Crew will
30 seats. all complete 195 course to
cover over wing exits prior
EMBRAER 175 = 88 seats. to 175 differences training.
EMBRAER 195 = 118 seats. Renewal of training on
yearly basis at ART course.
The EMBRAER 195 has 2 Type 03
overwing emergency exits.
CARGO Increased cargo capacity of +8,15 A/A/A Self Study.
m.cu.
EMBRAER 175 = 17,25 m.cu (total).
EMBRAER 195 = 25,40 m.cu (total).

Limitations
Embraer 195 to Embraer 175 Differences General (Continued)

JOEB
LEVEL
ENGINES EMBRAER 195 engines (GE CF 34- A/A/A Self Study.
10) are a more powerful version of the
EMBRAER 175 engines (GE CF 34-
08).
Take-off modes:
EMBRAER 175
CF34-8E5
T/O-1: 13,000 lbf (OEI ATTCS ON:
14,200 lbf).
13,000 lbf).
EMBRAER 195
CF34-10E7 (ISA +20C:
20,000 lbf).
18500 lbf).
16,650 lbf).
NOISE Effective Perceived Noise Levels A/A/A Self Study Included in
LEVELS (EPNLs) are different. E-Jet Manual Part B6.
Refer to specific model AFM for noise
levels measured in EPNdb.
LIMITATIONS A/A/A Self Study.
175 STD 195 LR
Weight MRW 37660 50950
MTOW 37500 50790 Weight limitations detailed
MLW 34000 45000 in Part B6.
MZFW 31700 42500
All weights in kg.

LIMITATIONS Limits for conditions of cruise with flaps A/A/A Self Study.
Centre of and gear up:
Gravity Centre of Gravity plots
EMBRAER 175 included in Part B6.
EMBRAER 175 STD = 10 to 25.6% at
MTOW.
4% to 30% at MZFW.
EMBRAER 195
EMBRAER 195 LR = 10% to 31% at
MTOW.
10% to 30% at MZFW.

Limitations

JOEB
LEVEL
LIMITATIONS VLO, VLE according to the table
Speeds presented below: A/A/A Self Study.
Limitations included in Part
Limit E175 E195
B6.
VLO RETRACTION 250 235
VLO EXTENSION 250 265 Mandatory check on OPC/
VLE 250 265 LPC.
VA is different according to AFM. A/A/A Self Study.
VA Graphs in Part B6.
Refer to specific model AFM (CAFM) A/A/A Embraer ToDc offer in built
for VMCA and VMCG values. protection to VMCA and
VMCG.
LIMITATIONS The E 195 has a larger WED A/A/A Self Study.
Water allowance:
Equivalent EMBRAER 175 Limitations included in
Depth (WED) Max WED = 19 mm. Part B6 and both are further
restricted by a Company
EMBRAER 195 limitation of 12 mm WED.
Max WED = 25.4 mm.
LIMITATIONS E 195 has larger take-off, landing and A/A/A Self Study.
Operational ground start envelope:
Envelope EMBRAER 175 Diagrams provided in
-1,000 ft to +8,000 ft. Part B6.
EMBRAER 195
-1,000 ft to +10,000 ft.
LIMITATIONS Category II wind limitations are as A/A/A Self Study.
Winds shown in table below:
Limitations included in
LIMIT E175 E195 Part B6.
Headwind 25 37
Tailwind 10 15
Crosswind 12 16 Mandatory check on OPC/
LPC.
All figures are in kts.

Limitations

JOEB
LEVEL
LIMITATIONS 195 limitations differ slightly from 175: A/A/A Self Study.
Pressurisation
EMBRAER 175: Limitations in Part B6.
Max Cabin Diff > FL370 = 8.3 psi.
Max over pressure = 8.6 psi.
EMBRAER 195
Max Cabin Diff > FL370 = 8.4 psi.
Max over pressure = 8.77 psi.
EICAS DOOR EMER LH (RH) OPEN A/A/A Self Study.
MESSAGES presented only for the EMBRAER 190/
195.
Message associated with proper
locking of the overwing emergency
door.

Limitations
Embraer 195 to Embraer 175 Differences Systems

JOB
LEVEL
24 Some differences presented on the A/A/A Self Study.
ELECTRICAL following list of Relevant Inoperative
Relevant differences are
POWER Items:
all detailed in individual
170/175 190/195 variant QRHs.
AC BUS 1 Loss of Pitch
OFF Trim
indication
AC ESS Loss of Pitch
BUSS OFF Trim
indication
DC ESS BUS Loss of Pitch
3 OFF Trim
indication
and Loss of
AFT LAV
SMOKE
DETECTION
AVNX MAU Loss of
2B FAIL Mach Trim
26 FIRE 1 Additional smoke detector on the A/A/A Self Study.

PROTECTION FWD Cargo Area.
27 FLIGHT EMBRAER 190/195 has mach trim A/A/A Self Study.

CONTROLS feature which is not presented on the
Pilot awareness imjhssue
EMBRAER 170/175.
only.
Flaps 3 is available for take-off on

EMBRAER 190/195.

Limitations
Embraer 195 to Embraer 175 Differences Systems (Continued)

JOB
LEVEL
28 FUEL Max usable quantity per tank increased A/A/A Self Study.
by 1786 kg.
Unusable quantity per tank increased Appropriate fuel

by 8 kg. quantities are listed in the
Part B6.
Fuel LO LEVEL message trigger point
increased by 100 kg.
EMBRAER 170/175
Max usable quantity per tank =
4714 kg.
Unusable quantity per tank = 34 kg.
Fuel LO LEVEL message trigger =
300 kg.
EMBRAER 190/195
Max usable quantity per tank =
6550 kg.
Unusable quantity per tank = 46 kg.
Fuel LO LEVEL message trigger =
400 kg.
32 LANDING Landing Gear Warning Inhibition A/A/A Self Study.

GEAR reactivation TLA (Thrust Lever Angle)
values changed.
EMBRAER 170/175
TL (Thrust Lever) are advanced
beyond 45 TLA for two engines.
TL are advanced beyond 59 TLA for
one engine inoperative.
EMBRAER 190/195
two engines.
one engine inoperative.
33 LIGHTS Three external emergency lights are A/A/A Self Study.
installed close to the over-wing
emergency exits on 195.
34 HGS No HGS on E175 A/A/A Self Study

Limitations
Embraer 195 to Embraer 175 Differences Systems (Continued)

JOB
LEVEL
52 DOORS 2 over-wing type 03 emergency exits A/A/A For pilots and cabin crew
that are not presented on the initial course will include
EMBRAER 175. operation of these doors.
Recurrent training on
ART course.
52 AIRSTAIR No Airstair on E175. A/A/A Self Study.
70 POWER EMBRAER 175 A/A/A Self Study.

PLANT CF34-8E5
Limitations are listed in
N1 = 99.5% (MAX). Part B6.
N2 = 58.5 (MIN); 99.4 (MAX).
ITT: Mandatory check on
START = 815C (MAX). OPC/LPC.
NORMAL T/O and G/A = 965C (MAX).
MAX. T/O and G/A = 1006C.
MAX. CONTINUOUS = 960C.
EMBRAER 195
CF34-10E7
N1 = 100% (MAX).
N2 = 59.3% (MIN); 100% (MAX).
ITT:
GROUND START = 740C (MAX).
FLIGHT START = 875C (MAX).
NORMAL T/O G/A = 943C (MAX).

MAX. T/O and G/A = 983.
MAX. CONTINUOUS = 960C.

Limitations
Embraer 195 to Embraer 175 Differences Manoeuvres

JOB
LEVEL
PITCH During take-off, in case of flight A/A/A Self Study.
ANGLES (TO) director is inoperative, the pilot must
rotate the airplane according to Tables for this occurrence
following table: have been removed from
Embraer documentation
and the Part B6 on
release of EPIC Load
21.4.
Pilots now set the pitch
angle as indicated on the
MCDU.
TAKE-OFF Flap 3 may not be used on the 175 but A/A/A Self study.
FLAP it is available on the 195.
Flap 3 is not available in
175 and take-off
configuration warning will
prevent departure.
ICING Increased reference icing speeds are Landing Data Cards on

SPEEDS used for Flap 5 approach and landing both fleets have been
in the 175. modified to present the
They are not required for the 195. ICE/NO ICE, VAC and
VREF speeds for flap 5
approaches. On the 195
they are simply the same.
This difference is covered

in the initial course and
will be highlighted in the
self study pack.
GROUND On take-off in the 175, there is a Special emphasis is made

EFFECT ON requirement to apply a second, small to this effect in the pre-
TAKE-OFF rotation as the horizontal stabiliser start checks and pilots
comes out of ground effect. must brief this together
when one of them is
This effect is not noticeable on the transferring from the 175
195. to the 195.
This results in pilots tending to over

rotate the 195 when transferring from
the 175.

Limitations
1.14.4 E175 Handling Differences

Although the flight deck layout is virtually the same as the E195, there are a few
handling differences that are worth taking into consideration prior to operating these
new aircraft for the first time:
Flight Controls. The E175 flight controls are much lighter than the E195. This is
especially noticeable in the longitudinal axis. The forces required to rotate the
aircraft on take-off are considerably lighter and there can be a slight tendency to
over rotate at VR. In addition, the aircraft is more responsive in roll and only small,
gentle inputs are required to achieve the desired bank angle in a turn manoeuvre.
Landing. The E175 has a forgiving undercarriage and it is perhaps easier to land
than the E195. Due to the shorter fuselage, there is little chance of a tail strike on
take-off or landing. However, the landing flare should be commenced at a lower level
than on the E195 otherwise there is a tendency to float down the runway.
Configuration Trim. Pilots should be aware that the E175 does not have
auto-configuration trim fitted. This feature is only provided on the E195. This means
that, whenever the slat/flap or gear position is changed, the pilot will need to trim the
aircraft manually unless the autopilot is engaged. Therefore, on take-off, there is a
need to trim nose down as the gear is retracted. Pilots should be aware of this as
failure to trim properly can result in higher nose up attitudes on departure.
The small handling differences highlighted above are in light of recent flight testing
carried out on the E175 aircraft by Flybe pilots and are provided in order to ease the
transition between the E-Jet variants.
In addition, crews should be aware that the E175 aircraft will be delivered with EPIC
Load 25.1.0.1 embodied. The E195 has Load 21.4 incorporated (Load 23 was never
fitted because of the large number of misbehaviours it introduced). Load 25 has fixes
for most of the misbehaviours in Load 23 and also introduces some added features that
will be of assistance to crews. A full explanation of the Epic Load software and the
differences each load introduces is provided in an Embraer document called the
Aircraft Changes, Flight Operations Guide (ACFOG). A copy of the latest ACFOG is
provided in the 195 Useful Reading folder on the Company Intranet. Pilots should
familiarise themselves with the Load differences for both Load 23 and Load 25.
The E195 will be upgraded to Epic Load 25 once Embraer release a suitable version.
Currently, the only version available is for aircraft fitted with Pentium M processors.
Unfortunately, the E195s are fitted with Pentium 2 processors and the development of
Load 25 for Pentium 2 aircraft is still underway and is likely to take at least another
9 months.
Note: The E175 aircraft are all fitted with the Pentium M chips.

Section 2 Contents
Section 2 Contents
2 Normal Procedures......................................................................... 21
2.1 Introduction......................................................................................... 21
2.1.1 Derivation and Structure..................................................... 21
2.1.2 Operational Flight Plan ....................................................... 21
2.1.3 On-side and Cross-side...................................................... 22
2.1.4 Language............................................................................ 22
2.1.5 Dark and Quiet Cockpit Concept ........................................ 22
2.1.6 Safety Priority ..................................................................... 22
2.1.7 Transfer Between Variants ................................................. 23
2.2 Cockpit Management ......................................................................... 24
2.2.1 The Team ........................................................................... 24
2.2.2 Standard Operating Procedures......................................... 24
2.2.3 Changes ............................................................................. 24
2.2.4 Main Tasks ......................................................................... 25
2.2.5 Hand Flying Versus AP ...................................................... 25
2.2.6 High Workload Procedures................................................. 25
2.2.7 Communications................................................................. 26
2.2.8 Monitoring........................................................................... 26
2.2.9 Use of Automation .............................................................. 27
2.2.10 Use of MCDU ..................................................................... 28
2.2.11 Electronic Checklist (ECL).................................................. 28
2.2.12 Weather Radar ................................................................... 28
2.2.13 PFD/EICAS......................................................................... 28
2.2.14 Use of Embraer Re-set Guide (AOM Volume 1,
13-60) ................................................................................. 29
2.2.15 Use of Flight Guidance Control Panel ................................ 29
2.2.16 Technical Log Verification Sheet ........................................ 29
2.2.17 Sterile Cockpit .................................................................. 210
2.2.18 Shoulder Harness............................................................. 210
2.2.19 Headphones ..................................................................... 210
2.2.20 On-ground Areas of Responsibility................................... 211
2.2.21 In-flight Areas of Responsibility ........................................ 212
2.3 Normal Checklist .............................................................................. 213
2.3.1 Layout............................................................................... 213
2.3.2 The Check Card ............................................................... 213
2.3.3 Checklist Use.................................................................... 214

Section 2 Contents
2.3.4 Flight without Cabin Crew .................................................215

2.3.5 The Normal Checklist.......................................................215
2.3.6 Take-off Performance Card...............................................222
2.3.7 Landing Performance Card ...............................................222
2.3.8 Cruise Capability Card ......................................................223
2.3.9 Loadsheet .........................................................................223
2.3.10 De-icing Aide Memoire......................................................223
2.3.11 Low Visibility Operations Checklist (E195 Only) ...............223
2.3.12 Jump Seat Passenger Briefing Card.................................223
2.4 Pre-flight............................................................................................224
2.4.1 Timing ...............................................................................224
2.4.2 Responsibilities .................................................................224
2.4.3 Briefing ..............................................................................224
2.4.4 Equipment and Documentation.........................................224
2.5 Safety, Power Up and External Checks............................................225
2.5.1 Arrival at the Aircraft..........................................................225
2.5.2 Refuelling ..........................................................................225
2.5.3 Oxygen Replenishment.....................................................225
2.5.4 Maintenance......................................................................225
2.5.5 Technical Log....................................................................225
2.5.6 Allocation of Tasks ............................................................225
2.5.7 Cockpit Safety Inspection..................................................226
2.5.8 Power Up Checklist...........................................................228
2.5.9 Flight Controls Power Up Built in Test ..............................231
2.5.10 Flight Control no Dispatch Message .................................233
2.5.11 Flight Control BIT Expired .................................................233
2.5.12 Other Messages................................................................234
2.5.13 External Inspection............................................................234
2.5.13.1 Engine Cowl Latches Inspection .......................................235
2.6 Cockpit Preparation ..........................................................................241
2.6.1 Allocation of Responsibilities.............................................241
2.6.2 First Officers Set-ups........................................................241
2.6.3 Captains Set-ups..............................................................241
2.6.4 Joint Set-ups .....................................................................241
2.6.5 Take-off and Landing Speeds ...........................................251
2.6.6 Take-off Thrust..................................................................252
2.6.7 Take-off Briefing................................................................253
2.6.8 Jump Seat Passenger Briefing..........................................254
TOC22 Revision 15 | Oct 2013

Section 2 Contents
2.6.9 Cockpit Preparation Checklist .......................................... 254

2.6.10 Weapons .......................................................................... 254
2.6.11 Departure Time................................................................. 254
2.6.12 Passenger Briefs .............................................................. 254
2.6.13 Departure Clearance ........................................................ 255
2.6.14 Final Preparation .............................................................. 255
2.6.15 MCDU Page Selection...................................................... 256
2.6.16 APU Bleed Operation ....................................................... 256
2.7 Starting ............................................................................................. 257
2.7.1 Before Start ...................................................................... 257
2.7.2 Starting ............................................................................. 258
2.7.3 Stabilised Idle Indications ................................................. 260
2.7.4 Abnormal Engine Ground Start ........................................ 260
2.7.5 Pushback Procedure ........................................................ 261
2.7.5.1 Towbarless Push Back ..................................................... 261
2.7.6 After Start ......................................................................... 263
2.7.6.1 Engine Vibration After Start .............................................. 267
2.7.6.2 FADEC Derived N1 ......................................................... 268
2.8 Taxi................................................................................................... 269
2.8.1 Taxi After Start.................................................................. 269
2.8.2 Use of Brakes ................................................................... 269
2.8.2.1 Uneven Brake Temperatures ........................................... 269
2.8.2.2 Usual Brake Temperature Differences on E-Jets ............. 270
2.8.2.3 Brake Warnings ................................................................ 270
2.8.3 Thrust Management ......................................................... 271
2.8.4 Taxi Speed ....................................................................... 271
2.8.5 Turning ............................................................................. 271
2.8.6 Use of Taxi Lights............................................................. 272
2.8.7 Rudder Pedals.................................................................. 272
2.8.8 Procedures and Workload ................................................ 272
2.8.9 Taxi Checklist ................................................................... 273
2.8.10 CAS Indications During Start Up or Taxi .......................... 273
2.9 Take-off and Climb ........................................................................... 274
2.9.1 Line-up Checklist .............................................................. 274
2.9.2 Take-off Technique........................................................... 275
2.9.3 Take-off without Autothrottle............................................. 277
2.9.4 Initial Climb ....................................................................... 278
2.9.5 AP Engagement ............................................................... 279

Section 2 Contents
2.9.6 Flap Retraction Schedule..................................................280

2.9.7 After Take-off Checklist.....................................................281
2.9.8 Ten Thousand Feet Checks..............................................283
2.9.9 Speeds ..............................................................................283
2.9.10 Altitude Selector ................................................................283
2.9.11 Noise Abatement...............................................................284
2.9.12 Crosswind Take-off ...........................................................286
2.10 Cruise................................................................................................287
2.10.1 Weather.............................................................................287
2.10.2 Terrain...............................................................................287
2.10.3 Fuel ...................................................................................287
2.10.4 Systems ............................................................................287
2.10.5 Arrival Message ................................................................287
2.10.6 Altimeter Checks in RVSM Airspace.................................287
2.10.7 Monitoring 121.5 Mhz........................................................287
2.10.8 Fuel Efficiency...................................................................288
2.10.9 Engine Vibration During the Cruise...................................288
2.10.10 Controller to Pilot Data Link Communications
(CPDLC)............................................................................288
2.10.10.1 CPDLC Phraseology .........................................................288
2.10.10.2 Log-on and Data Link Connection.....................................291
2.10.10.3 Operating Principles..........................................................292
2.10.10.4 Loss of Communication.....................................................292
2.10.10.5 CPDLC Uplink Messages..................................................293
2.10.10.6 CPDLC Downlink Messages .............................................294
2.11 Descent.............................................................................................295
2.11.1 Briefing ..............................................................................295
2.11.2 Landing Data.....................................................................296
2.11.3 Descent Checklist .............................................................296
2.11.4 Use of Speed Brakes ........................................................296
2.11.5 Icing...................................................................................297
2.11.6 Acceleration Altitude .........................................................297
2.11.7 Altitude Selector ................................................................297
2.11.8 Ten Thousand Feet Checks..............................................298
2.11.9 MSA ..................................................................................299
2.11.10 Landing Call ......................................................................299
2.11.11 Descent Speeds................................................................299
2.11.12 VNAV Operation..............................................................2100
2.11.13 VNAV Descent Profile .....................................................2101

Section 2 Contents
2.11.14 Initial Descent without VNAV Guidance ......................... 2103

2.11.15 Distance on Deceleration Segment without
VNAV Guidance ............................................................. 2104
2.11.16 Descent Rates ................................................................ 2104
2.11.17 Continuous Descent Approaches ................................... 2104
2.11.18 Approach Planning ......................................................... 2106
2.12 Approach and Landing ................................................................... 2107
2.12.1 Approach Checklist......................................................... 2107
2.12.2 Setting Minimums ........................................................... 2108
2.12.3 Landing Checklist ........................................................... 2109
2.12.4 Rudder Pedals................................................................ 2109
2.12.5 Lights .............................................................................. 2109
2.12.6 Use of FGS on the Approach ......................................... 2109
2.12.7 Stabilised Approach........................................................ 2110
2.12.8 Runway Threshold.......................................................... 2111
2.12.9 Reference Landing Speed.............................................. 2111
2.12.10 Final Approach Speed .................................................... 2111
2.12.11 Threshold Speed ............................................................ 2112
2.12.12 Touchdown Speed.......................................................... 2112
2.12.13 Accuracy......................................................................... 2112
2.12.14 Minimum/Recommended Manoeuvring Speeds............. 2113
2.12.15 Maximum Flap Extension Speed.................................... 2113
2.12.16 Flying the Approach........................................................ 2114
2.12.17 The Landing.................................................................... 2116
2.12.18 Wing or Engine Strikes During Landing.......................... 2117
2.12.19 Tailstrikes During Landing .............................................. 2117
2.12.20 Flaring Too High ............................................................. 2117
2.12.21 Landing Roll Out Calls.................................................... 2117
2.12.22 Ground Spoilers.............................................................. 2118
2.12.23 Directional Control After Touchdown.............................. 2118
2.12.24 Stopping ......................................................................... 2118
2.12.25 Reverse Thrust ............................................................... 2118
2.12.26 Manual Braking............................................................... 2119
2.12.27 Autobrakes ..................................................................... 2119
2.12.28 Maximum Performance Landing..................................... 2119
2.12.29 Anti-skid Inoperative ....................................................... 2120
2.12.30 Brake Cooling ................................................................. 2120
2.12.31 First Officer Landing ....................................................... 2120
2.12.32 Crosswind Landing General ........................................ 2120

Section 2 Contents
2.12.33 Wing Down Technique ....................................................2121

2.12.34 Normal Crab Technique ..................................................2121
2.12.35 Slippery Runway Crab Technique...................................2121
2.12.36 Monitored Approaches ....................................................2121
2.12.37 Operational Factors Affecting Landing Distance.............2122
2.12.38 Visual Approach ..............................................................2124
2.12.39 Category I ILS Approach.................................................2127
2.12.40 Category I ILS Procedure................................................2129
2.12.41 Continuous Descent Non-precision Approach
Profile ..............................................................................2131
Procedure........................................................................2134
2.12.43 Circling Approaches ........................................................2136
2.12.44 Go-around .......................................................................2139
2.12.45 Flap Retraction Schedule................................................2141
2.12.46 Monitored Approach Procedures ....................................2141
2.13 After Landing...................................................................................2142
2.13.1 Leaving the Runway........................................................2142
2.13.2 After Landing Checklist ...................................................2142
2.13.3 Engine Shutdown ............................................................2142
2.14 Shutdown ........................................................................................2144
2.14.1 Shutdown Checklist.........................................................2144
2.15 Leaving Aircraft ...............................................................................2145
2.15.1 Leaving Aircraft Checklist................................................2145
2.15.2 Post Flight Debriefing......................................................2145
2.16 Altimeter Procedures ......................................................................2146
2.16.1 Altimeter Settings ............................................................2146
2.16.2 Altitude Selector ..............................................................2146
2.16.3 ATC Request for Leaving Altitude or Level Call..............2146
2.16.4 Setting STD (1013) .........................................................2147
2.16.5 Setting QNH ....................................................................2147
2.16.6 Ten Thousand Feet Checks............................................2147
2.16.7 Altitude Alerting and Capture ..........................................2148
2.16.8 Radio Altimeter................................................................2148
2.16.9 Allowable Altimeter Differences ......................................2149

Section 2 Contents
2.17 Low Visibility Procedures ............................................................... 2150

2.17.1 Procedures ..................................................................... 2150
2.17.1.1 Planning.......................................................................... 2150
2.17.1.2 Taxiing ............................................................................ 2150
2.17.1.3 Minimum RVR/Visibility for Take-off ............................... 2150
2.17.1.4 Pilot Assessment of RVR ............................................... 2151
2.17.1.5 Low Visibility Take-off Procedure ................................... 2151
2.17.1.6 Head Down Category II Approach Configuration ........... 2151
2.17.1.7 Loss of Green APPR 2 ................................................... 2152
2.17.1.8 Head Down Category II Approach Wind Limits .............. 2153
2.17.1.9 Autopilot.......................................................................... 2153
2.17.1.10 Minimum Equipment Required for a Head Down
Category II Approach...................................................... 2153
2.17.1.11 Minima ............................................................................ 2154
2.17.1.12 Required Visual Reference............................................. 2155
2.17.1.13 Aircraft Lights.................................................................. 2156
2.17.1.14 Eye Datum...................................................................... 2156
2.17.1.15 Head Down Category II Approval ................................... 2156
2.17.1.16 Approach Preparation and Briefing ................................ 2157
2.17.1.17 Head Down Category II Approach Procedure ................ 2158
2.17.1.18 Landing........................................................................... 2160
2.17.1.19 Reporting ........................................................................ 2160
2.17.1.20 LOC, GS and RAD ALT Comparator Warnings.............. 2161
2.17.1.21 Excessive Localiser and Glideslope Deviation
Warnings ........................................................................ 2162
2.17.1.22 Autopilot Hard-over on a Category II Approach.............. 2163
2.17.1.23 Autopilot Slow-over on a Category II Approach.............. 2163
2.17.1.24 Engine Failure on a Category II Approach or Go-
around ............................................................................ 2163
2.17.1.25 Autopilot Disengagement on a Category II
Approach Before the FAF............................................... 2163
2.17.1.26 Autopilot Disengagement on a Category II
Approach After the FAF.................................................. 2164
2.17.1.27 Display Warning During a Category II Approach............ 2164
2.17.1.28 Excessive Deviations...................................................... 2164
2.17.1.29 Category I Reversion...................................................... 2165
2.17.1.30 Performance ................................................................... 2165
2.17.2 Procedures Using HGS (E 195 Only) ............................. 2166
2.17.2.1 Introduction..................................................................... 2166
2.17.2.2 Approval ......................................................................... 2166

Section 2 Contents
2.17.2.3 Low Visibility Take-off Conditions of Operation............2167

2.17.2.4 HUD A3 Approach, Landing and Roll-out
Conditions of Operation ..................................................2168
2.17.2.5 Approach and Landing Flaps ..........................................2168
2.17.2.6 Approach and Landing Speeds.......................................2168
2.17.2.7 Flight Guidance Control System .....................................2168
2.17.2.8 Minimum Equipment Required........................................2169
2.17.2.9 System Capability Limitations .........................................2170
2.17.2.10 Normal Operations ..........................................................2170
2.17.2.11 Windshear Recovery.......................................................2173
2.17.2.12 Traffic and Collision Avoidance.......................................2173
2.17.2.13 Emergency and Abnormal Procedures ...........................2174
2.17.2.14 Take-off Procedures........................................................2176
2.17.2.15 Non A3 Mode Approach Procedures ..............................2178
2.17.2.16 A3 Low Visibility Approach Procedures ..........................2178
2.17.2.17 Taxi Procedure................................................................2181
2.17.2.18 Lower than Standard Category I Operation ...................2181
2.18 Hot Weather Operations .................................................................2184
2.18.1 General ...........................................................................2184
2.18.2 Cabin Cooling on the Ground..........................................2184
2.18.3 Taxi .................................................................................2184
2.18.4 Take-off ...........................................................................2184
2.18.5 Landing ...........................................................................2184
2.18.6 Brake Cooling..................................................................2184
2.19 Icing and Winter Operations ...........................................................2185
2.19.1 Definition of Icing Conditions...........................................2185
2.19.2 Arrival at the Aircraft........................................................2186
2.19.3 APU Starting ...................................................................2187
2.19.4 Airframe Condition Before Take-off.................................2187
2.19.5 Cargo Door Vent Flap .....................................................2188
2.19.6 Passenger and Service Door Vent Flaps ........................2188
2.19.7 External Inspection..........................................................2189
2.19.8 Cabin Warm-up ...............................................................2190
2.19.9 Hydraulic System Warm-up ............................................2190
2.19.10 Slat/Flap Check...............................................................2190
2.19.11 Before Start .....................................................................2191
2.19.12 Engine Start ....................................................................2191
2.19.13 After Start ........................................................................2192

Section 2 Contents
2.19.14 Fluid Anti-icing/De-icing with Engines/APU

Running .......................................................................... 2193
2.19.15 Taxi................................................................................. 2194
2.19.16 Before Take-off............................................................... 2195
2.19.17 Take-off .......................................................................... 2195
2.19.18 Use of Slats/Flaps in Flight............................................. 2196
2.19.19 Climb and Cruise ............................................................ 2196
2.19.20 Holding ........................................................................... 2196
2.19.21 Descent .......................................................................... 2196
2.19.22 Approach and Landing ................................................... 2196
2.19.23 Taxi-in and Parking......................................................... 2197
2.19.24 Through Flights............................................................... 2197
2.19.25 Flight Use of Engine and Wing Anti-ice .......................... 2197
2.19.26 Securing the Aircraft for a Cold Soak ............................. 2198
2.19.27 Flying in Icing Conditions General Remarks ............... 2199
2.19.28 Freezing Rain and Freezing Drizzle ............................... 2200
2.19.29 Frozen Air Data Smart Probes (ADSP) .......................... 2200
2.19.30 FLT CTRL NO DISPATCH EICAS Message in
Cold Weather.................................................................. 2201
2.19.31 Water Dump in Low Temperatures................................. 2202
2.20 Contaminated Runway Operations ................................................ 2203
2.20.1 Taxi................................................................................. 2203
2.20.2 Runaway Surface Condition ........................................... 2203
2.20.3 Definitions of Contamination........................................... 2203
2.20.4 Reported Braking Action................................................. 2204
2.20.5 Maximum Crosswind ...................................................... 2204
2.20.6 Take-off .......................................................................... 2204
2.20.7 Rejected Take-off ........................................................... 2205
2.20.8 Landing........................................................................... 2205
2.20.9 Compacted Snow and Ice Covered Runways ................ 2206
2.20.10 Slippery Runways........................................................... 2207
2.20.11 General Guidance for Contaminated Runway
Operations ...................................................................... 2208
2.21 RVSM ............................................................................................. 2210
2.21.1 General........................................................................... 2210
2.21.2 External Inspection ......................................................... 2210
2.21.3 Minimum Equipment Required ....................................... 2210
2.21.4 Altimeter Check Before Take-off .................................... 2211
2.21.5 RVSM Flight Procedures ................................................ 2211

Section 2 Contents
2.21.6 Altimeter checks in RVSM Airspace................................2212

2.21.7 RVSM Failures and Contingency Procedures..............2212
2.21.8 Post Flight .......................................................................2213
2.21.9 Operations Manual Part A...............................................2214
2.22 FMS ................................................................................................2215
2.22.1 Approvals ........................................................................2215
2.22.1.1 Operational Approvals.....................................................2215
2.22.1.2 Required Navigation Performance ..................................2215
2.22.1.3 Navigation Using GPS ....................................................2215
2.22.1.4 Navigation Using IRS ......................................................2215
2.22.1.5 Remote/Oceanic Operation.............................................2216
2.22.1.6 NATS-MNPS Airspace ....................................................2216
2.22.1.7 RNP-10 Airspace ............................................................2216
2.22.1.8 En route and Terminal Operation....................................2216
2.22.1.9 Barometric Vertical Navigation........................................2216
2.22.1.10 European B-RNAV Airspace ...........................................2217
2.22.1.11 European P-RNAV Airspace ...........................................2217
2.22.1.12 Approach Operation ........................................................2217
2.22.2 FMS Limitations ..............................................................2218
2.22.2.1 FMS Speed Mode ...........................................................2218
2.22.2.2 FMS Speed Targets ........................................................2218
2.22.2.3 Planned Speeds..............................................................2218
2.22.2.4 Use of GPS .....................................................................2218
2.22.2.5 GPS RAIM.......................................................................2218
2.22.2.6 Procedure Comparison ...................................................2218
2.22.2.7 GPS (GNSS) Only Approaches ......................................2218
2.22.2.8 Geographic Areas of Operation ......................................2218
2.22.2.9 FMS Performance Management .....................................2218
2.22.2.10 RNP Operations ..............................................................2219
2.22.2.11 IFR Navigation ................................................................2219
2.22.2.12 Approach Limitations.......................................................2219
2.22.2.13 FMS Standard .................................................................2220
2.22.2.14 Additional Limitations with Primus Epic Load 4.0
or Later............................................................................2220
2.22.3 FMS Normal Procedures.................................................2221
2.22.3.1 Prior to Flight...................................................................2221
2.22.3.2 After Take-off ..................................................................2221
2.22.3.3 Approach.........................................................................2222
2.22.3.4 Missed Approach ............................................................2222

Section 2 Contents
2.22.3.5 Holding Pattern............................................................... 2222

2.22.3.6 Complementary Information for Aircraft with
Primus Epic Load 4.0 and Later ..................................... 2223
2.22.3.7 European P-RNAV Procedures ...................................... 2223
2.22.3.8 GNSS Approach Procedure ........................................... 2228
2.22.3.9 FMS Speeds................................................................... 2233
2.22.4 FMS Failures .................................................................. 2237
2.22.4.1 General........................................................................... 2237
2.22.4.2 Degraded Navigation...................................................... 2237
2.22.4.3 Dead Reckoning ............................................................. 2237
2.22.4.4 FMS Failure .................................................................... 2238
2.22.4.5 MAU 1 A Failure ............................................................. 2238
2.22.4.6 FD FAULT ...................................................................... 2238
2.22.5 FMS NAVIGATION PERFORMANCE............................ 2239
2.22.5.1 Compliance with RTCA DO-283..................................... 2239
2.22.5.2 Default RNP Types......................................................... 2239
2.22.5.3 CDI ................................................................................. 2239
2.22.5.4 Excessive Lateral Deviation ........................................... 2239
2.22.5.5 Integrity Alert .................................................................. 2240
2.22.5.6 Mode Priority .................................................................. 2240
2.22.5.7 Radio Mode .................................................................... 2240
2.22.5.8 Estimate of Position Uncertainty..................................... 2240
2.22.5.9 Alarm Limits.................................................................... 2241
2.22.5.10 Navigation Data Base .................................................... 2241
2.23 Engines .......................................................................................... 2242
2.23.1 Ground Engine Cross-bleed Start .................................. 2242
2.23.2 External Air Start ............................................................ 2242
2.23.3 Manual Starter Valve Operation ..................................... 2243
2.23.4 Engine Battery Start ....................................................... 2244
2.23.5 One-engine Taxi ............................................................. 2245
2.23.6 GPU Connections with APU Inoperative ........................ 2247
2.24 Airframe Systems ........................................................................... 2249
2.24.1 Manual Pressurisation .................................................... 2249
2.25 High Altitude Operations and Upset Recovery............................... 2250
2.25.1 Background ................................................................... 2250
2.25.2 MMO............................................................................... 2250
2.25.3 VS1G .............................................................................. 2250
2.25.4 Coffin Corner .................................................................. 2251

Section 2 Contents
2.25.5 Upset Recovery...............................................................2253

2.25.5.1 Stall Recovery .................................................................2253
2.25.5.2 High Speed Recovery ....................................................2253
2.25.5.3 High Nose Up Recovery .................................................2254

Normal Procedures
2 Normal Procedures
2.1 Introduction
2.1.1 Derivation and Structure
The basic building block of the Company procedures are the Embraer E-Jet Aircraft
Operations Manuals (AOM). Practical operating experience and the Company culture
have been melded with the AOM procedures to produce the Company procedures.
The procedures:
Allow safe and efficient operation of the Embraer 195 and 175 aircraft.
Reduce crew workload while maintaining the highest possible level of safety.
In the air, tasks are generally distributed between the Pilot Flying (PF) and the Pilot
Monitoring (PM). On the ground, they are distributed between the Captain and the First
Officer, regardless of who is the PF.
This document avoids the clumsy statements his/her, he/she and him/her by following
the traditional use of he, him and his to include both sexes.
The early parts of this section describe the sequence of operations from reporting for a
flight through to leaving the aircraft. Notes on handling, performance and system
operation pertinent to a phase of flight are presented with the appropriate procedures.
Where these aspects do not apply to just one phase of flight or are rather lengthy, the
subject is given a dedicated sub-section. Also, some topics are important enough to
warrant a separate sub-section: for example, altimeter setting procedures and low
visibility procedures.
Procedures are frequently tabulated. The sequence of actions runs in the natural
sense: left to right along a row and then down to the next row. An italicised phrase in
bold and quotes indicates that this is a call given by the appropriate pilot. For example,
After Take-off Checklist in the PF column means the PF makes the call After
Take-off Checklist.
The procedures are written for a normal crew complement: Captain in the left seat and
First Officer in the right seat. When the Captain is training from the right seat, the
trainee in the left seat will normally execute the procedures as if he were Captain and
the Training Captain as if he were the First Officer. The Training Captain will brief any
exceptions to this rule.
2.1.2 Operational Flight Plan

The Company combined flight plan and navigation log is termed the Operational Flight
Plan (OFP).

Normal Procedures
2.1.3 On-side and Cross-side

The term on-side is sometimes used. It means associated with a particular side of the
aircraft. So for example, the on-side VOR is VOR 1 for the Captain. Cross-side means
associated with the opposite side.
2.1.4 Language
English must be used at all times when operating Company aircraft with two
exceptions:
When the ground engineer and both pilots speak a common language, this may be
used for start and pushback.
When the route is not a UK domestic route, PA announcements are made in English
and, if possible, the appropriate foreign language.
2.1.5 Dark and Quiet Cockpit Concept

The design philosophy of the aircraft is that, while in flight, its systems are operating
normally when:
The overhead, main, glareshield and control pedestal panels have no lights on.
No aural warnings are being given.
The selector knobs are positioned at 12 oclock.
A white striped bar illuminates on a button to show that it is not in its normal position.
2.1.6 Safety Priority

Passenger and public safety are the highest priority.

Normal Procedures
2.1.7 Transfer Between Variants

Flybe has submitted a safety case to the CAA that allows pilots to transfer between the
differing variants of the E-Jet family providing that pilots have been allocated a
minimum of one hour self study time. This study period will be rostered, however, there
may be occasions when an unplanned change between variants is required due to
un-serviceability or disruption. In such circumstances, the crew may elect to shorten the
required self-study period provided that they obtain agreement from the On-Call Flight
Operations Duty Manager. Pilots who hold an 'N' rating may not shorten their briefing
period. The differences between all variants of the E-Jet family have been assessed by
the EASA, Joint Operational Evaluation Board (JOEB) and they have recommended
the following:
The E-Jet family have a Common Type Rating.
Recurrent checks and recency requirements on one variant are acceptable for the
entire family but differences will be covered at each OPC/LPC.
Transfer between the variants can be achieved by completion of a self study course.
No line training under supervision is required when transferring between different
variants.
Pilots are to carry a copy of the Self Study Differences package at all times. Transfer
between the E195 and E175 is regarded as easy and no handling issues have been
identified. When transferring from the E175 to the E195, pilots should be aware of a
slight tendency to over rotate on take-off. The E175 requires a small, second rotation
as the horizontal stabiliser rises out of ground effect. This does not occur on the E195,
therefore, a second rotation is not necessary. Pilots should also note that the E175
does not use Flap 3 for take-off and use of FULL flap on the approach can result in a
rumble through the airframe.

Normal Procedures
2.2 Cockpit Management

2.2.1 The Team
The aim of the process of cockpit management is to achieve safe and economic
operation of the aircraft. This requires a team effort led and managed by the Captain.
The team includes the cabin crew.
The cockpit and cabin crew must get along as a team. A sense of collaboration and
mutual help must prevail for the ultimate objective of safely and efficiently completing
the flight.
When the First Officer is PF, the Captain will encourage the First Officer to make
decisions and to develop his Captaincy. However, the First Officer must not lose sight
of who is Captain. Equally well, the Captain must remember that he has the ultimate
responsibility for the safe and efficient operation of the aircraft.
The Captain must use crew resources in the most effective way and must encourage
the other crew members to engage in teamwork by allowing them to participate and
give suggestions whenever useful for the execution of the flight. All crew members
must treat each other with respect and consideration at all times.
2.2.2 Standard Operating Procedures

Standard Operating Procedures (SOPs) are a set of procedures that serve to provide
common ground for all crew members. Another qualified pilot could replace an active
cockpit crew member during the flight, and the operation would continue safely and
smoothly.
Pilots must adhere to the Company Standard Operating Procedures (SOPs). It is

important that each pilot knows what to expect of the other and that each pilot can
perform his tasks without continual reference to the other for agreement.
Occasionally, there is a need to depart from some aspect of the SOPs. In this case, the
aspect should be clearly briefed and announced as Non-standard. Non-standard
calls should be the exception rather than the norm. If a difficulty is found in following
these SOPs, it must be reported.
2.2.3 Changes
It is important that each pilot informs the other of new information especially changes
to the FGS, aircraft systems and the MCDU. Dont let your colleague be surprised by
an unexpected navigation aid indication.

Normal Procedures
2.2.4 Main Tasks

PFs main task is to fly the aircraft and monitor its flight path. PM must also monitor the
aircraft flight path whenever possible whilst carrying out his other tasks: ATC R/T,
obtaining weather and communicating with operations/handling agents (if required).
It must always be clear who is PF. When control of the aircraft is handed from one pilot
to the other, the traditional calls You have control and I have control must be
used. Whenever changes are made to the FGS, pilots should report this to one another.
A good method is to report not only the change but also the colour of the FMA
indication: for example, FLCH Magenta.
2.2.5 Hand Flying Versus AP

The aircraft is designed to be flown with the AP; this is the normal method of operation.
However, hand flying is permitted, with and without the FD, so that skills can be
maintained. Use of the autopilot dramatically reduces flight crew workload because it
frees valuable capacity for management and monitoring. If the autopilot is available, it
must be used when:
Overall workload is high; for example, departure/arrival into/from a busy TMA.
PF is responsible for ATC R/T.
When hand flying, the FD must be turned off if it is not to be used.
2.2.6 High Workload Procedures

Workload is generally highest in the lower levels. So, to enhance flight path control and
monitoring:
Below FL150, PF should not make changes via the MCDU; PM makes any changes
on PFs request. There are certain, non-normal procedures that may require PF to
make changes to the MCDU below FL150.
When PF is hand flying, he should not make any changes via the MCDU or
glareshield controls apart from small heading changes. PM makes any changes on
PFs request.
Below FL 150, PMs OFP activities should be confined to recording data; calculating
estimates should be deferred until above FL 150.
Below FL 150, PA announcements and communications with ground agencies,
other than the controlling ATC agency, should be minimised.
Below FL150, the sterile cockpit lights should be ON.
Revision 11 | Oct 2011 25

Normal Procedures
There are times when, due to his high workload, it is impractical for PM to make
changes to the glareshield or area navigation system: for example on a busy departure
with frequent VHF COMM frequency changes. In such exceptional cases, PF may
make changes to the glareshield or MCDU, regardless of the height of the aircraft and
whether or not he is hand flying. However, PF should:
Engage the autopilot if it is available.

Make changes with caution and keep PM informed of changes as far as is
practicable.
Ensure that the flight path does not go unmonitored.
The descent is a busy time, so the quiet period in the cruise should be used to
advantage. Gather information and complete the descent brief and PA announcement
as early as is practicable. The descent checks should be completed about 2 to 3
minutes before the top of descent.
2.2.7 Communications
Non-essential conversation should be avoided during high workload flight phases and
at any time below FL 150.
2.2.8 Monitoring
The monitoring function is as important as the flying function.
All pilots are fallible; they make mistakes. The monitoring function is intended to pick
up those errors that will inevitably be made. In most cases, all that is required is a few
words to draw the pilots attention to the error. He then corrects it. In extreme cases,
PM may need to take control. Fine judgement is required, but this action should be
taken well before aircraft safety is compromised.
The monitoring pilot must take a common-sense approach to monitoring, he must not
nitpick. He has expectations of the aircraft flight path and speed, both from the brief and
SOPs. Also, experience tells him what standard of flying accuracy to expect; of course
this depends on the meteorological conditions.
Deviations from the expected may be due to tiredness, illness (perhaps leading to
incapacitation) or instrument failure. So the monitoring pilot should be aware of his
colleagues condition and check both sets of instruments if errors are apparent.
Of course, it is not just the deviation from the expected that is important. The trend is
also important. A deviation that is clearly being corrected needs no mention; the
converse, one that is diverging quickly with no sign of correction, must be announced.

Normal Procedures
So for most of the flight regime, the monitoring pilot uses his experience and judgement
to decide whether or not to announce a deviation. If he decides to announce a
deviation, he must do so clearly. The announcement must include the parameter and
either its value or its deviation from the expected target.
PF should acknowledge any announced deviation and take corrective action. If

PF has not responded after two calls, the monitoring pilot must take control.
There are three areas where specific limits are laid down: the descent, the approach
and the take-off climb.
Below 5,000 ft in the descent, a call of Vertical speed is made if the rate of descent
exceeds 2,000 ft/minute.
For the approach and the take-off climb, a call of Speed together with the deviation
is made if the speed falls outside an acceptable band. The acceptable band is target
speed +10 knots to target speed -5 knots. A deviation above target is prefixed by
plus and below by minus. So a speed deviation of 15 knots above target is called
as Speed plus 15.
If a glideslope or localiser deviation of more than a dot occurs, the applicable call of
Glideslope or Localiser is given. The sense of the deviation is called as Low,
High, Left or Right as appropriate.
2.2.9 Use of Automation

The aircraft is designed for automatic operation. However, crews must not become
complacent. The automatic system gets it right most of the time. However it can go
wrong and it will only do what its told to do. So always monitor the autopilot and
autothrottle performance. Dont lose sight of what the flight path should be. The
automatics may go wrong or the crew may give the automatics the wrong instructions.
If the desired flight path is not being maintained, disconnect the automatic system and
establish manual flight. If the deviation is due to an incorrect setup, correct it and
re-engage the automatics.
The autopilot, autothrottle, flight director and other FMS components are tools to be
used at the crews discretion. Traffic and workload permitting, hand flying the aircraft is
encouraged to maintain flying skills. Do not get into the habit of relying on the
automation at the expense of piloting skills.
After take-off the autopilot must not be engaged below 400 ft. It may remain engaged
until:
Reaching the traffic pattern altitude for a visual approach.

MDA or circling minima on a non precision approach.
50 ft radio altitude on an ILS approach.
The autothrottle may be engaged for take-off. It may remain engaged until touchdown.

Normal Procedures
2.2.10 Use of MCDU

MCDU usage must be coordinated in all flight phases (VHF frequency tuning,
navigation, performance, progress monitoring and changes). Whenever entering a new
route, it is the crews responsibility to check all the waypoints for correct coordinates
and associated navigation aids. One pilot enters the flight plan and the other pilot
checks the data entered. Particular care and attention is required when entering
P-RNAV arrival and departure procedures.
Below FL150, changes to the MCDU should be made only by the PM; the change
should not be activated until it has been confirmed by PF. If necessary, revert to basic
autopilot/FD modes to avoid heads down time during high workload flight phases.
2.2.11 Electronic Checklist (ECL)

The main purpose of the ECL is to assist the flight crew in controlling aircraft
operations. The ECL has the same contents as a paper checklist, but its use causes a
reduction in flight crew workload and a performance improvement throughout the flight.
The most commonly made mistakes while handling a paper checklist, such as skipping
an item due to an interruption or stating that an item had been completed when it has
not, are minimised with the use of this tool.
Note: Currently, use of the ECL is prohibited.
2.2.12 Weather Radar

The weather radar should always be used for night operations and anytime it is
necessary at the crews judgment.
During slaved weather radar operations, one pilot controls both pilots weather radar
displays. The pilot operating the radar should inform the other pilot before any change
is made. If the radar is to be operated in any mode other than STBY while the aircraft
is on the ground, some restrictions listed in the AOM apply.
2.2.13 PFD/EICAS
Precision approaches should be flown with ILS indications on both sides.
VOR and NDB approaches must use some form of raw data to cross check FMS
information.
RNAV and GPS approaches should only be made:
If equipment performance is within limits.

AND
In accordance with local regulations.

Normal Procedures
EICAS messages should always be announced when displayed. When more than one
message is displayed careful consideration should be applied in order to prioritise
actions.
2.2.14 Use of Embraer Re-set Guide (AOM Volume 1, 13-60)

The manufacturer has issued a re-set guide that is designed to be used by pilots when
trying to rectify various nuisance warnings that might be seen prior to departure. Use
of this guide is authorised provided the following procedures are used:
The procedures are to be used on ground only with the aircraft stationary and the
emergency/park brake applied.
If a procedure is used, it must be recorded in the aircraft Technical Log in the
Non-Airworthiness comments box; refer to the AOM Volume 1, 13-60.
The Pilots Re-set Guide is reproduced in the Cockpit Handbook.
2.2.15 Use of Flight Guidance Control Panel

The Flight Guidance Control Panel on the E-Jets contains a large number of knobs and
buttons which are used to set and control the Flight Director and autopilot. During flight
operations, this panel should be used with great caution. It is very easy to select the
wrong knob or button and this, in turn, can result in the mis-selection of various modes
or a departure from the intended flight path. Whenever the FGP is used, pilots should
turn a knob by only one click to determine if they have selected the correct control.
Once this has been completed the selection intended can then be made. This is
particularly important when selecting minimums or changing the Baro setting.
All mode button selections must be confirmed on the FMA panel on the PFD.
2.2.16 Technical Log Verification Sheet

It is extremely important to complete the Technical Log correctly. The number of cycles
and the flight hours determine when routine maintenance is required. Maintenance
time may be wasted if incorrect values are entered.
Care must always be taken when completing the Technical Log. To help ensure
accuracy, the First Officer performs a cross check of the Technical Log Entry using an
Hours and Landings Cross Check Form. The form is used for the whole days flying.
The First Officer independently records the landings and sector times on the form. After
each flight, the First Officer enters the Technical Log time on the form and a
comparison is made. If there is a crew change, the form is handed on to the new First
Officer. At the end of the day, the form may be disposed of.
The form is obtained from the intranet.

Normal Procedures
2.2.17 Sterile Cockpit

Workload is highest in the lower levels. So, to enhance flight path control and
monitoring, below FL 150 a sterile cockpit policy is to be used. Under sterile conditions:
Headsets must be used for all communications.

Operational documentation must not be completed.
Conversation must be limited to operational issues.
Interaction with the cabin crew must be limited to that required by the normal,
abnormal and emergency procedures.
No unnecessary PAs to be made.
The STERILE lights switch must be at ON.
2.2.18 Shoulder Harness

Full shoulder harnesses and seat belts must be on from engine start to FL150 and from
the start of descent until the engines are shut down or whenever the Captain deems it
necessary. The PF shall have his full harness fastened at all times during flight. The
seat belt must be worn by a crew member whenever they are seated in their crew
position.
Shoulder harnesses and seat belts should be on in moderate or severe turbulence. Of

course, shoulder harnesses may be used at any time.
2.2.19 Headphones
Use of headphones is mandatory from engine start to the top of climb (above FL 150)
and from the top of descent until engine shut down. If the cruise section of the flight is
at FL 150 or below, the crew must remain on headsets at all times.
The head set and associated boom microphone are to be used as the primary means
of communication with ATC at all times.

Normal Procedures
2.2.20 On-ground Areas of Responsibility

General areas of responsibility for ground procedures are shown in Figure 2.1. Red
areas are under the general responsibility of the Captain; yellow areas are under the
general responsibility of the First Officer. Uncoloured areas are under the responsibility
of the pilot seated on the respective side.
The numbers and arrows indicate the recommended flow sequence for the First Officer.
The letters indicate the recommended flow sequence for the Captain.
Figure 2.1 On-ground Areas of Responsibility
Captain A, B, C, D, E, F, G, H.
First Officer 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13.

Normal Procedures
2.2.21 In-flight Areas of Responsibility

General areas of responsibility for in flight procedures are shown in Figure 2.2. Green
areas are under the general responsibility of PF; blue areas are under the general
responsibility of PM. Uncoloured areas are under the responsibility of the pilot seated
on the respective side.
When the AP is engaged PF may operate the guidance panel (GP) controls or ask PM
to make GP selections. When PF is manually flying, he should ask PM to make the GP
selections.
PM reads the checklists. PM normally handles the communications.
Figure 2.2 In-flight Areas of Responsibility
PF Aircraft thrust settings and flight path
PM
PNF Checklist reading and communications

Normal Procedures
2.3 Normal Checklist

2.3.1 Layout
The normal checklist used in the aircraft consists of eight separate sheets:
A check card.
A take-off performance data card.
A landing performance data card.
A cruise capability data card.
A manual loadsheet.
A de-icing aide mmoire.
A low visibility operations check card (E195 only).
A jump seat passenger briefing card.
2.3.2 The Check Card

The check card contains the following:
A Cockpit Safety Checklist. It is performed on the first flight of the day and if the
aircraft has been powered down.
A Power Up Checklist. It is performed on the first flight of the day and if the aircraft
has been powered down.
A Full Cockpit Preparation Checklist. It is performed after the cockpit has been
prepared for the first flight of a duty.
A Reduced Cockpit Preparation Checklist. It is used during a turnround where the
crew is not changed and the aircraft is not powered down.
A Before Start Checklist. It is performed immediately before engine starting.
An After Start Checklist. It is completed after the second engine has been started.
A Taxi Checklist.
A Lineup Checklist.
An After Take-off Checklist.
A Climb Checklist.
A Descent Checklist.
An Approach Checklist.
A Landing Checklist.
An After Landing Checklist.
A Shutdown Checklist.
A Leaving Aircraft Checklist.
There is an external checklist. It is not on the aircraft card. It is contained in the External
Inspection Chapter and is done by memory.

Normal Procedures
2.3.3 Checklist Use

The use of the on board checklist is based on the assumption that both pilots have been
properly trained on the aircraft and therefore have a thorough knowledge of the
aircrafts systems and procedures. It further assumes that they know the
consequences of not performing the right actions at the right time.
The majority of the checklists are performed using the challenge and response method.
The First Officer or PM gives a challenge; the Captain or PF checks the item and then
makes a verbal response. The response should be the same as the words on the
checklist, except in the case of an as required response. Here, the response should
be the actual state of the item and not as required.
The exceptions to challenge and response are the Cockpit Safety, Power Up and
Leaving Aircraft Checklists; they are completed by the First Officer on a read and do
basis. However, when experience is gained, these checklists may be done from
memory and then confirmed by reading.
Each checklist has three columns (except the cockpit safety and power up checklists).
The first contains the check, the second the response and the third indicates who is
responsible for any set-ups and also who responds when the check is called.
System set-ups follow the Power Up Checklist. These set-ups are known collectively
as the Cockpit Preparation. In addition, set-ups are used for the Before Start, After
Start, After Landing and Shutdown Checklists (Yellow). These are confirmed on a
challenge and response basis. Blue checklists are used whenever the aircraft is
moving and are completed on a read and do basis.
On the ground, PF calls for the checks and PM reads the checks up to the point that
the engines are started. Thereafter, whilst on the ground, the Captain calls for the
checks and the First Officer reads them. In the air, PF calls for the checks; PM reads
the checks. The reader must receive a correct response before he advances to the next
item. When the checklist is complete, the reader calls checklist complete. If a
checklist is interrupted, the reader is responsible for ensuring that the reading
recommences at the correct line. It is acceptable to repeat a check; it is not acceptable
to miss a check.
When the required response is from the reader, the check and response must be read
aloud so that the other pilot is aware that the checks are being performed.
Where a response is required from both pilots, the reader gives his response last.
If a checklist cannot be completed, the physical checklist is left protruding from the card
holder on top of the glareshield.
The expanded checklist associated with each phase of operation is included in that
phases section.

Normal Procedures
2.3.4 Flight without Cabin Crew

The cabin crew performs the Passenger Cabin Safety Check. When flying without
cabin crew, the Captain must ensure that:
The doors are closed, armed and checked.

The galley equipment is secure.
2.3.5 The Normal Checklist

The Normal Checklist is reproduced below:
Cockpit Safety Inspection

Maintenance Status .................................................................... CHKD
Cockpit Emergency Equipment ................................................. CHKD
Electrical Panel ................................................................................SET
GPU Button ............................................................................ AS REQD
APU Gen Button ...................................................................... PUSH IN
Fuel Panel................................................................................... CHECK
Windshield Wiper ............................................................................OFF
Hydraulic Panel (System 3 A Pump OFF).................................. CHKD
Air Conditioning/Pneumatic Panel............................................. CHKD
Passenger Oxy Panel .................................................................. CHKD
ELT...................................................................................................ARM
Landing Gear Lever.................................................................... DOWN
Start/Stop Selectors ..................................................................... STOP
Speed Brake Lever .................................................................. CLOSED
RAT manual Deploy................................................................ STOWED
Slat/Flap Lever ................................................................VERIFY POSN
Circuit Breakers......................................................................... CHECK

Normal Procedures
Power Up Checklist
Battery 1 .............................................................................................ON
Battery 2 ........................................................................................ AUTO
Battery Voltage .......................................................................... CHECK
GPU Button .............................................................................AS REQD
EICAS ......................................................................................... CHECK
Fire Extinguisher Panel ................................................................ TEST
APU Master Selector Knob....................................................AS REQD
GPU Button .......................................................................AVAIL LT ON
GPU Button ...........................................................................PUSH OUT
GPU ................................................................................. DISCONNECT
Navigation Lights ..............................................................................ON
Hydraulic Panel ................................................................ PBIT CHECK
Electronic CBs........................................................... ACKNOWLEDGE
DVDR Panel ............................................................................... CHECK
Cockpit Door Panel ................................................................... CHECK
Cabin Photoluminescence Strip .............................................. CHECK

Normal Procedures
Full Cockpit Preparation Checklist (First Flight of Duty)

CONFIRM AIRCRAFT VARIANT.......................E195 OR E175 BOTH
EXTERNAL SAFETY INSP ................................. COMPLETED CAPT
GRND LOCK SAFETY PINS........................................... CHKD CAPT
JUMP SEAT OXYGEN MASK ........................................ CHKD F/O
AIRCRAFT LIBRARY...................................................... CHKD F/O
OVERHEAD PANEL ....................................................... CHKD F/O
BATTERY 1 .......................................................................... ON F/O
BATTERY 2 ......................................................................AUTO F/O
COCKPIT LIGHTS PANEL ...............................................TEST F/O
PASSENGER SIGNS/EMERG LIGHTS................. ON/ARMED F/O
FIRE EXT PANEL/FIRE HANDLE .................................. CHKD F/O
EXTERNAL LTS PANEL........................................... AS REQD F/O
ELECTRIC HYD PUMP SYS 3A .........................................OFF F/O
CABIN SURVIELLANCE SYSTEM (175 ONLY) ...... ON/AUTO F/O
PILOT OXYGEN MASKS ................................................ CHKD BOTH
DISPLAY CNTRL PANEL ...................................................SET BOTH
REVERSIONARY PANEL ...................................................SET BOTH
FLT INST/IESS ...................................................... SET/XCHKD BOTH
MFD STATUS PAGE............................................. SET/XCHKD BOTH
GND PROX TERR INHIB ................................................ CHKD CAPT
EICAS .............................................................................. CHKD BOTH
FUEL QUANTITY ....................................... CHKD ... against ... BOTH
CLOCK ................................................................................ SET F/O
GND PROX G/S INHIB.................................................... CHKD F/O
LG WARN INHIB ............................................................. CHKD F/O
MCDU ..................................................................................SET BOTH
FLT CTL MODE and STALL PROTECTION .................. CHKD CAPT

Normal Procedures
Full Cockpit Preparation Checklist (First Flight of Duty) (Continued)

IGNITION SLCT KNOBS ................................................. AUTO CAPT
SPEED BRAKE LEVER.............................................. CLOSED CAPT
THRUST LEVERS.............................................................. IDLE CAPT
GND PROX FLAP OVRD................................................. CHKD F/O
SLATS/FLAPS ...........................................................CHKD 0/0 CAPT
AUDIO PANELS ................................................................. SET BOTH
ALT GEAR EXT COMPT ................................................. CHKD F/O
FLIGHT CNTRL DISC HANDLES ................................... CHKD F/O
EMERGENCY/PARK BRAKE ...................................AS REQD CAPT
TRIM SWITCHES............................................................. CHKD CAPT
TAKE-OFF BRIEFING .........................................COMPLETED PF
Reduced Cockpit Preparation Checklist (Turnaround)

OVERHEAD PANEL ........................................................CHKD F/O
PASSENGER SIGNS............................................................ON F/O
ELECTRIC HYD PUMP SYS 3A......................................... OFF F/O
FLT INST/IESS...................................................... SET/XCHKD BOTH
MFD STATUS PAGE ............................................ SET/XCHKD BOTH
EICAS...............................................................................CHKD BOTH
FUEL QUANTITY....................................... CHKD ... against ... BOTH
MCDU.................................................................................. SET BOTH
SPEED BRAKE LEVER.............................................. CLOSED CAPT
SLATS/FLAPS ...........................................................CHKD 0/0 CAPT
TRIM PANEL....................................................................CHKD CAPT
TAKE-OFF BRIEFING .........................................COMPLETED PF

Normal Procedures
Before Start Checklist

SHIPS PAPERS ....................................................COMPLETE BOTH
EFB UNITS .............................................. AEROPLANE MODE BOTH
DOORS AND WINDOWS............................................ CLOSED BOTH
MCDU ...................................................................... SET/CHKD BOTH
SPEED SELECTOR KNOB....................................... AS REQD BOTH
ALT SEL KNOB .....................CLEARED LEVEL (If assigned) BOTH
TO/GA BUTTON.............................................................PRESS BOTH
PITCH TRIM ........................................................................ SET F/O
COCKPIT DOOR ................................ CLOSED AND LOCKED CAPT

RED BEACON...................................................................... ON F/O
ELECTRIC HYD PUMP SYS 3A .......................................... ON F/O
APU EGT ....................................................................... CHECK F/O
EMERGENCY/PARKING BRAKE ............................ AS REQD CAPT
STEERING DISENGAGE SWITCH........................... AS REQD CAPT
After Start Checklist (First Engine)

CHOCKS AND GROUND EQUIPMENT ..................REMOVED CAPT
HYDRAULIC AC PUMP SYS 1/2 .............................. AS REQD F/O
SLATS/FLAPS .............................................................. SET(...) F/O
AUTOBRAKE ..................................................................... RTO CAPT
FLIGHT CONTROLS....................................................... CHKD BOTH
SPEEDS .......................................................................... CHKD BOTH
Continued (Second Engine)
APU ........................................... AS REQD NORMALLY OFF F/O
HYDRAULIC AC PUMP SYS 1/2 .....................................AUTO F/O
N1 TARGETS................................................................... CHKD F/O
PACKS ................................................................................. ON F/O

Normal Procedures
Taxi Checklist
CABIN ......................................................................... SECURE F/O
STERILE COCKPIT LIGHT ..................................................ON F/O
TAKE-OFF CONFIGURATION ........................................CHKD F/O
TAKE-OFF BRIEFING ............................................ REVIEWED PF
Lineup Checklist
TRANSPONDER............................................................. TA/RA F/O
BRAKE TEMPERATURES ..............................................CHKD BOTH
LIGHTS/STROBES ...............................................................ON F/O
AUTO THROTTLE ........................................................ ARMED F/O
EICAS/FMA......................................................................CHKD BOTH
After Take-off Checklist

LANDING GEAR................................................................... UP PM
SLATS/FLAPS ......................................................................ON PM
THRUST RATING ............................................. CHECK CLIMB PM
AIR COND AND PRESS.................................................. CHKD PM
APU ............................................................................AS REQD PM
CABIN CREW ........................................................... RELEASE CAPT
Climb Checklist
ALTIMETERS....................................... STD SET AND XCHKD BOTH
(WHEN CLEARED TO A FLT LEVEL)
Descent Checklist
BRIEFING ............................................................COMPLETED PF
LANDING DATA ................................................................. SET PF

Normal Procedures
Approach Checklist
ALTIMETERS .................................. QNH ... SET AND XCHKD BOTH
APPROACH AIDS........................................ SET AND XCHKD BOTH
AUTOBRAKE ......................................................................SET CAPT
FASTEN BELTS................................................................... ON CAPT
CABIN.......................................................................... SECURE PM
Landing Checklist
LANDING GEAR ............................................................ DOWN BOTH
SPEED SELECTOR KNOB........................ MANUAL (BY FAF) BOTH
FUEL X-FEED .....................................................................OFF PM
SLATS/FLAPS ....................................................................SET BOTH
LANDING LIGHTS ............................................................... ON PM
After Landing Checklist

SLATS/FLAPS/TRIM........................ 0/2 UP (195) 0/4 UP (175) F/O
TRANSPONDER ....................................................... AS REQD F/O
APU .............................................AS REQD NORMALLY ON F/O
EXTERNAL LIGHTS/STROBES ............................... AS REQD F/O
Shutdown Checklist
THRUST LEVERS ..............................................................IDLE CAPT
PARKING BRAKE........................... SET AND BRAKE TEMPS CAPT
ELECTRICAL ................................................ON GPU OR APU CAPT
START/STOP SELECTORS ......................... STOP/CHECK N1 CAPT
RED BEACON AND TAXI LIGHTS.....................................OFF F/O
ELECTRIC HYD PUMP SYS 3A .........................................OFF F/O
ELECTRIC HYD PUMP SYS 1/2......................................AUTO F/O
FASTEN BELTS/STERILE LTS..........................................OFF CAPT
COCKPIT DOOR ................................................... UNLOCKED CAPT

Normal Procedures
Leaving Aircraft Checklist

PASSENGER SIGNS/EMERG LTS.................................... OFF F/O
TRANSPONDER....................................................... SET 2,000 F/O
EXTERNAL AND INTERNAL LIGHTS ............................... OFF F/O
APU/GPU ............................................................................ OFF F/O
WINDOWS .................................................................. CLOSED F/O
BOTH EFB UNITS .............................. UNPLUGGED/UPDATE F/O
BATTERIES 1 AND 2 ......................................................... OFF F/O
2.3.6 Take-off Performance Card

The take-off performance card contains tables for:
The N1 adjustments to obtain the flexible thrust N1 for take-off. There are three
tables: one for T/O 1, one for T/O 2 and one for T/O 3 (E195 only).
The final segment speed for the take-off weight: VFS.
On the E195, four tables of stabiliser trim setting for take-off: one for flap 1, one for
flap 2, one for flap 3 and one for flap 4. The E175 has only a simplified set of
stabiliser trim setting tables for all weights and for flap settings of 1, 2 and 4.
2.3.7 Landing Performance Card

The landing performance card contains tables for:
Flap 5 VREF and full flap VREF for the landing weight.
VFS for the landing weight.
Un-factored landing distances for the landing weight with manual braking.
For flap 5 landings there are three different conditions:
A non-category 2 approach with or without ice accretion.

A Category 2 approach.
The VREF for a Category 2 approach is higher than that for a non-category 2 approach
it also includes the 5 kts minimum increment for VAPP and icing speeds are the same
as non-icing speeds.
For a flap 5 approach, the approach climb speed (VAC) is the same as the flap 5 VREF
for the approach condition: non-category 2 or Category 2. VAC for a flap 5 approach is
applicable to a missed approach with flap 3 set.

Normal Procedures
For a full flap approach, VAC is the same as VREF for a full flap landing. VAC for a full
flap approach is applicable to a missed approach with flap 4 set.
Note: For fuel efficiency purposes, the preferred landing flap is flap 5. In addition, on
the E175, flap 5 is more comfortable from a passenger perspective in that it
does not suffer from the Rumble associated with full flap settings. However,
crews should remain cognisant of the advantages offered by a full flap landing
which include: lower landing speeds resulting is less brake and tyre ware; lower
nose down approach attitude resulting in better visibility and reduced risk of
tailstrike.
On the reverse of the card is the Landing Mass and Climb limitations table.
2.3.8 Cruise Capability Card

The cruise capability card contains a copy of the manoeuvre capability chart that is
discussed in the B6 Part 1, Section 5.2.3 and 2.1.4. In addition, the cruise altitude
capability charts for long range cruise and Mach .78 are reproduced. These charts can
be used by the crew to determine the optimum cruise level depending on prevailing
conditions and aircraft weight.
2.3.9 Loadsheet
This card can be used to cross-check weight and balance information on computerised
loadsheets.
2.3.10 De-icing Aide Memoire

This card is used to give crews ready access to useful information and guidance during
cold weather operations. It is updated every year and the current date of the card is
listed underneath the title. The reverse of the card lists the holdover times for types 1
and 2 fluids for various concentrations and outside air temperatures. Crews should only
refer to an in date card when trying to determine holdover times as they are changed
frequently as experience is gained from each winter season.
2.3.11 Low Visibility Operations Checklist (E195 Only)

This card contains the extra checks that need to be completed when crews anticipate
that HGS operations will be utilised. These checks need to be completed along side the
normal checks as listed in the check card. On the reverse of this card an aide memoire
is presented to assist crews when preparing for and briefing Category II and IIIA
operations.
2.3.12 Jump Seat Passenger Briefing Card

This card contains pertinent information for jump seat passengers.

Normal Procedures
2.4 Pre-flight
2.4.1 Timing
The crew must check in one hour before departure time for a routine scheduled flight;
different times apply to training flights and are given in the roster. The crew should
arrive at the aircraft 30 minutes before departure time. The automatic boarding
sequence will run unless the Captain stops it. This ideal sequence requires fuelling to
be started at the latest 25 minutes before departure and passengers to start boarding
20 minutes before departure.
2.4.2 Responsibilities
The First Officer obtains:
The OFP.
Pertinent weather.
Aircraft status.
NOTAMS.
Technical log verification sheet.
Journey Log; he is responsible for completing the Journey Log.
The Captain is responsible for the fuel management of each sector. However, the First
Officer should be encouraged to participate in the decision making process.
Both pilots should check the appropriate sections of the Company intranet to ensure
that they have the latest issue of all NOTACS.
2.4.3 Briefing
The Captain will brief the cabin crew on relevant items from the following list:
Flight routes/cruising altitudes/flight time/alternate airports.
Weather.
Taxi time.
Information on the terrain/water to be over flown.
Status of relevant aircraft systems.
Refuelling.
Cabin crew control of cabin temperature.
Any other relevant information.
Both pilots must participate in the cabin crew SEP pre-flight discussion.
2.4.4 Equipment and Documentation

Each pilot should have a high visibility vest and a personal torch; the aircraft torches
are for emergency use only. Each pilot must have his licence and passport; they must
be current.

Normal Procedures
2.5 Safety, Power Up and External Checks

2.5.1 Arrival at the Aircraft
On arrival at the aircraft:
Check that the aircraft is chocked.

Check that all blanks are removed.
Note the flap/slat positions.
Check the refuelling status.
Check the maintenance status.
2.5.2 Refuelling
If refuelling with passengers on board or boarding is considered likely, brief C/A 1 and
the dispatcher to invoke the appropriate procedures. They are described in the
Operation Manual Part A.
2.5.3 Oxygen Replenishment

Oxygen must not be replenished with passengers on board.
2.5.4 Maintenance
Confer with the engineers and consider the effects of any maintenance action in
progress on passenger boarding and the operation of aircraft systems. Some
maintenance action is allowed with passengers on board or during boarding. However,
if the maintenance action could unduly worry passengers, delay the boarding until the
maintenance is complete.
2.5.5 Technical Log

The signature in the Technical Log for the daily check has a time and date against it.
The check is valid till midnight on the day after it was signed.
The Captain is responsible for the management of the Technical Log and must check
for any deferred defects. These defects must be brought to the attention of the First
Officer and, where applicable, the C/A 1. If required, MEL procedures should be
reviewed. The crew must check the software and ballast status of the aircraft. The
Captain may delegate responsibility for management of the Technical Log to the First
Officer, but the Technical Log must still be signed by the Captain, not the First Officer.
2.5.6 Allocation of Tasks

The First Officer performs the Cockpit Safety Inspection and the Power Up checklist;
the Captain performs the External Inspection and his management tasks. On a turn
round, the Captain may allow the First Officer to perform the External Inspection.

Normal Procedures
2.5.7 Cockpit Safety Inspection

The expanded Cockpit Safety Inspection is given in Table 5.1. The Cockpit Safety
Inspection must be performed on the first flight of the flight crew on an aircraft during a
duty period, and if the aircraft has been powered down or left unattended..
Note: When an aircraft is handed over directly crew to crew, without powering down,
a confirmation from the off-going crew that the Cockpit Safety Inspection has
been completed satisfies the requirement.
Table 5.1 Cockpit Safety Inspection

Maintenance Status .....................................................................CHKD
Cockpit Emergency Equipment ..................................................CHKD
Protective Breathing Equipment (PBE).
Fire Extinguishers.
Crash Axe.
Life Vests
Escape Ropes.
Flashlights.
Electric Panel................................................................................... SET
Do not push out the GPU button if the aircraft is powered by the
GPU all other knobs to AUTO and Batteries OFF
APU Generator Button .............................................................PUSH IN
Fuel Panel .....................................................................................CHKD
Windshield Wiper ............................................................................ OFF
Hydraulic Panel ......................................................................... CHECK
Engine driven pump 1 shutoff .................... PUSHED OUT
PTU Selector............................................................ AUTO
Engine driven pump 2 shutoff .................... PUSHED OUT
SYS 1 and 2 Electric Pumps.................................... AUTO
SYS 3 Electric Pump A ...............................................OFF
SYS 3 Electric Pump B ............................................ AUTO
Air Conditioning/Pneumatic Panel .............................................CHKD
Verify all buttons pushed in and no striped bars illuminated
Passenger Oxy Panel...................................................................CHKD

Normal Procedures
Table 5.1 Cockpit Safety Inspection (Continued)

Masks deployed selector knob ................................ AUTO
ELT..............................................................................................ARMED
Landing Gear Lever.................................................................... DOWN
Start/Stop Selectors ..................................................................... STOP
Speed Brake Lever .................................................................. CLOSED
RAT manual Deploy................................................................ STOWED
Slat/Flap Lever ................................................................VERIFY POSN
Circuit Breakers......................................................................... CHECK
Verify both sidewall panels agree with maintenance status

Normal Procedures
2.5.8 Power Up Checklist

The Expanded Power Up checklist is given in Table 5.2. The Power Up checklist must
be performed on the first flight of the day and if the aircraft has been powered down.
Table 5.2 Power Up Checklist
CAUTION
Ensure the aircraft is not moved before the IESS is initialised (90 secs).
Battery 1 .............................................................................................ON
Battery 2 ........................................................................................ AUTO
CAUTION
Verify that only displays 2 and 3 are available and that no EICAS messages
are displayed for the first five seconds.
If more than two displays are available, the aircraft must not be dispatched.
Battery Voltage .......................................................................... CHECK
Check the battery 1 and 2 voltage on the MFD status pages; the voltages
should be at least 22.5 V.
CAUTION
To avoid battery discharge, minimise the time without AC power by
performing the battery voltage check as quickly as possible.
If the battery voltage is between 21.0 and 22.5 V, recharge the batteries
before take-off using any AC source for:
30 minutes if the OAT is at least 0C.
35 minutes if the OAT is less than minus 5C.
40 minutes if the OAT is at least minus 10C.
50 minutes if the OAT is less than minus 10C.
If battery voltage is below 21.0 V, maintenance action is required.
Verify the AVAIL light is illuminated before pushing in. When a GPU is not
available or not required, maintain GPU button pushed out.
This check must be carried out after the battery voltage check to avoid
incorrect battery voltage readings.
The power up built in test (PBIT) takes three minutes to complete after the
aircraft is powered by an AC source. If any hydraulic pump is set to ON
before three minutes has elapsed from the time AC power is on, the flight
controls PBIT will not be completed. A FLT CTRL TEST IN PROG message
is displayed to inform the pilot that the Electrical PBIT is in progress.

Normal Procedures
Table 5.2 Power Up Checklist (Continued)

EICAS.......................................................................................... CHECK
Check that EICAS message wake up occurs; wake up normally occurs 30
seconds after battery power is applied.
Post Epic Load 25.4, most of the nuisance EICAS captions associated with
initial power up are K coded to suppress them.
Do not carry out the Fire Detection Test until wake-up has occurred.
Fire Extinguisher Panel............................................................. CHECK
Do not press the TEST button for more than 10 seconds if the APU is
running; otherwise the APU will shut down.
Verify that there are no fire protection messages displayed on the EICAS.
Verify cargo smoke fwd/aft and APU fire extinguisher buttons guarded.
Press and hold the fire detection test button and observe the following:
Aural warning.
Fire handles illuminated.
Cargo fire extinguisher fwd/aft buttons illuminated.
APU fire extinguisher button and upper half of the APU emergency stop
button illuminated.
WARNING lights flashing.
EICAS messages CARGO FWD SMOKE, CARGO AFT SMOKE,
APU FIRE, ENG 1 FIRE and ENG 2 FIRE.
Fire warning light displayed inside ITT indicators.
APU Master Selector Knob ................................................... AS REQD
Verify EMERG STOP button is guarded.
To start the APU, turn the APU MASTER selector to ON; verify that APU
EGT and RPM indications are presented on the EICAS. Turn the knob to
RUN then allow the knob to spring back to ON.
Note 1: The power up built in test (PBIT) takes three minutes to complete
after the aircraft is powered by an AC source. If any hydraulic
pump is set to ON before three minutes has elapsed from the time
AC power is on, the flight controls PBIT will not be completed.
Note 2: If the displays 2 and/or 4 are configured as PFD, set the

reversionary panel selector knob to MFD and then to AUTO. After
eight seconds, the affected display configuration will return to
MFD.
GPU Button ...................................................................... AVAIL LT ON

This shows that the APU has taken over the supply of AC power.

Normal Procedures
Table 5.2 Power Up Checklist (Continued)

GPU Button ...........................................................................PUSH OUT
This must be done even if the AVAIL LT is ON prior to disconnection of the
GPU.
If APU U/S leave GPU connected.
GPU ................................................................................. DISCONNECT
If APU operative.
Hydraulic Panel ................................................................ PBIT CHECK
Only if electrical PBIT completed and FLT CTRL BIT EXPIRED message is
displayed, perform the hydraulic PBIT checks. Do not move flying surfaces.
Turn Electrical Hydraulic Pumps 1,2 and 3A ON.
Wait one minute; the FLT CTRL BIT EXPIRED message should extinguish.
Turn Electrical Hydraulic Pumps 1 and 2 to AUTO and 3A to OFF.
The FLT CTRL TEST IN PROG message is displayed during the Hydraulic
PBIT.
If FLT CTRL BIT EXPIRED message still displayed, power down aircraft,
wait one minute and power up again.
Electronic CBs........................................................... ACKNOWLEDGE
Select the CB OUT/LOCK page on the MCDU and check the CB status
agrees with the maintenance status.
Press the NEW TRIP prompt on the MCDU to check the electronic CB
status.
DVDR Panel ............................................................................... CHECK
Press the test button and verify that no fail messages are displayed on the
EICAS.
Cockpit Door Panel ................................................................... CHECK
Close cockpit door and press TEST button on DOOR PANEL.
Check aural and UNLOCKED indication ON.
Push in LOCK button and check electromechanical latch for normal
operation.
Have Cabin Crew press the EMERG CALL button on door control panel in
cabin and check normal operation.
Push out the LOCK button.
Cabin Photoluminescence Strips ............................................ CHECK
Fifteen minutes of ceiling and entrance lighting or daylight exposure is
required to charge the photo luminescent strips.

Normal Procedures
2.5.9 Flight Controls Power Up Built in Test

The flight controls power up builtintest (PBIT) has two parts:
Electrical.
Hydraulic.
The electrical PBIT starts automatically once the aircraft is powered by any AC source.
The electrical PBIT takes three minutes; it will be interrupted and not completed if any
of the following occurs:
Any hydraulic pump is set to ON.

Any FCM button is cycled.
AC power is interrupted.
The hydraulic PBIT is performed when all three hydraulic systems are pressurised; the
test takes about one minute. The hydraulic PBIT must not be started until the electrical
PBIT is complete. If any flight control surface is moved during the hydraulic PBIT, the
test is interrupted and will not be completed.
The PBIT checks the flight control system; a successful check is valid for 50 hours. If
the aircraft is powered up for more than 50 hours, a message is given on the EICAS:
FLT CTRL BIT EXPIRED.. The message remains on the EICAS until a new PBIT is
carried out successfully. So the aircraft has to be powered down and then repowered.
A pause of one minute between powering down and powering up is required.
When the electrical PBIT is completed, a check of the EICAS is required to confirm that
the check has passed. The normal EICAS messages are shown in Figure 5.1.
If the PBIT has not been passed, one or more of the non-normal messages shown in
Figure 5.2 may be displayed. There is a corrective action for each message.
WARNING
During the P-BIT or when ever two AC sources are powering the aircraft, the L/R windscreens
will be powered on the ground and there is a risk of electrical shock if the outside of either screen
is touched.

Normal Procedures
Figure 5.1 Normal EICAS Indications after PBIT

Running these diagrams are not exhaustive.They are only provided as an indication of
what is likely to be displayed.
APU Shutdown
Running APU Running
Shut Down
RUDDER FAIL RUDDER FAIL

ELEVATOR RH FAIL ELEVATOR RH FAIL
ELEVATOR LH FAIL ELEVATOR LH FAIL
EMER LT NOT ARMED EMER LT NOT ARMED
YD OFF YD OFF
AILERON RH FAIL AILERON RH FAIL
AILERON LH FAIL AILERON LH FAIL
HYD PUMP A NOT ON HYD PUMP A NOT ON
BLEED APU VLV OPEN STEER OFF
STEER OFF
Figure 5.2 PBIT Failure Messages
FLT CTRL NO DISPATCH

ENG 2 NO DISPATCH
ENG 1 NO DISPATCH
LG WOW SYS FAIL
LG NOSE DOOR OPEN
LG NO DISPATCH
STEER FAIL
FLT CTRL BIT EXPIRED

Normal Procedures
2.5.10 Flight Control no Dispatch Message

The flight control no dispatch caution message is: FLT CTRL NO DISPATCH .
In some cases the situation may be recoverable by cycling the three FLIGHT
CONTROLS MODE push buttons or powering down the aircraft and powering up after
one minute.
If a FLT CTRL NO DISPATCH message is given, cycle the three FLIGHT CONTROLS
MODE push buttons. If the message remains or reappears, power down the aircraft,
wait one minute and then power up the aircraft again. If the message remains or
reappears, maintenance action is required.
2.5.11 Flight Control BIT Expired

The flight control BIT expired message is: FLT CTRL BIT EXPIRED.. If the message is
displayed, it may be due to recent changes introduced as part of Epic Load 21.4:
The new Epic Load 21.4 has introduced an inhibit on the hydraulic part of the PBIT
that will not allow this test to run until the fluid temperatures are above +10C.
It has been established that the flight controls must not be moved during the
Hydraulic PBIT. If this is the case, the PBIT will not complete.
The full and free checks must not be completed until the FLT CTRLS TEST IN
PROGRESS message has extinguished.
Providing that the Hydraulic PBIT has not expired (i.e. 50 hours have not elapsed
since the last successful test), crews will not experience any problems.
Once 50 hours have elapsed since the last successful PBIT, the
FLT CTRL BIT EXPIRED. message will be illuminated. Dispatch is not allowed with
this message displayed. To clear this message, a successful PBIT (electrical or
hydraulic, depending on which has reached zero hours) must be completed.
During the winter months, it is possible for a crew to take over an aircraft that has
not run for over 50 hours.
On first flight of the day, crews should check the Flight Controls Synoptic page to
verify the time remaining since the last successful PBIT.
If the PBIT is about to expire, crews should then check the hydraulic reservoir fluid
temperatures on the Hydraulic Synoptic page.
If the fluid temperature is below +10C, the hydraulic part of the PBIT will not run and
the crew must perform the warm up procedure.
Once the warm up is complete, the system pressures must be allowed to fall below
100 psi by turning off all the electrical pumps. Once this is completed, the hydraulic
PBIT will initiate the next time that all three systems are fully pressurised.

Normal Procedures
On first flight of the day, crews are to check the time remaining on the FLT CTRL PBIT.
If the PBIT is about to expire, crews should check the fluid temperatures in the hydraulic
reservoirs. If required, the hydraulic warm up procedure should be used.
2.5.12 Other Messages

There is one recovery procedure for any of the following messages:
ENG 2 NO DISPATCH.
ENG 1 NO DISPATCH.
LG WOW SYS FAIL.
LG NOSE DOOR OPEN.
LG NO DISPATCH.
STEER FAIL.
The procedure is:
Power down the aircraft.

Wait one minute.
Power up again.
If any of the messages persist, maintenance action is required.
2.5.13 External Inspection

Before starting the External Inspection:
Set the NAV LIGHTS ON.

Select the emergency/parking brake to on.
Check that there is sufficient hydraulic pressure to activate the emergency parking
brake and to perform the brake wear indicator check.
CAUTION
To allow the flight controls built in test to complete, wait three minutes after power up before
turning any hydraulic pump on.
The External Inspection is given in Table 5.3. The recommended walkround sequence
is shown in Figure 5.3. Start at the forward entry door and proceed in the direction
indicated; terminate at the bottom of the passenger stair door.

Normal Procedures
Figure 5.3 Recommended Walkround Sequence
Particular attention should be made to ensure that all pitot and static ports are not
damaged or obstructed. Any damage to the aircraft structure must be reported to
engineering prior to dispatch.
2.5.13.1 Engine Cowl Latches Inspection

Crews should be aware of where the cowl latches are located and also, of what they
look like when secure and when unlatched. It is also worth noting that the engine cowl
itself remains in the closed/flush position even if the latches are not secure.
The following photographs should help crews:
Photograph 1 Three engine cowl latches in the secure position.
Engine Cowl Latches

In Secure Position

Normal Procedures
Photograph 2 Engine cowl Latches in unlocked position.

Note: the day-glow orange markings
Three Engine Cowl Latches in the Un-Locked

Position
Note the orange day glow marking
Photograph 3 Engine owl latches unlocked, seen from ahead.
Engine Cowl Latches

Hanging Down
Note the cowling is still

flush with the intake
shroud

Normal Procedures
Table 5.3 External Inspection

Left forward passenger door...................................................... Check
External power receptacle .......................................................... Check
Left smart probes/TAT sensor/ice detector .............................. Check
Verify condition.
Check that there are no obstructions.
Check that the covers are removed.
Windshield wipers ....................................................................... Check
Radome ........................................................................................ Check
Forward avionics compartment ..............................................Secured
Lower forward antenna ......................................................... Condition
Nose gear ..................................................................................... Check
Check condition of wheels and tyres.
Check that the uplock hook is unlocked.
Check the condition of the nose gear strut, wheel well and doors.
Check for leaks.
Confirm that the ground locking pin is removed.
Check the condition of the landing and taxi lights.
Right smart probes/TAT sensor/ice detector............................ Check
Verify condition.
Check that there are no obstructions.
Check that the covers are removed.
RAT safety lock pin ................................................................Removed
Right forward passenger door ................................................... Check
Oxygen discharge indicator ............................................... Green disc
Lower forward antennas/forward drain mast...................... Condition
Forward cargo door..................................................................... Check
Wing inspection light ............................................................ Condition
Landing and taxi lights ......................................................... Condition
Right ram air inlet ......................................................... No obstruction
Air inlets and outlets .................................................... No obstruction
Lower red beacon light ......................................................... Condition

Normal Procedures
Table 5.3 External Inspection (Continued)

Right water drain valve door ................................................... Secured
Right #1 magnetic level indicator ........................Pushed in, no leaks
Wing leading edges .............................................................. Condition
Pylon ...................................................................................... Condition
Thrust reverser cowl ............................................... Flush with nacelle
Right engine ................................................................................ Check
Check for leaks.
Check that there are no obstructions in the air inlets.
Check that cowl latches are correctly fastened.
Refuelling compartment door ................................................. Secured
Access panels .......................................................................... Secured
Right #2 and #3 magnetic level indicators..........Pushed in, no leaks
Pressure relief valve ................................................................... Check
Wing vents ....................................................................No obstruction
Navigation and strobe lights ................................................ Condition
Static dischargers ........................................... Number and condition
3 static dischargers on the aileron.
6 static dischargers on the winglet.
Refer to the CDL for dispatch with missing static dischargers.
Flight control surfaces and fairings .................................... Condition
Right main gear ........................................................................... Check
Check the condition of the gear struts and wheel wells.
Check for leaks.
Check brake wear indicators.
Access doors and panels ........................................................ Secured
Drain mast.............................................................................. Condition
Aft cargo door ............................................................................. Check
Right aft service door ................................................................. Check

Normal Procedures

Right lower aft antenna ......................................................... Condition
Aft drain mast ........................................................................ Condition
Battery air outlet ........................................................... No obstruction
Access doors and panels ........................................................Secured
Drain mast .............................................................................. Condition
Flight control surfaces.......................................................... Condition
Static dischargers ............................................Number and condition
4 static dischargers on the rudder.
4 static dischargers on each elevator.
APU ......................................................................................... Condition
AC external power receptacle .................................................... Check
Overboard vent ............................................................. No obstruction
Pressurisation static port ............................................ No obstruction
Potable water service panel ....................................................... Check
Note: If panel is not closed, toilets will not flush.
Left aft passenger door............................................................... Check
Left lower aft antennas ......................................................... Condition
Flight control surfaces and fairings .................................... Condition
Static dischargers ............................................Number and condition
3 static dischargers on the aileron.
6 static dischargers on the winglet.
Navigation, strobe and upper beacon lights....................... Condition
Upper antennas ..................................................................... Condition
Wing leading edges............................................................... Condition
Wing vents .................................................................... No obstruction
Pressure relief valve.................................................................... Check
Left #2 and #3 magnetic level indicators............ Pushed in, no leaks
Pylon....................................................................................... Condition

Normal Procedures

Thrust reverser cowl ............................................... Flush with nacelle
Left engine ................................................................................... Check
Check for leaks.
Check that there are no obstructions in the air inlets.
Check that cowl latches are all correctly fastened.
Left #1 magnetic level indicator...........................Pushed in, no leaks
Water drain valve ........................................................ Check, no leaks
Left main gear.............................................................................. Check
Check the condition of the gear struts and wheel wells.
Check for leaks.
Check brake wear indicators.
Left water drain valve door ..................................................... Secured
Air inlets and outlets.....................................................No obstruction
Left ram air inlet ............................................................No obstruction
Air conditioning connection access door ................................ Check
Landing and taxi lights ......................................................... Condition
Wing inspection light ............................................................ Condition
If a navigation light filament has failed, the alternative filament can be selected in the
cockpit by accessing the panel adjacent to the jump seat passengers oxygen mask
stowage.

Normal Procedures
2.6 Cockpit Preparation

2.6.1 Allocation of Responsibilities
The cockpit preparation is divided into the following blocks:
Panel set-ups performed by the First Officer.
Panel set-ups performed by the Captain.
Preparation done jointly by the Captain and First Officer.
The take-off briefing.
The final preparation.
Confirmation with the checklist.
2.6.2 First Officers Set-ups

Given in Table 6.1 First Officers Set-ups.
The set-ups start with a check of manuals, documents and EFB units; then the set-ups
are continued in the following sequence:
The jump seat console: oxygen and audio panel.
The overhead panel. The panel is in five columns. The columns are checked from
left to right. The checks for each column start at the top of the column.
The First Officers console: oxygen mask and regulator.
The right glareshield: lights panel and display control panel.
The right main panel: reversionary panel, PFD, MFD Status display, clock, ELT,
GPWS glideslope inhibit and landing gear warning inhibit.
The centre console: GPWS flap override, right audio panel and flight control
disconnect handles.
The alternate gear extension compartment.
2.6.3 Captains Set-ups

Given in Table 6.2 Captains Set-ups; the sequence is as follows:
The Captains console: oxygen mask and regulator.
The left glareshield: lights panel and display control panel.
The left main panel: reversionary panel, PFD, MFD Status display, GPWS terrain
inhibit and EICAS.
The centre console: flight controls mode panel, shaker cutout buttons, ignition
selectors, speed brake, thrust levers, left audio panel and trims.
2.6.4 Joint Set-ups

Given in Table 6.3 Joint Set-ups; the sequence is as follows:
The glareshield panel: just the speed selector.
The main panel: the flight instruments and the MFD status page.
The centre console: the MCDUs.
The set-ups are performed from memory and then confirmed by the challenge and
response checklist.

Normal Procedures
Table 6.1 First Officers Set-ups

Library
Manuals and documents ....................................................... On board
Check all the required documents are on board including:
The Technical Log.
The AFM*.
The AOM Volume 2* only.
The QRH.
The Operations Manual, Part B6*, CPH* and Performance Manual*.
The Certificate of Airworthiness and associated Airworthiness Review
Certificate (ARC)/Certificate of Registration/Noise Certificate.
Insurance Certificate.
The Radio Licence.
Copy of the AOC.
The navigation kit.
2 EFB units The * items may be in electronic format. They must be
replaced on-board if both EFB units u/s.
Observers Console
Observers oxygen mask and regulator.................................... Check
Check the observers oxygen as follows:
Set the regulator control knob to 100%.
Press and hold the TEST/RESET button.
Verify a short illumination or blink of the flow indicator.
Verify audible oxygen flow in the headset or loudspeakers.
Once the mask fully pressurises, the indicator must go out; this shows
that the system is leak free.
Release the TEST/RESET button.
Observers audio control panel ........................................ As required
Power up BIT .................................................................. Check passed
The checklist must be paused until the PBIT is complete.
Check the EICAS indications.
The normal and failure indications are given in Section 2.5.9.
Procedures to cope with PBIT failure are given in Section 2.5.9.

Normal Procedures
Table 6.1 First Officers Set-ups (Continued)

Overhead Panel
Electrical panel ............................................................................ CHKD
IDG selector knobs AUTO.
AC bus tie selector knob at AUTO.
GPU push button as required.
APU GEN button pushed in.
TRU 1 AUTO.
TRU ESSENTIAL AUTO.
TRU 2 AUTO.
DC bus tie AUTO.
Battery 1 selector knob ON.
Battery 2 selector knob at AUTO.
Cockpit lights panel ....................................................................... Test
Adjust the MAIN PNL, OVHD PNL and PEDASTAL lights.
Push ANNUNCIATORS TEST button and verify all associated lights.
Set dome light as required.
Engine 1 fire handle .................................................................. Stowed
Fuel panel................................................................................. Checked
FUEL XFEED selector knob in the desired position.
DC pump selector knob at AUTO.
AC pumps 1 & 2 selector knobs at AUTO.
Passenger signs panel..................................................................... Set
Emergency lights selector knob ON. Check Cabin Lights ON
Verify EMERG LT ON and EMERG LT NOT ARMED appear on EICAS.
Emergency lights selector knob ARMED.
Verify EMERG LT NOT ARMED and EMERG LT ON messages off.
STERILE light OFF.
NO SMKG & FSTN BELTS ON.

Normal Procedures

Fire extinguisher panel ............................................................... Check
Cargo smoke FWD/AFT buttons PUSHED OUT and no lights.
APU fire extinguisher button PUSHED OUT and no lights.
APU control panel .............................................................. As required
Emergency stop not illuminated.
External lights panel .......................................................... As required
Normally, the Navigation lights are selected to ON during daylight hours.
Engine 2 fire handle .................................................................. Stowed
Hydraulic panel ....................................................................... Checked
Verify engine driven pump 1 & 2 shutoff buttons are guarded with no
lights.
Verify PTU selected to AUTO.
Verify hydraulic system 1 & 2 electrical pumps are at AUTO.
Verify hydraulic system 3A electrical pump is OFF.
Verify hydraulic system 3B electrical pump is AUTO.
Pressurisation panel ....................................................................CHKD
CABIN ALT selector knob at STOP.
Mode selector knob at AUTO.
DUMP button: no lights and guarded.
LFE selector knob at STOP.
Windshield heating ............................................................... Pushed in
Ice protection panel .....................................................................CHKD
ENGINE 1, WING and ENGINE 2 buttons pushed in.
Mode selector knob at AUTO.
TEST selector knob at OFF.
Air conditioning/Pneumatic panel ..............................................CHKD
Cockpit and passenger cabin temperature control as required.
Recirculation, pack 1 & 2, X bleed, bleed 1, APU bleed and bleed 2
buttons pushed in.

Normal Procedures

Passenger oxygen panel ............................................................ CHKD
Passenger oxygen selector knob at AUTO.
MASK DEPLOYED indicator no light.
Cabin Surveillance System (E175 Only)..... ..................... ON/AUTO
Check system operation.
First Officers Console
Right oxygen masks & regulator ............................................... Check
Check masks for oxygen supply and microphone functionality as follows:
Right Glareshield
Right glareshield lights panel ...........................................As required
Right display control panel ............................................................. Set
Set BARO SET knob to actual pressure.
Push HSI button for full compass, arc or map.
Select the FMS or V/L as the primary NAV source.
BRG circle (O) as required: Off, VOR 1, ADF 1 or FMS 1.
BRG circle (?) as required: Off, VOR 2, ADF 2 or FMS 2.

Normal Procedures

Right Main Panel
Right reversionary panel ..................................................................Set
Display selector knob in AUTO.
ADS & IRS selectors as required.
Clock ..................................................................................................Set
Select GPS on the GPS/INT/SET selector.
If the clock displays dashes (- - -), adjust the clock using the SET position
and SET button; when the clock is set, select INT.
GND PROX G/S INHIB ................................................................. Check
Verify:
Button pushed in.
Striped bar not illuminated.
LG WARN INHIB .......................................................................... Check
Verify:
Button pushed out and guarded.
Centre Console and Alternate Gear Compartment
GND PROX FLAP OVRD ............................................................. Check
Verify:
Button pushed out and guarded.
Right audio control panel .................................................. As required
Flight control disconnect handles............................................. Check
Alternate gear extension compartment .................................... Check
Verify:
Alternate gear extension lever is fully down.
Electrical override switch is in the NORMAL position.

Normal Procedures
Table 6.2 Captains Set-ups

Captains Console
Ground lock safety pins.............................................................. Check
Confirm all pins stowed behind the First Officers seat.
Left oxygen masks and regulator .............................................. Check

Check masks for oxygen supply and microphone functionality as follows:
Left Main Panel
Left glareshield lights panel ..............................................As required
Left display control panel ................................................................ Set
Set BARO SET knob to actual pressure.
Push HSI button for full compass, arc or map.
Select the FMS or V/L as the primary NAV source.
BRG circle (O) as required: Off, VOR 1, ADF 1 or FMS 1.
BRG circle () as required: Off, VOR 2, ADF 2 or FMS 2.
Left reversionary panel .................................................................... Set

Display selector knob in AUTO.
ADS selector as required.
IRS selector as required.
GND PROX TERR INHIB.............................................................. Check

Verify:
Button pushed in.
EICAS............................................................................................ Check
Check EICAS messages to ensure agreement with aircraft status.

Normal Procedures
Table 6.2 Captains Set-ups (Continued)

Centre Console
Flight controls mode panel ........................................................ Check
Verify ELEVATOR, RUDDER SPOILER buttons:
Guarded.
Striped bars not illuminated.
Shaker 1 and 2 cut-out buttons ................................................. Check

Verify:
Buttons pushed out.
Striped bars not illuminated.
Ignition selector knobs ................................................................ AUTO

EICAS FULL ................................................................................. Check
Verify EICAS full button is in the desired position.
Speed brake lever ...................................................................... Closed
Thrust levers..................................................................................... Idle
Left audio control panel .................................................... As required
Trims ............................................................................................ Check
Verify that the roll, yaw, pitch main and pitch backup trims are operating
properly in both directions.
Verify systems three-second protection is working properly.
Set roll and yaw trims to neutral.
Set pitch trim in the green band.

Normal Procedures
Table 6.3 Joint Set-ups

Glareshield and Main Panel
Confirm aircraft variant ................................................... E195 or E175
Both pilots review aircraft variant and discuss salient differences.
When a pilot transfers from the E175 to the E195; discuss tendency to
over rotate on first take-off.
Speed selector knob ........................................................................ Set
Set speed selector to MANUAL or FMS.
Set/Check VFS or V2 + 10 in the speed window (or nothing if FMS speeds
used).
Fuel quantity ................................................................................ Check
Flight instruments .................................................. Set/cross-checked
Verify airspeed tapes not showing speed.
Verify EADI attitude erect and EADI flag free.
Set zero on the ALT SEL, or initial assigned level if clearance obtained.
Cross check altitude tape indications and QNH correctly set.
Verify both VSIs showing zero.
Verify EHSI course set for the departure and appropriate NAV source
selected.
EHSI and magnetic compass flag free.
Cross check headings on all compasses.
Heading bug set for the departure.
Check IESS and adjust the altimeter setting.
Weather set on PFD and/or MFD MAP page as required.
Set the MFD MAP page menu as required.
TCAS must always be displayed on both MFDs.
SOURCE must be selected to PF
MFD Status Page ......................................................................... Check

Verify on the status page:
Engine oil level.
Hydraulic brake accumulator pressure.
Oxygen pressure. The pressure must be adequate for the planned flight.
Weather Radar in FSBY Mode.

Normal Procedures
Table 6.3 Joint Set-ups (Continued)

Centre Console
MCDU .................................................................................................Set
PF should enter relevant navigation data and PM should enter
relevant performance data. Once these actions are completed, the
two pilots will cross-check each others inputs.
Select FLIGHT SUMMARY page 1/1 and reset fuel used.
Select RADIO page 1/2 and then verify that Auto Tune is enabled.
Select RTE and enter Flight Identification, i.e. BEE123.
Select NAV IDENT page and check its contents. Navigation Database in
date.
Select POSITION INIT page 1/1 and load the present position (this action
must be completed by both pilots).
Insert route in the FMS according to the flight plan.
Select PERF INIT page 1/3 and set the CLIMB, CRUISE and descent
speed schedule. Also select DEP/APP SPD prompt to input FMS speeds
as req.
Select PERF INIT page 2/3 and check/set its contents (300/105 for T/O
LDG).
Select PERF INIT page 3/3 and set all fields with the available data.
Confirm PERF INIT.
Select TAKE-OFF DATASET MENU page and set:
THR MODE: TO1, TO2 or TO3.
TO TEMP.
ATTCS ON.
REF A/I: OFF, ENG or ALL.
REF ECS: ON or OFF (normally ON; see note on page 11).
FLEX T/O: ON or OFF.
FLEX TEMP.
Press ENTER to confirm the take-off data.
Select TAKE-OFF page 2/3 and input take-off flap setting (post Load
19.3).
Select TAKE-OFF page 3/3 and set take-off speeds and configuration.
Confirm take-off pitch angle is indicated.
Press TOGA Button to confirm correct initialisation.
Select RADIO page 1/2 and insert assigned transponder code if
available.

Normal Procedures
Table 6.3 Joint Set-ups (Continued)
WARNING
Take-off with ATTCS OFF is not allowed in the E-Jets unless appropriate
performance data is available (EFB Units do provide this information if
required).
2.6.5 Take-off and Landing Speeds

The final segment speed (VFS) is obtained for the take-off performance card. V1, VR
and V2 are obtained from the RTOM tables; the three speeds are those for the actual
aircraft weight. Alternatively, the EFB unit may be used to determine take-off speeds.
The VREF and VAC are obtained from the landing performance card or the EFB unit.

Normal Procedures
2.6.6 Take-off Thrust

The normal take-off is a flexible thrust take-off. Thrust can be reduced from the T/O 1
rating, the T/O 2 rating or the T/O 3 (E195 only) rating.
If a take-off can be made using the T/O 3 rating, T/O 3 (E195 only) should be used and
thrust reduced to the maximum extent allowed for the weight.
If a take-off cannot be made using the T/O 3 (E195 0nly) rating but can be made using
the T/O 2 rating, T/O 2 should be used and thrust reduced to the maximum extent
allowed for the weight.
If a take-off cannot be made using the T/O 2 rating but can be made using the T/O 1
rating, T/O 1 must be used; thrust should be reduced to the maximum extent allowed
for the weight.
The EFB performance program should be used to find the flexible thrust N1,
alternatively, if the ToDc need to be used, the following process is required:
The N1 for the assumed temperature is taken from the RTOM.
The N1 adjustment is found from the table for the relevant rating on the take-off
performance card. The table is entered with the outside air temperature and DT. DT
is the assumed temperature minus the actual outside air temperature.
The N1 adjustment is subtracted from the N1 for the assumed temperature. The
result is the flexible thrust N1. This is the target N1.
The assumed temperature is entered into the MCDU as the FLEX TEMP. The N1 target
is not checked until after start because the ambient temperature sensor is in the engine
in-take and may not sense the correct ambient temperature until the engine is drawing
air over the sensor. The FADEC derived N1 can be used to cross-check the EFB
calculated N1.
Determination of take-off data can be accomplished by use of the expected passenger

numbers as listed on the OFP. However, the data must be confirmed once the
loadsheet has been delivered to the aircraft.
Note: If, for performance reasons, the crew elect to take-off with the ECS selected to
OFF on the TAKEOFF Data Set page of the MCDU, there is a possibility that
the Bleed Pressure sensors will detect an overpressure and illuminate the
Bleed Overpressure (1/2) caution (s) as the Packs are automatically selected
ON at 500 ft AAL. This is caused by the sudden rush of HP compressor air as
the Nacelle SOV opens. The cautions can be cleared by cycling the Bleed
Switches. However, to prevent this occurrence, crews should consider leaving
the APU running during the take-off and subsequent climb. The APU can be
secured during the normal After Take-off checks.

Normal Procedures
2.6.7 Take-off Briefing

The take-off briefing should be conducted with casual language and personal,
interactive style to prevent the repetitious use of sentences and terms.
The take-off briefing is performed by PF. The Captain must state the rejected take-off
procedure and the specific actions in the event of an engine fire on take-off.
The briefing must include:
The departure procedure ((Include P-RNAV, FMS Speeds and VNAV use).
The taxi-out route and single-engine taxi procedures if required.
Power reductions.
Weather.
Terrain and MSA.
Noise abatement procedures.
Low visibility procedures.
Inoperative aircraft components.
Runway in use and its condition.
Take-off alternate airport.
Emergency brief.
Engine fire procedures.
Actions in the event of a rejected take-off due to engine fire.
NOTAMS.
Any deviation from SOPs.
The emergency briefing is given in full by PF on each crews first flight of the day.
Thereafter, at the Captains discretion, it may be reduced to just the crosswind, the
emergency acceleration altitude, the emergency routing and the take-off alternate. If
just one crew member changes, then PF must give a full emergency brief for the first
flight of this new crew.
PF gives the selections, departure and special conditions sections of the take-off
briefing before every flight.
The acceleration altitude quoted in the emergency brief is that found in the airport
performance manual or shown on the EFB performance program; generally
1000 ft AAL.

Normal Procedures
2.6.8 Jump Seat Passenger Briefing

If a jump seat passenger is carried, his brief must include the following aspects:
Seat controls.
Emergency equipment.
Escape.
Audio box.
Need to stay quiet during critical phases of flight.
A briefing card is provided for the jump seat passenger so that he can familiarise
himself with the relevant, emergency and communication equipment in the jump seat.
2.6.9 Cockpit Preparation Checklist

Once the take-off briefing is complete, the Cockpit Preparation Checklist is performed.
There are two versions the Full and the Reduced. They are given in Section 5.
The Reduced form is used during a turn round where the crew is not changed and the
aircraft is not powered down.
The PF calls for the Cockpit Preparation Checklist; the PM reads the checklist. The PF
makes all responses.
The fuel contents response is the fuel on board against the fuel required by the OFP.
For example, if the fuel on board is 5,000 kg and the OFP requires 4,000 kg, the
response is 5,000 against 4,000.
2.6.10 Weapons
Any potential weapon that a passenger has not been allowed to carry in the cabin must
not be carried in cockpit. The weapon must be carried in the cargo compartment.
2.6.11 Departure Time

If ready before the slot time, ensure ATC/Company Operations are advised. Slot
improvements will be provided automatically should they become available.
Any delay must be entered on the Journey Log. The reason for the delay is also
recorded using the delay codes in the Cockpit Handbook (CPH). If possible, agree the
cause of the delay with the dispatcher.
2.6.12 Passenger Briefs

The Captain gives the passenger welcome brief in English. The welcome brief should
be given before engine start. If an on time departure is clearly not possible, the
welcome brief and the reason for the delay should be given by the standard departure
time.

Normal Procedures
2.6.13 Departure Clearance

The First Officer is normally responsible for obtaining the ATC departure clearance.
However, it is most important that both pilots listen to this clearance. Once the
clearance has been read back and confirmed by ATC, the altitude selector can be set
and the transponder code entered. These actions should be confirmed between the
pilots.
2.6.14 Final Preparation

It is important that BOTH crew members check the load sheet to confirm that it is
correct and appropriate to their flight. As a minimum, the following items must be
confirmed by both pilots:
Correct Departure and Destination.

Correct flight number and aircraft registration.
Correct date.
Correct crew configuration.
Correct DOW and DOI as listed in current NOTACS.
MACTOW to set take-off trim.
Correct number of passengers in correct bays. This is confirmed by reference to the
Trim Pad as presented by SCCM.
Baggage distribution and load. This is confirmed by reference to the LIR.
Any ballast or cargo is recorded.
Hand of crew items over 10 kgs weight are listed on the load sheet.
Once the load sheet is checked, the Captain will:
Select the MCDU, PERF INIT page 3/3.

Confirm or enters the Zero Fuel Weight (ZFW).
Compare the MCDU GROSS WT with the load sheet.
Confirm the EFB performance calculation and, if necessary, amend the takeoff
speeds.
At the Captains discretion, the First Officer may carry out the data entry into the MCDU.
The Captain always signs the load sheet, prints his name and also records the date and
time of signature.
The First Officer will set the take-off trim by reference to the Take-Off Data Card and
the MACTOW figure from the load sheet.
LMC rules are contained in Section 7.

Normal Procedures
2.6.15 MCDU Page Selection

Once all MCDU inputs are completed whilst on the ground, the First Officer should have
the Radio page selected whilst the Captain will have the flight plan or progress page
shown. In flight, PM has the Radio page and PF has flight plan or progress selected.
2.6.16 APU Bleed Operation

The E-Jet potable water system supplies fresh water to all aircraft cabin services such
as the water boilers, sinks and toilets. This water has to be pressurised in order to flow
from the potable water tank to the various outlets. The required pressure is supplied by
bleed air from either the engines or APU. If the APU and engine air systems are
switched off, an electrical, air compressor will take over.
The electrical air compressor is an optional modification that was installed in the E195
aircraft, however, it was not fitted to the E175 fleet. This means that, during the
turnaround on the E175s, if the engines are shut down and the APU bleed air is
switched off, there will be no pressurisation air supplied to the potable water system.
If the potable water system has no pressure, it will be unable to supply all services and,
in the case of the water boilers, the system will detect an overheat condition due to the
reducing content and then isolate power to the boilers in order to prevent a potential
fire risk. This protection system is very sensitive and it only takes the pouring of a few
cups of coffee from the water boiler to trigger the isolation switch. The cabin crew must
be informed and reminded that they may trigger the isolation switches on the water
boilers if they use the potable water system. If the cabin crew require use of the water
system, the APU bleed valve must be opened beforehand.

Normal Procedures
2.7 Starting
2.7.1 Before Start
Before start, the STATUS page is to be on the First Officers MFD. The Before Start
Checklist may be conducted up to the line when appropriate.
When the report from the C/A 1 has been received, the First Officer announces Cabin
crew, doors to automatic and cross-checked.
Once start clearance has been received and the push-back marshaller is visible, the
checks below the line are completed.
The PF calls for the set-up. When the set-up is complete, the PM reads the checklist
which is completed on a challenge and response basis.
Table 7.1 Before Start Checklist
SHIPS PAPERS .................................................................................COMPLETE BOTH
EFB UNITS ........................................................................... AEROPLANE MODE BOTH
DOORS and WINDOWS ..........................................................................CLOSED BOTH
Each pilot verifies that his window is closed.
The First Officer verifies on the MFD status page that all doors are closed.
MCDU ................................................................................................... SET/CHKD BOTH
SPEED SELECTOR KNOB............................................................AS REQUIRED BOTH
Both pilots confirm correct speed is indicated (V2 FMS or V2+10 or VFS MAN).
ALTITUDE SELECTOR KNOB .................................................CLEARED LEVEL BOTH
Both pilots confirm cleared level set. (If assigned).
TO/GA BUTTON.....................................................................................PRESSED BOTH
Both pilots confirm cross bars on PFD and ROLL + TO on FMA.
PITCH TRIM ............................................................................................... SET.. F/O
First Officer sets and announces the pitch trim setting.
COCKPIT DOOR .............................................................. CLOSED and LOCKED CAPT

Verify: UNLOCKED ON ANNUNCIATOR out and door lock shows RED.
RED BEACON................................................................................................... ON F/O
Confirms that marshaller has completed his walk-round prior to selecting Red Beacon ON.
ELECTRIC HYD PUMP SYS 3A ....................................................................... ON F/O
APU EGT .................................................................................................... CHECK F/O
If APU Temp > 550C, Pack Switches to PUSH OUT.
STEERING DISENGAGE SWITCH. ....................................................... AS REQD CAPT
EMERGENCY/PARKING BRAKE ......................................................... AS REQD CAPT
Verify that the emergency parking brake is set.

Normal Procedures
2.7.2 Starting
The Captain communicates with the ground staff; the First Officer communicates over
the radio.
The red Anti-collision beacon should not be selected ON until the push-back marshaller
is in sight (completed his walk-round).
It is important that the Captain confirms with the pushback marshaller that the towing
light is GREEN and all doors are closed and flush with the fuselage. There is a failure
mode on the cargo doors that might result in the MFD indications showing all doors
closed (green) whereas, in reality, a door might still be partially open. As long as the
doors are flush with the fuselage and the handles are in the closed position and also
flush with the door, it is safe to assume that the doors are properly closed.
If the APU EGT is greater than 550C, there is a chance that the priority valve will
reduce the air output during engine start to protect the EGT whilst still providing
electrical power. This could cause hot or hung starts, therefore, in this circumstance,
the Packs are to be selected OFF prior to main engine start.
PF performs the start. PM monitors the start.
Engine 2 is normally started first but will generally be the first engine if Single-engine
Taxi Out procedures are to be used.
Crews should note that the CF34 10 E7 engine (0n E195) is prone to starting
difficulties (no light off) particularly during first start of the day. In such circumstances,
the FADEC will terminate the start automatically after 15 seconds and then conduct a
30 second ground run prior to attempting a second start using both igniters. If the
EICAS message ENG 1 (2) SHORT DISPATCH or ENG 1 (2) NO DISPATCH is
displayed after the complete engine start cycle, perform two additional complete engine
start cycles to ensure that both igniters A and B are functioning properly. Crews should
also be aware that the FADEC controlled, second start attempt will not terminate
automatically, the pilots will need to abort this start attempt.
On the CF34 8E5 engines (E175), FADEC will activate both igniters if no light off is
detected after 15 seconds from fuel injection. Once 30 seconds have elapsed from fuel
injection, if no light off is detected, crews should abort the start manually.
Make sure the engine starter duty cycle limitations are not exceeded.
Starting may be performed during a pushback provided that the pushback marshaller
has a serviceable headset. If the Before Start checklist is done during a pushback, then
the red beacon is switched on before pushback.

Normal Procedures
If the pushback marshallers headset fails, prior to pushback, ATC are to be informed
and the engines are to be started on stand. After engine start, the pushback may be
completed.
When the ground engineer is connected to the intercom for pushback, checks and
pilot-to-pilot conversation should be done microphone off.
The starting procedure is given in Table 7.2.
Table 7.2 Engine Start Procedure

Captain First Officer
Confirms clear to start with ground engineer.
For first engine only, reviews limits.
Starting engine #
PF PM
When cleared:
Turns the start selector to START for at least
2 secs and releases it to RUN.
Starts clock.
Keeps his hand on the start selector to abort
the start if necessary.
Checks N2 rising. Checks N2 rising.
Checks EICAS IGN annunciator; IGN A or

IGN B should be shown at 7% N2.
Checks fuel flow; fuel flow should start at Starts clock with fuel flow indication.
approximately 20% N2. Verifies ITT rise within 5 seconds.
Monitors N1, N2 and oil pressure rising Verifies that the EICAS IGN annunciator goes
normally. out at approximately 55% N2.
Monitors ITT.
Verifies that the engine stabilises at idle.

Checks that ITT tick mark moves to the max
take-off position.
Stops the clock.
Normal start.

Normal Procedures
2.7.3 Stabilised Idle Indications

The stabilised idle indications are:
27% N1.
460 ITT.
62% N2.
Fuel flow of 220 kg/hr.
Oil pressure greater than 25 psi.
2.7.4 Abnormal Engine Ground Start

During ground starts, the FADEC:
Provides automatic ITT over-temperature protection.

Will automatically abort a start in the event of a hot start or a hung start.
However, it is the PFs responsibility to monitor engine parameters and to abort the
start manually in the following cases:
A hung start; that is, N1, N2 or both failing to accelerate to a stable idle speed.
N1 rotation does not occur.
N1 decreases.
A hot start; that is ITT rapidly increasing towards or exceeding the start limit of 740C
(E195) or 815C (E175). Crews should note that ITT protection only activates as a
limit is exceeded; it will NOT prevent an over temperature.
No ITT indication within 15 seconds of fuel introduced for the second time (E195
only).
No ITT indications within 30 seconds of fuel injection (E175 only).
Oil pressure stabilising below 25 psi.
No positive oil pressure indication by the time N2 rotation reaches idle speed.
An intermittent electrical, pneumatic or starter malfunction occurs before starter
disengagement.
During engine start with a tailwind, if a positive increase in N1 is not indicated before
starter cut out (50% N2). In this case, the aircraft should be re-positioned to minimise
the effects of a tailwind.
If an automatic or manual abort occurs, its cause must be investigated before a further
start attempt is made.

Normal Procedures
2.7.5 Pushback Procedure

Before pushback, the Captain disengages the nosewheel steering by pressing and
releasing his steering disengage switch. This must be done even if a STEER OFF
message is given on the EICAS.
Coordination between the pilots in checking proper release and application of the
brakes is important. Aircraft have been damaged because a push has started with
brake pressure applied; aircraft have been damaged because the tow bar has been
disconnected without adequate brake pressure.
Push must not be mentioned unless the brakes are off with zero pressure.
Whenever possible, the ground engineer should be on intercom for start and pushback.
However, if the ground engineer and both pilots do not speak a common language
(preferably English), hand signals must be used for pushback, but the ground engineer
should still be on the intercom. If hand signals are to be used (no headset available),
the Captain is to hold a thorough briefing with the pushback marshaller with particular
emphasis to be placed on the signals to be used for an emergency stop. In addition,
the Captain must confirm that the external, Steering Disengagement switch is selected
to DISENG during his external walk round inspection. If this is not possible, the Captain
must press and hold the steering disengage switch, on the control column, until the tow
bar is removed.
Prior to commencing the pushback, the Captain is to confirm with the ground crew that
the nose gear towing light is GREEN and all cargo doors are closed and flush.
The Company pushback procedure is detailed in the Operations Manual, Part A.
2.7.5.1 Towbarless Push Back

The procedure for towbarless push back is provided below in Table 7.3 .

Normal Procedures
Table 7.3 Towbarless Towing Procedure

Landing Gear Safety Pins ..................................................INSTALLED
Make sure that the landing gear downlock safety pins are correctly installed on the
main and nose landing gears.
Doors ........................................................................................ CLOSED
Close passenger doors, service doors, cargo doors and engine cowls.
Emergency/Parking Brake ........................................................ CHECK
Check if emergency/parking brake accumulator is pressurized. Pull the emergency/
parking brake handle and check if emergency/parking brake light is ON.
Steering System ............................................................... DISENGAGE
Disengage the steering system setting the external steering switch to the DISENG
position.
EICAS Message ......................................................................... CHECK
Check if the STEER OFF message is displayed on EICAS.
Ground Equipment .................................................................... CHECK
Make sure that all ground equipment is removed from areas adjacent to the airplane
and all external services are disconnected from the airplane.
Tug Vehicle ............................................................................POSITION
Make sure that the tug vehicle is in the correct position near the nose wheels.
Wheel Chocks ......................................................................... REMOVE
Make sure the wheel chocks are removed.
Note: Coordinate with ground personnel to release and apply the emergency/parking
brake of the airplane.
Tug Vehicle .............................................................................. COUPLE

Make sure that the tug vehicle is coupled and correctly set to tow the airplane.
Towing .............................................................................ACCOMPLISH
Tow the airplane slowly straight ahead before turn. Complete the airplane towing in a
straight line for a minium of 3 m (10 ft) in order to align the steering wheel as close as
possible the the zero-degree position.
Note: Make sure that nose wheel displacement is below the maximum operational
limit. Handwheel actuation with nose wheels beyond their operational limits
may cause damage to the steering system.
Emergency/Parking Brake ..............................................................SET

Check if emergency/parking brake light is ON.

Normal Procedures
Table 7.3 Towbarless Towing Procedure

Tug Vehicle..............................................................................REMOVE
Make sure that the tug vehicle is away from the airplane.
Steering System......................................................................ENGAGE
Set the external steering switch to the ENGAGE position.
Press and release the handwheel to engage the steering system.
EICAS Message..........................................................................CHECK
Check if the STEER OFF message is not displayed on EICAS.
Landing Gear Safety Pins ...................................................... REMOVE
Make sure that the landing gear downlock safety pins are removed from the main and
nose landing gears.
2.7.6 After Start

The After Start checklist is split into two parts to accommodate both single and dual
engine taxiing techniques. The checklist should only be conducted up to the line if
Single-engine Taxi Out procedures are to be adopted, otherwise the checklist would be
completed in its entirety after the second engine has been started. In the case of
Single-engine Taxi Out, continuation through the line would only be accomplished
once the second engine has been started and, this part, may be executed whilst the
aircraft is taxiing. The After Start checklist will always be completed before the Taxi
checklist, even if taxiing has commenced using Single-engine Taxi Out procedures.
The following must be accomplished as part of the After Start checks:
Ground equipment must be removed before any controls are moved.
Hydraulic AC Pump #1 (2) is to be selected ON (if single-engine taxi is to be
conducted, otherwise it would remain in AUTO).
The slat/flap must be set to the required position for take-off.

The autobrake must be set to RTO.
The flight controls must be checked.
The take-off and, if required, FMS speeds must be checked.
The APU must be selected as required (30 secs after the 2nd engine start).
Hydraulic AC Pump #1 (2) is to be selected to AUTO once the second engine has
been started (if single-engine taxi is to be conducted).
Both engines N1 rotation and N1 target on the EICAS must be checked.

The Packs must be confirmed/set to ON.

Normal Procedures
They are accomplished in an After Start set-up. The Captain calls for the set-up either
to the line or the complete set-up. Once the set-up is complete to the requested
point, the After Start Checklist is performed. The set-up is given in Table 7.4.
The ground equipment to be removed includes the tow bar. After starting on stand, the
chocks and any external power units must be removed: AC GPU and ground starting
pneumatic supply.
Hydraulic AC Pump #1 (2) is selected ON, if Single-engine Taxi Out has been briefed.
This is to ensure that the #1 (2) hydraulic system is pressurised.
The Captain sets the autobrake to RTO.
The Captain calls for the flap; the First Officer selects the flap and calls when the flaps
have reached the take-off setting. Then the primary flight controls are checked for full
and free movement. The control surfaces are monitored on the left MFD. The Captain
moves the rudder pedals, column and hand wheel over the full range while the First
Officer checks the surface positions on the left MFD. The First Officer then checks full
and free movement on his rudder pedals by monitoring the Captains pedal check.
During the rudder check it is important that the rudder pedal steering is disengaged;
this is done by the Captain by holding the steering handle down. Although the switch
on the control column may be used this is not the Company preferred method.
Control surface full travel on the synoptic page (solid green) is not required when the
associated cockpit control reaches full deflection. However, no flight control messages
should be displayed on the EICAS.
Both pilots check that the V speeds are still present on their speed tapes and that the
correct speed is indicated in the speed window (V2, V2+10 or VFS) on each PFD.
Note: FMS speeds will not be indicated until an altitude is set for departure.
The APU is shut down after the second engine has been started, unless it is required
by the MEL or ambient conditions.
The Hydraulic Pump #1 (2) is checked to be in the AUTO position. If the pump was
selected to the ON position as a result of single-engine taxi, then it should only be
returned to the AUTO position once the second engine (engine #1 or 2) has been
started.
The flight crew confirm that there is N1 rotation on both engines and the First Officer
checks the EICAS N1 target is not less than the N1 target obtained in the performance
calculation.

Normal Procedures
The First Officer confirms that the Packs are ON. This check is required if the Packs
were selected OFF for engine start to protect the APU EGT (greater than 550C).

Normal Procedures
Table 7.4 After Start Set-up

APU ON or APU OFF APU is left on for second engine start as part
of Single-engine Taxi procedures.
If Dual Engine Taxi procedures are adopted:

Selects electrical synoptic page.
Selects the APU as required.
Prior to shut down, wait 30 secs after both
engines have stabilised to prevent power
interrupt.
Checks ground equipment clear

(including the tow bar). Confirms a "thumbs
up" from the ground crew.
Selects autobrake to RTO. Selects HYD AC PUMP #1 (2) to ON

(Pump remains in AUTO for Dual Engine Taxi
procedures).
Selects Flight Controls Synoptic Page:

Checks sufficient time remaining on HBIT
(hydraulic built in test) or waits for FLT CTRL
TEST IN PROG message to extinguish.
Select departure flap, flight controls

check.
Moves the flap lever to the desired position

and verifies the EICAS indication.
Departure flapsset.
Presses the Steering Handle down and

confirms that STEER OFF Status message
is removed from EICAS.
Checks the flight controls before taxi. Using the left MFD synoptic page, verifies that
Rudder, aileron and elevator should be the controls move freely to the fully deflected
checked for free travel to their full deflection position.
stops. Calls out any discrepancy.
Using the left MFD synoptic page, verifies that Checks the rudder for free travel to its full
the rudder moves freely to its fully deflected deflection stops.
positions.
Selects HYD synoptic page on the left MFD.
With consideration to engine warm up times: Starts engine with the same procedure as
Start Engine #1 (2) prescribed in table 7.2, but verbalises all
(Not applicable for Dual Engine Taxi.) aspects required of PF and PM to ensure the
Captain is within the loop whilst taxiing.

Normal Procedures
Table 7.4 After Start Set-up (Continued)

After Starts, through the line If Dual Engine Taxi procedures are adopted:
(Unless Dual Engine Taxi procedures are Selects Electrical synoptic page
being used, where this comment may be Selects the APU as required.
ignored, as the checklist would run in its Prior to shut down, wait 30 secs after both
entirety after the second engine start.) engines have stabilised to prevent power
interrupt.
Selects HYD AC PUMP #1 (2) to AUTO (if

applicable)
Checks N1 rotation on both engines. Checks N1 rotation and N1 target on both

engines.
Confirms/set Packs to ON.
When the setup is complete, the Captain calls for the After Start checklist (whether it
be to and from the line for single-engine taxi or in its entirety for dual-engine taxi); the
First Officer reads the checklist.
The After Start Checklist to the line is not complete until a thumbs up is received
from the ground engineer. Taxi lights must not be switched on and taxi clearance must
not be requested until this signal has been received.
In order to allow thermal stabilisation within the engines, they must be operated at or
near to idle settings for a minimum of two minutes prior to setting high thrust values.
Time spent taxiing can count towards the two minutes.
2.7.6.1 Engine Vibration After Start

During the first minute after engine start, the HP vibration level amber band will start at
5.0 instead of 4.0 units as long as the thrust levers are kept at idle. This is to prevent
nuisance, high vibration indications during start when the engine has not reached
thermal stabilisation (bowed rotor start, etc.). This applies to the 195 only.
Early versions of the FADEC software would allow a latched EICAS caution message
of ENG EXCEEDANCE to be displayed following a transient peak in engine vibration
levels. This message was inhibited (for high vibration levels only) when FADEC
software version 5.10 was incorporated (installed on all Flybe aircraft). After start,
crews should monitor the appropriate vibration indications on the EICAS display.
It is possible that, prior to start up, the engine had not cooled evenly (reached thermal
stabilisation). This effect of uneven cooling between the top and bottom of the engine
can result in a Bowed Rotor which may cause increased vibration levels of a transient
nature immediately after start until the engine reaches thermal stabilisation. Providing
that all other engine parameters are normal and the vibration levels return to normal
limits, the aircraft may dispatch without engineering input.
Normal Procedures
If there are any permanent indications of high vibration levels of either the LP or HP
turbines, the crew should seek maintenance advice prior to dispatch. Likewise, any
ENG EXCEEDANCE EICAS massages will require maintenance input prior to
dispatch.
The specified times at idle, prior to shut down or application of full power, have been
stipulated in order to minimise the chances of bowed rotor starts.
2.7.6.2 FADEC Derived N1

As part of the after start set-up, the First Officer will check that the achieved N1 (FADEC
derived) is equal to the target N1 as calculated by the crew prior to engine start. The
tolerance on this check is that the FADEC derived N1 may be 0.5% higher than the
calculated N1 but must be no lower.

Normal Procedures
2.8 Taxi
2.8.1 Taxi After Start
The standard procedure is for the Captain to taxi the aircraft. Thus the taxiing tasks are
distributed between the Captain and the First Officer rather than PF and PM.
When the After Start Checklist is complete, the First Officer calls ATC for taxi
instructions.
When clearance has been received, the Captain confirms the QNH by calling
QNH ... set. Each pilot checks that his side of the aircraft is clear of obstructions
before taxiing. The Captain calls clear left and the First Officer calls clear right.
The Captain releases the parking brake, switches on the taxi lights and calls for the
Taxi Checklist.
2.8.2 Use of Brakes

The Brake Temperature Monitoring System was designed to permit the crew to
determine if the brake system is able to perform a maximum energy Rejected Take-Off
(RTO) regarding heat absorbing capability.
When all Brake Temperature indicators in the MFD Status Page are in the green range,
it is safe for take-off. However, if any of those indicators reaches the amber range, the
associated brake must be allowed to cool down.
The amber range may be reached in normal operation and it does not represent any
potential risk to the brake system.
2.8.2.1 Uneven Brake Temperatures
Brake temperature is affected by lots of operational parameters such as brake kinetic

energy absorption when using the brakes on taxi stops, turns and landing stops.
The wind conditions may help to cool down one brake assembly more than the other,
depending on wind orientation and intensity. In addition, worn brakes may reach higher
temperatures than new brakes which may cause uneven brake temperatures.
The operational procedures may also contribute to uneven brake temperatures.

Unintentional brake applications while using the rudder to keep heading, differential
brake applications during ground manoeuvres to steer the airplane or to control it when
there is crosswind, may also lead to different temperatures in the brake assemblies.

Normal Procedures
While taxiing with engine 2 running, the single-engine procedure should be

accomplished according to AOM. Otherwise, the outboard brakes will not have
hydraulic pressure available, and the inboard brakes may reach higher temperatures
than the outboard brakes.
2.8.2.2 Usual Brake Temperature Differences on E-Jets

Differential brake temperatures are normal and are expected in normal operation.
Temperature differences between brakes of the same landing gear leg may reach up
to 200C. Within this range, they are considered normal and do not represent any
potential risk to the airplane braking capability.
Temperature differences between brakes of RH and LH landing gear legs can be even
higher than 200C, for the reasons previously mentioned.
Immediate maintenance action is required if the temperature in any of the brake

assemblies exceeds 419C. In this case, the BRK OVERHEAT message will be
displayed in the EICAS. Also, if the temperature in any of the brake assemblies
exceeds 739C, the LG TEMP EXCEEDANCE message will be displayed in the
EICAS.
BRK OVERHEAT and LG TEMP EXCEEDANCE EICAS messages may be caused

by high energy brake stops. If these messages occur without high energy brake stops,
a possible severe un-commanded or dragging brake condition may be evident.
Therefore, immediate maintenance action is required including troubleshooting to
identify the root causes.
If the airplane shows a tendency to turn to the side of the brake with higher
temperature, it may be an indication of dragging brake. In this case, maintenance shall
be informed, regardless of any EICAS message mentioned before.
2.8.2.3 Brake Warnings

To avoid a spurious No take-off brakes warning, before releasing the parking brake:
Apply both brake pedals.

Release the parking brake lever.
When the emergency/parking brake ON light is out, release the brake pedals.
Do not maintain brakes partially applied during taxi to control the speed of the aircraft.
It is better to let the aircraft accelerate and then reduce speed with a steady brake
application. This technique reduces brake temperature and increases the life of the
brakes.
Apart from short duration halts, the parking brake must always be applied when the
aircraft is stationary. Whenever the parking brake is applied, the brake pressure is
checked.
Normal Procedures
2.8.3 Thrust Management

Thrust use during ground operations demands sound judgement and techniques. Air
blast effects at relatively low thrust can be destructive and cause injury. Be aware of
aircraft behind and avoid following other aircraft too closely.
Once taxi has commenced, idle thrust is more than adequate in most conditions.
2.8.4 Taxi Speed

There is a tendency to taxi faster than desired, especially when turning off the runway
after landing. The appropriate taxi speed will depend on the turn radius and surface
condition.
Nosewheel scrubbing indicates excessive steering angles or excessive taxi speed for
the surface conditions.
The normal straight taxi speed should not exceed 30 knots. The recommended taxi
speeds are:
Straight taxiing on dry surfaces, 20 knots.

Straight taxiing on wet or contaminated surfaces, 10 knots.
Turning on a dry surface, 10 knots.
Turning on a wet or contaminated surface, 10 knots.
Between 20 and 40 kts, the nosewheel steering is very sensitive and should be used
with caution.
Between 17 and 21 kts, a slight vertical vibration may be felt as the undercarriage
can resonate. Either increase or decrease taxi speed to stop it.
2.8.5 Turning
The nosewheel should not be turned when the aircraft is stationary.
Do not start a turn until sufficient forward speed has been attained to allow the aircraft
to turn at idle thrust.
When approaching a turn, adjust the speed for the surface conditions and the turn
radius.
During a turn, maintain positive pressure on the nosewheel steering tiller to prevent the
nose gear returning abruptly to the centre position.
Straight ahead steering and large radius turns should be accomplished with rudder
pedal steering only.
Avoid stopping the aircraft in a turn, as excessive thrust will be required to start taxiing
again. After completing a turn, and prior to stopping, centre the nosewheel and allow
the aircraft to roll straight ahead for a short distance.

Normal Procedures
2.8.6 Use of Taxi Lights

The taxi lights should be on whenever the aircraft is taxiing and off when the aircraft is
on stand or during pushback. The Captain operates the taxi light switches.
2.8.7 Rudder Pedals

Both pilots must have their feet on or close to the rudder pedals during the taxi phase
and through the take-off to the point where the gear is up. However, the non-handling
pilot must avoid inadvertent application of the brakes or inadvertently interfering with
the handling pilots use of the rudder. The non-handling pilot must be able to
immediately apply rudder or brakes on his side should this be required in an
emergency.
2.8.8 Procedures and Workload

The cockpit layout and crew procedures are designed to reduce workload during taxi
operations. However, the process of getting to and from a runway has become
increasingly complex. The reasons are:
Increased traffic.
Airport expansion.
Large airports with complex runways and taxiways.
The cockpit workload can be reduced if the flight crew properly plan and brief the
expected taxi route. If the ATC clearance differs from that expected, make sure that it
is understood and briefed.
Pilots should:
Use airport diagrams.

Check all chart notes.
Use standard phraseology.
Read back ATC instructions.
ATC should be contacted whenever there is concern about a potential conflict.
Heads down time must be minimised while the aircraft is moving: for example FMS
entries.
Both pilots must agree that clearance has been given before crossing runways or lining
up for take-off.

Normal Procedures
2.8.9 Taxi Checklist

The taxi checklist is short and is completed from memory:
The cabin secure report has been received. The C/A 1 gives a cabin secure call over
the cabin interphone. The First Officer acknowledges the call and informs the
Captain.
Once the cabin is secure, the First Officer selects the sterile lights to ON. This serves
as a useful reminder that the Cabin Secure report has been received. The cabin
secure call also means that the cabin crew are seated and strapped into their seats;
ready for departure.
The take-off configuration is checked by the First Officer after the Emergency/Park
Brake has been released by pressing the T/O CONFIG button on the control
pedestal. If a safe configuration for take-off is set, the synthetic message take-off
OK will be given.
The PF reviews the take-off briefing if a new clearance has been given since the
take-off briefing was completed.
Once all actions are complete, the First Officer reads the checklist.
2.8.10 CAS Indications During Start Up or Taxi

There are a number of occasions during start up and taxi operations when the aircraft
BITE checks can cause spurious CAS messages. In such cases, crews should liaise
with ATC and stop the aircraft. After applying the Parking Brake, they should consult
the Quick Re-Set Guide contained in the AOM. In many cases, the approved re-set
procedure will clear the message and the flight may continue. If the message does not
clear, the aircraft may require maintenance action prior to dispatch.
If a Quick re-set procedure is used, Captains should record the fact in the
"non-airworthiness" comments box of the Technical Log.
The only message that might require extra investigation is the Flight Control No
Dispatch. There is a normal quick re-set that can be applied and if this does not work,
crews are authorised to carry out the Flight Control Return to Service procedure. This
is listed in the AOM, Section 13 and is a complex process. It may only be completed
whilst in telephone contact with an engineer in MAINTROL.

Normal Procedures
2.9 Take-off and Climb

2.9.1 Line-up Checklist
When cleared to enter the runway the Captain calls for the Line-up Checklist; the First
Officer reads the checklist. The Line-up checklist is given in Table 9.1.
When lining up, the Captain compares his altimeter with the expected threshold
elevation and his compass with the expected runway direction. These are not precision
checks, just reasonableness checks. The First Officer should cross check his altimeter
with the Captains and confirm that the difference is within allowable tolerances for
RVSM operations (50 ft max and within 75 ft of airfield elevation).
Table 9.1 Line-up Checklist

TRANSPONDER .............................................................TA/RA F/O
The First Officer verifies:
Correct code set.
Mode to TA/RA.
BRAKE TEMPERATURE ................................................ CHKD BOTH
The First Officer checks that the brake temperatures are in the green and
the Captain confirms. Each pilot selects his MFD to MAP.
LIGHTS/STROBES............................................................... ON F/O
On entering the runway, the First Officer:
Selects the strobe lights on.
Selects the left and right landing lights on.
Leaves the taxi lights on.
When cleared for take-off the Nose Landing Light is selected ON and the
nose taxi light is selected OFF.
AUTOTHROTTLE......................................................... ARMED BOTH
The First Officer arms the autothrottle (check with Captain first).
Both Pilots confirm a white TO in their FMA.
EICAS/FMA ..................................................................... CHKD BOTH
Both pilots verify that:
No EICAS messages are displayed.
The thrust rating mode is correct: TO1, TO2 or TO3 as appropriate.
ATTCS is ON.
The FLEX TEMP is correct.
Correct indications on FMA.

Normal Procedures
2.9.2 Take-off Technique

Once cleared for take-off, the Captain announces the wind direction as wind from
left/right/straight ahead/calm.
Equal power settings should be verified before releasing the brakes, especially on
slippery runways. The A/T system will automatically engage when the thrust levers
have both been advanced beyond 50 TLA (halfway between IDLE and TO/GA).
Under normal conditions the nosewheel steering tiller should not be used above
20 knots. Directional control is maintained using the rudder pedals; initially, rudder
pedal steering is used; the rudder becomes effective between 40 and 60 knots. At aft
CGs and light weights, the nosewheel steering effectiveness may be reduced; hold the
control column slightly forward to improve nosewheel steering.
The take-off procedure and calls are given in Table 9.2. The normal take-off profile is
shown in Figure 9.1.
If the First Officer is the PF, he will remove his hand from the thrust levers after take-off
thrust has been checked. The Captain is always responsible for aborting the take-off;
he will always hold the thrust levers from the moment take-off thrust has been reached
until V1 is announced.
At 80 knots, PM calls 80 knots; PF responds Checked. PF does not check his

ASI; he is merely acknowledging PMs call. This serves as an incapacitation check. PM
assumes that PF is incapacitated if he does not reply.
The FD must be used for all take-offs; the aircraft is rotated to follow the pitch
command. If the FD becomes unavailable, the aircraft should be rotated to the pitch
angle displayed on the TAKE-OFF page 3/3 on the MCDU. The aircraft should be
rotated smoothly towards the target pitch attitude; use a rotation rate of approximately
2 to 3 per second. High weights, high temperatures or engine failure will require a
lower rotation rate. To ensure adequate performance, the correct rotation technique
must be used. Liftoff will occur prior to reaching the initial climb target attitude.
Note: The fly-by-wire control system incorporates a tailstrike protection feature (on
E195 only) which reduces elevator authority until clear of the ground. Whilst this
feature will help prevent inadvertent tailstrike on rotation, it cannot cater for
gross mishandling.
When a positive rate of climb is indicated on the altimeter and VSI, PM calls Positive
climb; PF confirms the positive rate of climb and then calls Gear up; PM then
selects the gear up; when three white UP indications are given on the EICAS, PM calls
Gear up.
With both engines operating, the minimum speed is V2 + 10 knots.

Normal Procedures
Table 9.2 Take-off Procedure

Event PF PM
Cleared for take-off Advances thrust levers to 40%
N1 for stabilisation.
Moves the thrust levers to the
TO/GA detent and checks that
the autothrottle takes over.
Check thrust
Starts stopwatch.
Verifies that:
N1 target is achieved.
Engine parameters are
normal.
ATTCS is armed.
Thrust checked
ATTCS armed
Captain takes control of the thrust levers.
60 knots Confirms HOLD mode armed (if

AT used) and TLA NOT TOGA
caution is not illuminated.
80 knots 80 knots
Checked
V1 V1
Captain removes hand from thrust levers.
VR Rotate
Rotates smoothly to follow the

FD command or to the
appropriate pitch attitude if the
FD is not available.
V2 V2
Positive rate of climb Verifies positive rate of climb.

Positive climb
Confirms positive rate of climb.

Gear up
Selects gear up.

When gear is up Gear up

Normal Procedures
2.9.3 Take-off without Autothrottle

The normal take-off procedure is to use the autothrottle to set take-off power. However,
under the auspices of the MEL, the aircraft can be dispatched with the autothrottle
inoperative. In such circumstances, PF will have to set take-off power manually. This is
achieved by advancing the Thrust Levers initially to 40% to check that both engines are
responding normally. Thereafter, the Thrust Levers are advanced to the TOGA gate to
set take-off power. Crews will need to alter the take-off briefing to highlight the fact that
PF will set take-off power but PM may need to adjust the Thrust Levers accordingly if
PF does not actually set the throttles in the TOGA gate. A suggestion would be to
include the phrase: I will set take-off power, you will adjust as necessary.
There are three possible scenarios that could arise when setting power manually:
Firstly, PF does not advance the Thrust Levers all the way to the TOGA gate or,
secondly, PF advances the Thrust Levers beyond the TOGA gate. Finally, PF
advances the Thrust Levers correctly and establishes them in the TOGA gate. In the
third case (correctly setting the Thrust Levers into TOGA), the remainder of the take-off
roll is normal and identical to when the autothrottle is used except that HOLD mode will
not annunciate at 60 KIAS.
In the case of the first scenario (Thrust Levers not advanced all the way to the TOGA
gate), it is likely that the correct N1 will still be achieved unless the thrust levers are a
long way short of the TOGA gate. However, ATTCS will not arm and, at 60 knots, the
ENG TLA NOT TOGA caution will illuminate. In this instance, PM should advance the
Thrust Levers into the TOGA gate. ATTCS will then arm and the caution will extinguish.
The take-off may be continued once these actions are completed.
The second scenario (Thrust Levers advanced beyond the TOGA gate) will result in the
FADEC selecting TO# RSV. Clearly this is sufficient power to take-off. However,
ATTCS will not arm (because both engines are running at RSV power). In this case,
take-off may be continued and at acceleration altitude the Thrust Levers can be moved
just below TOGA and re-set into the TOGA gate to restore normal power demands.
Although the FADEC will protect the engine limitations, crews should be mindful that
TO#RSV is a five minute rating.
PM has a very important role to play when setting take-off power manually. He will need
to ensure that power is set correctly and make any adjustments necessary to achieve
a safe take-off. The most important indicator that power has been set correctly is when
the ATTCS arms. Should ATTCS not arm, the most likely cause is that the Thrust
Levers are not in the TOGA gate. In this case PM will have to check the set power. If
power has increased to TO# RSV, the Thrust Levers are beyond the TOGA gate,
conversely, if power is normal or slightly below the target N1, the Thrust Levers will not
have been advanced far enough. All such events must be reported by ASR.
The most assured way of setting power manually is to conduct a standing start and only
release the pedals once ATTCS is armed. However, there is an attendant risk of FOD
damage should this option be used.

Normal Procedures
2.9.4 Initial Climb

The initial climb procedure is given in Table 9.3.
At 400 ft agl, the FGS lateral mode is set. At the acceleration altitude, the aircraft is
accelerated through the flap/slat retraction speed schedule towards an initial target
speed: (usually 210 knots or FMS speed).
PF calls for the appropriate lateral mode; PM sets the lateral mode.
To initiate the flap/slat retraction, PF calls Climb sequence; Target Speed.;

VNAV (if required) PM then:
Selects VNAV or FLCH.

Selects/checks target speed.
Retracts flaps on the speed schedule using the F bug. PM must announce each
stage of flap retraction Selecting Flap .
PM Calls Flap zero when the flaps are at zero.
After flap retraction:
PF calls for the After Take-off Checklist; PM reads the checklist.
Once the checklist is complete, PM confirms that FMS speeds are correct or, if
MANUAL speeds are used, he will select climb speed as requested by PF.
The cabin crew are released by cycling the ATTND CALL. This is normally done in the
After Take-off Checklist. In any event, the cabin crew must not be released below
1,000 ft AAL.
PF makes a passing MSA; call PM checks that the passing altitude corresponds to
the MSA for the aircraft position and replies position checked. Where the MSA is
divided into sectors, the MSA appropriate to the passing MSA call is the highest
minimum sector altitude on the departure flight path.
When cleared to a FL, but no later than the transition altitude, the left and right
BARO SET must be set to STD. The IESS remains on QNH except during RVSM
operations when it is set to STD PF calls for the Climb Checklist.
At FL 100, PF calls Altimeters; then:
The landing/taxi lights are selected off.

EICAS is checked.
Packs and Bleeds are checked ON.
Pressurisation is checked for normal operation.
PM confirms STD set and reports FL 100 climbing FL ....
At FL 150 PM switches the Sterile Lights and Fasten Belts signs to OFF.

Normal Procedures
2.9.5 AP Engagement
The minimum engagement height for the AP is 400 ft agl. However, the AP must not
be selected to ON until the pitch mode for the climb sequence has been selected
(usually FLCH or VNAV). In high workload situations such as a departure in a busy
TMA, the AP should be engaged as soon as possible after take-off.
Table 9.3 Initial Climb Procedure

Event PF PM
400 ft agl Set NAV or HDG Selects as requested.
Acceleration altitude Acceleration altitude
Climb sequence Selects FLCH or VNAV.
Target Speed. Selects/Checks target speed.
VNAV (if required) Selects Autopilot ON.
Autopilot ON Retracts flaps on schedule
announcing each flap selection.
Selecting Flap .
At flap zero Flaps zero
Flaps zero After Take-off Checklist
Reads the After Take-off
Checklist.
Checklist complete Checklist Completed; Climb
checks next
Confirms vertical mode.
When cleared to a FL but Vertical mode engaged Set
no later than the TA STD
Climb Checklist
Sets/confirms STD STD set,
passing FL ... for FL ...
Confirms the cleared FL agrees
with his altimeter. Climb checklist completed,
descent checks next
Passing MSA Passing MSA Position checked
FL 100 Altimeters STD Set Passing FL for FL
Checks:
EICAS.
Landing lights off.
Taxi lights off.
Packs and Bleeds ON.
Pressurisation Schedule.
Pressurisation cross Pressurisation Checked
checked
FL 150 Switches Sterile Lights OFF.
Switches Fasten Belts OFF.

Normal Procedures
2.9.6 Flap Retraction Schedule

During flap retraction, the next flap setting should be selected when the F-bug is
reached.
The F-bug calculation algorithm is designed so as to meet minimum safe margins to

VFE and Shaker speed. A minimum margin of 20% above the stall speed is set for the
next flap.
The flap retraction schedule for use if the F-bug is not available is given in Tables 9.4
(E195) and 9.5 (E175).
Table 9.4 Flap Retraction Speed Schedule E195

Take-off Flap Select Flap 3 Select Flap 2 Select Flap 1 Select Flap 0
4 V2 +8 V2 +16 V2 +24 VFS 23
3 V2 +8 V2 +16 VFS 23
2 V2 +8 VFS 23
1 VFS 23
Table 9.5 Flap Retraction Speed Schedule E175

Take-off Flap Select Flap 3 Select Flap 2 Select Flap 1 Select Flap 0
4 V2 +8 V2 +16 V2 +24 VFS 17
2 V2 +8 VFS 17
1 VFS 17
Alternatively, flaps can be retracted by reference to the Green Dot when the target
flap retraction speed is Green Dot +10 kts for each flap setting.

Normal Procedures
2.9.7 After Take-off Checklist

PF calls for the after take-off checklist once the flaps and slats are at zero; PM reads
the checklist. The checklist is given in Table 9.6.
Table 9.6 After Take-off Checklist

LANDING GEAR ...................................................................UP PM
SLATS/FLAPS ................................................................ ZERO PM
THRUST RATING..............................................CHECK CLIMB PM
PM confirms that the thrust rating has automatically changed to CLIMB.
The Company preferred Climb rating is CLM 1. However, a crew may elect to use
which ever setting is appropriate (for example, an early initial level off would be better
flown using CLM 2).
AIR COND and PRESS................................................. CHECK PM
PM confirms that the aircraft is pressurising normally.
APU ........................................................................... AS REQD PM
The Captain responds On or Off. PM turns the APU off if the Captain responds
Off
CABIN CREW............................................................RELEASE CAPT
PM presses the ATTND CALL button twice.

282
Acceleration Altitude Climb Sequence:
FLCH or VNAV
Speed 210 (FMS or Manual)
Retract flaps on schedule (F bug)
Figure 9.1 Normal Take-off
Flaps zero:
Set / Check initial climb speed
After take-off checklist
400ft aal:
HDG or NAV
Revision 16 | May 2014

Normal Procedures
Normal Procedures
2.9.8 Ten Thousand Feet Checks

The altimeters and some aircraft items are checked every 10,000 ft in the climb.
The 10,000 feet checks and calls are given in Table 9.7.
Table 9.7 10,000 Feet Checks

Event PF PM
At FL 100, 200, 300 Altimeters STD set, Passing FL ... for FL ...
and 400 Checks:
EICAS
Bleeds/Packs ON
Pressurisation cross check against climb
schedule.
Pressurisation checked
Pressurisation
Cross Checked
At FL 150 Switches Sterile Lights to OFF

Switches Fasten Belts signs to OFF
2.9.9 Speeds
The recommended speed for maximum angle of climb is VFS.
The rule of thumb speed for maximum rate of climb is VFS + 50 knots/Mach 0.60. A
more accurate speed can be found in the CPH.
After passing Acceleration Altitude, VNAV may be selected. The default climb speeds
in the FMS are:
Up to 10,000 ft 250 knots.

Above 10,000 ft, 270 knots up to the CAS/MACH transition and then Mach 0.73.
If different FMS climb speeds are required, they can be set on the performance CLIMB
page or the PERFORMANCE INIT page 1. The Company prefer to use 250 KIAS/
M0.73 in the climb for fuel saving purposes.
2.9.10 Altitude Selector

With VNAV engaged, the altitude selector must always be set to the altitude cleared by
ATC.

Normal Procedures
2.9.11 Noise Abatement

There are different procedures for noise abatement. The items below are a guide to
help pilots perform a take-off with noise reduction:
Set the speed (V2+10) for the procedure with the Guidance Panel Speed Selector if
manual speeds are to be used or, set the departure speed (V2+10) in the FMS
speeds (Perf Init Page 1 DEP/APP SPD prompt), if FMS speeds are to be used.
Set the distance constraint to 25 miles and the height constraint to 3,000 ft.
At 1,500 ft AFE, select FLCH and engage the AP.
At 3,000 ft AFE, set 250 knots (or VFE 5 if appropriate) with the Guidance Panel
Speed Selector or allow FMS speed to set 250 knots (or VFE 5 if appropriate) and
retract flaps on the speed schedule.
If an engine failure occurs, the noise abatement procedure should be terminated; the
engine failure procedure and profile should be performed.
The E-Jet Series satisfies Stage 3 noise abatement regulations. Therefore, all normal
take-offs can be considered noise abatement take-offs. However, at some airports
noise abatement take-off procedures are mandated. The E-Jet noise abatement profile
is shown in Figure 9.2 This profile satisfies the requirements for both the NADP 1 and 2
as defined in PANS OPS Volume 1.

Normal Procedures

3 000 ft AFE:
PF calls for Climb Sequence
400ft aal: Set / Check initial climb speed

HDG or NAV Retract flaps on speed schedule
Figure 9.2 The E-Jet Noise Abatement Take-off Profile
This Noise Abatement Profile satisfies the

requirements of NADP 1 & 2 as defined in
PANS Ops Volume 1
285
Normal Procedures
2.9.12 Crosswind Take-off

The aircraft has a good crosswind take-off capability. There is no special procedure;
just use the rudder pedals to maintain directional control and control wheel to maintain
wings level.
Runway alignment and smooth symmetrical thrust application are important, especially
when operating on contaminated runways.
Large control wheel deflections (more than 4) can increase drag due to spoiler
extension.
Maintain wings level during the take-off applying control wheel into the crosswind. The
required control wheel deflection will decrease as aircraft speed increases.
The maximum recommended crosswinds for take-off are:
38 knots on a dry runway.
31 knots on a wet runway.
20 knots on a runway contaminated with compacted snow.
18 knots on a runway contaminated with standing water or slush.
18 knots on a runway contaminated with wet or dry snow.
12 knots on a runway contaminated with wet ice (non-melting).
These cross wind limitations include gusts.

Normal Procedures
2.10 Cruise
2.10.1 Weather
PM keeps a check on weather at en-route alternates, destination and destination
alternates using VOLMET and ATIS.
Periodically, the Captain updates the IESS with the en route QNH (unless in RVSM
airspace when the IESS is set to STD until destination ATIS is received when QNH is
again set).
2.10.2 Terrain
Routinely, note should be made of any significant terrain features or obstacles that
could be a cause for concern if the aircraft had to descend to a lower altitude due to
loss of thrust or cabin pressure.
Consider the best heading for the descent and engine-out stabilising altitudes.
2.10.3 Fuel
Once established in the cruise, PM checks the fuel contents and balance. Fuel checks
should be made every 30 minutes. A gross landing weight check is made towards the
end of the cruise and recorded on the OFP (PLOG).
2.10.4 Systems
Once established in the cruise, PM reviews the EICAS and the synoptic pages every
20 minutes.
If flying under conditions that might result in fuel temperature dropping close to the limit
for the fuel in use, monitor fuel temperature periodically on the fuel synoptic page.
2.10.5 Arrival Message

The arrival message to the handling agent should only be completed in exceptional
circumstances subject to the Captains discretion. If a message is deemed necessary
it must be completed prior to top of descent. If it has not been possible to transmit an
arrival message during the cruise, the message must not be sent.
2.10.6 Altimeter Checks in RVSM Airspace

Once established in the cruise in RVSM airspace, an altimeter check is to be conducted
and recorded on the OFP (PLOG). This check is repeated and recorded every hour.
During RVSM operations, the IESS altimeter scale is set to STD.
2.10.7 Monitoring 121.5 Mhz

During operations in RVSM airspace it is advisable to monitor 121.5 Mhz on the third
VHF radio. In addition, it is good airmanship to monitor this frequency whenever
crossing an FIR boundary and, of course, during any prolonged loss of communication.
Normal Procedures
2.10.8 Fuel Efficiency

For fuel efficiency purposes, the Company preferred speed in the cruise is 250 KIAS
(195) and 240 KIAS (175). In the lower levels, this speed will result in considerable fuel
savings. At the higher levels, 250 KIAS equates approximately to M0.78. In a strong
headwind, increase this speed to 260 KIAS and, conversely, in a tailwind, reduce to 240
KIAS. Clearly, crews may need to alter the cruise speed when trying to regain schedule
or at the request of ATC. In such circumstances, the ATC requested speeds should be
flown.
The EFB units have installed a cost index application. This should be used by crews
during the cruise phase of the flight in order to determine the most cost effective speed
for that sector. Clearly, this speed is likely to be slower than that included in the filed
flight plan. If ATC request a crew to speed up, this should be complied with.
2.10.9 Engine Vibration During the Cruise

For 175 airplanes only, if an amber engine vibration indication is presented in the
EICAS with the airplane at the top of climb or cruise phase, flying at approximately
Mach 0.78 and with associated engine N2 indication within 84 89%, the crew could
try to decrease engine vibration levels with a slightly reduction of airplane speed.
The speed reduction could be achieved using the SPEED SELECTOR KNOB on the
guidance panel or changing the cruise speed value on PERFORMANCE INIT page on
MCDU.
If the speed reduction does not decrease the vibration levels the applicable QRH
procedure must be promptly accomplished.
At any time at pilots discretion and if engine vibration occurs at any another conditions
the applicable QRH procedures must be accomplished.
2.10.10 Controller to Pilot Data Link Communications

(CPDLC)
When flying in air space where ATC provides communications via data link, airplanes
equipped with Controller to Pilot Datalink Communication System (CPDLC) should use
data link message exchange over voice communications when applicable.
The current CPDLC implementation is limited to the provision of a supplementary

means of communication. Voice shall remain the primary means of communication.
CPDLC shall be only used for routine CPDLC exchanges during en-route operations in
upper airspace. When using CPDLC data link for ATC communications, the crew
should monitor the appropriate ATC frequency and revert to voice when appropriate.
2.10.10.1 CPDLC Phraseology

Following Phraseology shall be used for activation or in case of DL problems and
reversion to voice.
Normal Procedures
Operational Circumstance CPDLC Phraseology
Upon entering airspace where a logon "CPDLC NOT IN USE. VOICE ONLY
is maintained but CPDLC is not UNTIL NOTIFIED."
available, the flight will receive the
following CPDLC message:
If the flight crew initiates a downlink CPDLC NOT AVAILABLE AT THIS

message the following response will TIME USE VOICE.
be received to indicate that no CPDLC
service is available:
Upon entering CPDLC designated "CPDLC IN USE."

airspace the following CPDLC
message will be received:

Normal Procedures
Operational
Circumstance R/T Phraseology Pilot Action
When voice Com are C/S DISREGARD Crew to disregard a

used to correct a CPDLC (message type) CPDLC message (of
CPDLC message: MESSAGE, BREAK that type) that has
followed by the correct arrived on the flight deck
clearance, instruction within the preceding 120
info or request secs or one that arrives
within the next 120 secs.
If not already
responded, crew to
respond UNABLE to
avoid message time out
and unnecessary
disconnects.
If not already C/S DISREGARD Crew to disregard a
responded, pilot to CPDLC (message type) CPDLC message that
respond UNABLE to DISCONNECT CPDLC has arrived on the flight
avoid message time out AND REVERT TO deck within the previous
and unnecessary VOICE 120 seconds and
disconnects. disconnect the CPDLC
connection with the
Current Data Authority.
A commanded
termination message is
sent to the aircraft. Crew
will be required to LOG-
ON manually with the
next Data Authority
In case of any possible "C/S Report CPDLC

Uplink message latency [climb/route/etc].
message received".
Notified CPDLC Failure C/S or ALL STATIONS Crew shall revert to

CPDLC FAILURE voice. ATC may require
followed by a clearance, to clarify clearances
instruction info or
request, e.g. revert to
voice.
Commanded "C/S, CPDLC

Termination of CPDLC, terminated,
e.g. due to operational DISCONNECT and
time out. FASN 1/A revert to voice."
Discontinuation or ALL STATIONS STOP/

resumption of the RESUME CPDLC
normal use of CPDLC OPERATIONS.

Normal Procedures
2.10.10.2 Log-on and Data Link Connection

Before using CPDLC communication, the flight crew should normally have logged-on
to the data link system prior to airspace entry. This log-on process will need to follow
the procedures published in the relevant AIP, which may also specify time limits for the
log-on process.
LOG-ON provides the ground system with the information necessary for data link
application association. To establish a successful log-on the flight identification
displayed on the ATC NOTIFY/STATUS MCDU page shall be identical to that on the
filed flight plan. If the flight identification is changed a new log on should be performed.
LOG-ON request to can be sent some 10-15 minutes prior to lateral entry. For
departing aerodromes close to or below UAC, it may be conducted on the ground.
Following a successful LOG-ON, the subsequent connection for CPDLC will be

completed automatically. The CPDLC connection (CPC start request) will most likely
happen before the aircraft is transferred to UAC about 8 to 10 minutes prior to the AOR
or above FL150 to minimise cockpit distraction.
After log-on, the ground system will initiate the CPDLC connection automatically and
appropriate status information will be available to flight crew. Flight crew should only
initiate operational CPDLC downlinks with a specific ATC station after:
Receiving a data link message confirming the identity of the ATC unit concerned, or;
They are in voice communication with that ATC station. After a frequency change,
you have to check in by voice prior to the use of CPDLC.
Downlinks received before the arrival of the CURRENT ATC UNIT message on the
flight deck will be rejected, do not attempt to send CPDLC downlink messages before
you receive this CPDLC message.
When transferring from one ATC center to another, the log-on information will be
forwarded via the ground system. The CPDLC connection to the new ATC center is
automatic, and appropriate information is displayed to the flight crew.

Normal Procedures
2.10.10.3 Operating Principles

The use of data link communication should be in accordance with the following
operating principles:
Prior to flight, the crew should verify the availability of the CPDLC service on the
intended route.
Voice communications and voice instructions have precedence over data link
communications at all times.
The flight crew and/or the air traffic controller involved have the discretion to
discontinue the use of data link services.
Messages received via data link should be replied to via data link. In the same way,
messages received via voice should be replied to via voice.
If a conflicting CPDLC clearance/instruction is received, the crew should ask for
clarification via voice.
If the content of a CPDLC ATC message is uncertain, the crew should reject the
instruction sending an UNABLE message. After sending the UNABLE message the
crew should use CPDLC or voice to confirm the content of the message.
Clearances and instructions received via data link should be accomplished by the
crew in a timely fashion. This time to accomplish the ATC instructions accounts for
both sending a CPDLC response and initiating the required action.
The specific phraseology developed to be used in conjunction with data link
operation generally is to be strictly applied. The specific phraseology to be used is
also to be strictly applied when reverting from CPDLC to voice.
If aircrew receive an ERROR response to a downlink that they have sent, they
should not re-send it by CPDLC as it may only generate another ERROR. In case of
any doubt or error crews shall straight revert to voice to clarify the situation.
Crews should refrain from any inquiry on the frequency with regard to reasons for
provider aborts or CPDLC usage. Controllers do not have further information and it
is up the discretion of the individual ATCO if it is safe to use CPDLC.
Particular vigilance shall be exercised by aircrews in order not to misinterpret old
CPDLC message in the LOG with actual CPDLC clearances.
2.10.10.4 Loss of Communication

In case the CPDLC data link communication is lost, or the crew suspects that
messages are not being correctly sent to or received from ATC, the crew must revert
to voice communication with the proper ATC station.
In the event of voice communication failure, the availability of a CPDLC between the
airplane and the ATC station does not relieve the flight crew from following the ICAO,
or any other local authority procedure, for loss of communications.

Normal Procedures
2.10.10.5 CPDLC Uplink Messages

When a CPDLC uplink message is received from ATC an aural MESSAGE ATC is
triggered and an ATC annunciation is displayed on PFD in white flashing, inverse
video. Once the aural MESSAGE ATC is triggered both pilots should acknowledge
the display of ATC on PFD. The PM accesses the received message by pressing the
DLK key on the MCDU. In order to guarantee that both pilots maintain the same level
of situational awareness about ATC requests the PM should read back the content of
the received message to the PF.
Once the message is read the crew should brief its content in order to determine if it is
possible to comply with the instruction received. The PM responds by selecting the
applicable answer from the available options on the ATC UPLINK MSG page.
The PF should confirm the content of the response message before sending the
message. After confirmation from PF, the PM will select the applicable response on the
MCDU. The message status will change to CLOSED on the ATC MSG LOG page
indicating that the message was correctly sent.
CPDLC Uplink Messages Actions And Callouts
PF PM
When receiving an ATC Acknowledge ATC Acknowledge ATC

uplink message annunciation annunciation
Check the incoming

message
Read back the message

to PF
Both pilots to agree on appropriate response

After both pilots have Selects appropriate
agreed on appropriate response on MCDU
response
Verifies message status
changed to CLOSE on
the ATC MSG LOG

Normal Procedures
2.10.10.6 CPDLC Downlink Messages

The crew should use the downlink messages to send a request or a report to ATC using
CPDLC. To perform a request the PM should access the ATC REQUEST page on ATC
MENU on the MCDU. To send a report the PM should access ATC REPORT page on
ATC MENU.
To maintain the same level of situational awareness, the PM should verify and confirm
with the PF the content of the request/report message before sending the message to
ATC. To verify the message content the PM selects VERIFY on the applicable ATC
REQ/REPORT page on the MCDU.
Once both pilots have agreed with the request/report message content the PM selects
SEND on the ATC MSG VERIFY page. The message status will change to SENT on
the ATC MSG LOG page indicating that the message was correctly sent.
CPDLC Downlink Messages Actions And Callouts
PF PM
Both pilots to agree on the request or report to be sent
Perform applicable action through

ATC REQ/REPORT page
Select VERIFY on the REQ/REPORT
page
Confirms the content of the request/

report message
Select SEND on the ATC MSG
VERIFY page
Verifies message status changed to

SENT on the ATC MSG LOG page

Normal Procedures
2.11 Descent
2.11.1 Briefing
The passenger briefing, arrival briefing and descent checklist should all be completed
before the top of descent.
PF and PM prepare themselves for the briefing. PF gives the briefing. The preparation
and briefing are summarised in Table 11.1.
Table 11.1 Arrival Briefing

Preparation
When the relevant information is available, PF and PM as appropriate:
Prepare charts.
Set BARO/RA minimums.
Set destination QNH on the IESS.
Check fuel, calculate arrival fuel and determine landing weight.
Check landing performance.
Determine wind correction for VAPP.
Program expected arrival into the MCDU. If P-RNAV procedures are to be used as
reasonableness check of the route/approach should be made.
Set landing speeds on the MCDU PERFORMANCE/LANDING page 2/2.
Briefing
The PF for the approach will brief the arrival; the brief should be given in an interactive fashion
and must include the following elements:
Top of descent position.
Weather, runway surface and NOTAMS.
Fuel, including holding capability.
Terrain, descent profile and safety altitudes.
Aerodrome, STAR and approach plates with missed approach procedure and route to
alternate.
Radio aid set-up.
Review of BARO/RA minimums and landing speeds.
Use of continuous ignition, weather radar and TAD.
Autobrake setting.
Taxi routing after landing including stopping technique for expected runway exit; plus
Single-engine Taxi procedures.
Any special conditions e.g., GNSS only approach.
Inoperative aircraft components.
CATEGORY II or Category III brief if required use aide memoire card or CPH.

Normal Procedures
2.11.2 Landing Data

Pilot Flying will determine the required flap setting for the landing, however, the
following should be considered: as a general rule of thumb, if the runway reported LDA
is less than 2000 m, then Captains should consider using Full Flap for landing; this is
particularly the case in wet conditions. Clearly, there may be times when this is not
practical, during windshear conditions for example, and a crew may have to use Flap 5
for the approach and landing. In all circumstances, the landing distance required for the
various autobrake settings must be cross checked against the reported LDA. This can
be accomplished by use of the tables contained in the QRH which also include any
increments for over speed approaches. A Company safety factor of 1.35 Dry and 1.5
Wet must be applied.
The expected landing weight is verified on the FMS. The speeds to be set are:
VREF.
VAPP.
VAC.
VFS.
PM checks that the FMS expected landing weight is reasonable when compared with
the OFP. He then sets the landing speeds on the MCDU. PF then cross checks the
data.
2.11.3 Descent Checklist

PF calls for the Descent Checklist; PM reads the descent checklist. The descent
checklist is given in Table 11.2.
Table 11.2 Descent Checklist

BRIEFING ............................................................COMPLETED PF
LANDING DATA ................................................................. SET PF
2.11.4 Use of Speed Brakes

If speed brakes are required in the descent, limit their use to half extension for
passenger comfort whenever possible. It is recommended that PF keeps his hand on
the speed brake lever when the speed brakes are extended.
Pilots are not to use the flaps to increase drag and assist in slowing down the aircraft.
This poor practice increases stress on the flap/slat mechanism which has suffered from
repeat failures in the past. Additionally, in turbulence, there is an increased risk of
exceeding the flap limiting speeds.

Normal Procedures
2.11.5 Icing
The STALL PROT ICE SPEED landing speed values should be used if:
The STALL PROT ICE SPEED message is present, or

Icing conditions are anticipated on any portion of the arrival or approach.
Note: Landing speeds with and without icing are the same on the 195.
2.11.6 Acceleration Altitude

The GA acceleration altitude is the higher of:
The approach chart acceleration altitude (elevation +1,000 ft).
The Performance Manual take-off flap retraction altitude.
This ensures compliance with ICAO PAN OPS criteria.

On receipt of the descent clearance, set the cleared level/altitude on the altitude
selector. Remember that if the clearance has been given some while before the
descent point, altitude alerting for departure from the cruise level has been lost. Both
pilots must confirm the cleared level or altitude prior to commencing the descent. If any
doubt exists or one pilot did not hear the clearance, ATC are to be asked to confirm the
clearance.

Normal Procedures

The altimeters are checked every 10,000 ft in the descent. The checks and calls are
given in Table 11.3.
Table 11.3 10,000 Feet Checks

PF PM
Altimeters QNH/STD set. Passing altitude/FL ... for
altitude/FL ...
Checks:
Pressurisation.
Additionally at FL 150
Selects:
Sterile Lights to on.
Fasten Belts to on.
Additionally at FL 100/10,000 feet

Selects:
Taxi lights on (leave nose taxi light OFF).
Left and Right Landing lights on.
Speed Selector as required.
Delay the selection of the fasten seat belt signs if the time to touchdown is expected to
be significantly greater than normal; for example, if prolonged holding is expected.
Remember that passengers may need to use the toilets. However, the seat belt signs
should be on by 10 minutes before touchdown.
Turbulence may dictate that the seat belt signs are switched on earlier than usual. If so,
inform the cabin staff so that they do not prematurely prepare the cabin for landing.

Normal Procedures
2.11.9 MSA
Descent below MSA must be approached with caution. The procedure and calls are
Table 11.4 Descent below MSA

When cleared below MSA, PF calls Cleared below MSA.
PM responds with Position checked followed by one of the following:
Procedural
Visual
Radar control
If none of these three responses is applicable (e.g. only under de-confliction service) then
descent below MSA is forbidden.
Exceptionally, Commanders are authorised to descend below MSA without satisfying any of
these criteria, provided position and flight path have been checked to ensure appropriate terrain
clearance and descent is mandated at that stage of flight. An example of this could be
approaching an airfield with few published approach procedures and an unserviceable airfield
radar.
2.11.10 Landing Call

PM warns the cabin crew that landing is expected in 10 minutes. He announces Cabin
crew ten minutes to landing over the PA.
2.11.11 Descent Speeds

The recommended speeds for descent are not the FMS default speeds. They are:
Between 41,000 ft and the CAS/Mach transition, Mach 0.74.
Between the altitude of CAS/Mach transition and 12,000 ft, 270/250 knots.
From 12,000 ft to 10,000 ft, a linear reduction from 270 to 250 knots.
Below 10,000 ft, 250 knots until the deceleration to the approach speeds.
The FMS speeds may be changed on the PERFORMANCE INIT page 1/3 or the
performance DESCENT page.
It is difficult to mandate exactly which speeds should be used for phases of a descent.
For fuel economy purposes, the use of 250 KIAS or M0.74 is perhaps more appropriate
for all phases. Equally, pilots can consider changing the descent angle from the default
(3) to approximately 4 which will result in a flight idle setting on the Thrust Levers.

Normal Procedures
2.11.12 VNAV Operation

The FMS calculates the TOD based on the speeds and angle entered on the
PERFORMANCE INIT page. The default angle is 3.0. Any change can be made on
the PERFORMANCE INIT page 1/3 or performance DESCENT page during the FMS
initialisation or in flight.
Approaching the TOD set the Altitude Selector to the cleared altitude and the FMS
commands to descent upon reaching the TOD.
The FMS commands a VPATH descent unless a late descent is required or the lateral
mode is other than LNAV.
In VFLCH descents, the altitude constraint may not be reached by the altitude
constraint waypoint. VFLCH is similar to FLCH descents where the guidance is to
maintain the selected speed with the engine thrust at idle.
In case of a late or early descent perform a vertical direct-to as follows:
Set the altitude selector to the altitude cleared by ATC.

Enter the direct-to altitude on the scratch pad and select it up on the right side of the
desired waypoint. The FMS commands a descent if the selected altitude is equal to
the one previously shown at the waypoint; if the selected altitude is a new one, enter
the new altitude on the scratch pad and select it again up on the right side of the
desired waypoint.
Press the ACTIVATE prompt.
If a holding pattern is entered on a VNAV descent, the FMS transitions to VALT. To

restart the descent, set the altitude selector to a different altitude and press the FLCH
button on the Guidance Panel.
If the speed control is set to MANUAL, the pilot is responsible for maintaining the proper
speed limits and constraints. In this case it is recommended that the airspeed is
synchronised with the FMS speeds.
Under radar vectors:

VNAV is disengaged.
The speed selector can remain in FMS but MANUAL may be selected if required.

Normal Procedures
2.11.13 VNAV Descent Profile

The VNAV descent profile is shown in Figure 11.1.
The profile has three segments:
A descent from cruise altitude to a deceleration segment.
The deceleration segment. It finishes at 5 nm from the initial approach fix.
The approach.
The VNAV default speed profile is:

Mach 0.76 until the Mach/IAS transition altitude.
290 knots below the Mach/IAS transition altitude.
A speed reduction from 290 to 250 knots between 12,000 and 10,000 ft.
250 knots from 10,000 ft to the deceleration segment.
On the deceleration segment, the speed is reduced from 250 knots to the clean flaps
up minimum manoeuvre speed.
Note: For fuel conservation reasons, the Company, preferred descent profile is Mach
0.74 or 250 knots. Pilots should change these settings on the PERFORMANCE
INIT page 1/3. Wherever possible the continuous descent approach (CDA)
profile should be used.

Normal Procedures

Descent speed = Mach 0.76 / Mach 0.74
Descent speed = 290 knots / 250 knots
VNAV Descent Profile
Descent speed reduced from 290 knots / 250 knots to 250 knots
Figure 11.1
2102
Normal Procedures
2.11.14 Initial Descent without VNAV Guidance

Without VNAV guidance, the initial distance to descent for a flight idle descent can be
found as follows:
Calculate the difference between the actual flight level and the desired flight level
(FLDIFF).
Divide FLDIFF by 10 and then multiply by 2.
Add 15.
FL
In summary: Distance = 2
DIFF 15

10

Without VNAV guidance, the initial distance to descent for approximately a 3 descent
angle can be found as follows:
Calculate the difference between the actual flight level and the desired flight level
(FLDIFF).
Divide FLDIFF by 10 and then multiply by 3.
FL
In summary: Distance = 3 DIFF
10
Both these calculations:
Take into account the deceleration from 290 to 250 knots.

Do not take into account the deceleration segment and wind effects.
For a cruise flight level of 350 and a desired flight level of 70, the idle descent
calculation is:

Distance = 2 350 - 70 +15 = 71 nautical miles
10
For a cruise flight level of 350 and a desired flight level of 70, the 3 descent calculation
is:

Distance = 3 350 - 70 = 84 nautical miles
10

Normal Procedures
2.11.15 Distance on Deceleration Segment without VNAV

Guidance
Without VNAV guidance, the distance on the deceleration segment can be found as
follows for a level deceleration:
1 nautical mile for each 10 knots without speed brakes.
0.5 nautical miles for each 10 knots with speed brakes.
Without VNAV guidance, the distance on the deceleration segment can be found as
follows for a deceleration in a descent of 1,000 ft per minute:
2 nautical miles for each 10 knots without speed brakes.
1 nautical mile for each 10 knots with speed brakes.
The wind corrections are:
Increase the distance by 1 nautical mile for each 10 knots of tailwind.
Decrease the distance by 1 nautical mile for each 10 knots of headwind.
2.11.16 Descent Rates

Below 5,000 ft, a rate of descent of 2,000 ft/minute is normally sufficient. If a higher rate
is required, PF must inform PM of the required rate. When close to terrain or close to a
level off altitude, high rates of descent must be avoided.
2.11.17 Continuous Descent Approaches

A CDA is a noise abatement technique for arriving aircraft in which the pilot when given
decent below the transition altitude, will descend at the best rate suited to achieve a
continuous decent, whilst meeting ATC speed control, the objective being to join the
glide path at the correct distance for the height without recourse to level flight (level
flight being defined as any level segment of 2.5 miles or more). A conceptual diagram
of the CDA is at Figure 11.2 and a distance vs height chart is presented at Figure 11.3.
CDAs are encouraged at all airports (mandatory at LHR, LGW, STN) to realise the
benefits of reduced fuel burn and lower environmental noise impact.
Crews should use all available data to achieve a CDA. It is recommended that crews
use VNAV, FPA or VS in the decent rather than FLCH or IAS. The 500 fpm ROD does
not apply below the transition altitude and accurate speed control is essential.
The E-Jets are slippery a/c and reducing speed in any decent with a nominal 3 degree
glide can be problematical even with the use of speed brake. The a/c should arrive at
FL 100 at 250 kts and crews should consider either reducing the glidepath angle or
reducing speed to around 230 kts just above the transition altitude so as to arrive at the
turn in for the closing heading of the ILS at 210 kts.
A suggested approach procedure is as follows: Closing LOC Flap 1, Speed 180 kts.
G/S Live, Flap 2, Speed 160 kts. Five Miles DME Flap 3, Gear Down, Speed 150 kts.
Four Miles DME, Land Flap, VAPP, Landing Checklist. Stable Check 500 ft Rad Alt.

Normal Procedures
Figure 11.2 The CDA Profile (Conceptual)
Figure 11.3 Height vs Distance for a 3 Degree Glideslope

Normal Procedures
2.11.18 Approach Planning

In order to achieve a stable and efficient constant descent approach, it is important that
pilots plan the appropriate profile well in advance. Use should be made of the Vertical
Profile and VNAV functions provided in the E-Jet FMS. It is often the case that an
unstable approach is actually born at high level due to ATC constraints. It can be highly
frustrating to have your perfect approach plan ruined because ATC will not allow you
to descend as required. However, early recognition of such a situation is necessary so
that appropriate measures, such as speed reduction, can be taken.
As an aide to planning, an idealised approach is presented at Figure 11.4. This aide

provides a number of suggested gates from FL100 to the Must Gate. The idea is that
failure to achieve one gate will require immediate, corrective action to then guarantee
that the aircraft will make the next and subsequent gates during the approach.
Figure 11.4 Idealised Approach Profile

Normal Procedures
2.12 Approach and Landing

2.12.1 Approach Checklist
When cleared to an altitude:
The left and right BARO SET must be set to the QNH.
The IESS must be confirmed at the correct QNH.
As soon as practicable, an altimeter check must be made. Once the altimeter check is
complete, the Approach Checklist is actioned. The altimeter check is given in
Table 12.1; the Approach Checklist is given in Table 12.2.
Table 12.1 Altimeter Check

PF PM
Sets/confirms the QNH and vertical mode
engaged (e.g. FLCH).
Vertical Mode engaged, Set QNH
Sets/confirms QNH.
QNH ... set, passing ... feet for ... feet
Checks that the called altitude agrees with the If GNSS approaches are to be made check
altimeter. altimeters agree to within 100 ft.
Approach checklist Completes the Approach Checklist.

Normal Procedures
Table 12.2 Approach Checklist

ALTIMETERS....................................... QNH SET and X-CHKD BOTH
As Table 12.1
APPROACH AIDS ........................................SET and X-CHKD BOTH
Verify that:
Frequencies and courses are set for the intended approach.
Using PREVIEW mode set and confirm approach course.
Navigation aids are identified.
Both PFDs are displaying the appropriate information.
RA/BARO switch correctly set for the type of approach.
FMS correctly set for the approach.
AUTOBRAKE...................................................................... SET CAPT
Set as required OFF, LO, MED or HI. It is recommended that the autobraking facility
is used on wet or contaminated runways.
FASTEN BELTS ...................................................................ON CAPT
This is just a confirmatory check.
CABIN ......................................................................... SECURE PM
The C/A 1 gives a cabin secure call over the cabin interphone.
PM acknowledges the call. The call confirms that the cabin crew are seated.
2.12.2 Setting Minimums

The altimeter MINIMUMS selectors are set as follows:
RA and DH for a Category II ILS.

BARO and DA for a Category 1 ILS.
BARO and DA for a non-precision approach.
BARO and MDA for a circling approach.

Normal Procedures
2.12.3 Landing Checklist

The landing checklist is short. It is given in Table 12.3.
Table 12.3 Landing Checklist

LANDING GEAR ............................................................ DOWN BOTH
SPEED SELECTOR KNOB........................................ MANUAL BOTH
FMS Speeds may not be used beyond the Final Approach Fix.
FUEL XFEED.......................................................................OFF PM
SLATS/FLAPS ............................................................. SET (...) BOTH
LANDING LIGHTS ............................................................... ON PM
2.12.4 Rudder Pedals

Both pilots must have their feet on or close to the rudder pedals during the final
approach, landing and taxi phases. However, the non-handling pilot must avoid
inadvertent application of the brakes or inadvertently interfering with the handling pilots
use of the rudder. The non-handling pilot must be able to immediately apply rudder or
brakes on his side should this be required in an emergency.
2.12.5 Lights
When cleared to land, PM switches on the nose landing lights.
2.12.6 Use of FGS on the Approach

The autopilot is required for a Category II approach.
It is recommended that the AP is used for an ILS approach when:
The cloud base is within 200 ft of the decision altitude,

OR
The RVR is within 500 m of the minimum RVR for the approach.

Normal Procedures
2.12.7 Stabilised Approach

The absence of a stabilised approach has been identified as a significant factor in
approach and landing accidents, including runway overruns. An essential element of
achieving stability is the selection and flying of the correct airspeed.
A stabilised approach is one in which all the criteria for stabilisation are achieved by the
applicable minimum stabilisation height and are then maintained.
The criteria for a stabilised approach are divided into two distinct parts. There is one
set of criteria for the should gate (at 1000 ft arte) and one for the must gate (at 500 ft
RA). If pilots do not achieve the should gate there is every likelihood that they will fail
to meet the must gate criteria and captains must consider taking immediate, early
action in the form of a missed approach. If the appropriate must gate criteria are not
achieved, a go-around must be flown; this is ordered by PM.
The stabilisation criteria for the Should Gate are:
1000 ft arte.
Aircraft established on the centreline/localiser and correct glideslope.
Speed 140 KIAS 10 kts.
Flap 5.
Gear down.
The stabilisation criteria for the Must Gate are:
The aircraft is on the correct flight path.

The aircraft is in the landing configuration.
Only small changes in heading, pitch and speed are required to maintain the correct
flight path.
The vertical speed is no greater than 1000 ft/min.
The thrust setting is appropriate to the aircraft configuration.
Airspeed is stable between VAPP + 10 kts and VREF.
Landing Checks Completed.
Additionally, for the following types of approach:
A CAT 1 approach must be flown within one dot of the glideslope and localiser.
A CAT 2 approach must be flown within a dot of the glideslope and localiser.
A nonprecision approach must be flown within 5 of the inbound course.

Normal Procedures
On a circling approach, the aircraft must be wings level on final by 300 ft arte.
On a GNSS only approach the CDI must be within 1 dot (this equals half the RNP
default value for the approach) of the inbound course.
Special local approach procedures or abnormal conditions requiring a deviation from

any of the above criteria require careful consideration and a special briefing.
2.12.8 Runway Threshold

The runway threshold is the point from which landing distance performance figures are
calculated. It will often be the physical threshold of the runway, but may be displaced
along the runway.
The threshold crossing height is the height at which the aircraft crosses the runway
threshold when on the correct flight path. It is often referred to as the screen height; it
is 50 ft for most approaches.
2.12.9 Reference Landing Speed

The reference landing speed (VREF) is the speed for the aircraft weight and flap setting.
VREF is defined as 1.23 times the stalling speed in one g flight (VS-1g).
Apart from short term fluctuations, the speed on the final approach must not be below
VREF.
2.12.10 Final Approach Speed

The final approach speed (VAPP) is the target speed for the final approach once the
landing configuration has been established.
Typical VREF values are 100 to 130 knots; so VREF provides a margin of between 20 to
30 knots above the stalling speed.
During a moderately turbulent approach, variations in IAS of up to 20 knots might occur.

A reduction in speed could bring the aircraft close to the stalling speed. In turbulent air,
it is acceptable to target a speed above VREF on the final approach in order to maintain
an adequate margin over the stall.
Even in relatively calm air, speed errors of around 5 knots can occur. It is always
necessary to target a final approach speed 5 knots above VREF.
VAPP is calculated by applying a wind correction factor to VREF.
VAPP = VREF + wind correction.
A gust factor is first calculated and then the wind correction factor is determined.

Normal Procedures
The wind correction is equal to half the steady headwind plus the full gust factor. For
example, if the wind is reported as 20 knots gusting 28:
Half the steady headwind is 10 knots.

The full gust factor is 28 minus 20 knots = 8 knots.
So the wind correction is 10 + 8 = 18 knots.
For both flaps 5 and flaps full landing, the minimum wind correction is 5 knots and the
maximum wind correction is 20 knots.
Pilots should be aware that when landing speed increments are applied following an
emergency, they are applied to the full flap landing speeds and that the first 5 knots of
the wind correction are included.
On a Category II approach, VREF is already increased so there is no need to add the

minimum 5 knot increment to achieve VAPP.
2.12.11 Threshold Speed

The threshold speed is the speed at which the aircraft should cross the threshold. The
basic threshold speed is VREF.
If the threshold is crossed at speeds above VREF, the safety margins on landing
distance may be eroded.
2.12.12 Touchdown Speed

The touchdown speed is the speed at which the aircraft touches down. If the threshold
is crossed at VREF and at 50 ft, the touch down speed is 2 to 3 knots below VREF if the
normal flare manoeuvre is performed.
2.12.13 Accuracy
The importance of establishing and maintaining a stabilised approach at the correct
speed cannot be overemphasised.
Small short-term speed fluctuations averaging the correct target speed are acceptable.
Excessive speed over the threshold can very easily lead to an overrun of a limiting
runway. Too low a speed could result in landing short of the runway or a heavy landing.
The threshold speed provides for safe flight during the approach and landing. There is
some margin in the aircraft landing performance for errors in speed and height over the
threshold. However, the scheduled performance does not allow for large errors:
especially the combination of high speed and high threshold crossing height.

Normal Procedures
If there is any doubt as to the accuracy of the landing, especially considering the
threshold crossing height, the speed and the expected touchdown point, then a go-
around must be flown.
2.12.14 Minimum/Recommended Manoeuvring Speeds

The recommended manoeuvring speeds are given in Table 12.4. The minimum
manoeuvring speed for a particular flap position as indicated by the Green Dot:
Allows an inadvertent 15 overshoot beyond the normal 25 bank angle.
Provides more than a 1.3 g margin over stick shaker speed.
Is valid for all weights up to the maximum structural landing weight.
Table 12.4 Recommended Manoeuvring Speeds

Flap Position Speed (KIAS)
UP 210
1 180
2 160
3 150
4 140
5 140
FULL 130
Note: For performance calculation, the following maximum bank angles are allowed
at various low speed situations:
Both engines operative: 25 at V2 +10.

One engine inoperative: 15 at V2.
One engine inoperative: 20 at V2 +5.
One engine inoperative: 25 at V2 +10.
2.12.15 Maximum Flap Extension Speed

The maximum flap extension speed (VFE) for each flap setting is given in Table 12.5.
Table 12.5 Maximum Flap Extension Speeds

Flap Position Speed (KIAS)
1 230
2 215

Normal Procedures
Table 12.5 Maximum Flap Extension Speeds

3 200
4 180
5 180
FULL 165
2.12.16 Flying the Approach

The approach must be stabilised at the final approach speed by 500 ft RA. If a
stabilised approach cannot be maintained below the appropriate stabilisation height,
then a go-around must be made.
The maximum speed with flap down is VFE for the flap configuration. The minimum
speed until established on final approach is the minimum manoeuvring speed for the
flap configuration. Apart from short term fluctuations, the minimum speed on final is
VREF for the flap configuration.
The initial approach can be flown clean at up to 250 knots. The recommended
minimum speed clean is 210 knots. Frequently, the speed flown depends on ATC
requirements. However, assess the energy (that is the speed and height combination)
against track miles to the final descent point, and aim to start the deceleration with
passenger comfort in mind. Ideally, the speed brake should not be used, but profiles
sometimes demand its use especially if the use of ice protection has forced a high idle
thrust. Approaching the final approach track, select Flap 1 and reduce speed to
180 knots; this is also a suitable configuration for the start of the downwind leg of a
visual circuit.
Aim to be at 160 knots with Flap 2 on the final approach track approaching the final
descent point. This is also a suitable configuration for:
The outbound leg in a procedure.

Abeam the threshold in a visual circuit.
Sometimes, for spacing reasons, ATC may request that vectors are flown at speeds
below the minimum manoeuvre speed for Flap 3 (150 KIAS). Rather than having to
select Flap 5 with gear down, crews should consider selecting Flap 4 with gear up in
order to reduce drag and, hence, fuel burn during prolonged vectoring at low level.
This procedure may be used at speeds down to 140 KIAS and not below 1500 ft agl.
Crews are reminded that normal, stabilised approach criteria still apply.
Approaching the instrument descent point, or just before turning base on a visual
circuit, select the landing gear down and flap 3; reduce speed to 150 knots.

Normal Procedures
By the stabilisation altitude, the aircraft must be fully configured and speed must be
stabilised at VAPP. VAPP is a target speed for the approach not a minimum; take care
not to carry excess speed, especially on approaches to short runways.
When the weather is close to minima or some other condition indicates that the Landing
Checklist should be completed at an early stage, the gear should be selected down well
before the marker or its equivalent.
The final approach speed has safety margins for most operating conditions. In order to
ensure that the flight path is stable, unnecessary speed increments and late flap
selections should be avoided.

Normal Procedures
2.12.17 The Landing

The landing configuration (gear down and landing flaps) must be established by the
appropriate stabilisation altitude.
The preferred landing flap is flap 5.
Once the stabilisation point is passed, power off conditions should be avoided until the
flare.
Fly the aircraft on a stable glide path towards the touch down point. Great changes in
airspeed require great changes in thrust and attitude. Speed must be kept within
VAPP +10 knots and VREF knots.
Avoid excessive rates of descent during final approach. Descent rates in excess of
1,000 ft/min on short final must be avoided. If an excessive rate of descent develops,
a missed approach must be performed immediately.
Make sure that the aircraft is properly trimmed during the approach. This maximises
elevator authority for the flare or in the event of a missed approach.
Crossing the threshold with VREF assures the performance values presented in the
AFM.
As the aircraft approaches the touch down point, reduce the rate of descent and slowly
reduce thrust levers to idle so that they are at idle when the aircraft touches down.
Plan to touch down as close as possible to the 1,000 ft point. A slight increase in pitch
attitude of one to two degrees at approximately 20 ft is all that is needed to check the
rate of descent. This will produce a consistent touchdown point and protect against a
tailstrike and excessive float. Prolonging the flare unnecessarily increases the landing
distance and increases the risk of a tailstrike. If the nosewheel is not promptly lowered
to the runway, braking and steering capability are significantly degraded and no drag
benefit will be gained.
After main gear touchdown, begin to smoothly fly the nosewheel on to the runway by
relaxing aft control column pressure. Control column movement forward of neutral
should not be required.
WARNING
Pitch rates sufficient to cause aircraft structural damage can occur if a large nose down control
column movement is made prior to nosewheel touchdown.
In the case of a bounced landing, it is recommended that pilots initiate the go-around
procedure because it is very difficult to evaluate the landing distance remaining and
also the aircraft energy.
If the airspeed has dropped below VREF, the go-around may be initiated but flaps
should not be retracted until airspeed is greater than VREF.

Normal Procedures
2.12.18 Wing or Engine Strikes During Landing

A wing tip or engine nacelle strike will occur if the bank angle exceeds 18 at
touchdown: 16 if the gear strut is compressed.
2.12.19 Tailstrikes During Landing

Tailstrikes during landings occur twice as frequently as tailstrikes during take-off.
Deviation from the normal landing procedure is the main cause of tailstrikes. The most
common mistakes are:
Allowing the airspeed to decrease well below VREF.
Prolonging the flare for a smooth touchdown.
Starting the flare too high.
Note: Although the fly-by-wire system will protect against tailstrike (post Load 19.3 on
the E195 only), it cannot override gross mishandling.
2.12.20 Flaring Too High

Of the three most common mistakes that result in a tailstrike, flaring the aircraft too high
has the greatest potential for a tailstrike and resulting damage. If the flare is started too
high above the runway, airspeed will decrease below VREF and the sink rate will
eventually increase. There is a tendency to increase pitch to arrest the excessive sink
rate. However, the correct action is to immediately reduce the pitch attitude and fly the
aircraft on to the runway before the airspeed reduces further. While the landing will be
firm, taking this corrective action will prevent a tailstrike. Remember, executing a
go-around is always an option.
2.12.21 Landing Roll Out Calls

The calls made during the landing roll depend on who is flying. They are listed in table
12.6:
Table 12.6 Landing Calls

PM PF
Reverse Green
80 knots Releases autobrakes
60 Knots Thrust Levers must be at MIN REV
30 Knots Thrust Levers must be at IDLE
If PF is the First Officer At an appropriate speed
I have control
You have control

Normal Procedures
2.12.22 Ground Spoilers

The ground spoilers should automatically deploy on touchdown. The spoilers spoil the
lift from the wings increasing the weight on the main wheels; this provides excellent
braking effectiveness.
If the ground spoilers do not deploy, braking effectiveness may be reduced by as much
as 60% initially, since very little weight is on the wheels; brake application may cause
rapid brake modulation by the antiskid system.
2.12.23 Directional Control After Touchdown

The rudder is effective to approximately 60 knots. Rudder pedal steering is sufficient to
maintain directional control during the rollout.
Do not use the nosewheel steering tiller until reaching taxi speed.
2.12.24 Stopping
The braking applied should be commensurate with the distance to run to the
appropriate runway exit point. However the brakes must be applied such that speed is
comfortably under control before the end of the runway.
If doubt ever exists about stopping, or the runway distance is limiting, apply maximum
brake pedal deflection and maximum reverse thrust.
With maximum pedal deflection, the anti-skid system will modulate the brakes for
optimum braking performance. Do not pump the brake pedals.
Carbon brakes wear faster when they are cool; so avoid sudden crisp braking with cool
brakes. The optimum temperature for carbon brakes is 200C.
2.12.25 Reverse Thrust

The MIN REV setting is recommended unless operations dictate otherwise. This
setting will remove residual thrust from the engines and so reduce brake wear. In
addition, it places no extra strain on the engines, hence, improving engine life. Full
Reverse Thrust should be used when landing on contaminated runways.
If reverse thrust is required, maintain up to maximum reverse thrust until the speed
approaches 60 knots. Then start moving the thrust levers towards MIN REV so that
MIN REV is achieved at 60 knots. The thrust levers should be moved to IDLE by the
time 30 knots is achieved.
The thrust reverser is more effective at high speeds; the use of reverse below 60 kt
increases the chances of foreign object ingestion by the engine. If necessary, the thrust
reversers can be used until the aircraft come to a complete stop.

Normal Procedures
2.12.26 Manual Braking

The seat and rudder pedals must be adjusted so that it is possible to apply maximum
braking with full rudder pedal deflection.
After touchdown, smoothly apply a constant brake pedal pressure consistent with the
desired stopping performance. For a short or slippery runway, use full brake pedal.
Pumping the brakes degrades braking effectiveness. Applying a steadily increasing

brake pressure produces optimum performance from the anti-skid system.
The anti-skid system will stop the aircraft in a shorter distance than is possible with
anti-skid off or brake pedal modulation; this applies to all runway conditions.
The anti-skid system adapts to runway conditions by sensing a skid or impending skid
and adjusting the brake pressure at the wheels for maximum braking effort. When
brakes are applied on a slippery runway, several skid cycles will occur before the
anti-skid system establishes the brake pressure for the most effective braking.
2.12.27 Autobrakes
Pilots are encouraged to use autobrakes for landing as this results in reduced brake
wear. However, it should be noted that all tables for unfactored landing distances
assume that manual braking is used. This is because each of the autobrake settings
provides a set deceleration rate as opposed to manual braking where it is assumed that
the pilot sets maximum braking throughout the landing roll. For take-off, the RTO
setting on autobrakes does apply full braking and can be assumed to be comparable
to manual braking. Tables that show the different landing distances for each brake
setting are provided in Section 4. Which ever autobrake setting is used, the autobrakes
should be disengaged at 80 kts during the landing roll.
2.12.28 Maximum Performance Landing

Maximum Performance Landing comprehends a set of techniques that leads to
stopping the airplane with the least landing run. The following recommendations apply:
Review the approach procedures and speeds earlier: Keep your situation
awareness over the stabilised approach and stabilised landing is mandatory for a
well-planned and executed approach;
Use Full Flap;
Cross the Threshold at Screen Height of 50 ft and VREF;
Avoid extended flare;
Conduct a positive landing and fly nose wheel to the runway;
Apply maximum thrust reverse. If necessary the thrust reverser can be used until the
airplane comes to a complete stop;

Normal Procedures
Immediately after the main landing gear wheels have touched down apply firm and
steady maximum manual brakes andhold pedal pressure until the airplane
decelerates to a safe taxi speed within the runway;
Lower nose wheel immediately to the runway. It will decrease lift and increase main
landing gear loading.
Note: The same technique could be used for Flaps 5 configuration; nevertheless the
landing distance will increase accordingly.
2.12.29 Anti-skid Inoperative

With the anti-skid inoperative:
Ensure that the nosewheel is on the ground and that the ground spoilers have
deployed before applying the brakes.
Initiate wheel braking using very light pedal pressure and increase pressure as
airspeed reduces. Apply steady pressure; do not pump the brakes.
Anti-skid off braking requires even more care if the aircraft weight is low.
2.12.30 Brake Cooling

A series of taxi-back or stop and go landings, without additional in-flight cooling, can
cause excessive brake temperature. The energy absorbed from each landing is
cumulative.
2.12.31 First Officer Landing

If the First Officer is PF, the Captain takes control when normal taxiing speed is
reached. The Captain calls I have control, the First Officer hands over control and
responds You have control.
2.12.32 Crosswind Landing General

Three methods for crosswind landing can be used:
Wing down technique.

Normal crab technique.
Crab technique for slippery runways.
The maximum recommended crosswinds for landing are:


Normal Procedures

18 knots on a runway contaminated with wet/dry snow.
These limitations include gusts.
2.12.33 Wing Down Technique

In the later stages of the approach, coordinated use of rudder and lateral control is
made to align the aircraft nose with the runway direction; this results in a few degrees
of bank into the crosswind; so the into wind wheel touches down first.
2.12.34 Normal Crab Technique

The aircrafts tracks the runway direction with the slip indicator central; so the nose of
the aircraft is into wind. Just before touchdown, rudder is used to align the aircraft nose
with the runway direction; simultaneous application of the lateral control into wind is
used to keep the wings level. Both main wheels touch down together.
2.12.35 Slippery Runway Crab Technique

The aircraft tracks the runway direction with the slip indicator central; so the nose of the
aircraft is into wind. The nose is not aligned with the runway direction until after
touchdown; so both main wheels touch down together.
2.12.36 Monitored Approaches

The monitored approach procedure is:
One pilot flies the approach.

The other pilot monitors.
When the monitoring pilot establishes the required visual references for landing, he
takes control and lands the aircraft.
If the required visual reference is not established by the decision point, the
monitoring pilot orders a go-around. PF for the approach makes the go-around.
If a go-around is required after the monitoring pilot has taken control to land, then he
calls Go-around, Flap and makes the go-around.
The decision point is DH, DA or MDA +50 ft as appropriate.
Category 2 approaches must be monitored approaches with the Captain PF for the
landing. If a Category 2 approach is expected, the First Officer is PF from the start of
the flight through to DH; if a missed approach is required, the First Officer flies the
missed approach.

Normal Procedures
If the destination weather unexpectedly deteriorates to Category 2 conditions while the

Captain is PF, a handover of control must be made as soon as practicable.
The Captain may decide to make a monitored approach at any time. A monitored
approach can be used to advantage in adverse weather conditions; for example: poor
visibility, low cloud base or strong crosswinds. In deciding who should land the aircraft,
the Captain should consider the experience and competence of the First Officer.
If a monitored approach is to be flown when Category 2 procedures are not in force

when the current PF is to be the landing pilot, a handover is normally made at the top
of descent.
2.12.37 Operational Factors Affecting Landing Distance

The required landing distance for dispatch is calculated considering that the landing will
be performed with the airplane crossing the runway threshold at the screen height of
50 ft and at VREF using maximum manual braking.
In order to stay within the operational margins of the required landing distance the crew
must conduct a stabilised approach and landing using the correct landing techniques.
Several environment factors, such as airport elevation, runway slope, runway

conditions and winds may affect the landing distance.
However, aside those factors, if the approach and landing is performed with deviations
from the standard procedures, the operational margin available will be reduced or even
exceeded.
The following operational factors, among others, have effect over the airplane landing
distance:
Unstabilised approach;
Crossing runway threshold with airspeed above VREF;
Crossing runway threshold above the screen height;
Extended flare, touching down the runway beyond the touchdown zone;
No proper application of the available deceleration devices (brakes, spoilers and
thrust reverse);
Deceleration devices not applied until a safe taxi speed is achieved.
If the airplane crosses the threshold with 10 kt above the VREF, the landing distance
increases by approximately 20%. Crossing the threshold at 100 ft instead of the normal
screen height increases the landing distance by approximately 35%.

Normal Procedures
Extending the flare during landing increases the landing distance because the airplane
will touchdown the runway in a point ahead of the runway touchdown zone, usually
located at 1000 feet from the runway threshold. Extending the flare by 3 seconds
increases the landing distance by approximately 25%.
Considering an unstabilised approach, with the airplane crossing the threshold at

100 ft, above VREF and with 3 seconds of extended flare, the landing distance
increases by approximately 80%. In this situation the distance necessary to stop the
airplane exceeds the operational margins provided by the dispatch required landing
distance as shown in Figure 12.1
Figure 12.1
REFERENCE LANDING
Vref + 10 kt
3 s extended Flare
100 ft at Threshold
Unstabilized 100 ft at Threshold + Vref + 10 kt

+ 3 s extended Flare
1.17 1.25 1.36 1.79
1 1.67
UNFACTORED LANDING REQUIRED LANDING
DISTANCE (DRY) DISTANCE (DRY)

Normal Procedures
2.12.38 Visual Approach

The visual approach is shown at Figure 12.2.
Prior to carrying out a visual approach, it is of vital importance that a thorough briefing
is conducted. Both pilots must be aware of the flight path and gates that should be
achieved during the manoeuvre. In addition, PF must brief his proposed contingency
actions in case he fails to achieve any of the gates; this includes the missed approach
profile which should also be discussed with ATC. Having completed a comprehensive
briefing, both pilots will know the expected flight path and will be able to monitor
progress accordingly. This is particularly important for PM who cannot conduct his
monitoring tasks to a satisfactory standard unless he is fully cognisant of PFs proposed
actions. In short, a visual approach is not to be flown on an ad-hoc basis just because
PF suddenly becomes visual with the destination airfield. Unless a visual briefing has
been completed, the pilots should continue to follow the already briefed instrument
approach profile.
Whilst it is acknowledged that the use of visual approaches can save both time and
money (in terms of reduced fuel burn), they should not be used at the expense of
safety. All visual approaches should be treated as a procedural manoeuvre with the
objective of achieving a 4 to 5 mile final at approximately 1200 ft to 1500 ft arte to then
meet the Should Gate, stabilised criteria. Figure 12.2 shows a number of gates and
these should be part of the mental picture of the approach to land. If PF fails to meet
any of the gates, he must propose immediate action to ensure that he meets
subsequent gates. If it starts to go wrong, there is no disgrace in calling it off early and
requesting assistance from ATC such as radar vectors or an orbit.
Figure 12.2 shows the approach profile for both a downwind and base leg join. Each
profile culminates at the same point (Key Aiming Point) which, if met, should ensure a
safe and stable final approach to land. Normal stabilised approach criteria still apply
and, should a go-around be required, it is recommended that the Climb Sequence is
completed as far as Flap 1, speed 180 KIAS whilst climbing to 2000 ft arte. Once
re-established downwind, PF can then target the Key Aiming Point for a further attempt
to land. In this case, the aircraft will be slightly lower than the ideal profile and the ROD
in the final turn may have to be reduced. This will have the effect of slowing the
manoeuvre to give a greater chance of achieving the stabilised approach criteria.
By using the defined gates for a visual approach it will become apparent that various
ground features at a particular airport can be used as useful visual markers/aiming
points. Throughout the visual approach, both pilots must monitor the glide path for
reasonableness. This can be achieved either by height checks using approximately
300 ft per mile to run or, by viewing the PAPIs.
The key to achieving a well flown visual approach is to ensure that it is thoroughly
planned, briefed and executed in a manner that does not result in a rushed manoeuvre.
Early recognition of becoming either too fast or too high will enable PF to take
appropriate corrective measures, or to request assistance from ATC. The Key Aiming

Normal Procedures
Point is designated as a desirable position on an approach such that the pilots can roll
out on a 5 mile final and easily meet the Should Gate criteria. On a downwind join, the
Key Aiming Point is at 8 track miles to run (3 miles in the turn and 5 miles final) and
coincides with the commencement of the turn onto final. For a base leg join, the Key
Aiming Point will be displaced further out on the approach because the turn will only be
for approximately 1.5 track miles.
Full use of the vertical navigation features of the FMS is encouraged and the Map
function of the MFD is also very helpful in planning and achieving the correct turning
points.
When planning a visual approach, consideration must be made of local restrictions

such as restricted airspace around an airfield and also of the surrounding terrain.
Clearly, local knowledge is of great help in these respects. When operating into an
unfamiliar airfield, careful study of the approach plates must be completed prior to
commencing a visual manoeuvre.
Pilots should not perform visual approaches unless the weather conditions are
commensurate with the proposed profile. A cloud base of 2500 ft (or MSA if higher) and
visibility of at least 8 km should be considered as minimum requirements.

Normal Procedures
Figure 12.2 Visual Approach Profile

Normal Procedures
2.12.39 Category I ILS Approach

The ILS profile is shown in Figure 12.2.
Approaching the final approach track, select flap 1 and reduce speed to 180 knots.
Aim to be at 160 knots with flap 2 on the final approach track.
After localiser capture, the heading selector is set to the missed approach heading.
When the glideslope becomes live:
Select the gear down.

Select flap 3.
Reduce speed to 150 knots.
At glideslope intercept:
Set the missed approach altitude with the altitude selector.

Select the landing flap.
Reduce speed to VAPP.
Perform the Landing Checklist.
If the AP or FD is used for the approach, APP is selected once the aircraft is cleared to
intercept the localiser. The aircraft will not descend on the glideslope before the
localiser is captured.
The minimum use altitude is 50 ft. So it is not mandatory to disengage the AP at the
Category 1 decision height, but the AP must be disengaged by the minimum use
height. In poor weather conditions, it is often an advantage to leave the AP engaged
below the Category 1 decision height. The AP generally continues to fly the beam well,
leaving PF with more spare capacity for flight path monitoring. If the AP is used below
DH then:
The required visual references for landing must be maintained.

A high degree of visual flight path monitoring must be made.
The AP must be disengaged if there is any sign that normal standards of manual
flight path control may not be met. Remember that Category 2 protection may not
be in force.

Normal Procedures
Figure 12.3 ILS Profile
180 knots
160 knots
150 knots

Normal Procedures
2.12.40 Category I ILS Procedure

The ILS procedure and calls are given in Table 12.7. For an AP or FD approach, PF
selects or requests the APP mode. PM:
Selects APP if requested.

Checks the approach status.
When the localiser becomes alive, PF calls Localiser live; PM checks the localiser
indication on his display and responds Checked.
At localiser capture, for an AP or FD approach, PF selects the go-around heading or

asks for it to be set. PM selects the go-around heading if requested. When the
glideslope becomes alive:
PF calls Glideslope live; PM checks the glideslope indication on his display and
responds Checked.
PF then calls for the gear and flaps 3. The call is Gear down, flaps 3, speed 150.
PM then selects gear down, selects flap 3 and selects 150 knots.
When established on the glideslope:
PF calls for the go-around altitude to be set on the altitude selector. The call is Set
go-around altitude. PM sets the go-around altitude; PF checks the setting.
PF then calls for landing flap and the landing checklist; the call is either Flap 5,
speed VAPP, landing checklist or Full flap, speed VAPP, landing checklist.
The glideslope check point is the on slope altitude at a DME range, locator or marker.
If a DME range to touchdown is available and an on glideslope altitude is published at
4 DME, then this is the preferred means of checking the glideslope.
At the GS check point, PF calls the actual altitude followed by the facility. PM checks
that the altitude is correct and responds with the altitude followed by Checked.
At 800 ft radio altitude, PF calls 800 rad alt, APPR 1 green; PM checks the
annunciation and responds Checked.
At 500 ft radio altitude, PF calls 500 rad alt; PM checks the height and responds
either Stable or Go-around.
At 100 ft above the decision altitude, PM calls 100 above; PF checks the altitude and
responds Checked.
At decision altitude, PM calls Decide; PF responds with Visual or Go-around.

Normal Procedures
If the call is visual, PF lands the aircraft. If the call is go-around, PF executes a missed
approach.
If visual contact is made by PF before DA, he calls Visual. If visual contact is made
by PM before decision altitude, he calls Visual followed by what he has seen (lights
or runway) and the direction.
Table 12.7 CATEGORY I ILS Approach Procedure

Event PF PM
Cleared to establish Selects/requests APP. Selects APP if requested.
on the localiser Checks white APPR 1.
Localiser live Localiser live Checked
Localiser capture Selects/requests GA Selects GA heading if requested.

heading.
Glideslope live Glideslope live Checked
Gear selection Gear down, flap 3, speed Selects gear down.

150 Sets flap 3.
Sets 150 knots.
Established on GS Set GA altitude Selects the GA altitude.
Checks the GA altitude. Selects flap.

Flap , speed VAPP, Sets VAPP.
landing checklist Completes landing checklist.
GS check point DME, Marker or Altitude checked

Locator
800 ft Rad alt 800 rad alt, APPR 1 green Checked
500 ft Rad alt 500 rad alt Stable or Go-around

100 ft above DA 100 above
Checked
DA Decide
Visual or Go-around
If the call is visual, lands.
If the call is go-around,
executes a missed approach.
Visual contact by PF Visual Checked

before DA
Visual contact by Visual, lights/runway left/right

PM before DA

Normal Procedures
2.12.41 Continuous Descent Non-precision Approach Profile

The continuous descent non-precision approach profile is shown in Figure 12.2.
The terrain awareness part of the EGPWS must be serviceable prior to conducting any
non-precision approach.
Levelling at the MDA and then continuing to the MAP often leaves the aircraft too high
to make a safe landing. So, if circling is not intended, the EASA Part OPS procedure is
a Continuous Descent Final Approach (CDFA). The three elements of the procedure
are:
The last segment of the approach is flown so that the aircraft is on a nominal 3
glideslope to the threshold when (M)DA is reached. The FPA facility of the flight
guidance system can be used to fly a nominal 3 approach path. Alternatively, the
VGP mode can be used on any published procedure.
Under EASA Part OPS, providing the approach is flown using the CDFA technique,
the MDA may be treated as a DA provided that the airfield has published such
minima. The descent below DA during the go-around is accepted and Flybe have a
Safety Case registered with the CAA to adopt this procedure.
The decision to land or go around is made at DA.
Descend outbound with flap 2 at 160 knots.
When tracking inbound and ready for the final descent, set the go-around altitude on
the altitude selector.
When inbound and approaching the final descent point (FDP):
Select flap 3.
At the FDP, start a descent at the appropriate descent angle assisted by use of the FPA
or VGP facility.
Approaching the FAF:

Select landing flap.
Perform the landing checklist.
The point chosen for selecting landing flap should be such that the aircraft is on a
stabilised approach by the FAF.

Normal Procedures
At the FAF:
Both pilots start their stopwatches.
Descent is continued to DA if circling is not intended. If the required visual
references have not been established by DA or the Missed Approach Point (which
ever is achieved first) the appropriate missed approach procedure must be
executed.
During the final approach, PM calls out any check altitudes at appropriate crossing
fixes. If required, PF adjusts the descent profile accordingly.
The AP may be used for the approach and the missed approach. If the AP is used and
a decision to land is made, it should be disconnected by DA; it is recommended that
the AP is disconnected and the aircraft manually flown to intercept the landing profile
once the runway is in sight.

Flaps 2
180 knots Flaps 1
160 knots When cleared to an altitude:
190 Knots
180 knots
Normal Procedures
Set QNH

Complete approach checklist
FDP
FAF:
Inbound & ready for Start timing
final descent:
Set GA altitude
Approaching the FDP: Runway in sight:

Gear down Intercept landing profile
Flaps 3 Disconnect AP
160 knots
150 knots FAF
FDP:
Set flight
path angle
Approaching FAF: Target

Landing flap threshold
Figure 12.4 Continuous Descent Non-precision Approach Profile
VAPP speed
Landing checklist Target touchdown
C heck altitude 1 000 ft in
2133
Normal Procedures

Procedure
The continuous descent non-precision approach procedure and calls are given in
Table 12.8.
When inbound and ready for the final descent:
PF calls Set go-around altitude.

PM selects the go-around altitude.
PF checks the go-around altitude.
Approaching the final descent point, PF calls Gear down, Flap 3, speed 150. PM
then:
Selects the landing gear down.

Selects flap 3.
Sets 150 knots.
At the final descent point, PF selects or requests the appropriate FPA settings or
selects APP to arm the VGP mode.
In order for the aircraft to descend in the FPA mode, the ALT SEL must be re-set to a
different level.
On descent, PF calls Flap ..., speed VAPP, landing checklist. PM then:
Selects landing flap.

Sets speed to VAPP.
Completes the landing checklist.
Approaching the FAF, PF calls Final fix or Beacon as appropriate. Both pilots
start timing. PM responds with the crossing altitude followed by Checked and
timing.
During the final approach, PM calls check altitudes at appropriate crossing fixes. If
required, PF adjusts descent profile accordingly.
At 500 ft Radio Height PF calls 500 rad alt, PM responds Stable or Go-around.
At 100 ft above DA, PM calls 100 above; PF responds, Checked.

Normal Procedures
At DA, or missed approach point PM calls Decide; PF responds with Visual or

Go-around. If the call is visual, PF lands the aircraft. If the call is go-around, PF
If visual contact is made by PF before DA, he calls Visual. If visual contact is made
by PM before decision altitude, he calls Visual followed by what he has seen (lights
or runway) and the direction.
Table 12.8 Continuous Descent Non-precision Approach Procedure

Event PF PM
Inbound and ready for De-select ALT SEL Selects different ALT (+200 ft).
the final descent
When applicable.
Set GA altitude
Selects the GA altitude.
Checks the GA altitude.
Approaching the final Gear down, flap 3, speed Selects gear down.
descent point 150 Selects flap 3.
Sets 150 knots.
At the final descent Selects/requests FPA. Selects FPA if requested.

point Or Or
Selects/Requests APP. Selects APP if requested
Approaching the FAF Flap ..., speed VAPP, landing Selects flap.
checklist Sets speed .
Completes landing checklist.
At the FAF Final fix or Beacon Starts timing.

Starts timing. Altitude ... checked and
timing
On final descent Calls out step altitudes from the

approach plate.
500 ft Rad Alt 500 rad alt Stable or Go-around

Checked
DA or MAPt (which Decide

ever is first)
Visual or Go-around
If the call is visual, lands.

before DA

Normal Procedures
Table 12.8 Continuous Descent Non-precision Approach Procedure

Visual contact by PM Visual, lights/runway left/right
before DA ...
2.12.43 Circling Approaches

The MDA for a circling approach is the minimum circling altitude.
At MDA, the aircraft may be flown level to the MAP. When the runway is in sight, circle
to the final approach:
With gear down.
Flap 5.
At 140 knots.
At the MDA.
The pilot on the inside of the circle will have the best view of the runway.
When a choice of circling direction is available in crosswind conditions, circle on the
downwind side to reduce groundspeed and radius in the final turn.
Circle at the published circling altitude.
The amount of offset to use and for how long will vary depending on circumstances but
aim to make the cross track error about 1 mile. A useful rule is the sum of 80. For
example, you could offset 45 for 35 seconds or offset 35 for 45 seconds. Any
combination of figures can be used depending on ambient conditions, as long as they
add up to 80.
Start timing abeam the runway threshold.
In still air, the turn in point is indicated by a time past the threshold of 20 seconds. For
a landing headwind, reduce the time by 3 seconds per 10 knots of headwind; for a
landing tailwind, increase the time by 3 seconds per 10 knots of tailwind.
When on the base turn, set full flap if required. When established on finals, reduce to
VAPP.
Do not descend below the circling minimum altitude until on the final approach profile.
The AP may be used until the final approach profile is intercepted.
The aircraft must be stabilised on final by 500 ft radio height, at which point PM
announces either Stable or Go-around.
If sight of the runway is lost, turn towards the runway area and initiate the missed
approach for the IFR procedure flown.

Normal Procedures
CAUTION
When flying down an ILS to then conduct a circling approach, great care is needed when
approaching MDA. The AP will not capture the selected altitude unless the glideslope is de-
selected. It is suggested that the flight guidance mode is changed to FPA in the last few hundred
feet. Similarly, it is recommended that the heading bug is pre-set to the desired offset heading
so that HDG mode can be selected once visual at MDA.

Normal Procedures
Figure 12.5 Circling Approach Profile

Normal Procedures
2.12.44 Go-around
The go-around procedure and calls are summarised in Table 12.9. Just as in any
aircraft, the fundamental actions are to set go-around thrust and select a go-around
pitch attitude. In the Embraer E-Jets, this can all be done automatically using the
autothrottle and the autopilot: just press either TO/GA button.
A completely manual go-around requires manual rotation to the go-around pitch
attitude and manual setting of the thrust. With no FD guidance the go-around pitch
attitude is 8 with one engine operative.
The initial flap setting for the go-around is:
Flap 3 if the approach was made with flap 5.
Flap 4 if the approach was made with full flap.
The gear is raised when a positive rate of climb is indicated by both the altimeter and
the VSI. At the acceleration altitude, the aircraft is accelerated through the flap
retraction schedule.
PF initiates the go-around by simultaneously:
Calling Go-around followed by either flap 3 or flap 4.
Pressing either TO/GA button.
Verifying that the autothrottle moves the thrust levers to the TO/GA position or
manually moves the thrust levers to the TO/GA position.
Verifying that the autopilot rotates the aircraft to the GA pitch attitude or manually
rotates the pitch attitude.
On the call of go-around, PM:
Checks that GA is annunciated on the PFD.
Checks that GA N1 is achieved.
Selects GA flap.
Calls Positive climb when a positive rate of climb is indicated.
PF then checks that a positive climb rate has been achieved and then calls gear up.
PM then selects the gear up. Both pilots select the appropriate navigation primary
source (V/L or FMS).
At 400 ft agl, PF calls for HDG or NAV. PM engages HDG or NAV mode.
At the acceleration altitude, PM calls Acceleration altitude. PF then calls Climb
sequence, Target speed, autopilot on. PM then:
Selects the target speed; VFS initially.
Selects FLCH.
Retracts the flap using the F Bug and calls Flap zero when the flaps and slats
are fully retracted.
Sets 210 knots or appropriate climb speed.
PF then calls After Take-off Checklist; PM reads the After Take-off Checklist.

Normal Procedures
Of course, the go-around procedure may be continued all the way to a climb to altitude
using the procedures in the climb section. On the other hand it may be necessary to
exit the procedure before completion: for example, a go-around to a visual circuit where
remaining at flap 1 and making an early thrust reduction may be more appropriate.
Flap 1 may be appropriate to a short radar circuit but flap zero should be used if the
pattern is likely to be prolonged or holding is expected.
At low weights, high rates of climb are achieved in the go-around. In this case, it may
be prudent to reduce thrust during the acceleration phase, thus making the process
easier to manage. Equally, selection of full power may not be appropriate for go-around
manoeuvres flown from higher levels; a more gentle procedure can be initiated by
simply pressing FLCH.
Table 12.9 Go-around Procedure

Event PF PM
Decision to go-around Simultaneously: Verifies GA annunciates.
Go-around, flap ... Verifies engine at GA N1.
Press either TO/GA switch. Selects GA flap.
Verify or move thrust levers
to the TO/GA detent.
Verify or rotate towards GA
pitch attitude.
Positive rate of climb Positive climb

(altimeter and VSI)
Confirms positive rate of climb.
Gear up Selects gear up.
Selects appropriate navigation Selects appropriate navigation

source (V/L or FMS). source (V/L or FMS).
400 ft agl Select heading or NAV Selects HDG or NAV.

Acceleration altitude Acceleration altitude
Climb sequence Selects target speed.

Target Speed Selects FLCH.
Autopilot ON Retracts flap on schedule.
At flap zero Flaps zero.
Checks 210 knots or climb speed
is set.
Flaps zero After take-off checklist
Reads the After Take-off

Checklist.
Note: Go-around speed in the second segment is a minimum of VAC. For one engine
inoperative, the minimum speed is VREF Full +20.

Normal Procedures
2.12.45 Flap Retraction Schedule

Should the F-bug fail to operate, the flaps may be retracted according to the schedule
listed in table 12.10.
Table 12.10 Flap Retraction Speed Schedule

Landing Flap Select Flap 3 Select Flap 2 Select Flap 1 Select Flap 0
Full VREF FULL + 20 VREF FULL + 30 VREF FULL + 40 VREF FULL + 50
5 VREF 5 +20 VREF 5 +30 VREF 5 +40
2.12.46 Monitored Approach Procedures

The changes to the procedures for a monitored approach are simple. The changes are
shown in Table 12.11.
Up to and including the 500 above call, the procedures are identical. PF at the start of
the approach makes the calls and actions in the PF column; PM at the start of the
approach makes the calls and actions in the PM column.
At 100 ft above the bugged minimum altitude, PF at the start of the approach calls
100 above; PM responds Looking and scans for visual reference.
At the bugged minimum altitude, PF at the start of the approach calls Decide; PM
responds Visual or Go-around.
If the call is go-around, PF at the start of the approach executes a missed approach.
If the call is visual, PM takes control and lands the aircraft.
Table 12.11 Monitored Approach Differences

Event PF (start of approach) PM (start of approach)
100 ft above the set 100 above
minimum altitude
Looking
Scans for visual reference.
Set minimum altitude Decide Visual or Go-around
If the call is go-around, If the call is visual:

executes a missed approach. Takes control
Lands.

Normal Procedures
2.13 After Landing

2.13.1 Leaving the Runway
The strobe lights must be turned OFF as soon as the aircraft leaves the runway and
the nose taxi light should be turned ON. However, LDG LIGHTS are switched off at the
Captains discretion.
The taxi lights should be on whenever the aircraft is taxiing and off when the aircraft is
stationary.
2.13.2 After Landing Checklist

When the aircraft has vacated the runway, the Captain asks for the After Landing
Checklist. The First Officer carries out the checks from memory and then reads the
checklist. The Landing Checklist must not be performed on the runway.
The After Landing Checklist is given in Table 13.1.
Table 13.1 After Landing Checklist

SLATS/FLAPS/TRIM ..............................................0/AS REQD F/O
The First Officer:
Sets the SLAT/FLAP lever to 0.
Sets the TRIM to 2 UP (E195) 4UP (E175).
TRANSPONDER........................................................AS REQD F/O

APU ............................................. AS REQD NORMALLY ON F/O
If the APU is required, the First Officer select the APU to ON.
EXTERNAL LIGHTS/STROBES................................AS REQD F/O
2.13.3 Engine Shutdown

One engine may be shut down for the taxi back to the ramp.
In order to reduce engine wear and to allow the engines to stabilise thermally (and
hence reduce the possibility of a Bowed Rotor Start at subsequent re-lights), the
engines should be run at idle for the following times:
If full reverse thrust is used on landing 6 minutes.

If only reverse idle is used on landing 2 minutes.
Time during taxi may be used as part of the above times.
Do not shutdown an engine with nosewheel steering inputs applied.

Normal Procedures
If shutting down engine 1 (2) for the taxi in, select the electric hydraulic pump 1 (2) to
ON before shutting down engine 1 (2). The electric hydraulic pump 1 (2) should be kept
on for at least 30 seconds after engine shutdown. When appropriate, select electric
hydraulic pump 1 (2) to AUTO.
Once the aircraft is on stand and the Captain has stopped both engines, the First
Officer announces Cabin Crew, doors to manual and cross checked.
To shut down the engine, the respective START/STOP selector is set to STOP after
waiting at least 10 secs after the APU or GPU is established on line.

Normal Procedures
2.14 Shutdown
2.14.1 Shutdown Checklist
At the ramp, the Captain sets the parking brake and calls for the Shutdown setup. The
shutdown flow is completed from memory. The First Officer then reads the Checklist
which is completed challenge and response. It is given in Table 14.1.
Table 14.1 Shutdown Checklist
Check 2 minutes (6 if max reverse used) at idle have elapsed.
PARKING BRAKE ............................SET and BRAKE TEMPS CAPT
The PARKING BRAKE lever is pulled up to the set position; the aircraft must be
stationary when the parking brake is applied.
Check the brake temperatures; if they are hot, release the parking brake once the
chocks are in place; this will reduce the brake cooling time.
ELECTRICAL................................................ ON GPU OR APU CAPT
If the APU GEN is not available, an AC GPU should be plugged in.
Check that the AVAIL light is illuminated before pushing in the GPU button.
Wait 10 secs minimum until engine shut down to avoid power interrupts.
START/STOP SELECTORS......................... STOP/CHECK N1 CAPT
N1 gauges must be checked to ensure that the engines have stopped. Engines will
not shut down if Thrust Levers are not at IDLE. If STOP is selected before the Thrust
Levers are at IDLE, the START/STOP selector must be placed momentarily to RUN
before again selecting STOP (having placed the Thrust Levers to IDLE).
Do not press any rudder pedal for 15 seconds after all hydraulic power is shut down.
After engine shutdown, the messages ENG 1 and ENG 2 REV TLA FAIL may be
displayed for 30 seconds.
RED BEACON and TAXI LIGHTS...................................... OFF F/O
ELECTRIC HYD PUMP SYS 3A......................................... OFF F/O
HYDRAULIC AC PUMP 1/2............................................ AUTO F/O
Leave Electric Hydraulic pump ON for at least 30 seconds after engine shut down.
FASTEN BELTS/STERILE LTS ......................................... OFF CAPT

The FASTEN BELTS signs are switched off once the engines have completely
stopped and the Captain confirms that 4 door indications on the MFD are red.
The sterile cockpit lights are switched off at the same time.
COCKPIT DOOR....................................................UNLOCKED CAPT

Normal Procedures
2.15 Leaving Aircraft

2.15.1 Leaving Aircraft Checklist
The Leaving Aircraft Checklist must be completed if the crew leaves the aircraft unless
it is handed over to the next crew or a competent ground engineer.
The aircraft must not be left unattended with the APU running.
The First Officer carries out the checklist on a read and do basis.
Leaving Aircraft Checklist

PASSENGER SIGNS/EMERG LTS ....................................OFF F/O
Set the emergency lights, sterile lights and fasten belts signs to OFF.
TRANSPONDER ........................................... SET CODE 2,000
EXTERNAL and INTERNAL LIGHT ...................................OFF F/O
Turn all internal and external lights off.
APU/GPU.............................................................................OFF F/O
If the APU is available, select the APU to OFF and wait until the EICAS
APU SHUTTING DOWN message disappears before turning the GPU or batteries off.
The GPU is turned off by pressing the GPU pushbutton. The AVAIL caption will
illuminate in the GPU switch.
WINDOWS................................................................... CLOSED F/O
EFB UNITS .......................................... UNPLUGGED/UPDATE F/O
EFB units to be unplugged from aircraft power supplies. If the VISTAIR APP requires
any updates, the F/O is to select Update All and then leave the iPad in the flight deck.
It will revert to sleep mode once the update has completed.
BATTERIES 1 and 2 ...........................................................OFF F/O
2.15.2 Post Flight Debriefing

Once the crew have completed their post flight duties it is important that the Captain
initiates a post flight debriefing. Following a normal day of flying this may be a simple
question to the rest of the team to determine if there are any feedback points from the
days activities. However, following a flight in which emergency procedures have been
used, it is most important that the crew discuss the event in detail in order to determine
if procedures used were appropriate and also to alleviate any concerns that the crew
members may have. This is particularly important for the cabin crew who may have had
to deal with difficult or frightened passengers.
It is incumbent on the Captain to initiate such debriefs as he is the leader of the flight
crew team and they must be given the opportunity, and encouraged, to offer any
feedback or discuss any issues that may have arisen during the flight duty.

Normal Procedures
2.16 Altimeter Procedures

2.16.1 Altimeter Settings
The airfield QNH is used for both take-off and landing on all three altimeters. The two
main altimeters are set to STD when cleared to a flight level or, at the latest, on passing
the transition altitude. If the departure clearance includes clearance to a flight level,
then the point at which the change to STD is made must be included in the take-off
brief.
The IESS remains on QNH for the complete flight. Where practicable in the cruise, the
QNH on the IESS is updated using en-route weather reports or forecasts. This is
particularly important when overflying high ground or mountainous terrain. During
RVSM operations, the IESS is set to STD.
When the destination QNH has been obtained, the IESS is set to the destination QNH.
This action can be completed in RVSM airspace.
The destination airfield QNH is set on all three altimeters for the approach and landing.
When cleared to an altitude, the main altimeters are set to QNH and the IESS QNH
adjusted if necessary. When conducting GNSS approaches, check that the altimeters
agree to within 100 ft once QNH is set (this limit is that recommended by ICAO; the
actual limit for the E 195 is 50 ft as shown in Table 16.6).

Whenever clearance is given to a new level/altitude, the altitude selector is set to the
new altitude/level.
This procedure is still used even if the cleared level is given a few minutes before the
cleared descent point. In this case, altitude alerting for departure from the cruise level
has been lost for these few minutes.
On an instrument approach, the altitude selector is set as late as practicable to
preserve altitude alerting until the last moment at this busy time. On an ILS it is set to
the missed approach altitude once established on the glideslope. On a nonprecision
approach, the selector is set to the missed approach altitude if higher than the
approach platform. If the missed approach altitude is not higher (often they are the
same), then the Altitude Selector should be set 200 ft higher.
PF normally sets the selector; once set he calls the altitude followed by set. PM then
checks that the correct altitude is set and responds Checked.
In two situations, PF and PM reverse their roles:
When PF is hand flying.
When the missed approach altitude is set.
2.16.3 ATC Request for Leaving Altitude or Level Call

When ATC requests notification that the aircraft has left a particular level or altitude,
the call must not be given until the aircraft has passed the level or altitude by at least
200 ft.

Normal Procedures
2.16.4 Setting STD (1013)

When cleared to a flight level or, at the latest, at the transition altitude, both pilots set
STD on their altimeters. The procedure and calls are given in Table 16.1.
Table 16.1 Setting STD

PF PM
Vertical mode engaged Sets/confirms STD.
Set standard Standard set, passing FL ... for ...
Climb checklist
Confirms the called FL agrees with his

altimeter
2.16.5 Setting QNH

When cleared to an altitude, both pilots set the QNH on their altimeters, having cross
checked the ATC provided QNH with the ATIS QNH which should have been set on
the IESS. The procedure and calls are given in Table 16.2.
Table 16.2 Setting QNH

PF PM
Vertical mode engaged Sets/confirms QNH.
Set QNH QNH set, passing ... feet for ... feet
Confirms the called altitude agrees with his

altimeter.

Altimeter checks are made every ten thousand feet in the climb and in the descent.
They are awareness checks rather than precision checks. The procedure and calls are
Table 16.3 Ten Thousand Feet Checks

PF PM
Altimeters QNH/STD set Passing altitude/FL ... for
altitude/FL ...
WARNING
If either STD or the QNH is set before a vertical mode is engaged (eg. FLCH) the aircraft will
respond immediately to try and regain the originally selected altitude. This is particularly
dangerous when the QNH is low.

Normal Procedures
2.16.7 Altitude Alerting and Capture

The altitude flare phase is indicated by the active vertical flight guidance
g mode
changing to altitude select; the PFD active vertical FMA changes to ASEL ; it flashes
for the first five seconds. When the altitude hold mode is entered, the active vertical
mode FMA changes to ALT ; it flashes for the first five seconds.
The procedure and calls for altitude alerting and capture are given in Table 16.4.
Table 16.4 Altitude Alerting and Capture

Event PF PM
One thousand feet to go to One to go Standard/QNH ... set and
the cleared altitude/level crosschecked
Start of altitude flare Altitude select Checked
ALT mode engaged Altitude locked Checked
If practicable, both pilots must monitor the flight path between the live and the locked
calls.
2.16.8 Radio Altimeter

The radio altimeter does not display heights above 2,500 ft. The first indication of radio
altitude in the descent is a cue to the proximity of terrain. PF should include the radio
altitude display in his scan during the descent and announce when radio altitude is first
displayed. PM checks that the value is reasonable.
The calls and procedure are given in Table 16.5.
Table 16.5 Radio Altimeter

PF PM
When radio altitude is first displayed:
Rad alt live
Checked
Makes a reasonableness check the
difference between barometric altitude and
radio altitude should be around the expected
terrain height.

Normal Procedures
2.16.9 Allowable Altimeter Differences

The Air Data System (ADS) uses four Air Data SmartProbes (ADSPs) and two Total Air
Temperature probes (TATs) to determine air total pressure, static pressure and total
temperature. The ADSPs and TATs supply air data to three Air Data Applications
(ADAs). The ADAs provide air data to the PFDs and other aircraft systems. The IESS
(Integrated Electronic Standby System) performs both the functions of computing air
information and presenting air data to the flight crew.
There are four ADSs, which interact with the flight crew. In normal operation, ADS 1
provides information to the Captains PFD, ADS 2 provides information to the First
Officers PFD and ADS 3 is the backup source for both PFDs whereas ADS 4 is the
IESS.
Differences between Captain and First Officer altitude readings may occur due to a
number of reasons. Altitude, airspeed, aircraft configuration and the location of the
ADSPs influence the difference in the altitude readings. As long as the miscompare is
within a certain tolerance, it is acceptable.
To verify if the altimeter difference is within tolerance the aircraft must be flown at
constant altitude in smooth air, preferably using the autopilot in altitude hold mode. The
airspeed must be held within 5 knots of the target speed.
There are three cockpit altimeters: one on each PFD and one on the IESS.
The maximum allowable difference between any two altimeters is given in Table 16.6.
If a difference above the tolerance is noticed, maintenance must be informed.
Table 16.6 Maximum Allowable Altimeter Differences

Aircraft Altitude (feet) Altimeter Difference (feet)
-2,000 up to 10,000 50
10,000 up to 20,000 120

20,000 up to 41,000 180

Normal Procedures
2.17 Low Visibility Procedures

2.17.1 Procedures
2.17.1.1 Planning
Often, during low visibility operations, it will not be possible to return directly to the
airfield of departure because weather conditions will not permit an approach to land.
Therefore crews will need to declare a suitable take-off alternate to cater for any
emergency on departure. For planning purposes, a take-off alternate must be within
one hours flight time at single-engine cruise speed of the departure airfield. For the
E195, cruise speed with one engine inoperative is 261 KIAS which equates to
325 KTAS in ISA conditions at FL 150 at max take-off weight. (increase/decrease TAS
by 5 kts for every 5C below/above ISA). Therefore, any take-off alternate must be
within 325 miles still air time from the departure airfield. For the E175 cruise speed with
one engine inoperative is 242 KIAS which equates to 297 KTAS. Thus, any take-off
alternate must be less than 297 miles still air time from the departure airfield.
If Category II or IIIA procedures are anticipated at destination, it is recommended that

at least 800 kg of extra fuel are carried above PLOG minimum.
2.17.1.2 Taxiing
Taxiing in low visibility conditions requires great care especially if ground movement
radar is not available. Salient points are:
Taxi slowly.
Ground equipment and aircraft are not as visible as bright taxiway lights.
Beware of aircraft with taillights on the wing tips.
Use taxi lights and navigation lights for day and night operations.
Maintain awareness of the position of other aircraft by monitoring the R/T.
Use compass heading to assist in the identification of the correct taxiway.
Use the correct CATEGORY II/CATEGORY III holding points.
Taxiway lights are generally 30 m apart but may be 15 m or 7 m apart on bends.
If in doubt stop and consider the use of a follow me vehicle.
Delay checklists if necessary. The top priority is to taxi the aircraft maintaining a high
standard of look out from both seats.
The departure runway ILS may be used to confirm that the aircraft is lined up on the
centreline of the runway. However, remember to retune the VHF NAV to the
frequency required for the departure.
2.17.1.3 Minimum RVR/Visibility for Take-off
Company minima are listed in the Operations Manual, Part A.
A low visibility take-off is defined as one from a runway where the RVR is below
400 metres. The minimum RVR or visibility for a particular runway depends on the
facilities available. The minimum visibility for take-off is detailed on each individual
airfield plate. The actual minimum to be used is the higher of either the airfield plate or
those described in the Operations Manual, Part A.
Normal Procedures
2.17.1.4 Pilot Assessment of RVR

The spacing of TDZ lights is always 30 m. There is no standard for centreline and edge
lighting. If the spacing is not known, ask ATC.
2.17.1.5 Low Visibility Take-off Procedure

Use the full runway length. Thus, the full length of the TDZ lighting, with its better visual
cues, will be available. Only in exceptional circumstances accept departure from an
intersection.
The Captain must perform the take-off. He may use the low visibility take-off guidance
in the HUD if appropriately trained and the associated checks have been completed
(E195 only).
The preferred flap setting is Flap 2 but the Captain may use his discretion. Short
runways may demand a higher flap angle to achieve the required performance.
In very low visibility conditions, consider the use of a higher flap angle. Higher flap
angles will reduce the take-off roll and the distance required for an aborted take-off.
TO-1, N1REF must be used for the take-off.
A static take-off is performed unless the runway is slippery.
Take-off thrust is set and checked before brake release, unless the runway is too
slippery for a static take-off.
Once the brakes are released:
PF predominantly looks outside.

PM predominantly monitors head down.
2.17.1.6 Head Down Category II Approach Configuration

Head down Category II operations are only allowed with the green APPR 2 annunciator
displayed and the autopilot coupled to the localiser and glideslope. The approach and
landing must be performed with flap 5. To obtain a green APPR 2 annunciation, the
following conditions must be met:
Radio altitude below 1,500 ft and above 800 ft.

Flaps at the flap 5 position.
NAV 1 on the Captains side and NAV 2 on the First Officers side. Both NAVs must
be tuned to the same frequency. Both courses must be set to the same value.
The autopilot is coupled to the LOC and the GS.
Both FDs are operational.

Normal Procedures
Attitude and heading are valid on both PFDs.

Glideslope and localiser deviation are valid on both PFDs.
Neither ADS nor IRS reversion has been selected to either PFD.
Valid airspeed and baro altitude on both PFDs.
No comparison monitors are tripped (FPA, attitude, heading, airspeed, baro altitude,
localiser, glideslope, and radio altitude) on either PFD.
Back course is not selected.
The EICAS message APPR 2 NOT AVAIL is not presented.
CATEGORY III DH setting is greater than 80 ft on both display control panels.
RA/BARO minimums selector knob set to RA.
If one of the above conditions is not met, the green APPR 2 annunciator will not appear.
When the green APPR 2 annunciator is enabled, the localiser lateral deviation scale is
expanded with the external limits representing the excessive deviation points.
2.17.1.7 Loss of Green APPR 2

If the green APPR 2 annunciation is displayed, it will be replaced by an amber
APPR 1 ONLY annunciation if one of the following conditions is achieved:
No valid radio altitude.

The aircraft is no longer APPR 2 capable.
The crew selects a flap position other than 5 below 800 ft.
The EICAS message SLAT-FLAP LEVER DISAG is displayed.
Either minimums selected readout changes from RA to BARO.
There is a mismatch between the localiser frequencies or the selected courses.
CAUTION
A difference of only one degree between the pilots and co-pilots course selectors will cause
the monitoring system to disable the APPR 2 system and the APPR 1 Only Amber indication
will be annunciated.
The amber APPR 1 ONLY annunciation will flash active characters in inverse video for
5 seconds then illuminates steadily; this is done in conjunction with the RA minimum
selected digital readout.

Normal Procedures
2.17.1.8 Head Down Category II Approach Wind Limits

The maximum wind components for a head down Category 2 approach are:
37 knots headwind (E195) and 25 knots headwind (E175).

15 knots tailwind (E195) and 10 knots tailwind (E175).
16 knots crosswind (E195) and12 knots crosswind (E175).
2.17.1.9 Autopilot
The autopilot minimum use height is 50 ft. There may be a 50 ft height loss in a coupled
go-around.
On a Category II approach, the autopilot is left engaged until the minimum use height.
There are two reasons for keeping the autopilot engaged to the minimum use height:
It ensures that the requirement to make continued use of the autopilot to 80% of the
DH is met.
The chances of being seduced by limited visual cues are reduced.
2.17.1.10 Minimum Equipment Required for a Head Down Category II

Approach
Head down Category II approaches may only be made if the following equipment and
instruments are in a proper operating condition:
Two inertial reference systems.

Two flight director systems.
Two PFD presentations DU 1 or 5 may be u/s with PFD presented on the MFD.
Windshield wiper 1.
Two VOR/ILS navigation systems.
One VHF communication system.
Category II engagement logic.
One radio altimeter (if only 1 radio altimeter is serviceable, it must be tested prior to
approach remember to cancel the test once completed).
One EGPWS.
Two air data systems.
One autopilot system channel.
Two Engines (this is a Company limitation).
Category II approaches are prohibited if a SPOILER FAULT message is displayed.

Normal Procedures
Manual FD head down Category II ILS approaches are prohibited.
All airborne facilities that are required for the approach must be available. However it
is not necessary to test these systems immediately prior to the approach. Adequate
assurance of system availability is given by:
No applicable Technical Log entries.

No failure of an applicable facility becoming apparent during routine operation of the
aircraft.
However, there is one exception, if only one radio altimeter is available, it must be
tested before the localiser is intercepted. If the radio altimeter fails the test, the
Category II approach must be discontinued.
2.17.1.11 Minima
The minimum DH is 100 ft above the runway threshold. The actual DH for an approach
is given on the associated approach plate minima page. Also given are the DA and RA.
The RA is the value the radio altimeter will indicate when the aircraft is on the glideslope
and at the DH value of height above the threshold. RA is the height of the aircraft above
terrain. As the terrain is not always level, RA and DH may be slightly different. RA may
even be slightly less than 100 ft. However, RA is the reference for the decision to land
or go-around. So the radio altimeter DH control is set to RA and the decide call is
made when the radio altimeter indicates RA.
The absolute minimum RVR allowed for an approach depends on the DH. The
relationship is given in the table below. These values assume that the autopilot remains
engaged to a height that is not greater than 80% of the DH.
Table 17.1 Minimum RVR for an Approach

DH RVR
Feet Metres
100 120 300
121 - 140 400
Above 140 450
The actual minimum RVR for the approach is given on the approach plate minima
page. The reported touchdown RVR must be at least this value. The midpoint RVR
must be at least the minimum for take-off on that runway. The stopend RVR is not
required.
If the TDZ RVR assessment system is unserviceable, the MID RVR can temporarily
replace it if approved by the State of the aerodrome.
Failure of the midpoint RVR assessment system or the stopend RVR system or both
has no effect on the landing minima.

Normal Procedures
2.17.1.12 Required Visual Reference

An approach may not be continued below the DH unless the required OPS-1 visual
reference is established and maintained. That is, a visual reference containing a
segment of at least three consecutive lights. These lights being:
The centreline of the approach lights,

OR
The runway centreline lights,
OR
The touchdown zone lights,
OR
The runway edge lights,
OR
A combination of these.
The visual reference must include a lateral element of the ground pattern. That is:
An approach lighting crossbar,

OR
The landing threshold,
OR
A barrette of the touchdown zone lighting.
Essentially, a row of three lights along track is required together with a lateral reference.
The along track lights allow lateral position and cross-track velocity to be established.
The lateral reference allows bank angle to be stabilised.
Of course time is required to assess the actual visual references and the aircraft flight
path before a decision to land or not is made. This time required is generally assumed
to be around 3 seconds. Thus the landing pilot searches for visual cues from 100 ft
above DH. He must make his decision by DH. A decision to go-around must be
followed by an immediate missed approach.

Normal Procedures
2.17.1.13 Aircraft Lights

In reduced visibility conditions, the light from the landing lights can be scattered and
reflected by the obscuring matter making it more difficult to establish the correct visual
reference. Thus use of the landing lights is not recommended in low visibility conditions.
The Captain decides, in the light of the prevailing conditions, on the use of the landing
lights.
Strobe lights should be switched off for the approach and landing.
2.17.1.14 Eye Datum

Each seat must be adjusted so that the pilot has the correct view over the nose and an
unrestricted view of the instruments. These requirements are met if the seat is adjusted
using the aircraft eye locator. This is the correct position for all approaches and
landings. However, it is especially important for Category II approaches; too low a
position, will result in a reduced visual segment at DH.
2.17.1.15 Head Down Category II Approval

Both pilots must be qualified to operate to Category II minima and be in possession of
validation/revalidation cards for low visibility procedures.
To be qualified for the approach, each pilot must:
Have flown three Category II approaches on his last OPC. Note that one of these
approaches may be replaced by an approach (actual or practice) in the aircraft.
Have his Category II card signed (Form 10).
It is recommended that each pilot performs at least one Category II approach each
month. This ensures:
A high level of familiarity with the procedures.

That the aircraft are checked frequently.
That adequate statistics are gathered.
Category II approaches, whether for practice or in actual conditions, are to be recorded

in each pilots Log Book.

Normal Procedures
2.17.1.16 Approach Preparation and Briefing

The following points should be added to the normal approach preparation and briefing
phase:
Confirm a Category II approach is available at destination.

Confirm both pilots are qualified.
Review and set the Category I minima.
The altimeter MINIMUMS selectors are set to DH and then RA for the approach.
Review the Category II approach procedure and calls.
Review procedures in case of malfunction.
Review conditions at alternate airfield(s).
Brief reversion to Category I minima.
Check seat positions.
Discuss pilot incapacitation. This should include discussion on the requirements for
Catagory II operations, e.g. two pilots. Failure to respond to any call/challenge
should be treated as incapacitation and a go-around initiated unless Catagory I
reversion is available or the required visual references for a landing have been
established.
ATC must be informed if a Category II approach is required in low visibility conditions.

In the case of a practice where ATC cannot ensure Category II protection, the Captain
must be prepared to intervene if signal interference causes abnormal aircraft
behaviour. When a Category II approach is flown to revalidate the system, Category II
protection should be available. On completion, the Captain must complete the
Catagory II status form in the aircrafts Technical Log.

Normal Procedures
2.17.1.17 Head Down Category II Approach Procedure

A monitored, coupled approach is flown. Both Pilots FD bars must be on. The flap
setting for landing must be flap 5.
The localiser should be intercepted at least 4 nm from the outer marker.

The marker beacon audio must be selected on.
The F/O is PF for the approach and, if necessary, for the go-around. In the case of a
visual call, the Captain takes control and lands the aircraft.
The procedure is given in Table 17.2. The procedure is the same as for a monitored
Category 1 approach with the following changes:
A white APPR 2 is checked after APP is selected.
The landing flap must be flap 5.
The approach speed is the CAT 2 VREF 5. It is higher than the normal VREF 5. An
icing correction factor is not added for the approach. The CAT 2 VREF 5 is set on the
guidance panel speed selector.
The response to the glideslope check call includes a Cat I reversion or Cat II
only call.
At 800 ft radio altitude, the APPR 2 green is checked.
At 500 ft radio altitude, the stabilised approach criteria is checked.
The 100 above and decide calls are based on the radio altimeter set DH and not on
the pressure altimeter set DA.
At 50 ft radio altitude, the First Officer calls 50 feet; the Captain responds
Disconnecting and disconnects the autopilot.
If the reported RVRs meet the minima required for a Category I approach, the Captain
calls Cat I reversion. If the reported RVRs are lower than the Category I approach
minima but no lower than the Category II approach minima, the Captain calls Cat II
only.
So a Cat I reversion call indicates that a Category I approach ban is not in force; a
Cat II only call indicates that a Category I approach ban is in force but that a
Category II approach ban is not in force.
If the Captain does not respond to the 100 above call, the First Officer takes control
and lands or makes a go-around as appropriate. Please note that failure to respond to
any call should be treated as incapacitation. Incapacitation at any point will invalidate
the Catagory II requirements, therefore, a go-around should be initiated unless
Catagory I reversion is available or the required visual references for a landing are met.
The First Officer must continue to monitor the flight instruments from DH to touchdown
and call any excessive deviation from the desired flight path.
The EGPWS will call-out radio altitude every 10 ft from 50 ft.

Normal Procedures
If the Captain decides to make a go-around from below decision height, he makes the
go-around. The First Officer continues to monitor the instruments.
Table 17.2 Head Down CATEGORY II ILS Approach Procedure

Event First Officer Captain
Cleared to establish on the Selects/requests APP. Selects APP if requested.
localiser Checks white APPR 2.
Localiser capture Selects/requests GA heading. Selects GA heading if

requested.
Gear selection Gear down, flap 3, speed Selects gear down.

150 Sets flap 3.
Sets 150 knots.
Established on GS Set GA altitude Selects the GA altitude.
Checks the GA altitude. Selects Flap 5.

Flap 5, speed VAPP, Sets VAPP
landing checklist Completes landing checklist.
GS check point ... DME, Marker or ... checked category I

Locator reversion or ... checked
category II only
800 ft rad alt 800 rad alt, APPR 2 green Checked
500 ft rad alt 500 ft rad alt Stable or Go-around
100 ft above DH 100 above Looking

Scans for visual reference.
DH Decide Visual or Go-around

If the call is go-around, If the call is visual:
executes a missed approach. Takes control.
Lands.
50 feet rad alt 50 feet Disconnecting

Disconnects the AP.

Normal Procedures
2.17.1.18 Landing
Be aware of illusions:
Lights are attractive. So do not dive towards them.
Decreasing visibility gives the impression of a pitch up.
Increasing visibility gives the impression of a pitch down.
Limited visibility combined with the glare of the runway lights can give the impression
that the aircraft is higher than it is.
Illusions are best countered by remembering that if the aircraft was on a stable flight
path down to disconnect height, then no drastic changes are required to touchdown in
the TDZ.
The landing flare should not be prolonged; it is better to aim for a positive firm
touchdown than aim for a zero sink rate arrival. Touchdown should be made in the
Touchdown Zone. If this is not possible, a go-around must be made.
The TDZ is marked by white barrettes. It extends 900 metres into the runway, except
when the runway length is less than 1,800 metres. For these shorter runways, the TDZ
extends for 50% of the runway length.
Once the TDZ is left, the lack of barrettes gives an apparent decrease in visibility.
Cues to progress in the landing roll are given by the centreline lights. They are all red
for the last 300 metres; they alternate between red and white for the preceding
610 metres. If the airspeed is 90 knots or more when the lights start to alternate red/
white, maximum braking must be applied. The Company terminology for this point is
90/900: that is, 90 knots with 900 metres to go.
After landing, call runway vacated once out of the CAT2/CAT3 protected area.
The After Landing Checks must not be done until after the runway vacated call.
2.17.1.19 Reporting
Whenever the Category II or IIIA procedure is used, whether it is used for practice or in
actual conditions, the result must be reported. The form to be used is All Weather
Operations Performance Report Embraer E-Jets. Either pilot may complete the form;
it is returned to Operations with the Journey Log. Alternatively, the iForms app can be
used to submit a low visibility approach report. The iForm can be completed at any time
following completion of a low visibility approach (with or without connectivity). If the
form is completed without connectivity (in flight for example), the crew must open the
iForms app once back on the ground in order to synchronise the program which, in turn,
will send any completed forms back to Exeter.
Normal Procedures
2.17.1.20 LOC, GS and RAD ALT Comparator Warnings

A comparison between the localiser deviations, the glideslope deviations and the radio
altimeter indications is made when the following conditions are met:
The on-side radio altitude is valid and below 1,500 ft.
APR mode is selected on the flight guidance panel.
The flaps are at flap 5.
A Category II decision height has been set on both display control panels.
The onside VOR/LOC active course is valid.
The crossside data is valid.
Go-around is not selected on either side.
Back course is not selected.
For localiser, the following additional condition is required: both LOC signals are tuned
and valid for at least 15 seconds.
For glideslope, the following additional conditions are required for at least 15 seconds:
Both glideslope signals valid.
Both LOC signals tuned and valid.
For radio altitude, the following additional condition is required: both radio altimeters
valid and on scale.
The localiser comparator warning is an amber LOC annunciator on the left side of the
PFD between the EADI and the EHSI. The annunciator flashes for the first 10 seconds
and then becomes steady. The localiser warning is given if the left and right indications
differ by more than half a dot.
The glideslope comparator warning is an amber GS annunciator on the left side of the
PFD between the EADI and the EHSI. The annunciator flashes for the first 10 seconds
and then becomes steady. The glideslope warning is given if the up and down
indications differ by more than two thirds of a dot.
The radio altitude comparator warning is an amber RA annunciator on the ADI. The
annunciator flashes for the first 10 seconds and then becomes steady. The radio
altitude warning is given if the No 1 and No 2 indications differ by more than 10 ft.

Normal Procedures
2.17.1.21 Excessive Localiser and Glideslope Deviation Warnings

The on-side localiser and glideslope deviations are compared to the CAT 2 limits when
the following conditions are met:
APP mode is selected on the Guidance Panel.

The flaps are at the flap 5 position.
A CAT 2 decision height is set on the associated guidance panel.
The VOR/LOC course is active.
The on-side localiser is tuned and valid.
The on-side glideslope is valid.
A back course is not selected.
Go-round is not selected on either side.
When a side detects an excessive localiser deviation, excessive localiser deviation

indications are given on both sides.
When a side detects an excessive glideslope deviation, excessive glideslope deviation

indications are given on both sides.
The excessive localiser deviation warning is given by:
The PFD HSI lateral bar changing from green to amber.

The lateral deviation scale changing from white to amber and flashing.
The excessive localiser deviation warning is given if the localiser deviation exceeds one
dot.
The excessive glideslope deviation warning is given by:
The PFD GS pointer changing from green to amber.

The glideslope deviation scale changing from white to amber and flashing.
The excessive glideslope deviation warning is given if the glideslope deviation exceeds
one third of a dot.

Normal Procedures
2.17.1.22 Autopilot Hard-over on a Category II Approach

An autopilot hard-over on a Category II approach is characterised by any unusual
acceleration or motion.
The autopilot must be disengaged. A missed approach must be performed unless:
The approach can be continued in visual conditions,

AND
The aircraft position and altitude assure a safe landing.
2.17.1.23 Autopilot Slow-over on a Category II Approach

A slow-over consists of a smooth and slow attitude change due to an autopilot system
malfunction. It is indicated by one of the following:
Unusual small deviation from the glideslope.

A small or large change in the rate of descent.
Excessive glideslope deviation and the GS indications becoming amber.
Autopilot automatic disconnection.
If a slow-over tendency is confirmed, the autopilot must be disengaged; a missed

approach must be performed unless:

AND
2.17.1.24 Engine Failure on a Category II Approach or Go-around

If an engine fails on a Category II approach, a go-around must be performed.
If an engine fails in a go-around, the go-around must be continued.
2.17.1.25 Autopilot Disengagement on a Category II Approach Before

the FAF
If the autopilot automatically disconnects or has to be disengaged before reaching the
FAF, try to reengage the autopilot. If the autopilot disengages again, a missed
approach must be performed unless:

AND

Normal Procedures
2.17.1.26 Autopilot Disengagement on a Category II Approach After

the FAF
If the autopilot automatically disconnects or has to be disengaged after reaching the
FAF, do not reengage the AP. A missed approach must be performed unless:

AND
2.17.1.27 Display Warning During a Category II Approach

The Category II approach must be discontinued if any of the following warnings occur:
APPR 1 ONLY is displayed on the autopilot approach status annunciator.

The EICAS message APPR 2 NOT AVAIL is presented.
RALT FAIL (cyan).
RA (amber).
GS (amber).
LOC (amber).
PIT (amber).
HDG (amber).
CAS (amber).
FPA (amber).
If any of the above warnings occurs, a missed approach must be performed unless:

AND
2.17.1.28 Excessive Deviations

The following abnormalities are considered a deviation from the CATEGORY III ILS
normal tracking range:
Excessive LOC or GS warnings.

Airspeed 10 knots higher than VREF 5 or 5 knots lower than VREF 5.
Roll angle in excess of 25.
Pitch angle below -5 or above +5.
Rate of descent in excess of 1,200 ft per minute.
If any of the above occurs, an appropriate call must be made by the first pilot to notice
the deviation.

Normal Procedures
If an excessive localiser or glideslope deviation warning is given above 200 ft radio

altitude:
Monitor the ILS deviation.

If the aircraft does not return to the beam centreline by 200 ft radio altitude,
discontinue the approach.
If an excessive localiser or glideslope deviation warning is given below 200 ft radio

altitude, discontinue the approach.
2.17.1.29 Category I Reversion

Reversion to Category I minima is not allowed if an approach ban is in force for
Category I approaches.
If the required Category I visual reference has not been established, reversion to
Category I minima is only allowed if the following conditions are met:
The Category I reversion option has been briefed prior to the approach.
Sufficient instrument displays and navigation equipment are available for either a
manual or automatic Category I approach.
The flight path remains within Category I limits.
If reversion is made to Category I minima, the approach may only be continued below
the Category I DH if the required Category I visual reference is established and
maintained.
2.17.1.30 Performance
The performance data required for Category II operations are presented in the Landing
Data Card and the GWC.

Normal Procedures
2.17.2 Procedures Using HGS (E 195 Only)

2.17.2.1 Introduction
The Head Up Guidance System (HGS) is installed in the LHS only in the E195. The
system may be used throughout the flight envelope, however, the primary purpose of
the HGS is to facilitate low visibility operations; specifically, the HGS will provide
guidance cues for:
Low visibility take-off.
Category II approaches (manually flown).
Category IIIA approaches (manually flown).
In order to provide appropriate symbology and guidance cues for the above
procedures, the A3 mode of HGS must be activated via the MENU and then HGS
selections on the MCDU.
All other phases of flight (category I, non-precision and visual approaches) do not utilise
the A3 mode and the Head Up Display acts simply as a repeater of the PFD.
2.17.2.2 Approval
In order to make actual low visibility approaches (Category II or 3A), both pilots must
be qualified in HGS procedures (simulator and line training) and be in possession of
current validation/revalidation cards (Form 10). Initially, Captains will only be qualified
to use the HGS to Category I or better weather limits. In order to upgrade this approval,
a Captain must have completed 4 practice HGS approaches to touchdown under the
supervision of a Training Captain, in Category I conditions or better. Captains may use
the HGS for low visibility take-off guidance as soon as they have completed the
simulator training.
To be qualified for either Category II or 3A approaches and low visibility take-offs using
the HGS, each pilot must have completed at least 50 sectors on type and:
Have flown four Category IIIA approaches on his last OPC.
Note: Two of these approaches may be replaced by approaches (actual or
practice) in the aircraft.
The Captain must have completed one LVTO in limiting conditions.
It is recommended that each pilot performs at least one HGS low visibility (practice or
actual) approach each month. This ensures:
A high level of familiarity with the procedures.
That the aircraft are checked frequently.
That adequate statistics are gathered.

Normal Procedures
All HGS approaches, whether for practice or in actual conditions, are to be recorded in
each pilots Log Book.
Flybe has adopted the new approach minima as advised in Appendix 1 (New) to
OPS 1.430, Therefore, qualified crews may use the HGS to provide supplementary
guidance for approaches to the following minima where published:
Lower than standard Category I minima.

Other than standard Category II minima.
2.17.2.3 Low Visibility Take-off Conditions of Operation

The low visibility take-off display and ground roll guidance are automatically provided
to the pilot once the following conditions have been established:
All NAV receivers tuned to the same ILS frequency.

Runway length set on the MCDU HGS Page between 1,220 meters (4,000 feet) and
5,486 meters (18,000 feet).
Airplane heading and selected course are within 15 of each other.
Basic attitude (pitch, roll, heading) data from dual sources within defined limits;.
Take-off speeds, performance initial and take-off flaps set on the MCDU.
Note: HGS LVTO guidance complies with the provisions of CS-AWO Subpart 4 for
reversionary use only. Visual reference should be the primary means of
guidance and the pilot should not commence the take-off run unless the visual
reference and reported RVR are within prescribed limits (125 metres).

Normal Procedures
2.17.2.4 HUD A3 Approach, Landing and Roll-out Conditions of

Operation
The system conditions that must be met in order to achieve HUD A3 capability include:
HUD A3 selection on the MCDU HGS Page set to ON.

Runway length set on the MCDU HGS Page between 1,220 meters (4,000 feet) and
5,486 meters (18,000 feet).
Left and right sides receiving information from different ADSs and IRSs.
All NAV receivers tuned to the same ILS frequency.
Flight Director vertical mode GS armed or engaged.
Course selected set to approach course on both sides.
HUD A3 mode becomes active when the previous conditions are satisfied and the
following conditions are met:
Flight Director vertical mode GS engaged.
Minimums selector knob set to RA on both sides.
Radio altitude between 1,500 feet and 500 feet.
Glideslope between -2.5 and -3.0.
Slat/flap set to 5.
Autopilot disengaged above 500 ft.
CAUTION
A difference of only one degree between the pilots and co-pilots course selectors will cause
the monitoring system to disable the HUD A3 system.
2.17.2.5 Approach and Landing Flaps

HUD A3 approaches and landings must be performed with flaps 5.
2.17.2.6 Approach and Landing Speeds

Category IIIA approaches utilise the same VAC and VREF as Category II operations.
2.17.2.7 Flight Guidance Control System

HUD A3 approaches must be performed with yaw damper ON, unless the yaw damper
fails after HUD A3 mode is armed or engaged. In this case, the approach may be
continued at pilots discretion.
If HUD A3 mode is not available, manual approaches (autopilot not coupled) with HGS
using the Flight Director guidance are prohibited. With this in mind, Category I
approaches may be flown using HGS guidance but the Autopilot must remain coupled
until decision altitude.

Normal Procedures
2.17.2.8 Minimum Equipment Required

The performance of low visibility take-off requires that the following equipment and
1 Head-up Guidance System (HGS).

2 Inertial Reference Systems (IRS).
1 Multifunction Control Display Unit (MCDU).
2 VHF/NAV Systems.
2 Windshield Wipers.
Windshields Heating.
The performance of HUD A3 approaches requires that the following equipment and
1 Head-Up Guidance System (HGS).

2 Inertial Reference Systems (IRS).
Modular Avionics Units (MAU) 1 and 2.
1 Multifunction Control Display Unit (MCDU).
2 VHF/NAV Systems.
2 Radio Altimeters.
2 Windshield Wipers.
Windshields Heating.
1 Yaw Damper channel.
1 Enhanced Ground Proximity Warning System (EGPWS).

Normal Procedures
2.17.2.9 System Capability Limitations

2.17.2.9.1 Airport Altitude Limits
The HGS was demonstrated to meet the necessary requirements under the following
conditions:
Demonstrated Maximum Airport Altitude .................................... 6121 ft

2.17.2.9.2 Demonstrated Minimum Take-off Visibility Limits
2.17.2.9.3 Demonstrated Minimum HUD A3 Mode Limits
Decision Height (DH) ...................................................................... 50 ft
Runway Slope .................................................. FROM -0.8% TO +0.8%
2.17.2.9.4 Demonstrated Wind Components for LVTO Operations
Headwind ....................................................................................... 25 kt
Tailwind ............................................................................................ 9 kt
Crosswind ...................................................................................... 13 kt
These maximum demonstrated values are not considered to be limiting.
2.17.2.9.5 Maximum Wind Components for HUD A3 Mode

Operations
Headwind ....................................................................................... 25 kt
Tailwind .......................................................................................... 10 kt
Crosswind ...................................................................................... 15 kt
2.17.2.10 Normal Operations
The operation of the HGS is based on the Captain concentrating in following the HGS
guidance, and the First Officer monitoring the instruments, comprising EICAS and the
PFD. The following additional checks must be completed in addition to the normal
checks if HGS procedures are to be used. A low visibility operations check card is
provided in the cockpit, it may be used in place of the Normal Check card whilst engines
are running.

Normal Procedures
2.17.2.10.1 After Start Checks

HGS Combiner ................................................................................ SET
MCDU HGS Page:
Runway Length ......................................................................... CHECK
Runway Elevation...................................................................... CHECK
Confirm the TDZE or runway threshold elevation for possible return for landing.
Combiner Mode ............................................................................AUTO

Course Selectors 1 and 2 ....................... SET TO RUNWAY HEADING
Display Control Panel 1 .........................NAV SOURCE SET TO LOC 1
2.17.2.10.2 Taxi Checks
Low Visibility Take-off Briefing ................................................REVIEW
2.17.2.10.3 Line Up Checks
For Low Visibility Take-Off (LVTO mode):
Aircraft Reference Symbol ....... ALIGN WITH RUNWAY CENTRELINE
Course Selectors 1 and 2 . READJUST WITH RUNWAY CENTRELINE
Ground Roll Guidance Cue ....................................................... CHECK
Display Intensity .......................................................................ADJUST
CAUTION
Runway Remaining is a supplemental situation awareness display decreasing in 100 METRES
OR 500 FEET increments available in low visibility take-off. The data displayed is not intended
to be used for performance monitoring purposes.
2.17.2.10.4 Descent
FMS ARRIVAL Page:
Landing Runway.......................................................................SELECT
Approach Procedure ................................................................ SELECT
MCDU HGS Page:
Runway Length ......................................................................... CHECK

Runway Elevation...................................................................... CHECK
Confirm the TDZE or runway threshold elevation.

Normal Procedures
Combiner Mode ........................................................................... AUTO

HUD A3 ..................................ON FOR A3 OR OFF CATEGORY I OR
NP APPROACHES
Approach Briefing ...................................... PERFORM AS REQUIRED
The FPR in the HGS may not change from FPA to G/S reference during G/S capture.
In such cases, disregard the FPR indication.
2.17.2.10.5 Approach
HUD A3 Mode Approach
Display Control Panel 1 ........................ NAV SOURCE SET TO LOC 1
Display Control Panel 2 ........................ NAV SOURCE SET TO LOC 2
Note: FGCS Approach Preview mode may be used.
All NAV Receivers............................................................... SET TO ILS

Note: All of these checks are grouped under the APPROACH AIDS check in the
Approach Checklist
Category I, Visual or Non-Precision Approach

MCDU HGS Page:
Runway Length ..........................................................................CHECK

Runway Elevation ......................................................................CHECK
HUD A3 ........................................................................................... OFF
Flight Path Reference ..................................................................... SET
CAUTION
The flare cue is advisory information only. The crew must perform a visual landing.

Normal Procedures
2.17.2.10.6 Landing
Autopilot ...................................................DISENGAGE BY 1,000 ft RA
(Required to arm A3 Mode; may remain engaged for visual, Catagory I or Non-
precision approaches).
Slat/Flap ...............................................................................................5
Speed .....................................................................................SET VAPP
Note: The VAPP is determined by adjusting the VREF 5 cat II/III for head wind component
and gust according to the following equation:
VAPP = VREF 5 catagory II/III + wind correction, where:
Wind Correction = head wind component + full gust, limited to 20 kt.
CAUTION
OR 500 feet increments available after touchdown in HUD A3 mode. The data displayed is not
intended to be used for performance monitoring purposes.
2.17.2.10.7 After Landing

Aircraft .......................................................................................... STOP
Combiner ...................................................................... COVER/STOW
2.17.2.11 Windshear Recovery
When the EGPWS detects a windshear, the HGS will display a WSHEAR message
to match the annunciation shown on the PFD.
A voice message will be presented in case of a red WSHEAR indication on the PFD.
The WSHR vertical mode is selected and a windshear guidance cue is provided.
2.17.2.12 Traffic and Collision Avoidance

The HGS will display TCAS Resolution Advisories (RA) to alert the crew to traffic
conflicts. Preventive and Corrective Resolution Advisories provided are similar to PFD
indications.
Preventive Advisories do not require that action be taken by the crew to alter the flight
path of the airplane, but indicate an unsafe zone.
Corrective Advisories displayed on the HGS require a vertical evasive manoeuvre.
Preventive and corrective resolution advisory use angled lines to guide the fly-to zone
box or preventive bracket to indicate the unsafe or no-fly zone.

Normal Procedures
In this case, the angled lines out of the box will flash until the flight path is positioned
within the safe zone.
Preventive RA procedure:
Ensure the airplane flight path remains clear of unsafe zones.
Corrective RA procedure:
Fly the airplane to box and outside of the unsafe zone indicated by the angled lines off
the fly-to zone.
Maintain action as required by TCAS RA.
2.17.2.13 Emergency and Abnormal Procedures

When using the HGS, the procedures below must replace or complement the
emergency and abnormal procedures contained in the basic AFM.
For HUD A3 mode operations, the approach must be discontinued in the event of
engine failure above DH. A new approach may be attempted with one engine
inoperative. In this case, the normal HUD A3 approach procedure described in this
section must be used changing the reference speed to VREF FULL + 20 KIAS.
2.17.2.13.1 Approach Warning

ANNUNCIATION: APPR WRN
GO-AROUND Procedure ............................................... ACCOMPLISH

The go-around procedure must be performed unless the approach is continued under
visual conditions and the airplane position and attitude assure a safe landing.
2.17.2.13.2 HUD A3 NOT AVAIL

Above 500 ft:
Do not perform HUD A3 approaches.
Below 500 ft:

Note: An APPROACH WARNING will be displayed.

The go-around procedure must be performed, unless the approach is continued under

Normal Procedures
2.17.2.13.3 HUD Fail

On the ground during take-off roll:
The flight crew must establish visual cues in order to continue or reject the take-off if
speed is below V1, above V1, the take-off must be continued using external visual
references.
In flight:
Above 1500 ft:
Do not perform HUD A3 approaches.
Below 1500 ft:

The go-around procedure must be performed, unless the approach is continued under
2.17.2.13.4 HUD LVTO NOT AVAIL

Do not perform low visibility take-off.
During take-off roll:
The flight crew must establish visual cues in order to continue or reject the take-off.
2.17.2.13.5 LVTO Caution

ANNUNCIATION: NO LVTO.
The flight crew must establish visual cues in order to continue or reject the take-off.
2.17.2.13.6 LVTO Warning

ANNUNCIATION: LVTO WRN ............................................... NO LVTO
If groundspeed less than V1:
REJECTED TAKE-OFF Procedure ................................ ACCOMPLISH

The rejected take-off procedure must be performed unless the take-off is continued
under visual conditions and the airplane position assures a safe take-off.
If groundspeed more than V1:
Continue take-off using external, visual cues.

Normal Procedures
2.17.2.14 Take-off Procedures

Take-off using the HUD as supplemental guidance is performed in exactly the same
manner as a conventional take-off. The Captain will always be pilot flying and he will
be eyes out of the cockpit through the HUD. The First Officer will monitor the take-off
as PM and he will be predominantly head down.
On line up, the following checks are completed:
Aircraft Reference Symbol ....... ALIGN WITH RUNWAY CENTRELINE

Course Selectors 1 and 2 ........................ READJUST WITH RUNWAY
CENTRELINE
Ground Roll Guidance Cue ........................................................CHECK
Display Intensity ....................................................................... ADJUST
Use of Declutter mode is prohibited for LVTO operations.
All calls on the take-off are as for a normal, conventional take-off. If the HUD is being
used in genuine low visibility conditions, power is set on the brakes unless the runway
is slippery. TO-1 rated power is used.
Initial climb is as per normal SOPs using V/L mode on both sides.
The HGS take-off procedure is presented in Table 17.2.1
Table 17.2.1 Take-off Procedure

Event Captain First Officer
Cleared A/C ref symbol align with R/W. Course Selectors 1 and 2
for line up align with runway C/L
Ground roll guidance cue check. (they must be on same heading)
Adjust display intensity.
Cleared for Advances thrust levers to 40%.

take-off N1 for stabilisation.
Moves the thrust levers to the TO/GA
detent and checks that the
autothrottle takes over.
Check thrust
Starts stopwatch
Verifies that:
N1 target is achieved.
Engine parameters are normal.
ATTCS is armed.
Thrust checked, ATTCS armed
Captain takes control of the thrust levers and releases brakes (only required
if taking off in genuine low visibility conditions).

Normal Procedures
Table 17.2.1 Take-off Procedure (Continued)

60 knots Confirms HOLD mode armed (if AT
used) and TLA NOT TOGA caution
is not illuminated.
80 knots 80 knots
Checked
V1 V1
Captain removes hand from thrust levers.
VR Rotate
Rotates smoothly to follow the FD
command or to the appropriate pitch
attitude if the FD is not available.
V2 V2
Positive rate of Verifies positive rate of climb.

climb Positive climb
Confirms positive rate of climb. Selects gear up.

Gear up When gear is up. Gear up
400 ft agl 400 ft

Set FMS and NAV or HDG Selects as requested.
Acceleration Acceleration altitude

altitude
Climb sequence Selects FLCH or VNAV

Target Speed. Selects/Checks target speed
VNAV (if required) Selects Autopilot ON
Autopilot ON Retracts flaps on schedule
announcing each flap selection.
Selecting Flap .
At flap zero Flaps zero
Flaps zero After Take-off Checklist Reads the After Take-off Checklist
and confirms complete.
Checklist Captain hands over to F/O and F/O takes control.

complete continues head down.
You have control, now head
down

Normal Procedures
2.17.2.15 Non A3 Mode Approach Procedures

Approach procedures for Category I, non-precision and visual approaches are virtually
identical to those processes listed in Chapter 12.
The only difference is that the HGS checks must be completed as follows:
Descent Checks:
FMS ARRIVAL Page:
Landing Runway ...................................................................... SELECT

MCDU HGS Page:

HUD A3 ........................................................................................... OFF
Approach Checks:
Flight Path Reference ..................................................................... SET
CAUTION
The flare cue is advisory information only. The crew must perform a visual landing.
2.17.2.16 A3 Low Visibility Approach Procedures

If low visibility approaches are envisaged (Category II or 3A) then the HUD A3 mode
must be used.
When the normal, descent checks are completed, the following additional checks must
be performed:
FMS ARRIVAL Page:
Landing Runway ...................................................................... SELECT

MCDU HGS Page:


Normal Procedures
Confirm the TDZE or runway threshold elevation.

Combiner Mode ............................................................................AUTO
HUD A3 ........................................................................................... ON
Approach Briefing ....................................... PERFORM AS REQUIRED
Note: The approach briefing is to be conducted by the Captain using the cockpit, low
visibility procedures check card. Specific reference is to be made to exactly
which type of approach is to be flown and also which minima are to be set. In
addition, the Captain must brief if Category I reversion is available.
The following additional checks are completed when the normal, approach checklist is
carried out:
HUD A3 Mode Approach Checks

Note: FGCS Approach Preview mode may be used.
All NAV Receivers .............................................................. SET TO ILS

Note: All of these checks are grouped together as the APPROACH AIDS check in
the low visibility check card.
Once established on final, the following additional landing checks must be completed:
Autopilot ............................................ DISENGAGE AT 1,000 ft Rad Alt

Slat/Flap ...............................................................................................5
Speed .....................................................................................SET VAPP
The VAPP is determined by adjusting the VREF 5 catagory II/III for head wind component
and gust according to the following equation:
VAPP = VREF 5 cat II/III + wind correction, where:
Wind Correction = head wind component + full gust, limited to 20 kt.
CAUTION
OR 500 feet increments available after touchdown in HUD A3 mode. The data displayed is not
intended to be used for performance monitoring purposes.

Normal Procedures
The procedure for HGS, low visibility approaches is the same for both Category II and
Category IIIA minima. It is only the approach minima that changes between the two
approaches. A3 mode and annunciations are the same for both types of approach. The
approach procedure is presented in Table 17.2.2 below:
Perhaps the biggest difference to head down, low visibility approaches is that the A3
approach is NOT a monitored approach. The Captain flies the entire procedure up to
either the landing and roll out or go-around using the HGS.
In order to allow the A3 mode to arm, the autopilot must be switched OFF at 1,000 ft
RA. This will allow time for the A3 mode to arm, prior to the aircraft reaching 800 ft Rad
Alt when the crew confirm that the appropriate approach mode is engaged.
Table 17.2.2 HGS A3 Approach Procedure

Cleared to establish Selects/requests APP Selects APP if requested
on the localiser HUD A3 Illuminated
Localiser capture Selects/requests GA heading Selects GA heading if requested
Gear selection Gear down, flap 3, speed 150 Selects gear down
Sets flap 3
Sets 150 knots
Established on GS Set GA altitude Selects the GA altitude
Checks the GA altitude Selects Flap 5

Flap 5, speed VAPP, landing Sets VAPP
checklist Completes landing checklist
GS check point ... checked catagory I ... DME, Marker or

reversion or ... checked A3 Locator
only
1,000 ft rad alt 1,000 ft rad alt

Checked, AP disconnecting
Disconnects Autopilot Monitors on PFD
800 ft rad alt 800 rad alt, HUD A3 green Checked

500 ft rad alt 500 ft rad alt Stable or Go-around
300 ft rad alt Checks Runway Symbol
100 ft above DH Looking 100 above

Scans for visual reference

Normal Procedures
Table 17.2.2 HGS A3 Approach Procedure (Continued)

DH Visual or Go-around Decide
If the call is go-around, executes a

missed approach
If the call is visual, carries out a

visual landing
IF LANDING:
80 ft rad alt Checks and follows flare cue
30 ft rad alt Checks Retard Mode Remains monitoring head down
Touchdown Checks and follows roll out Remains monitoring head down;
guidance cue particularly localiser deviation
IF GO-AROUND:
Go-around, Flap 3 Selects Flap 3

Presses TOGA Button
Confirms TL in TOGA gate Confirms GA power
Pitch to G/A attitude in HGS Monitors flight path on PFD
Positive Climb Positive climb
Gear up Selects gear up
During Climb Selects V/L or NAV for both pilots
400 ft agl 400 ft
Select HDG or NAV Selects HDG or NAV
Acceleration Climb sequence

Altitude Normal SOPs
2.17.2.17 Taxi Procedure

During low visibility operations, the taxi phase of a flight is even more critical than
normal due to the reduced visual cues. This is particularly the case when approaching
a dispersal and then parking on stand. With this in mind it is recommended that the
HUD Combiner is covered and stowed once the aircraft has vacated the runway and is
stationary.
2.17.2.18 Lower than Standard Category I Operation
A Category I instrument approach and landing operation using CATEGORY I DH, with
an RVR lower than would normally be associated with the applicable DH.

Normal Procedures
Lower than Standard CAT I Minimum RVR v. Approach Light System

Class of Lighting Facility FALS IALS BALS NALS
DH (ft) RVR metres
200 210 400 500 600 750
211 220 450 550 650 800
221 230 500 600 700 900
231 240 500 650 750 1,000
241 249 550 700 800 1100
Note 1: Approved HUDLS used.

Note 2: Required visual aids comprise standard runway day markings and approach
and runway lighting (runway edge lights, threshold lights, runway end lights).
Note 3: For operations in RVR of 400 m, centreline lights must be available.
2.17.2.18.1 Other than Standard Category II Operation
Allows Catagory II approach operations when some or all of the ICAO Annex 14
Precision Approach Catagory II lighting system are not available. (e.g. touchdown zone
lights and centreline lights.)
Other than Standard CAT II Minimum RVR v. Approach Light System

Class of Lighting Facility FALS IALS BALS NALS
DH (ft) RVR metres
100 120 350 450 600 700
121 140 400 500 600 700
141 160 450 500 600 750
161 199 450 550 650 750
Note 1: Approved HUDLS used.

Note 2: Required visual aids comprise standard runway day markings and approach
and runway lighting (runway edge lights, threshold lights, runway end lights).
Note 3: For operations in RVR of 400 m or less, centreline lights must be available.
It should be noted that the necessary approach minima will be annotated on the
airfields approach chart.
Special consideration should also be given to the fact that there is an increased
likelihood of a go-around from a Lower than Standard CAT I approach as a result of
the reduction in required RVR but with the same decision altitude. Crews should pay
special attention to the go-around procedures during their approach briefing.
Prior to conducting a Lower than Standard CAT I approach operation or an Other than
Standard CAT II approach operation each crew member shall have completed the
training and checking requirements prescribed in the Part D and the qualification will
be entered into the pilots Flight Operations Certificate (Form 10).

Normal Procedures
To conduct such approach operations crew should ensure that:
(a) Low visibility procedures are in force.

(b) The approach operation is approved at the airfield (the normal indication of this
facility would be the promulgation of appropriate minima on the instrument
approach charts).
(c) Permission is sought from the airports approach frequency to conduct the
approach.
(d) The necessary minima are available not to have an approach ban in force.

Normal Procedures
2.18 Hot Weather Operations

2.18.1 General
The main concerns in hot weather operation are:
Passenger and crew comfort.

The reduction in aircraft performance at high temperatures.
2.18.2 Cabin Cooling on the Ground

If it is anticipated that it will be difficult to keep the cabin cool, make every effort to cool
the cabin before the passengers board the aircraft.
Push in the recirculation fan button.
Set the cockpit and passenger temperature controllers to FULL COLD.
Whenever possible, supply cool air from a ground air conditioning unit.
Keep the doors closed as far as practicable.
Open all passenger cabin gaspers and cockpit outlets.
Close all window shades on the sun exposed side of the cabin.
2.18.3 Taxi
Operation in areas of high ambient temperature may cause brake temperature limits to
be exceeded. This could lead to fusible plugs melting and deflation of the tyres.
Runway and taxiway surfaces often exceed the air temperature. Brake cooling must
always be considered. Excessive use of the brakes and riding the brakes must be
avoided. Minimise braking where possible to allow ample time for cooling between
applications. The recommended technique is to allow the aircraft to accelerate, then
brake to a very slow taxi speed and then release the brakes completely.
2.18.4 Take-off
High ambient temperature reduces the aircraft performance; the reduction can be
severe if the runway is short or at high altitude. Consider the potential performance
reductions early in the planning stage.
2.18.5 Landing
During high temperature operations, there may be areas of low friction on the runway
due to heavy deposits of melted rubber, particularly in the touchdown area.
Excessive braking should be avoided; the thrust reversers should be used to their full
advantage.
2.18.6 Brake Cooling

For quick turnaround operations, brake temperatures should be monitored closely.
Overheated brakes may cause considerable delays. Brake cooling times can be
reduced by firstly having the main wheels chocked and then the parking brake
released.

Normal Procedures
2.19 Icing and Winter Operations

2.19.1 Definition of Icing Conditions
Icing conditions exist when the air temperature is 10C or below and visible moisture is
present. On the ground and for take-off, the relevant temperature is outside air
temperature (OAT). In flight, the relevant air temperature is total air temperature (TAT).
Examples of visible moisture are:
Clouds.
Fog with visibility of 1.6 kilometres or less.
Rain.
Snow.
Sleet.
Ice crystals.
Note that the 1.6 kilometre visibility only applies to fog. So, for example, icing conditions
exist if the air temperature is 10C or below and rain is present regardless of the
visibility. On the ground, SAT is the relevant temperature; in flight, TAT is the relevant
temperature.
Icing conditions may also exist when the SAT is 10C or below when operating on
contaminated ramps, taxiways and runways even though there is no visible moisture
present. Icing conditions exist, on the ground and for take-off, when the SAT is 10C or
below and either:
The engines may ingest snow, ice, standing water or slush,
OR
Snow, ice, standing water, or slush may freeze on engines, nacelles or engine
sensor probes.
SAT and TAT are indicated on the MFD STATUS page.
CAUTION
On the ground, do not rely on visual icing evidence or ice detector actuation to turn on the anti-
icing system. Use the temperature and visible 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 flameout.

Normal Procedures
CAUTION
Even small accumulations of ice on the wing leading edge may change:
The stall characteristics,
OR
The stall protection system-warning margin.
2.19.2 Arrival at the Aircraft

The extra checks in Table 19.1 must be made on arrival at the aircraft before the
normal powerup sequence is started.
Table 19.1 Extra Checks Before Power-up

Wheel chocks ............................................................................In place
Make sure that all wheels are chocked if the surface is slippery.
All protective covers .............................................................. Removed
Remove covers from:
Engine air inlet and outlet.
APU air inlet and outlet.
APU oil cooler air inlet.
Smart probes.
TAT probes.
Wheels.
It may be necessary to leave the engine covers installed until ready to start
the engines.
APU area ............................................................ Clear of ice and snow
Check that the APU air inlet, oil cooler air inlet and APU outlet are all clear
of ice and snow.
Air conditioning inlets and outlets .................. Clear of ice and snow
Batteries ....................................................................................Installed
At low temperatures, the batteries are removed from the aircraft. Check that
they have been reinstalled.

Normal Procedures
2.19.3 APU Starting

The minimum fuel temperature for start is:
If Jet A fuel is used: -40C.
If Jet A1 fuel is used: -45C.
The minimum oil temperature for start is:

If Type 2 oil is used: -43C.
The minimum battery temperature for starting the APU is -20C.
The minimum battery 2 voltage for starting the APU is 22.5V.
The minimum temperature using external electrical power to start the APU is -54C.
If the APU fails to start, apply heat from a ground cart directly into the APU
compartment.
CAUTION
Do not allow the hot air from the ground cart to exceed 100C. Higher temperatures may
damage components within the APU compartment.
The rest of the power up is performed as normal.
2.19.4 Airframe Condition Before Take-off

The aircraft must be clear of snow, ice and frost before take-off with one exception. A
thin layer of hoarfrost is permissible on the fuselage provided the layer is thin enough
to distinguish surface features underneath such as paint lines or markings, but all
vents, probes and ports must be clear of frost.
If the aircraft has been cold soaked as a result of flight at very cold temperatures, the
fuel may be at a subfreezing temperature. This can cause ice accretion if the aircraft is
subjected to high humidity, fog, drizzle or rain when the OAT is substantially above
freezing.
The Captain has the final responsibility for ensuring that the aircraft is clear of ice, snow
and frost. The primary method for ensuring a clean aircraft is a close visual and tactile
inspection of the critical surfaces before take-off.
Even at intermediate stops, an external walkaround is necessary due to the possibility
of ice forming after landing from:
Cold soaking frost.
Conventional frost.
Precipitation freezing on the aircraft.

Normal Procedures
At the completion of the walkaround, if ice, snow or frost is discovered on the aircraft,
except that allowed on the fuselage, de-icing will be required; anti-icing may also be
required. The check for ice accumulation must be done in a well lit area.
During the pre-flight walkaround, ensure that the following are clear of ice and
unobstructed:
Smart probes.
TAT probes.
Pressurisation static port.
All inlets, outlets and vents.
2.19.5 Cargo Door Vent Flap

If a cargo door vent flap is stuck due to a cold soak, then heating should be applied to
the associated cargo door in the vent flap area.
2.19.6 Passenger and Service Door Vent Flaps

The vent flap handles must be closed during de/antiicing. The vent flaps are also closed
in cold weather to prevent the freezing of the doors. In these cases the escape slide
handle and lock/vent flap handle should be split: escape slide handle up and lock/vent
flap handle down.
CAUTION
To prevent inadvertent slide deployment, ensure that the evacuation slide is disarmed (handle
up) before opening the door.

Normal Procedures

The external inspection for ice, snow and frost is given in Table 19.2.
Table 19.2 External Inspection for Ice, Snow and Frost

Fuselage, wing, tail and control surfaces .....Free of ice, snow and frost
Check that the fuselage, wing upper and lower surfaces, tail and control
surfaces are free of frost, ice and snow. Inspect control surfaces, gaps and
hinges for signs of residual fluid or gel.
A 3 mm frost layer is allowed on the underwing surfaces. Frost is not permitted
on the lower or upper surface of the horizontal stabiliser or the upper surface of
the wing.
A thin layer of hoarfrost is permitted on the fuselage provided the layer is thin
enough to distinguish surface features underneath, such as painting and
markings.
All snow and ice must be cleared from the nose radome and the fuselage nose
forward of the windshield, as any snow is likely to blow back into the windshields
during taxi or take-off.
If any degree of contamination is found, except that allowed as above, the pilot
in command must request de-icing and/or anti-icing.
If the cargo door vent panel is stuck due to cold soak, heat must be applied to
the door latch mechanism for at least 5 minutes. Maximum heat temperature is
80C.
Smart probes..............................................................................Clear of ice
Check that the smart probes are free of ice and unobstructed.
Check that probes are clear of any de-icing fluid residue, especially if Type II or
IV fluids have been used. If any residue is found, maintenance must be informed
prior to dispatch.
TAT probes.................................................................................Clear of ice
Check that the TAT probes are free of ice and unobstructed.
Engines..................................................................... Clear of ice and snow
Check that the engine inlet is clear of ice and snow and the fan is free to rotate.
Ensure that all ice deposits are removed prior to starting.
Landing gear .............................................. Clear of ice and unobstructed
Check that the gear doors, gear locks and gear mechanisms are unobstructed
and clear of ice and snow.
Check that there are no leaks.
Fuel tank vents......................................................... Clear of ice and snow
Check that the fuel tank vents are free of ice and unobstructed.
Pressurisation static port .........................................................Clear of ice
Check that the pressurisation static port is free of ice and unobstructed.

Normal Procedures
2.19.8 Cabin Warm-up

Warm up the interior of the aircraft using the packs and APU or a ground conditioning
cart. Set cockpit and cabin rotary knobs to full hot for rapid cabin warm-up in low
ambient temperature. The warm-up, if possible, should be accomplished with all
passenger doors closed and the toilets doors open.
CAUTION
With the PACKS operating and all doors and vent flaps closed, inadvertent outflow valve
closure could result in the aircraft pressurising.
Do not leave the aircraft unattended during the cabin warm-up.
2.19.9 Hydraulic System Warm-up

A hydraulic system warm-up must be performed if the aircraft has been parked
overnight in temperatures below minus 18C. The hydraulic warm-up procedure is
Table 19.3 Hydraulic Warm-up Procedure

Nosewheel tow bar ......................................................... Disconnected
Personnel/equipment ....................................................................Clear
System 1 and 3A electric hydraulic pumps.................................... ON
PTU..................................................................................................... ON
30 seconds after turning the PTU ON:
PTU................................................................................................ AUTO
System 2 electric hydraulic pump................................................... ON
Once reservoir temperatures for systems 1, 2 and 3 are above -10C:
System 1, 2 and 3B electric hydraulic pumps........................... AUTO
System 3A electric hydraulic pump .............................................. OFF
2.19.10 Slat/Flap Check

Make sure that the slats and flaps are free of snow and ice. Then fully extend the slats
and flaps; then retract them. Leave the flaps and slats retracted if application of
antiicing or deicing fluids is expected.
CAUTION
Before extending SLATS/FLAPS, ensure that area is clear of personnel and equipment.

Normal Procedures
2.19.11 Before Start

Before start:
Set the ICE PROTECTION MODE selector to AUTO.

The TO DATASET MENU on the MCDU must be set to ENG when the OAT is equal
to or higher than 5C or equal to or lower than 10C:
There is any possibility of encountering visible moisture up to 1,700 ft AFE.
The TO DATASET MENU on the MCDU must be set to ALL when the OAT is lower
than 5C and:
There is any possibility of encountering visible moisture up to 1,700 ft AFE.
2.19.12 Engine Start

Do not start the engine until it has been confirmed that all ice deposits have been
removed from the air inlet.
The minimum fuel temperature for engine start is:
If Jet A fuel is used: -37C.

If Jet A1 fuel is used: -44C.
The minimum oil temperature for engine start is:

Start the engines in the normal manner. If an engine does not start, maintenance
procedures may be required or ground heating may be necessary to warm the nacelle,
Air Turbine Starter (ATS) and Starting Control Valve (SCV).
In order to improve the chances of a successful engine start, the oil temperature should
be raised to at least minus 20C.
In ambient conditions below minus 2C, dual ignition is commanded.

Normal Procedures
CAUTION
Do not allow the hot air from the ground cart to exceed 100C. Higher temperatures may
damage components within the engine nacelle.
The oil pressure may be slow to rise but may suddenly increase and then exceed the
normal range. The high oil pressure should progressively reduce to normal as the
engine achieves normal operating temperatures.
CAUTION
If oil pressure is not indicated by idle rpm, shut down the engine.
2.19.13 After Start
CAUTION
During cold weather operations, oil pressure peaks to full scale may occur due to high oil
viscosity. Oil pressure should decrease as the oil temperature increases.
If the oil pressure remains above the normal operating range, the engine should be shut down
and the cause investigated.
The checks in Table 19.5 supplement the normal after start checks.
Table 19.4 Additional After Start Checks

Engine Instruments ......................................................................... Monitor
Continue to monitor engine instruments, mainly oil pressure and temperature.
Apply the associated abnormal procedure if any failure arises.
Main Panel ...................................................................................... Checked
Check proper operation of all instruments and systems. Confirm that the engine
anti-ice system is operating normally.
System 1, 2 and 3B electric hydraulic pumps.......................................ON
Steering .......................................................................................... Engaged
If the steering had been disengaged for the pushback procedure, reengage it
and keep it engaged while the electric hydraulic pumps are running.
Once reservoir temperatures for systems 1, 2 and 3 are higher than 0C:
System 1, 2 and 3B electric hydraulic pumps.................................. AUTO
The generators may be slow to produce steady power due to cold oil in the IDGs. Five
minutes may be required for the IDGs to stabilise.

Normal Procedures
2.19.14 Fluid Anti-icing/De-icing with Engines/APU Running

The procedure for the application of antiicing and deicing fluids is given in Table 19.6.
CAUTION
APU operation is not recommended when de-icing/anti-icing with fluids.
If APU operation is absolutely necessary, make sure that:
Neither deicing fluid nor anti-icing fluid is applied directly to or near the APU air inlet.
The APU bleed air valve is closed and the packs are set to off.
Table 19.5 Fluid Anti-icing/De-icing Procedure

Parking brake.................................................................................... ON
Doors ...........................................................................................Closed
Passenger door vent flaps.........................................................Closed
Thrust levers ...................................................................................IDLE
Slat/flap...............................................................................................UP
Pitch trim ...................................................................Full NOSE DOWN
Engine bleed buttons ......................................................... Pushed out
APU bleed button ............................................................... Pushed out
Both pack buttons .............................................................. Pushed out
Packs should be off to avoid contamination of cabin air with fumes
generated from fluids ingested by the APU or engines.
At least one minute after anti-icing/de-icing is complete:
APU bleed button ..................................................................Pushed in
Engine bleed buttons ............................................................Pushed in
At least three minutes after anti-icing/de-icing is complete:
Both pack buttons .................................................................Pushed in
Waiting for three minutes avoids contamination of the airframe air
conditioning system with anti-icing or de-icing fluid fumes.
Pitch trim ...................................................................... Set for take-off
Slat/flap ...............................................................................As required
If taxiing in freezing or frozen precipitation or there is a possibility of taxiing
through slush or standing water, leave the slats/flaps up.
Otherwise set the flaps to the take-off setting once personnel are clear of
the aircraft.

Normal Procedures
2.19.15 Taxi
Use minimum thrust for breakaway and taxiing to avoid blowing snow or slush on
personnel or aircraft nearby.
When taxiing on low friction surfaces, maintain a low forward speed (less than
10 knots). Anti-skid protection is not provided below this speed, so apply brakes
judiciously.
CAUTION
Taxi at reduced speed on ice-covered runways and taxiways to avoid skidding the aircraft.
Reduce speed for all turns and use caution when taxiing with high crosswinds.
The part of the tyre in contact with the ground is flat. Normally, the elasticity of the tyre
allows the circumference of the tyre to move smoothly from a curved to a flat shape as
the tyre rotates. If the aircraft is parked for some time in cold conditions, the tyre retains
its flat; this condition is called cold set. It is manifested as a vibration during taxiing. The
vibration should disappear as the tyres recover their elasticity during taxi. A take-off
must not be initiated until the vibration disappears.
Turns should be performed at the largest turning radius, preferably at speeds which do
not require braking during the turn.
Maintain a greater than normal distance behind other aircraft while taxiing in snow or
slush-covered runways to avoid contamination by snow blown by jet blasts.
During ground operations of more than 30 minutes (including taxi in and taxi out) in
icing conditions, it is recommended that the engine thrust level be increased at
30 minute intervals to approximately 54% N1 and held at that thrust level for
30 seconds. If airport surface conditions and the concentration of aircraft do not permit
the engine thrust level to be increased to 54% N1, then set a thrust level as high as
practicable for as long as practicable. This procedure is effective in removing ice from
the fan blades.
CAUTION
Before increasing thrust, check the area is clear and get clearance from ATC.
Do not apply reverse thrust unless it is strictly necessary. Reverse thrust should be
used with extreme caution and only when necessary to prevent nosewheel skidding or
departure from the intended taxi path.
When taxiing through slush or standing water, slat/flap should be retracted to avoid
snow and slush contamination from the main gear wheels.

Normal Procedures
Carbon brakes can absorb water and freeze subsequently when the aircraft climbs to
altitude. Firm braking where conditions allow can help by warming up the brake discs
such that the heat evaporates the trapped water and reduces the chances of disc
freeze.
2.19.16 Before Take-off
WARNING
If SLATS/FLAPS were left up during taxi, ensure that they are set for take-off.
The extra items to check before take-off are given in Table 19.7.
Table 19.6 Further Items to be Checked Before Take-off

Flight controls .................................................................. Check
Check full and free movement of all controls including trims.
Pitch Trim ...........................................................Set for take-off
Slat/flap ...............................................................Set for take-off
Set the slats/flaps to the take-off setting if the slats/flaps were left up
for taxi.
Take-off configuration ................................................. Checked
Ice accumulation.............................................................. Check
A contamination check should be performed no more than 5
minutes prior to take-off within the holdover time. Aerodynamic
surfaces must be confirmed free of all forms of frost, ice, snow and
slush prior to lining up for take-off. This check is particularly
important when the published holdover times are about to run out. If
there is evidence of contamination, the de-icing/anti-icing operation
must be repeated.
Visually inspect wing surfaces/leading edge and engine by looking
through an appropriate window. The Pilot-in-Command must ask for
the assistance of trained and qualified ground personnel to assist in
the pre take-off check, so that tail surfaces and fuselage are also
inspected.
2.19.17 Take-off
For take-off in icing conditions, it is recommended that take off power is set initially to
approximately 54% N1 to determine if there is any indication of abnormal engine
vibration. If no indications of abnormal vibration are present, the pilots may then set full
take-off power for departure. However, if there are signs of any increased vibration

Normal Procedures
levels, the 54% N1 should be maintained for a maximum of 30 seconds. During this
period, if vibration levels reduce to within normal limits, the take-off may continue. If the
vibration levels do not fall to within normal limits within this time, the aircraft should be
returned to stand for engineering inspection.
2.19.18 Use of Slats/Flaps in Flight

Slats/Flaps should not be extended in icing conditions except when required for
take-off and landing. If SLATS/FLAPS are extended in icing conditions, light to
moderate buffet may be encountered; no handling difficulties will result.
2.19.19 Climb and Cruise

Operation in moderate to severe icing conditions may allow ice to build up on the fan
spinner, the fan blades or both. If ice is allowed to accumulate, asymmetrical ice
shedding may result in high fan vibration. Prior to shedding accumulated ice, it is
probable that vibration indications up to the maximum values will be observed. This will
not affect the engine. For operations in moderate to severe icing conditions:
Reduce one thrust lever at a time towards idle.
Then advance to a minimum of 70% N1 for 10 to 30 seconds.
Then return the thrust lever to the position required the for flight conditions.
Accomplish the periodic engine run up every 15 minutes if fan ice build up is suspected
(high indicated or perceived vibration). Operation of the ignition system is not required
for this procedure provided the FADEC automatic relight system is operating normally.
2.19.20 Holding
The holding configuration in icing conditions is:
Gear up.
Slat/flap up.
Minimum airspeed 210 knots.
2.19.21 Descent
If engine vibration increases, reduce the thrust to idle, advance the thrust levers to
obtain 70% N1 and then return to the desired setting.
When using the autopilot, monitor pitch attitude and speed continuously.
2.19.22 Approach and Landing

The STALL PROT ICE SPEED landing speed values should be used if:
The STALL PROT ICE SPEED message is present,

OR
Icing conditions are anticipated on any portion of the arrival or approach.

Normal Procedures
Note 1: That the 195 uses the same speeds for icing or non-icing conditions.
Note 2: If using the green dot for speed reference, then use green dot +10 kts.
Landing on wet or slippery runways is covered in Section 2.20 Contaminated
Runway Operations
2.19.23 Taxi-in and Parking

When icing conditions exist or are anticipated, the engine and wing anti-icing systems
can be selected on using the overhead panel. When no longer required the selector on
the overhead panel should be returned to the auto position.
Before retracting the slats and flaps, make sure that they are free of snow, ice and
slush.
Set the PITCH TRIM to full nose down if de/anti-icing is anticipated or the aircraft is to
be parked in temperatures below 0C. The pitch trim will then be correctly positioned
for ground de/anti-icing.
Taxi at reduced speeds on ice covered runways to avoid skidding the aircraft and
throwing slush onto the wheel and brake assemblies.
2.19.24 Through Flights

Whenever possible, to keep the cabin warm, keep the following closed:
The passenger doors.

The service doors.
The cargo doors.
The cockpit windows.
The APU should be used to supply warm air via the air conditioning packs.
Make a walk around and check the items in table 19.2.
2.19.25 Flight Use of Engine and Wing Anti-ice

The engine and wing anti-ice systems operate automatically when the ice protection
mode selector is in the AUTO position. If one or both ice detectors have failed, the crew
must set the mode selector to ON when icing conditions exist or are anticipated.

Normal Procedures
2.19.26 Securing the Aircraft for a Cold Soak

Anti-icing fluid can be applied to the aircraft surfaces at the time of arrival, on short
turn-arounds during freezing precipitation, and on overnight stops. This will minimise
ice accumulation before departure and usually makes subsequent de-icing easier.
The procedures in Table 19.7 should be performed in the event of extended aircraft
exposure to low temperatures. If the aircraft is not at a maintenance base, the crew
should ensure that all actions have been accomplished.
Table 19.7 Securing the Aircraft for a Cold Soak

Slat/flap ..................................................................................................... Up
Pitch trim ...... Full down
Wheel chocks .................................................................................. In place
Parking brake ............................................................................ As required
For an icy ramp, leave the parking brake applied. Otherwise, the parking brake
must be put off to avoid the brakes freezing. The heat retained in the brakes may
melt snow or ice on the wheels and tyres. Parking the main wheel tyres in a layer
of sand or on a mat may prevent the tyres from freezing to the ramp surface.
Protective covers ........................................................................... Installed
Install protective covers to:
The engine inlets and outlets.
The APU air inlets and exhaust.
APU oil cooler air inlet.
The smart probes.
The TAT probes.
The wheels.
Water and waste system ................................................................ Drained
Drain the water and waste from all the water tanks if the cold soak temperature
is expected to be lower than 0C.
Batteries.........................................................................................Removed
Remove the batteries from the aircraft and store them in a warm place if
temperatures are expected to be below minus 20C. This protects the batteries
and ensures that they are capable of starting the APU when they are installed.
Doors and windows ..........................................................................Closed
All doors and windows must be closed to protect the interior from blowing snow
and precipitation.

Normal Procedures
2.19.27 Flying in Icing Conditions General Remarks

Continuously monitor:
Engine parameters.
Pitch attitude.
Airspeed.
Be careful of any mistrimmed condition that may be masked by the autopilot. Keep the
aircraft trimmed at all times. Consider disconnecting the autopilot when flying in severe,
or suspected severe, icing conditions.
Monitor the anti-ice systems for proper operation. Apply the associated abnormal
procedure in the case of a system failure. If the failure persists, leave and avoid icing
conditions. Enlist the help of ATC to leave icing conditions and keep ATC informed of
the flight conditions and the state of the aircraft.
Strictly follow the normal procedures for operation in icing conditions.
Avoid landing at an airport where icing conditions exist or are anticipated if any of the
items below have failed:
The anti-ice system.

The brakes.
The thrust reversers.
The ground spoilers.
The nosewheel steering.
The flight controls.
Do not hesitate to leave icing conditions when the icing cannot be handled by the ice
protection systems, even with anti-ice system operating properly.
The Green Dot (GD) is a reliable and useful guide for driftdown, minimum speed for
current configuration and flap extension. Unfortunately, the GD logic does not account
for ice accretion, i.e., it is not corrected after an ice encounter. However, following flight
trials, if the flight crew wish to use green dot guidance in icing conditions, Embraer
recommends flying GD +10 kts.

Normal Procedures
2.19.28 Freezing Rain and Freezing Drizzle

Atmospheric conditions involving freezing rain or freezing drizzle associated with
Supercooled Large Droplets (SLD) may present a condition that is beyond those for
which the aircraft was certified. Both freezing rain and freezing drizzle can exist down
to ground level and can cause ice to form quite rapidly on all surfaces even during short
exposures and on areas not normally subjected to ice accretion. The aircraft is not
designed to fly in freezing rain/drizzle (SLD) conditions.
If ice forms on areas not usually affected by icing or ice forms on the previously treated
upper surface of the wings, the aircraft must be considered to be flying in severe icing
conditions. In this case, the anti-ice system cannot reduce or control ice formation. The
aircraft must leave freezing rain/drizzle conditions as soon as possible since
continuous flight under such conditions is hazardous. The aircraft is not to be flown in
freezing rain or drizzle conditions.
2.19.29 Frozen Air Data Smart Probes (ADSP)

When a parked aircraft has been exposed to freezing conditions, moisture can freeze
inside the ADSPs and create an undesired airspeed indication on the ground, usually
during the first power-up of the day.
When an airspeed indication is present on the PFDs, the following messages from the
AFCS system may be displayed on EICAS:
AFCS FAULT.
AT FAIL.
AP FAIL.
FD FAIL.
YD FAIL.
APPR 2 NOT AVAIL.
Air Data Systems (ADS) messages can be displayed on the EICAS also.
Procedure
To melt the frozen moisture and clear the undesired airspeed indication, turn the ADSP
heaters ON by running either engine (G-FBEA and G-FBEB) or, on all other aircraft,
once AC power is available, press the ADSP heater button (adjacent to the water dump
button).
Wait for 10 minutes with the ADSP heaters ON. After that, make sure there is no
airspeed indication on both PFDs and that the AFCS messages were cleared.

Normal Procedures
In such scenario, the electrical PBIT may not run during airplane power-up. Therefore,
check the PBIT remaining time on the MFD Flight Controls synoptic page and consider
performing a power-down/power-up procedure if applicable.
If any message remains displayed on EICAS, call maintenance.
2.19.30 FLT CTRL NO DISPATCH EICAS Message in Cold

Weather
It was found that at low temperatures, the hydraulic PBIT test may detect a failure in a
fully functional rudder and/or elevator actuator resulting in a spurious
FLT CTRL NO DISPATCH EICAS message.
Prior to the issue of Epic Load 19.4, it was assumed that this fault would only occur if
the fluid temperature in a reservoir was below 0C. However, it has become apparent
that this problem can occur at any time when the outside air temperature is below +5C.
Re-set Procedure
If a crew experience an unexplained FLT CTRL NO DISPATCH Caution EICAS
message (associated with cold weather operations), the following procedure should be
carried out:
(1) Pressurise the No. 1, No. 2, and No. 3 hydraulic systems. The hydraulic P-BIT
will not run if the fluid temperature is below +10C.
(2) After the hydraulic PBIT stops to run, do 10 full cycles of the elevator.
Note: One cycle of the elevator is when you move the pilot or co-pilot control
column fully forward and it moves back to neutral position. Then, you
move it to the fully aft position and it moves back to the neutral position.
WARNING: Keep persons and equipment clear of the rudder. This surface
will move automatically and quickly during this test. injury to
persons or damage to equipment can occur.
(3) Do 10 full cycles of the rudder.

Note: One cycle of the rudder is when you move the pilot or co-pilot left rudder
pedal to the end of its travel and then it moves back to the neutral position.
Then, you move the pilot or co-pilot right rudder pedal to the end of its
travel and it moves back to the neutral position.
(4) On the HYDRAULIC control panel, set the SYS 1, SYS 2, and SYS 3 ELEC
PUMP switches to OFF.
(5) Wait until the hydraulic system 1, 2 and 3 pressure drops and wait until the
hydraulic PBIT stops running.

Normal Procedures
(6) Pressurise the No. 1, No. 2, and No. 3 hydraulic systems and wait until the
hydraulic PBIT stops running.
Note 1: The hydraulic PBIT stops to run after 2 minutes.
Note 2: Do not push the FCP push-buttons during this time.
Note 3: You must not move the flight controls. If you move the flight controls, the
hydraulic PBIT stops and does not pass correctly.
(7) If FLT CONTROL NO DISPATCH is displayed again, report to engineering for

further investigation.
When the OAT is 5C or less, crews can gain an early insight into this problem by
selecting the electrical hydraulic pumps 1, 2 and 3A to ON once the normal power up
is completed. Providing the fluid temperature is above +10C, this will allow the
hydraulic P-BIT to run and so identify, prior to engine start, if a problem is apparent.
2.19.31 Water Dump in Low Temperatures

When overnight, forecast temperatures are likely to fall below zero Flight Crews are to
drain the water system on the last anticipated flight of the day. This should only be
accomplished once it has been confirmed that the boilers in the galleys have been
turned off. It is therefore advised that Flight Crew brief the SCCM that this will need to
be performed and liaise with them during the descent (prior to FL150) before the Water
Dump pushbutton is then selected.
Once the aircraft is on stand the Water Dump pushbutton should be de-selected and
an entry made by the Commander in the Non-Airworthiness section of the Tech-log
this will be an indication to Engineering staff that the procedure has been completed
satisfactorily.

Normal Procedures
2.20 Contaminated Runway Operations

2.20.1 Taxi
Taxiing on low friction surfaces is covered in Section 2.19.
2.20.2 Runaway Surface Condition

Runway surface condition is reported in a variety of ways: DRY, DAMP, WET, and
CONTAMINATED. In addition, a runway may also be reported as being covered by
compacted snow or ice; in these two, unique cases, a braking action is usually
provided. The Embraer SCAP presents performance calculations for all of these
conditions. A dry runway is self explanatory, a wet runway is one that is covered in
standing water to a depth that is less than or equal to 3 mm; the surface appears
reflective. A runway is considered damp when the surface is not dry but the moisture
on it does not result in a reflective appearance (dry runway performance may be used).
DRY, DAMP and WET runways are NOT considered to be contaminated.
The Embraer SCAP contains the performance data for contaminated runways. Each
airfield page presents the landing and take-off data in the same format as for the
uncontaminated case. Engine failure is assumed in both the uncontaminated and the
contaminated take-off cases.
2.20.3 Definitions of Contamination

A runway is considered to be contaminated when more than 25% of the usable area is
covered by standing water, slush or snow with a depth exceeding 3 mm water
equivalent depth (WED). Compacted snow and ice are a unique form of runway
contamination that are discussed at Section 2.20.9.
Heavy rainfall and/or inadequate runway drainage cause standing water.
The Company limitation for contaminated operations is 12 mm WED. This results in

various limitations for each type of contaminant depending on its density:
Slush is water saturated with snow, which spatters when firmly stepped on. Slush forms
at temperatures around 5C and has a density of approximately 0.9 kg/litre, therefore,
12 mm WED equals 13 mm depth of slush.
Wet snow is snow that will, if compacted by hand, stick together and tend to form a
snowball. Wet snow has a density of approximately 0.5 kg/litre, therefore 12 mm WED
equals 24 mm depth of wet snow.
Dry snow is snow which can be blown if loose, or which will, if compacted by hand, fall
apart upon release. Dry snow has a density of 0.2 kg/litre, therefore 12 mm WED
equals 60 mm depth of dry snow.

Normal Procedures
2.20.4 Reported Braking Action

Although the CAA discourage ATC from reporting braking action for contaminated
runways, some airports will still offer this advice, particularly in Europe. In the case of
contaminated runway operations this information is unreliable and Flybe pilots should
ask only for the type, depth and percentage coverage of any contaminant and, armed
with this information they can consult the contaminated runway pages of the ToDc. A
braking action can be provided for runways covered with ice or compacted snow.
Operations when the reported braking action is poor (usually associated with runways
that are covered with wet ice patches or work in progress) should be avoided. If
necessary, use the WET ICE (SLIPPERY) performance data.
2.20.5 Maximum Crosswind

The maximum crosswinds for take-off and landing (including gusts) are:
18 knots on a runway contaminated with standing water, slush or snow.
2.20.6 Take-off
A layer of contaminant will increase wheel drag during the take-off roll, particularly at
higher speeds. Consequently the distance required to accelerate will be increased. The
maximum allowable water equivalent depth of contaminant allowed for take-off in the
AFM is 25.4 mm, however, this is further restricted by a Company limitation of 12 mm
water equivalent depth.
For a take-off on a low friction or contaminated runway:
The take-off flap setting must be the Optimum as shown on the GWC.
Flexible thrust must not be used. TO-1 rated power is required.
A rolling take-off should be used on low friction surfaces. If a power check is required
but the aircraft starts to creep forward, release the brakes and begin the take-off.
Maintain control column slightly forward of neutral on a low friction surface.
Delay gear retraction if performance is not limiting to remove any contaminant.
The ground spoiler function and all wheel brakes must be serviceable.
Anticipate a lag in nosewheel steering and the possibility of nosewheel skidding. Apply
corrections as necessary.
Use aerodynamic control as soon as it becomes available. Ailerons can increase

directional control in the range 60 to 100 knots. Avoid large rudder inputs.

Normal Procedures
2.20.7 Rejected Take-off

Maximum deceleration is achieved by applying maximum reverse thrust and maximum
braking.
Maintain directional control with the rudder pedals.
Anticipate the possibility of skidding.
If a skid develops, reduce reverse thrust and, if necessary, return the engines to
forward thrust to return to the centreline. Regain the centreline with the rudder pedals;
use differential braking if necessary.
Directional control problems on slippery runways may be encountered due to

excessive cycling of the anti-skid system. To correct the condition, reduce brake pedal
pressure.
The nosewheel steering tiller should only be used at low speeds.
2.20.8 Landing
Conduct a positive landing to ensure initial wheel spin up and initiate firm ground
contact on touchdown, achieving wheel spin up as quickly as possible. This reduces
the chance of hydroplaning and also reduces the strength of any ice bond that may
have formed on the brake or wheel units in flight.
Wet runways can cause aircraft hydroplaning. The factors that influence the
occurrence of this phenomenon are high speed, standing water and poor runway
macro-texture. When hydroplaning occurs, it causes a substantial loss of tyre friction
and wheel spin-up may not occur.
Icy runways can be very slippery at all speeds depending on temperature.
Stopping the aircraft with the least landing run must be emphasised when landing on
wet or slippery runways.
Anticipate the approach procedures and speeds: a well-planned and executed

approach, flare and touchdown will minimise the landing distance. The preferred
landing flap setting is FULL.
Immediately after touchdown, check that the ground spoilers deploy as the thrust levers
are reduced to IDLE.
Lower the nosewheel immediately to the runway; lift will decrease and the main gear
loading will increase.
Apply thrust reversers, up to FULL Reverse, judiciously to observe how the aircraft
responds before full reverse is used. The normal procedure is to move the thrust levers
to MIN REV when speed is reduced to 60 knots. In an emergency, reverse thrust may
be used to bring the aircraft to a full stop.

Normal Procedures
Do not use asymmetric reverse thrust on slippery and icy runways.
Apply brakes with moderate-to-firm pressure, smoothly and symmetrically, and let the
anti-skid do its job.
If no braking action is felt, hydroplaning is probably occurring. Do not apply the

emergency/parking brake, as it will cut anti-skid protection. Maintain runway centreline
and maintain pressure on the brake pedals.
If a skid develops, reduce reverse thrust and, if necessary, return the engines to
forward thrust to return to the centreline. Regain the centreline with the rudder pedals;
use differential braking if necessary.
Directional control problems on slippery runways may be encountered due to

excessive cycling of the anti-skid system. To correct the condition, reduce brake pedal
pressure.
At low speeds, the intensity and duration of reverse thrust should be minimised. Using
reverse thrust at low speeds on snow or ice covered runways may cause:
Foreign Object Damage (FOD) to the engines.

Low forward visibility.
The build-up of ice on the wing or tail. This could increase the turnaround time.
2.20.9 Compacted Snow and Ice Covered Runways

For all runways, compacted snow data has been supplied for both take-off and landing.
It is assumed that normal runway operations are in force in these conditions. Note that
data is only available for temperatures of +10C or lower. Compacted snow data
assumes a good braking action. If braking action is less than good then slippery runway
data must be used unless using the electronic performance program.
The use of sand and grit is often used to enhance the braking action on ice covered
runways, which may be such that operations become possible. Also, hoar-frost or
frozen dew which normally has a depth of less than 1 mm can often be reported as Ice
but with a better braking action than a true ice-covered runway.
The reported braking action will be the clue as to how these sorts of ice are to be
considered. If the braking action is being reported as good, then it can be considered
as contaminated with compacted snow, with slippery runway data used if the braking
action is less than good.
If computerised performance calculations are used, pilots have the ability to enter the
reported braking action in cases of compacted snow or dry ice contamination. This is
acceptable and offers greater flexibility when operating in such conditions. If wet
ice-slippery conditions are reported, pilots must use the appropriate performance
selection and there is no further option to enter a reported braking action, the computer
will default to Poor (Friction Coefficient of 0.16).

Normal Procedures
2.20.10 Slippery Runways

A slippery runway is one which is not contaminated with water, slush and loose snow
or ice but which has a reported decrease in braking action. The following table clarifies
whether a runway is considered as contaminated or slippery and which data is to be
used.
Definitions of Contaminated Runways

Braking
Contaminant Classification Performance Calculation
Action
Water, Slush, Wet Not Contaminated. Use ToDc or EFB -
Snow and Loose Dry Required. Contaminated with
Snow with WED of Water/Slush/Wet Snow/Loose
>3 mm to 12 mm. Dry Snow.
Compacted Snow and Good. Contaminated. Use ToDc or EFB
Ice. Contaminated with Compacted
Snow. On computers use
Compacted Snow or Dry Ice with
a Braking Action of Good.
Compacted Snow and Less than Slippery or For T/O use Wet Ice (Slippery)
Ice. Good. reported performance data unless using
Braking Action if electronic performance when the
using Electronic reported Braking Action can be
Performance used.For Landing use Wet Ice
calculations. (Slippery) data for braking action
medium or poor.
Wet Ice-Slippery. Not Slippery. Use Wet Ice-Slippery data.

Applicable
Nil. Less than Slippery or For T/O use Wet Ice (Slippery)
Good. reported performance data unless using
Braking Action if electronic performance when the
using Electronic reported Braking Action can be
Performance. used.
For Landing use Wet Ice
(Slippery) performance data for
braking action medium or poor.

Normal Procedures
2.20.11 General Guidance for Contaminated Runway

Operations
The following bullet points should help when operating in adverse conditions:
Dry, Damp and Wet runways are not considered to be contaminated.
Contaminated runways are those which have more than 25% of their surface, within
the required length and width, covered with water, slush, or snow to a Water
Equivalent Depth (WED) of greater than 3 mm, or, ice or, compacted snow.
The E-Jet ToDc contains performance tables for each type of contaminant according
to WED. The computer programs can calculate the performance for each type of
contaminant based on reported depth.
The tables for Compacted Snow and Wet Ice do not use WED (depth) as this is not
relevant in these cases. Similarly, the computerised programs do not allow a depth
input for Compacted Snow, Wet Ice-Slippery or Dry Ice.
If the reported contamination depth is less than a WED of 3 mm, the runway is to be
considered as WET.
The Company limitation for WED is 12 mm. This equals 13 mm of slush; 24 mm of
wet snow and 60 mm of loose dry snow.
Any reported braking action on contaminated runways (except for Compacted Snow
and Dry Ice covered runways) is unreliable information. Pilots should request the
type, depth and coverage of a contaminant and then use this information to consult
the ToDc or relevant performance calculation in the EFB.
Take-off speeds are only presented for a maximum take-off weight. If your actual
take-off weight is less than that presented, use the V1 figure but obtain VR and V2
from the appropriate QRH pages. This action is not required for the computerised
performance which will offer a full solution including all relevant speeds.
Runways that are contaminated with compacted snow or dry ice are a special case
and ATC will usually provide a braking action. If the reported braking action is less
than good, the Wet Ice (Slippery) performance tables should be consulted.
However, if the electronic performance calculation is used the pilots may select Dry
Ice or Compacted Snow and enter the reported braking action.
If an ice covered runway is reported to have a good braking action, pilots may use
the compacted snow tables to calculate take-off and landing performance. For the
computerised programs, pilots may use the Dry Ice option and select Good Braking
Action.
Braking actions may be reported for runways that are not contaminated for example,
resurfacing work.

Normal Procedures
Any reported braking action of less than GOOD (40 on the METAR Report) is to be
considered as SLIPPERY and the WET ICE (SLIPPERY) performance chart should
be used. If computerised performance is available, pilots may use the reported
Friction Coefficient or Braking Action and do not have to defer to the most restrictive
option of Wet Ice-Slippery.
Operations on any runway that has a reported braking action as POOR should be
avoided.
The best way to take-off on a contaminated runway is to wait until it has been
cleared. If this is not feasible, proceed with caution and if there is any doubt, there
should be no doubt, do not operate.

Normal Procedures
2.21 RVSM
2.21.1 General
RVSM operation provides continuous 1,000 ft vertical separation between FL 290 and
FL 410. For flight in RVSM airspace, the aircraft must be equipped with height keeping
equipment complying with the Minimum Aircraft Systems Performance Specification
(altimetry) (MAPS). Flybe has been awarded RVSM approvals for Embraer E-Jet
aircraft.

A close inspection of the air data smart probes is required to comply with the RVSM
requirements. Particular attention must be paid to:
The condition of the pressure ports.
The marked area of the fuselage skin near each smart probe. The area must be
smooth; wrinkled or damaged skin may adversely affect the accuracy of the altitude
indication system.
2.21.3 Minimum Equipment Required

Check the MEL to confirm that any deferred defects will not prevent the aircraft
operating in RVSM airspace. While en route, consult the QRH to determine whether
any equipment failures affect RVSM compliance.
The following instruments and equipment must be in proper operating condition:
Both primary altitude indications on the PFDs.
Two RVSM compliant air data systems.
One autopilot with altitude hold mode operative.
One crew warning system.
One altitude alerter.
One transponder.
ADS 1, ADS 2 and ADS 3 are compliant with RVSM. ADS 3 is not RVSM compliant if
sideslip compensation is lost. The IESS must not be used as the source of altitude for
RVSM height keeping.
The following EICAS messages reflect the loss of the respective ADS system:
ADS 1 FAIL, ADS 2 FAIL, ADS 3 FAIL.
ADS 1 HTR FAIL, ADS 2 HTR FAIL, ADS 3 HTR FAIL.
ADS SLIPCOMP FAIL.
Should any of the required equipment fail before the aircraft enters RVSM airspace, a
new clearance must be requested to avoid entering the RVSM airspace.

Normal Procedures
2.21.4 Altimeter Check Before Take-off

The maximum allowable difference between the altimeters before take-off for RVSM
operations is 50 ft. With the QNH set, the altimeter readings should be within 75 ft of
the airfield elevation.
2.21.5 RVSM Flight Procedures

When operating under RVSM, it is emphasised that setting of the subscale on both
RVSM altimeters to 1013.(2) mb/29.92 in hg (STD) must be accomplished promptly
when passing transition altitude, and rechecked for correct setting when reaching the
initial cleared flight level. A gross error check between the two PFD altimeters and the
standby altimeter should be made in the climb prior to entering RVSM airspace; this
check does not have to be recorded. Ensure that the altitude alerting system is
operative 1,000 ft prior to the cleared flight level.
On levelling in RVSM airspace, an initial crosscheck of primary and standby altimeters

should be recorded on the OFP. Speed should be stable for this check.
In level cruise, the aircraft must be flown at the cleared flight level by reference to one
of the two PFD altimeters. Particular care should be taken to ensure that ATC
clearances are fully understood and followed. The aircraft must not intentionally depart
from the cleared flight level without a positive clearance from ATC unless an
emergency situation demands departure from the cleared level.
During cruise, the AP should be operative and engaged in ALT hold mode except when
exceptional circumstances such as turbulence require disengagement. Following loss
of the automatic height keeping function, any consequential restrictions will need to be
observed.
When approaching a cleared flight level in RVSM airspace:
Aim to keep the vertical speed within 500 to 1,000 ft/min.

Do not exceed 1,500 ft/min.
Ensure that the aircraft neither undershoots nor overshoots the cleared level by
more than 150 ft, manually overriding if necessary.
PFs PFD altimeter should be the altitude source for both the autopilot and the
transponder. When the altitude difference between the PFD 1 and PFD 2 displays
exceeds 100 ft, select ADS 3 on the PFD that does not agree with the IESS.
If notified by ATC of a deviation from the assigned altitude that exceeds 300 ft, action
should be taken to return to the cleared flight level as quickly as possible. If this cannot
be achieved, a revised clearance must be negotiated with ATC. This deviation must be
reported under the MOR reporting scheme.

Normal Procedures
2.21.6 Altimeter checks in RVSM Airspace

At intervals of approximately one hour, both PFD altimeters and the IESS altimeter
must be checked. The maximum allowed differences are given in table 21.1. This check
must be recorded on the PLOG.
If the difference between two altimeters seems significant, make the comparison in
steady flight.
Table 21.1 Maximum Allowable Altimeter Differences

Aircraft Altitude (feet) Altimeter Difference (feet)
-2,000 up to 10,000 50
10,000 up to 20,000 120
20,000 up to 41,000 180
If a limit in the table is exceeded, the altimetry system is defective and an entry must
be made in the Technical Log. ATC must be notified if a deviation exceeds 200 ft.
2.21.7 RVSM Failures and Contingency Procedures

Contingencies Applicable to all RVSM Airspace
ATC should be notified of weather conditions or equipment failures which affect the
ability to maintain the current clearance. Examples of this would be: severe turbulence,
loss of thrust, loss of pressurisation, need to divert, uncertain of position, etc. A plan of
action appropriate to the airspace concerned should be coordinated with ATC. If ATC
cannot be contacted immediately to negotiate a revised clearance before departing
from the old then pilots should:
Set Squawk 7600.

Set Radio Box 2 to 121.5 and monitor this frequency as well as the ATC frequency.
Switch ON the landing lights.
Monitor the TCAS display closely.
Transmit a blind PAN call on both 121.5 and the current ATC frequency that you are
unable to maintain your current clearance.
Try to get other aircraft to relay for you.
Maintain a good visual look out at all times.

Normal Procedures
Equipment failures which should be notified to ATC are:

Failure of any automatic altitude control system.
Loss of a primary altimeter system.
Loss of thrust on an engine necessitating descent.
Any other equipment failure affecting the ability to maintain the cleared flight level.
ATC should be notified when encountering greater than moderate turbulence.
Contingencies Applicable to UK and EUR, RVSM Airspace

In this airspace it is expected that all aeroplanes will be in continuous radio contact with
ATC either on the assigned frequency or the emergency frequency (121.5 Mhz). They
will therefore be able to advise ATC of any abnormal circumstances where RVSM
performance requirements cannot be met, including encounters with turbulence
greater than Moderate. ATC will then respond and issue an appropriate revised
clearance before the pilot initiates a deviation from the original clearance. It is
recognised, however, that there may be circumstances (such as emergency descent
following rapid depressurisation) where deviations have to occur with little or no prior
notice to ATC (Flybe pilots are to follow the Emergency Descent drills listed in
Section 3). In such cases, pilots will have to obtain a revised clearance as soon as
possible after the deviation.
2.21.8 Post Flight

Any malfunctions of the height keeping systems should be reported to maintenance
including the actual defect and subsequent crew actions to isolate the fault.
The following information should be recorded where appropriate:
Primary altimeter and standby altimeter readings.
Altitude selector setting.
Sub scale setting on the altimeters and the units (mb or in hg).
Flight director used with the autopilot to control the aircraft and differences when the
other flight director was coupled.
The results of any ADS reversion made.
The transponder selected to provide altitude information to ATC, and any difference
noted when an alternative transponder was selected.
If the observed or reported altitude error is greater or equal to the following criteria,
an ASR must be submitted under the MOR program:
(a) A total vertical error (TVE) of 90 m (300 ft),
(b) An altimetry system error (ASE) of 75 m (245 ft); and
(c) An assigned altitude deviation (AAD) of 90 m (300 ft).
The ASR should include as much of the above information as possible.

Normal Procedures
2.21.9 Operations Manual Part A

RVSM approval, general procedures and R/T phraseology are given in Part A of the
Operations Manual. Details of the training requirements are given in Part D of the
Operations Manual.

Normal Procedures
2.22 FMS
2.22.1 Approvals
2.22.1.1 Operational Approvals
The Honeywell Primus Epic FMS has been demonstrated to be capable of and has
been shown to meet the requirements for the following:
Required Navigation Performance (RNP) operations.

Navigation using GPS.
Navigation using IRS.
Remote/oceanic operations.
Operations in the North Atlantic Minimum Navigation Performance (NAT-MNPS)
airspace.
Operations in RNP 10 airspace.
En route and terminal operation.
Barometric vertical navigation.
Operations in European Basic RNAV (B-RNAV) airspace.
Operations in European Precision RNAV (P-RNAV) airspace.
Approach operation.
2.22.1.2 Required Navigation Performance

The FMS has been demonstrated compliant with the requirements of RTCA DO-283,
Minimum Operational Performance Specification for Required Navigation
Performance. The FMS has been demonstrated to provide a minimum RNP level of
RNP 0.3 when operated in accordance with the limitations in this Chapter. The aircraft
capability does not constitute RNP operational approval.
2.22.1.3 Navigation Using GPS

The FMS has been demonstrated compliant with the requirements of FAA AC 90-94,
regarding the use of GPS for IFR navigation in en route, terminal and non-precision
approach operations.
2.22.1.4 Navigation Using IRS

The FMS has been demonstrated compliant with the requirements of AC 25-4,
AC 121-13 and FAR 121, Appendix G, regarding the use of IRS as a long-range
navigation system. Pilot qualification is also required under AC 121-13. The required
navigation accuracy has been demonstrated for flights of up to 18 hours.

Normal Procedures
2.22.1.5 Remote/Oceanic Operation

The FMS has been demonstrated to be compliant with the requirements of
AC 20-130A, regarding multi-sensor system operation in remote/oceanic flight; the
FMS must be operated as a dual system, with dual installed FMS, GPS and IRS
operational prior to the start of flight.
The FMS has been demonstrated to be compliant with the requirements of AC 121-13
and FAR 121, Appendix G, regarding use of IRS as a primary means of navigation in
remote/oceanic flight, with dual installed FMS, GPS and IRS operational prior to the
start of flight.
The FMS has been demonstrated to be compliant with the requirements of FAA Notice
8110.60, regarding use of GPS as a primary means of navigation in remote/oceanic
flight, with dual installed FMS and GPS operational prior to the start of flight.
Compliance with Notice 8110.60 also requires the Operator to use Honeywell Sure
Flight Off Line RAIM and FDE prediction program prior to flight.
2.22.1.6 NATS-MNPS Airspace

The FMS has been demonstrated to be compliant with the requirements of AC 20-33,
when operated as a dual system, with dual installed FMS, GPS and IRS operational
prior to the start of flight.
2.22.1.7 RNP-10 Airspace

The FMS has been demonstrated to be compliant with the requirements of FAA
Order 8400.12A, when operated as a dual system, with dual installed FMS, GPS and
IRS operational prior to the start of flight.
2.22.1.8 En route and Terminal Operation

The FMS has been demonstrated to be compliant with the requirements of AC 20-130A
and AC 25-15, regarding multi-sensor system IFR operation in en route/terminal flight,
with at least a single PFD, MFD, FMS, VOR, DME and IRS in NAV mode operational
prior to the start of flight.
2.22.1.9 Barometric Vertical Navigation

The FMS has been demonstrated to be compliant with the requirements of AC 20-129,
regarding the barometric vertical navigation in en route, terminal and non-precision
approach operations, when used in accordance with the limitations and operational
procedures contained in this Chapter.
For aircraft Post Load 19.3 or equivalent factory modifications incorporated with VGP
enabled, the FMS has been demonstrated to be compliant with the requirements of
AC90-97 regarding the use of barometric vertical navigation for instrument approach
operations using decision altitude, when used in accordance with the limitations and
operational procedures contained in this Chapter.

Normal Procedures
2.22.1.10 European B-RNAV Airspace

The FMS has been demonstrated to be compliant with the requirements of TGL-2,
regarding operations in B-RNAV airspace with at least a single FMS.
2.22.1.11 European P-RNAV Airspace

The FMS has been demonstrated to be compliant with the requirements of TGL-10,
regarding operations in P-RNAV airspace with at least a single FMS and flight director.
2.22.1.12 Approach Operation

The FMS has been demonstrated to be compliant with the requirements of AC 20-130A
and AC 25-15, regarding multi-sensor system instrument non-precision approach
operation. The FMS has been demonstrated to be compliant with AC 90-94, regarding
the use of GPS for non-precision approaches. The FMS must be operated as at least
a single system, with a minimum of one PFD, MFD and FMS operational prior to
commencing the approach. The signal source(s) used to define the approach and the
on-board equipment must be verified prior to commencing the approach. An
explanation of the verification is given in the approach limitations of this Chapter.
The FMS supports the following non-precision approach types:
GPS only (type III FAA overlay definition).

RNAV (including type II or type III FAA overlay definition).
VOR.
VOR-DME.
NDB.
NDB-DME.
The VOR and NDB based approaches include FAA type II GPS overlays. AC 90-94
deals with the use of GPS in the US National Airspace System (NAS). The general
approval to use GPS to fly overlay instrument approaches, as described in the AC, is
initially limited to the US NAS. The use of GPS for non-precision approaches outside
the US NAS is covered in the approach limitations of this Chapter.
Flybe is currently approved to operate in:
RNP 10 airspace (if HF radio fitted).

European B-RNAV airspace.
En route and terminal airspace.
European P-RNAV airspace.
Approvals are also granted for use of Barometric Vertical Navigation (VGP) to a
decision altitude (post-load 21.4), FMS non-precision approaches (overlay
approaches) and GNSS Only approaches. Note that for all overlay approaches the
pilots must use as their primary aid, the raw data information (ADF, VOR or LOC).

Normal Procedures
2.22.2 FMS Limitations

2.22.2.1 FMS Speed Mode
The use of the FMS speed mode is prohibited if one engine is inoperative. In addition,
FMS speed mode may not be used after the FAF on an approach or during a
go-around.
2.22.2.2 FMS Speed Targets

The FMS does not correct the speed targets, including the approach and go-around
speeds, for icing conditions or non-normal conditions. It is the pilots responsibility to
ensure that the correct speeds are set in icing conditions and non-normal conditions.
2.22.2.3 Planned Speeds

Entry of a planned speed into the FMS which is below the minimum manoeuvre speed
is prohibited.
2.22.2.4 Use of GPS

Use of GPS is limited to areas where GPS is approved by the appropriate governing
authority.
2.22.2.5 GPS RAIM

If GPS RAIM is annunciated as not available during any phase of flight, the pilot must
monitor FMS guidance data and crosscheck it against raw data from an alternate
source (VOR, DME or IRS).
2.22.2.6 Procedure Comparison

The pilot must compare any procedures retrieved from the FMS database with those
published on the procedure charts. If there is any difference, the coded procedure must
not be used.
2.22.2.7 GPS (GNSS) Only Approaches

When a GPS (GNSS) only approach is planned prior to dispatch, the crew must verify
that the predictive RAIM at the destination ETA is within the approach criteria. The
Predictive RAIM page can be accessed by selecting the PRED RAIM prompt from any
GPS Status page.
2.22.2.8 Geographic Areas of Operation

Operation above 72 30.0' north latitude and below 59 30.0' south latitude is prohibited
unless at least one IRS is verified operational as a sensor to the FMS.
2.22.2.9 FMS Performance Management

FMS performance management calculations have not been certified by the EASA/JAA.
FMS performance management information is advisory information only, and may not
be used as a basis for fuel load planning or aircraft range predictions.

Normal Procedures
2.22.2.10 RNP Operations

RNP-RNAV airworthiness approval has not accounted for database accuracy or
compatibility as defined by AC 20-153.
RNP AR operations require the use of Supplement 12.
RNP-0.3 operations require the use of the flight director.
RNP-1 operations, including P-RNAV, require the use of the flight director.
Selection of FMS Position Update is prohibited during RNP operations, including
RNP-10 operations.
2.22.2.11 IFR Navigation
For IFR navigation:
Use of the FMS is limited to procedures that are referenced to the WGS-84 datum
or the NAD-63 datum, unless other appropriate procedures are used.
The pilots must verify that the navigation database cycle is valid.
The FMS use is limited to the geographic regions contained within the installed
navigation database.
A minimum of one VOR, DME and IRS must be verified to be installed and
operational.
Any appropriate ground facilities (VOR, DME) that are utilised by the procedures to
be flown must be verified as operational using an approved method.
2.22.2.12 Approach Limitations

The following approaches using the FMS as the navigation source for guidance are
prohibited:
ILS.
LOC.
LOC-BC.
LDA.
SDF.
GS.
MLS.
Visual.
Radar.

Normal Procedures
When using FMS guidance to conduct an instrument approach procedure that does not
include GPS in the title of the published procedure, the flight crew must verify that the
procedure specified navigation aid(s) and associated avionics are operational (VOR,
DME, ADF).
The pilot must rely on the altimeter as the primary vertical reference during the final
approach segment, including step down fixes. VNAV path guidance is supplementary
guidance information.
Use of VNAV for a constant glidepath approach procedure to a decision altitude is

prohibited on aircraft that are pre-Load 21.4.
Use of VNAV guidance below the published approach minimums without the
appropriate visibility indications is prohibited.
When using VGP, use of Temperature Compensation is prohibited on aircraft that are
pre-Load 21.4.
2.22.2.13 FMS Standard

For airplanes equipped with Load version previous than Load 25, RNP operations are
prohibited after 31st December 2015 due to magnetic variation tables expiration date.
For airplanes equipped with Load version 25 and on, RNP operations are prohibited
after 31st December 2020.
The Pilots Operating Manual, P/N A28-1146-179, or other approved manual, must be
available to the flight crew. The pilots manual must match the FMS software version
installed in the aircraft.
Honeywell Primus Epic FMS Database version E195-L1 or later must be installed.
2.22.2.14 Additional Limitations with Primus Epic Load 4.0 or Later

For take-off and go-around, LNAV and VNAV must not be armed below 400 ft agl.
For take-off and go-around with one engine inoperative:
LNAV and VNAV must not be armed below the one engine inoperative acceleration
height.
LNAV must not be armed until there are no more turn considerations. Normally,
HDG and BANK must be used initially.
The use of VNAV guidance is prohibited when the FD vertical mode is standby.
The use of FMS speed guidance is prohibited when the FD vertical mode is standby.
The use of VNAV guidance is prohibited when the FD mode is other than VNAV unless
the pilot adjusts the ALT SEL to each altitude constraint in the flight plan.

Normal Procedures
Selection of the FMS disable function on the Radio Tune NAV page of the MCDU is
prohibited on aircraft that are pre-Load 19.3.
Use of the step climb function is prohibited.
Selection of course interception to a conditional waypoint is prohibited.
The pilot must ensure that displayed guidance data from non-usable stations is not
used for navigation purposes by the flight crew. The NOTAM function in the FMS does
not always inhibit tuning of a NOTAM selected station by the FMS when in AUTO tune
mode. Note that the FMS will not use NOTAM selected station data for FMS position
determination.
2.22.3 FMS Normal Procedures

2.22.3.1 Prior to Flight
The FMS procedure required prior to flight are given in Table 22.3.1.
Table 22.3.1 FMS Procedure Prior to Flight

Navigation Database ...................................................Confirm validity
FMS position .......................................................Initialise (both pilots)
FMS radio tune..............................................................................AUTO
Flight plan ............................................................. Input/verify/activate
Departure data (SID, if used) ............................... Compare with chart
Performance INIT........................................................ Set/confirm INIT
After an RTO, the performance INIT must be reconfirmed.
Take-off pages ................................................................... Set/Confirm
Thrust rating selection..................................................................... Set
Speed Selector Knob ..................................................................... FMS
PFD NAV source ..................................................................Select FMS
2.22.3.2 After Take-off

The FMS after take-off procedure is in Table 22.3.2.
Table 22.3.2 FMS After Take-off Procedure

LNAV.................................................................... At 400 ft AAL; Select
VNAV................................................... At acceleration altitude; Select

Normal Procedures
2.22.3.3 Approach
The FMS approach procedure is in Table 22.3.3.
Table 22.3.3 FMS Approach Procedure

It is assumed that LNAV and VNAV are the active vertical and lateral modes
and that the speed selector knob is set to FMS.
Landing speeds .................................................................................Set
Approach speeds ......................................................................... Verify
Go-around speeds ....................................................................... Verify
At the FAF:
Speed Selector Knob .................................................................Manual
On Setting QNH:
PFD Altimeters .......................................................Check within 100 ft
Note: When VGP is engaged, the FMS descent path will not be restricted by the
altitude pre-selector.
2.22.3.4 Missed Approach

After the go-around is complete, and above 400 ft:
Select FMS.
Select LNAV.
2.22.3.5 Holding Pattern

If a holding pattern is defined, the pilot must perform the procedure in Table 22.3.4 prior
to sequencing the hold fix.
Table 22.3.4 FMS Holding Pattern Procedure

Speed .................................................................................. As required
Hold entry type ............................................................................. Verify
Hold inbound course ................................................................... Verify
Hold turn direction ....................................................................... Verify
Hold leg time/distance ................................................................. Verify
Hold pattern ..................................................... Insert and cross check
Hold pattern .............................................................................. Activate

Normal Procedures
If the hold is defined as a hold to an altitude, as part of a procedure from the navigation
database, the pilot must select the EXIT prompt on the FPL page when the hold altitude
termination point is reached.
If hold patterns are flown at speeds higher than 210 knots, the crew should monitor
position throughout the manoeuvre to ensure that the aircraft remains in the protected
airspace.
2.22.3.6 Complementary Information for Aircraft with Primus Epic

Load 4.0 and Later
In the cruise:
With FMS cruise schedules in MXR SPD or MAX SPD, the TRS does not
automatically transition to CRZ.
The speed error vector on the ADI should be ignored if the FMS speed command is
in Mach.
During approaches with VNAV armed, the ALT SEL must be set to altitudes lower than
the current aircraft altitude (only on aircraft that are pre Load 19.3).
If a landing is necessary immediately after take-off, the pilot must clear the take-off
v-speeds from the TAKE-OFF VSPEEDS page of the MCDU in order to clear the
take-off v-speeds from the airspeed tape on the PFD.
The system does not support the display of landing v-speeds for touch-and-go
operations.
2.22.3.7 European P-RNAV Procedures

The material contained herein is a guidance material based on TGL-10.
The PRNAV operations must satisfy a required track keeping accuracy of 1 NM for at
least 95% of the flight time, and the automatic selection, verification and, where
appropriate, de-selection of navigation aids (AUTO TUNE function).
P-RNAV operations determine airplane position on the horizontal plane using inputs
from the following types of positioning sensors:
Distance Measurement Equipment (DME) giving measurements from two or more
ground station (DME/DME).
VHF Omni-directional Range (VOR) with a co-located DME (VOR/DME), where it is
identified as meeting the requirements of the procedures.
Global Navigation Satellite System (GNSS) GPS or GALILEO.
Inertial Reference System (IRS), with automatic updating from suitable radio based
navigation equipment.

Normal Procedures
P-RNAV is used for departures, arrivals and approaches down to (FAWP Final
Approach Waypoint). The final APPR segment down to the RWY threshold and the
associated missed approach are not covered by P-RNAV procedures.
The FMS VNAV and the FMS SPEED are not required for PRNAV.
2.22.3.7.1 Minimum Equipment List

The following items, listed in the MEL, are pertinent to P-RNAV operations:
1 FMS.
FMS 1 (2) FAIL displayed on the EICAS.
1 Flight Director.
FD FAULT displayed on the EICAS.
1 DME Sensor.
1 VOR sensor.
1 GPS System.
1 MCDU.
1 Source (SRC) Selector Button.
Note: For procedures specified in the Aeronautical Information Publication (AIP) as

requiring dual P-RNAV, both FMS must be operative at dispatch. If an FMS in-
flight failure occurs, the procedure must be discontinued.
The terrain awareness part of the EGPWS must be serviceable when conducting any
VGP or APV approaches.
The sensors status can be checked in FMS MAINTENANCE PAGE 2/3.

Normal Procedures
2.22.3.7.2 General Limitations

Some of these limitations have already been discussed in the FMS limitations section:
If GPS RAIM is annunciated as not available during any phase of flight, the pilot
must monitor FMS guidance data and crosscheck with raw data from an alternate
source (i.e. VOR, DME, or IRS).
Although the magnetic heading and track angle provided by the IRS are available
up to 73 latitude north and 60 latitude south, the FMS uses the IRS as sensor in
the range 72 30.0' latitude north and 59 30.0' latitude south. The P-RNAV
operation is prohibited outside of the IRS FMS usable range.
The RNP-RNAV airworthiness approval has not accounted for database accuracy
or compatibility as defined per AC 20-153.
P-RNAV requires the use of the Flight Director.
Prior to flight using FMS for IFR navigation any appropriate ground facilities that are
utilised by the procedures to be flown must be verified as operational using an
approved method.
The approved FMS Pilot's Operating Manual or other approved manual must be
available to the flight crew. The Pilot's Manual must match the FMS software version
installed in the airplane.
The creation of new waypoints by manual entry into the RNAV system by the
flight crew is not permitted as it would invalidate the affected P-RNAV
procedure. Route modifications in the terminal area may take the form of radar
headings or direct to clearances and the flight crew must be capable of reacting in
a timely fashion. This may include the insertion in the flight plan of waypoints loaded
from the database.
When a GPS only approach is planned (GPS only in title or GPS required by
operational rules), prior to dispatch, the crew is required to verify that the predictive
RAIM at the destination ETA is within the approach criteria. This information (RAIM
AVAILABLE), is displayed on the PREDICTIVE RAIM page on the MCDU.
The FMS Disable selection on MCDU Radio Tune NAV page is prohibited.
The pilot must ensure that displayed guidance data from non-usable stations is not
used for navigation purposes by the flight crew. The NOTAM function in the FMS
does not always inhibit tuning of a NOTAM selected station by the FMS when in
AUTO tune mode. Note that the FMS will not use NOTAM selected station data for
FMS position determination.
During P-RNAV operations, the FMS set-up is similar to normal operations, however,
greater emphasis is placed on various aspects of the set-up.

Normal Procedures
2.22.3.7.3 Prior to Flight

Verify NOTAM for the availability of the intended P-RNAV procedure. Verify also if any
navigation aid identified in the AIP as critical for the intended P-RNAV procedure is
unavailable. Carry out the normal FMS preparation with particular emphasis on the
following:
The FMS Preparation is shown in Table 22.3.5.
Table 22.3.5 FMS Preparation for P-RNAV Procedures

FMS Identification .......................................VERIFY NAV DATA BASE
FMS Position ............................................ INITIALISE (BOTH PILOTS)
Flight Plan ............................................................................. ACTIVATE
At system initialisation, the flight crew must confirm that the
navigation database is current and verify that the airplane position
has been entered correctly.
The active flight plan should be checked by comparing the charts,
SID or other applicable documents, with the MFD MAP display and
the MCDU. This includes confirmation of the waypoint sequence,
reasonableness of track angles and distances, any altitude or speed
constraints, and, where possible, which waypoints are fly-by and
which are fly-over.
If required by a procedure, a check will need to be made to confirm
that updating will use a specific navigation aid(s), or to confirm
exclusion of a specific navigation aid. A procedure shall not be used
if doubt exists as to the validity of the procedure in the navigation
database.
FMS AUTOTUNE........................................................ VERIFY ENABLE
Select Radio page and press the LSK 4L twice to reach the NAV 1 page and
select or verify that the FMS AUTOTUNE is ENABLE.
FMS Tune ...................................................................................... AUTO
FMS Autotuning is selected by using the DEL key for each NAV radio
frequency on the MCDU PROGRESS page.
PFD NAV Source on PF Side.......................................... SELECT FMS
Contingency Procedure........................................................... REVIEW

Normal Procedures
2.22.3.7.4 After Take-off

LNAV/VNAV ................................................................................................... SELECT
The LNAV mode can command bank angles up to 30, which is above the maximum
allowable bank angle for OEI conditions below the level OFF. Do not engage the LNAV
mode until the airplane is above the level off if the departure procedure may cause the
airplane to bank over the 15 limit. VNAV may be engaged as part of the Climb
Sequence once past the acceleration altitude.
2.22.3.7.5 Arrival
Verify NOTAM for the availability of the intended P-RNAV procedure. Verify also if any
navaid identified in the AIP as critical for the intended P-RNAV procedure is
unavailable.
Arrival ......................................................................................LOAD and ACTIVATE

The loaded procedure must be checked by comparing the charts or other applicable
documents with the MFD MAP display and the MCDU. This includes confirmation of the
waypoint sequence, reasonableness of track angles and distances, any altitude or
speed constraints, and, where possible, which waypoints are fly-by and which are
fly-over. If required by a procedure, a check will need to be made to confirm that
updating will use a specific navigation aid(s), or to confirm exclusion of a specific
navigation aid. A procedure shall not be used if doubt exists as to the validity of the
procedure in the navigation database.
PFD NAV Source.................................................................................. SELECT FMS

Contingency Procedure ............................................................................... REVIEW
Note: During the procedure and where feasible, flight progress should be monitored
for navigational reasonableness, by cross-checks, with conventional navigation
aids using the primary displays in conjunction with the MCDU.
P-RNAV and FMS Failure and Contingency Procedures are discussed in

Section 2.22.4.

Normal Procedures
2.22.3.8 GNSS Approach Procedure

GNSS approaches (with or without APV BARO NAV) may be conducted at any airfield
where appropriate procedures are published. Prior to dispatch for GNSS approach
operations, the MEL should be consulted to assure the following items are available:
1 Flight Director
1 FMS source selector button.
1 VOR/ILS system.
1 DME sensor.
1 GPS system.
1 FMS (FMS 1 (2) FAIL displayed on EICAS).
The terrain awareness part of the EGPWS must be serviceable for GNSS approaches.
2.22.3.8.1 Initial Preparation

During the landing briefing, both pilots must confirm that they have completed
appropriate training and are authorised to carry out GNSS approach procedures.
Crews are to study the approach plates carefully. They must confirm that the approach
is annotated accordingly, i.e. RNAV (GNSS) Rwy 08 and that the ambient (forecast)
temperature is within the procedure limits. If the ground temperature is below the
allowed limit, temperature compensation will need to be used. This is entered by
inputting the surface temperature on Landing Page 1 in the PERF menu on the MCDU.
CAUTION
Crews must recognise that temperature compensation by the system is applicable to the VNAV
guidance only and is not a substitute for the flight crew compensating for the cold temperature
effects on minimum altitudes or the decision altitude.
Approach minima depend on whether VNAV guidance is used or not.
Crews should consider using temperature compensation for any VGP referenced
approach regardless of the ambient temperature. By so doing, the aircraft will maintain
an accurate 3 degree glide slope to DA. Therefore, when the crew become visual, they
will be aligned correctly with the PAPIs.
For airfields with an elevation greater than 6000 ft msl, Temperature Compensation
must be used.
Once the arrival is programmed into the FMS, a reasonableness check must be made
by confirming headings and distances between approach waypoints. This can be
achieved by checking the FPL page on the MCDU or by examining the approach in
PLAN mode on the MFD.

Normal Procedures
When QNH has been set during the approach, the crew are to compare altimeters to
ensure that the maximum difference is less than 100 ft.
When BARO VNAV guidance (VGP) is not available the GNSS approach profile is
essentially the same as the normal, non-precision approach. This profile is presented
at Figure 22.3.1 and also in tabular form at Table 22.3.6.
If the published approach also includes VNAV, pilots may use the VGP mode to
complete the approach. This is engaged by pressing APP once established on the
inbound track.
The descent is continued to the published DA/DH.
2.22.3.8.2 The Approach

Descend outbound with flap 2 at 160 knots. The altimeters should be compared at this
point to ensure that their maximum difference is 100 ft (provided QNH has been set).
PM should cross check against conventional navigation aids if available and also check
altitude against range using the chart provided on the approach plate.
When tracking inbound and ready for the final descent, set the go-around altitude on
the altitude selector. This serves to de-select ALT SEL so that FPA mode can be
engaged at the Final Approach Fix (FAF) if VGP is not available.
If on radar vectors, note that it is permissible to accept routing direct to any point
between the Initial Fix and the Final Approach Fix (but not beyond the Final Approach
Fix). In all cases, the final intercept angle should be less than 30 degrees.
When inbound and approaching the Initial Fix (IF):
Select APP to arm VGP if available.

Select flap 3.
At the FAF/FAP, start a descent at the appropriate descent angle assisted by use of
the VGP or FPA facility. Both pilots should start their stopwatch.
Select landing flap.

Perform the landing checklist.
Descent is continued to the published minima. If the required visual references have
not been established by the appropriate minima, the missed approach procedure
must be executed.

Normal Procedures
The AP must be used for the approach and the missed approach, if available. If the AP
is used and a decision to land is made, it must be disconnected by DA.
If a go-around is required it is initiated in the usual fashion by pressing the TOGA

button, selecting appropriate flap and climbing away. By using TOGA, the lateral
navigation mode reverts to TRACK which is referenced to the IRS. Clearly, this will
result in a degradation of navigation performance that might be greater than the
required RNP of 1.0. LNAV should be engaged at 400 ft to guarantee RNP (unless the
go-around was the result of a single-engine failure; in which case the crew must declare
to ATC that they are no longer capable of RNAV). Currently, RNAV missed approach
procedures at airfields usually follow the same profile as conventional missed
approaches.
The GNSS Approach profile is presented at Figure 22.3.1:
Figure 22.3.1 GNSS Approach Profile

Flap 1 Speed 180
Set Go-around Altitude
Flap 2 Speed 160
Press APP or FPA
When cleared to an altitude:
Flap 3, Gear Set QNH
Down, Speed 150 Descend using
Compare Altimeters
VGP or FPA
Complete Approach
Landing flap,
Initial Checks
Speed VAPP
Fix
Final Approach
Fix
PM Monitors raw data
and cross checks
Complete Altitude with Distance
landing checks
Missed Approach
When cleared for procedure: Point
Check plates for correct annotation and OR

temperature limits
Decision Altitude
Use temperature compensation if required
Gross error check the approach
Determine correct minima

Normal Procedures
Table 22.3.6 GNSS Approach Procedure

Event PF PM
Inbound Altimeter check Confirms both altimeters within
100 ft
Altimeter check complete
Inbound VNAV or FPA Approach Confirms type of approach
Inbound and ready for the De-select ALT SEL Selects different ALT (+200 ft)
final descent (If required No VNAV)
When applicable
Set GA altitude Selects the GA altitude
Checks the GA altitude
Approaching the Selects/requests FPA, or APP Selects FPA or APP as
initial fix (IF) to arm VGP requested
At the IF Gear down, flap 3, speed Selects gear down
150 Selects flap 3
Confirms 150 knots
At the FAF/FAP Final fix Starts timing
Starts timing and selects FPA Altitude ... checked and
as required (if necessary) timing
Start of final descent Flap ..., speed VAPP, landing Selects flap
checklist Sets speed VAPP
Completes landing checklist
On final descent Calls out step altitudes from the
approach plate
500 ft Rad Alt 500 rad alt Stable or Go-around
Checked
DA Decide
Visual or Go-around
If the call is visual, lands
executes a missed approach
before minima
Visual contact by PM Visual, lights/runway left/
before minima right ...
2.22.3.8.3 MCDU Set-up

During the approach procedure, it is recommended that the MCDU set-up is: PM has
RADIO selected whilst PF uses PROGRESS.
2.22.3.8.4 Post Flight Actions

Any RNAV system deficiencies should be reported in the aircraft Technical Log. In
addition, crews must report any Navigation Data Base discrepancies by ASR. These
will be communicated to Honeywell for rectification.

Normal Procedures
2.22.3.8.5 RTF Phraseology

Pilots should request clearance to fly the procedure using the phraseology:
(Aircraft c/s), request RNAV approach, via (Initial Approach Fix Designator),
runway xx.
Where traffic conditions permit, air traffic controllers shall clear the pilot to follow the
procedure using the following phraseology:
(Aircraft c/s), cleared RNAV approach, runway xx, (report at [Initial Approach Fix
Designator]).
For traffic sequencing and to aid situational awareness, air traffic controllers may
request the pilot to report when established on final approach track or to report at any
other relevant point in the procedure. For example:
(Aircraft c/s), report established on final approach track.
(Aircraft c/s), report 2 miles from final approach fix.
Air Traffic Controllers shall instruct the pilot to report at the final approach fix, using the
phraseology:
(Aircraft c/s), report final approach fix.
After reaching the final approach fix, the pilot will continue to fly the procedure towards
the next waypoint (normally the runway threshold). At the appropriate time, the pilot will
either continue with the air traffic clearance received or will execute the Missed
Approach Procedure (MAP).
When Air Traffic Control is aware of problems with the GNSS system, the following
phraseology shall be used:
(Aircraft c/s), GNSS reported unreliable (or GNSS may not be available [due to
interference]):
In the vicinity of (location) (radius) [between (levels)], or
In the area of (description) [between (levels)].
(Aircraft c/s), GNSS unavailable for (specify operation) [from (time) to (time) (or
until further notice]).
Following a RAIM indication, pilots shall inform the controller of the event and
subsequent intentions.

Normal Procedures
(Aircraft c/s) GNSS unavailable (due to [reason e.g., Loss of RAIM or RAIM alert])
(intentions).
(Aircraft c/s) Loss of RAIM or RAIM alert (intentions).
2.22.3.9 FMS Speeds

FMS speeds may be used throughout the flight envelope subject to current AFM
limitations detailed below:
2.22.3.9.1 Limitations
The limitations in the AFM are that the use of FMS speeds is not allowed for one engine
inoperative operations and by the FAF MANUAL speeds must be selected. The use of
FMS speeds is also not allowed for go-arounds.
2.22.3.9.2 FMS Pages

There are three pages associated with FMS speeds: DEPARTURE SPEED,
APPROACH SPEED and GO-AROUND SPEED accessible through the
PERFORMANCE INIT page 1/3 line 6L which is labelled DEP/APP SPD.
The DEPARTURE SPEED page: is used to set the maximum speed to be flown until
passing either the selected vertical or lateral limits. The default limit is set to 210 knots
within 4.0 nm and below 2,500 feet. As soon as either the distance, which is radial
distance from the airport, or altitude as set is exceeded then the speed will revert to the
climb speed as set in the PERFORMANCE INIT page 3/3.

Normal Procedures
The APPROACH SPEED page: is used to set which speeds are required for a given
flap setting. The FMS will command the normal descent speed as selected in the
performance initialisation. On lines 4L, 4R and 5L crews can tell the FMS when to start
flying approach speeds. Line 5L is used to define if the crew wishes to start the speed
reduction from the first waypoint on the instrument arrival procedure. This can quite
often be at a great distance from the destination so it will normally be selected to NO.
In any case when within both the vertical and lateral limit as set on 4L and 4R the
commanded speed will be reduced to the speed limit as set in approach speeds. They
are default set to 3,000 feet AGL and 15 nm. So only when below 3,000 feet and within
15 nm, which again is a radial distance from the airport, will the target speed be
reduced to the selected clean speed.
The third page is the GO-AROUND SPEEDS page. This page is used to set the
speeds to be commanded in the given configuration in case of a go-around. At the
moment this is not allowed by the AFM. At the FAF MANUAL speeds must be selected.

Normal Procedures
2.22.3.9.3 Take-off
If FMS speeds are selected before TO then the target speed will be set to V2 as set in
the TO speeds. This target speed will stay at V2 until Vr. At this stage the FMS will
check for an engine failure. If an engine has failed then the target speed will remain at
V2, if the speed is already greater than V2 it will stay at the speed as achieved up to a
maximum of V2+10. If no engine has failed then the target speed will be set to V2+10.
This will stay until FLCH is selected. As soon as FLCH is selected, the FMS will
again check for a failed engine. If this is the case then it will set the target speed to VFS,
if both engines are running then it will set the target speed as set in the departure
speeds page. This will normally be 210 knots until passing either the distance or
altitude constraints as set in the departure speed page. After that it will accelerate to
the climb speeds as set in PERFORMANCE INIT. The FMS will also keep within the
speed limit as set in PERFORMANCE INIT page 1 which defaults to 250 knots/
10,000 ft.
Note: FMS speeds will not be presented in the speed window on the PFDs until a
departure altitude is set in the altitude window.
If a departure with a higher flap setting (Flap 3 or 4) is conducted, the target speed will
be set to VFE-5 knots for the configuration until the configuration and limit have
changed. Once passed the distance or altitude as set in the DEPARTURE SPEED
the target speed will be set to the climb speed as set in the PERFORMANCE INIT. If
The aircraft is not cleaned up at that stage, then again the target will be set to VFE-5
knots until the flaps are retracted. If a crew wish to delay the acceleration to 250 knots,
this can be achieved by increasing the distance and altitude constraints as required.
In the case of a noise abatement take-off, crews should access the DEPARTURE
SPEED page and set the speed limit to V2+10 and the altitude limit to 3,000 ft agl. Set
the distance limit to a high value (say 25 nm) to make sure that the first limit to be
passed is the altitude and not the distance. Perform a normal take-off and at
acceleration altitude PF should call for FLCH as normal. The Target Speed will now

Normal Procedures
remain at V2+10 until passing 3,000 feet and then increase to VFE-5 for the
configuration until the slats/flaps have reached 0. Thereafter, the target speed will be
set to the climb speed.
In the event of an engine failure on take-off, the FMS will set the correct speed.
However, the AFM does not allow the use of FMS speeds for engine out operations,
therefore, crews will have to select MANUAL speeds. With this in mind, the
single-engine climb out procedure includes a call at 400 ft Heading, Bank and
Manual. (see engine failure profile in Section 3.3.)
WARNING
If turbulence or windshear is expected, crews must consider the effects of the resulting
fluctuations in IAS. The FMS targets VFE-5 knots for the acceleration phase and this provides
little protection over flap limiting speeds. In such circumstances, crews should consider using
manual speeds for the departure.
2.22.3.9.4 Approach
For the approach the FMS will anticipate and try to reduce the speed, first to comply
with the speed limit as set in the PERFORMANCE INIT (250/10,000). Then, hen
descending below the altitude constraint and within the distance as set in the approach
speeds page, it will command a speed according to the configuration. There is no
option to set the speed for Flap 1, the FMS will set the Flap 1 speed to selected Flap 2
speed +6 kts. This creates a significant problem in that the standard Flap 2 speed is
160 knots. The resulting Flap 1 speed of 166 knots is well below a comfortable
manoeuvre speed for Flap 1. With this in mind, Company procedures are to set an
artificial speed of 174 knots for Flap 2 so that the FMS will command 180 knots for
Flap 1. Prior to selecting Flap 2, MANUAL speeds must be selected. This procedure
will ensure that crews have selected MANUAL speeds prior to the FAF which is in
keeping with current AFM limitations.

Normal Procedures
2.22.4 FMS Failures

2.22.4.1 General
All FMS Action/Malfunction messages are described in the Honeywell Flight
Management System Pilots Operating Manual.
2.22.4.2 Degraded Navigation

The DEGRAD annunciator is displayed on the PFD when the accuracy and integrity of
the system does not meet the requirements for the current RNP or approach type. The
UNABLE RNP, GPS APPR RAIM UNAVAIL or DEAD RECKONING scratch pad
message will also be displayed.
If a DEGRAD annunciator is displayed, the pilot should select the cross-side FMS if it
is available. If the cross-side FMS is not available, the appropriate contingency
procedure in Table 22.4.1 should be followed.
Table 22.4.1 DEGRAD Procedures (Cross-side FMS Not Available)

Operation Required Action
Crosscheck FMS data with raw data from
Non-RNP terminal or en route including VOR, DME and NDB.
BRNAV Deselect the sensor causing the error if it is
detectable.
Contact ATC and advise unable to continue

PRNAV
PRNAV.

RNP terminal, en route or remote
RNP operations.
Use alternate source (VOR, NDB or visual

Non-RNP (excluding GPS required)
references) if available.
approach
If not, make a missed approach.
RNP-0.3 and GPS required approach If not visual, make a missed approach.
Crosscheck FMS data with raw data from

GPS and IRS.
Non-RNP remote
Deselect the sensor causing the error if it is
detectable.
2.22.4.3 Dead Reckoning

The pilot should discontinue use of the FMS when it is in DR mode. If there is no
alternative means of navigation (offside FMS, VOR, etc.):
ATC must be notified of the loss of navigation capability on the aircraft.

To minimise the navigation error, the pilot may elect to perform manual position
updates to the FMS using reference point flyover techniques.

Normal Procedures
2.22.4.4 FMS Failure

If an FMS failure occurs, the cross-side FMS should be selected. If the offside FMS is
not available or is required for operation, the appropriate contingency procedure in
Table 22.4.2 should be followed.
Table 22.4.2 FMS Fail Procedures (Cross-side FMS Not Available)

Operation Required Action
NonRNP terminal or en route Use alternate source (VOR, NDB, DME).

BRNAV, PRNAV or RNP
the appropriate operation.
Use alternate source (VOR, NDB or visual

NonRNP (excluding GPS required) approach references) if available.
If not, make a missed approach.
RNP0.3 and GPS required approach If not visual, make a missed approach.
Contact ATC and declare loss of long range

Remote
navigation capability.
2.22.4.5 MAU 1 A Failure

If MAU 1 A fails, the FMS performance predictions will be corrupted. The information
can be recovered by entering an estimated total fuel flow on FUEL MGMT page.
2.22.4.6 FD FAULT
Non Affected Side .............................................. Select AS NAVIGATION SOURCE
In case of FD FAIL, apply the P-RNAV contingency procedure (Table 22.4.2).
A single channel FD loss is annunciated through the FD FAULT EICAS message. On

the affected side, the FD disappears from view.
Once the aircraft has landed, any failures are to be reported in the aircraft Technical
Log prior to dispatch.

Normal Procedures
2.22.5 FMS NAVIGATION PERFORMANCE

2.22.5.1 Compliance with RTCA DO-283
The Honeywell Primus Epic FMS provides features to comply with Required Navigation
Performance requirements. The requirements are described in RTCA DO283,
Minimum Operational Performance Specification for Required Navigation
Performance, Rev. Oct. 2002.
The FMS has not been demonstrated to comply with the VNAV requirements stated in
Appendix H of DO283. The FMS does not provide the capability to utilise the RNP value
from the procedures in the navigation database. Fixed radius leg transition capability is
not provided. The FMS does not provide constant radius hold patterns or RNP hold
entries as defined in Appendix J of DO 283.
2.22.5.2 Default RNP Types

The FMS provides default RNP types for each phase of flight. Each RNP type has a
required steering method, which is necessary to maintain containment integrity. The
default RNP types and their associated steering methods are given in Table 22.5.1.
Table 22.5.1 RNP Default Values

Minimum Required
Flight Phase RNP Value
Steering Method
Remote/Oceanic 10 Manual CDI
En route 2 Manual CDI
Terminal 1 Flight Director
Approach 0.5 Flight Director
Missed Approach 1 Flight Director
2.22.5.3 CDI
When the FMS is selected as the navigation source on the PFD, the scale of the CDI
will be based on the displayed active RNP value. The two dot full scale deflection will
always be equal to the RNP value (1xRNP) displayed on the PFD.
2.22.5.4 Excessive Lateral Deviation

The FMS does not provide an indication to the crew of an excessive lateral
(cross-track) deviation. Lateral deviation is not considered in the display of the RNP
integrity alert. It is the pilots responsibility to monitor lateral deviation, and take
appropriate action to ensure that the aircraft follows the flight plan with minimal error.

Normal Procedures
2.22.5.5 Integrity Alert

The steering sources required for each RNP type assume worst case position
determination by the FMS. Regardless of the sensors in use, the RNP integrity alert will
always be provided at any time the current position determination mode of the FMS
does not yield satisfactory accuracy and integrity to satisfy the containment
requirements for the active RNP type.
2.22.5.6 Mode Priority

GPS mode is given the highest priority for position determination when GPS HIL is
within limits. If GPS is not available, the FMS will utilise radio modes (DME-DME or
VOR-DME) if they provide satisfactory accuracy and integrity; if radio modes are not
available, the FMS will use IRS data.
2.22.5.7 Radio Mode

Due to unique navigation aid geometries involved in DME-DME and VOR-DME
updating modes, navigation performance is optimised in the cross-track dimension. As
a result, along-track accuracy has not been demonstrated to meet the RNP 0.3
requirement for these modes for all geometries. As a result, the operator must check
that the system complies with the along track error requirement for RNP 0.3
approaches when using DME-DME or VOR-DME radio updating.
2.22.5.8 Estimate of Position Uncertainty

The FMS computes an Estimate of Position Uncertainty (EPU), which is displayed with
the current position determination mode on the PROGRESS page on the MCDU. The
EPU may be used as an indicator of the margin available to conduct RNP operations.
If the EPU is greater than the active RNP for a set period of time (determined by phase
of flight), the FMS will provide an alert (DEGRAD on the PFD and UNABLE RNP on the
MCDU scratch pad) to notify the crew that the system does not have the necessary
accuracy or integrity to maintain RNP operations for the current RNP type. Table 22.5.2
describes the relationship between phase of flight and the time to alarm.
Table 22.5.2 Time of Alarm for flight Phase

Flight Phase Time to Alarm (seconds)
Remote/Oceanic 54
En route 24
Terminal 6
Approach 6
The abnormal procedures for degraded operation are given in Section 2.22.4.

Normal Procedures
The FMS also provides annunciations to alert the crew of an ability to meet the RNP
for future flight plan legs. Refer to the Honeywell Primus Epic FMS Pilots Operating
Manual for further details regarding system features and annunciations.
2.22.5.9 Alarm Limits

The RNP implementation for the FMS is consistent with the industry guidance provided
in DO236A and DO283, which results in certain differences from the TSO C129a
requirements. If the flight mode is approach, and the active approach procedure
requires the use of GPS, then the integrity limit is set to the systems present RNP
value. In all other cases, the integrity limit is set to twice the systems present RNP
value. This definition provides consistency with TSO C129a alarm limit requirements
for the GPS approach case (0.3 nm); however, for the terminal and en route
environments, the RNP integrity alarm limit (defined in DO236A and DO283) of twice
the RNP is applicable.
The resulting alarm limits differ from the TSO C129a specified alarm limits as shown in
Table 22.5.3.
Table 22.5.3 Alarm Limit Differences

DO236A Containment TSOC129a
Flight Phase Default RNP
Limit (2 RNP) Alarm Limit
Remote/Oceanic 10 20 2
En route 2 4 2
Terminal 1 2 1
Approach 0.3 0.6 (see note) 0.3
Note: The manual RNP selection alarm limit is 2 RNP.

For GPS required approaches, the alarm limit is the systems present RNP value; the
default is 0.3 nm.
2.22.5.10 Navigation Data Base

The navigation data base supplied by Honeywell has undergone rigorous quality
auditing. Honeywell have been shown to meet the requirements of AC 20-153 and
RTCA/DO-200A and hold a Type 2 Letter of Acceptance as issued by the FAA.
The navigation data bases as installed into the E-Jets are subject to spot checks by
crews who should complete this as part of their cross check when inputting any SID/
STAR or route.

Normal Procedures
2.23 Engines
2.23.1 Ground Engine Cross-bleed Start
The engine cross-bleed start procedure is given in Table 23.1.
The Packs should be left in AUTO for this procedure as the HPSOV closes when no
bleed air demand is made with the aircraft on the ground.
Table 23.1 Engine Cross-bleed Start

Operating engine thrust lever ............................Advance as required
Smoothly advance the thrust lever to give the minimum bleed duct
pressure.
The minimum bleed duct pressure is 40 psi minus 0.5 psi for each 1,000 ft
above sea level.
The bleed duct pressure is displayed on the MFD ECS synoptic page.
Engine start ........................................................................Accomplish
During the start, a bleed pressure drop is expected, but no thrust lever
adjustment is necessary.
After start:
Set the thrust levers as required.
2.23.2 External Air Start

It is recommended that engine 2 is started first. Consider starting engine 1 using an
engine cross-bleed start to avoid hazard to the ground personnel. Higher ITT values
will be noted on start so the second engine should be started using cross bleed.
The procedure for starting from a ground air unit is given in Table 23.2.

Normal Procedures
Table 23.2 External Air Start

Packs ................................................................................... Pushed out
Before connecting the ground air unit, the pack switches must be pushed
out in order to avoid any cabin air contamination.
Ground cart .......................................................................... Connected
Bleed duct pressure ................................................................... Check
The recommended bleed duct pressure for engine start varies with altitude
and ambient temperature (OAT) according to the table below. Check on the
ECS status synoptic page on MFD the bleed pressure before starting the
engines.
For instance, at an airport where the field elevation is 2000 ft and the OAT
is 10C, the recommended bleed duct pressure for engine start using a
ground pneumatic cart is 35 psig.
The bleed duct pressure is displayed on the MFD ECS synoptic page.
Engine start........................................................................ Accomplish
Ground cart ......................................................................... Disconnect
After start:
Packs. .....................................................................................Pushed in
2.23.3 Manual Starter Valve Operation

Accomplish an engine start with the following differences:
Before selecting the start selector to START, confirm with the ground crew that the
Starter Control Valve (SCV) is in the open position.
When N2 reaches 50%, ask the ground crew to close the SCV.

Normal Procedures
2.23.4 Engine Battery Start

This procedure may be used to start the engine with the batteries as the only electrical
source and a pneumatic source (i.e. HPU or APU bleed air).
Engine starts using pneumatic carts usually result in higher ITT values. Use pneumatic
carts to start right engine only. Consider performing a cross bleed start on the second
engine.
Air Conditioning Packs

Before connecting the ground pneumatic cart, the packs must be pushed out in order
to avoid any cabin air contamination.
Battery Voltage
The batteries voltage must be above 22.5 V.
If the battery voltage is between 21.0 V and 22.5 V, recharge the batteries prior to
take-off using any AC source (including engines during taxi) for:
40 minutes if batteries temperature is at or above 10C, or

50 minutes if batteries temperature is below 10C.
If the batteries voltage is below 21.0 V, report to maintenance.
Note: The required battery voltage prior to start is the same as the original limitation
for APU starting.
Bleed Pressure
The minimum bleed duct pressure is 40 psi minus 0.5 psi for every 1,000 ft above sea
level. Check on the STATUS or ECS synoptic pages the bleed pressure before starting
the engines.
Hydraulic Pumps
No hydraulic pump may be turned on for at least 3 minutes after AC power is
established or, for airplanes PostMod SB 190-31-,0007 (Primus Epic Load 4.5) or an
equivalent modification factory incorporated, the FLT CTRL TEST IN PROG Status
message is no longer presented. Otherwise the electrical PBIT will not run.
Eicas Messages
Expect EICAS messages related to the hydraulic system not being pressurised and the
packs being selected to OFF. Wait until the start procedure is completed before
acknowledging any EICAS messages not related to an abnormal engine start.
The procedure for an Engine Battery Start is given in table 23.3:

Normal Procedures
Table 23.3 Engine Battery Start

Before start:
Internal Safety Inspection.................................................... PERFORM
Battery 1 ............................................................................................ ON
Battery 2 .......................................................................................AUTO
Batteries Voltage ....................................................................... CHECK
FIRE EXTINGUISHER Panel...................................................... CHECK
Hydraulic ENG PUMP SHUT OFF 1 and 2.............................. PUSH IN
Electric Hydraulic Pumps 1, 2, 3A and 3B.....................................OFF
PACKS ............................................................................. PUSHED OUT
Pneumatic source.............................................................. AVAILABLE
Minimum Duct Pressure ..............................................................40 psi
Ignition Selector Knob .................................................................AUTO
Red Beacon....................................................................................... ON
Engine Start ....................................................................ACCOMPLISH
Ground Cart (if applicable) ....................................... DISCONNECTED
After start:
Wait 2 minutes; then:
PACKS ................................................................................. PUSHED IN
After the electrical PBIT is completed:
ENG PUMP SHUTOFF 1 and 2 ....................................... PUSHED OUT
Electric Hydraulic Pumps 1, 2 and 3B ........................................AUTO
Electric Hydraulic Pump 3A............................................................. ON
Perform a cross bleed start on second engine
2.23.5 One-engine Taxi

Taxiing with one-engine is encouraged to promote efficiency and save fuel.
For the taxi-out, a single engine start is performed on the ramp. The second engine
start is delayed until a suitable time before take-off. (Note the required 2 minutes at
idle). Once the engine is started, the after start checklist is completed.
For the taxiing, an engine may be shut down once it has been at idle for more than two
minutes (this time commences just before touch down in Retard Mode).

Normal Procedures
One-engine taxi is permitted in icing conditions (provided the 30 sec run at 54% N1 is
completed prior to take-off) but may not be conducted if taxi ways are contaminated or
slippery.
Normally engine 2 is used for one-engine taxiing (although either engine can be used).
Since engine 2 is started first using external air, one-engine taxiing using engine 2 is
approved following an external air start. When deciding which engine to start first, pilots
should consider the possible effects of any crosswinds. This is to help prevent the
ingestion of engine exhaust fumes into the APU inlet.
The Captain should consider the following before deciding on one-engine taxiing:
Crew experience.
Workload.
Expected taxi time.
Gross weight, ambient temperature and ramp gradient.
Ramp congestion.
Taxiway surface condition.
Whether sharp turns are required. Sharp turns towards the operating engine are
difficult.
The Flight Controls check should be performed slowly, one surface at a time. This will
help avoid spurious FLT CTRL NO DISPATCH messages.
Keep the APU running for taxi-out; an APU start is more efficient than a cross-bleed
start.
If possible, begin the one engine taxi with a slight turn towards the non-operating
engine; there will be less resistance, resulting in a lower thrust setting to initiate taxiing.
A constant pressure on the tiller will be required due to asymmetric thrust. Do not use
the rudder trim to counteract this turning tendency.
Nosewheel steering effectiveness could be degraded during engine start; so do not

start an engine in a turn. It is preferable to start the engine with the aircraft stationary.
Do not shut down an engine with nosewheel steering applied.
If shutting down engine 1 for the single-engine taxi, switch the electric hydraulic pump 1
selector to the ON position, before shutting down the engine. The electric hydraulic
pump 1 should be kept on for at least 30 seconds after final engine shutdown on stand.
When appropriate, turn the electric hydraulic pump 1 selector back to AUTO.

Normal Procedures
2.23.6 GPU Connections with APU Inoperative

The key to this procedure is early communication. Once it is known that an aircraft has
an inoperative APU, Flybe Operations staff are to inform the relevant handling agents
in advance (this is to include all ancillary units involved in the turnaround such as
cleaners, refuel team, etc.). If an APU fails either during flight or when taxiing to stand,
the flight crew should attempt to call the appropriate handling agent by radio. Once the
aircraft has pulled onto stand:
The Captain will apply the emergency parking brake.

Shut down engine number 1.
Once engine number 1 is secure, the Captain will use ICAO hand signals to inform
the ground team leader that the park brake is applied and to ask for the aircraft to
be chocked. If available, the EFB Message Board app can be used to indicate to the
ground crew that the APU is u/s.
When the team leader indicates that chocks are in position (nosewheel only), the
Captain is to ask for ground power to be attached.
Once ground power is available (and selected), number two engine may be shut
down and the anti-collision light may be switched off.
When departing from stand, the Captain is to brief verbally with the ground crew team
leader and ensure that he is aware that the aircraft has no APU. There are two possible
scenarios with the APU unserviceable. Firstly, if the APU cannot generate electrical
power, there will be a need to keep the GPU or FEGP attached until number two engine
has started. Secondly, if the APU cannot supply air power for the engine start, the
number two engine will have to be started by use of a ground air cart. Of course, there
is the possibility that the APU is completely unserviceable and there will be a need for
both electrical and air external supplies. The basic procedure will be the same,
whatever the scenario. The team leader will brief the other ground crew members
accordingly. The flight crew are to request a start on stand prior to push back. Once
start clearance has been given by ATC:
The Captain is to complete the before start check list (and the External Air Start
checklist if required) and then ask the team leader for the pre-starting ground
checks.
The ground crew team leader will acknowledge and the flight crew will start engine
number 2 once approved by the ground team leader.
The flight crew are to monitor the Electrical Synoptic page to ensure that the no
break power transfer is completed. Thereafter, the Captain is to indicate to the team
leader that the FEGP or GPU may be disconnected and, if necessary, the
nosewheel chocks may be removed. If an external air start is required, the air cart is
to be disconnected prior to removing the nosewheel chocks.

Normal Procedures
The ground crew are to indicate that the FEGP/GPU and external air cart are
disconnected and chocks have been removed. The Captain may then request
pushback from ATC.
Once the pushback is completed engine number 1 may be started. Number 1 engine
must not be started during the pushback operation, particularly if a cross bleed start
is required. The need to increase thrust on engine number 2 could cause significant
problems for the tug driver and may result in loss of control of the tug vehicle.
Single engine taxi out operations may not be conducted when the APU is
unserviceable.
The following general safety precautions are to be used at all times:
It is important that the ground crew team leader is aware that the aircraft has an
inoperative APU. This is achieved during departure by holding a face to face, or
headset briefing with the Captain. For arriving aircraft this issue is more problematic.
Flybe Operations are to make every effort to give advance warning of the inoperative
APU to all relevant handling agents including cleaning and refuel staff. In addition,
the flight crew are to contact the handling agent by radio to pass this information.
Finally, the EFB Message Board app can be used to give a visual indication that the
APU is u/s.
If there is any confusion once on stand, the Captain is to warn the cabin crew and
then shut down completely. Although this may result in starting problems (that
usually require a subsequent shut down and re-start) it is by far the safest option and
it will prevent any ground crew approaching whilst the aircraft is in a potentially
dangerous condition.
At night, the flight deck Dome light is to be switched on so that ground crew can
easily see the pilots hand signals.
Departures should be conducted using headset communication. Only as a last
resort are ICAO hand signals to be used. If this is the case, a face to face briefing
must be completed between the Captain and the ground crew team leader prior to
commencing the start.

Normal Procedures
2.24 Airframe Systems

2.24.1 Manual Pressurisation
For manual control of the pressurisation system, set the pressurisation mode selector
to MAN. The cabin altitude controller is then set to the required altitude.
The aircraft/cabin altitude conversion table must be consulted to determine the cabin
altitude according to aircraft altitude: refer to the Quick Reference Handbook.
Check the cabin altitude, cabin rate and differential pressure values on the EICAS.
Selection to the UP position momentarily causes an increase of cabin rate.
Selection to the DOWN position momentarily causes a decrease in cabin rate.
At the traffic pattern altitude, slowly position the knob to full UP.
The maximum differential pressure at take-off and landing is 0.2 psi.
During descent the thrust levers should be moved as slowly as possible to prevent
bumps.

Normal Procedures
2.25 High Altitude Operations and Upset Recovery

2.25.1 Background
The E-Jet aircraft are designed to operate at high altitudes primarily to capitalise on the
jet engine efficiency at the higher levels. However, this brings with it a problem in that
the higher you fly, the smaller your available flight envelope. The implications of this are
explained below:
2.25.2 MMO
VMO for the E-Jets is 300 KIAS up to 8000 ft. It then increases linearly to 320 KIAS by
10,000 ft. This limitation remains up to approximately 29,000 ft when maximum Mach
number (MMO) takes over. Thereafter, the aircraft is limited by MMO at M.82. Mach
number is determined primarily by reference to air temperature. The colder it is, the
higher the Mach number for a given indicated airspeed. Therefore, as you climb above
29,000 ft at a constant Mach number, the air temperature will decrease and the
indicated airspeed will decrease accordingly.
2.25.3 VS1G
VS1G is a computerised stall speed based on un-accelerated flight. It is the point of
maximum lift for a given condition. One of the variables in the lift formula is density.
Again, in flight, the air density decreases as altitude is increased. Therefore, to maintain
lift, the airspeed must be increased to compensate. This means that the stall can be
approached at much higher indicated speeds at altitude. Equally, deployment of the
speed brakes will also disturb the airflow over the wings further increasing the stall
speed and, thus, reduce the available flight envelope.
These effects are depicted below:
Coffin Corner
45 000
Stall Speed
(VS1G) 40 000 As air temperature
decreases with
(Illustrative 35 000 altitude, the indicated
MMO = 0.82 Mach
example only) airspeed must
30 000
reduce to maintain a
Effect of deploying constant Mach
25 000
speed brake number
20 000
Altitude (feet)
VMO = 320 KIAS
15000
10 000
5 000 VMO = 300 KIAS
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
Airspeed (KIAS)

Normal Procedures
2.25.4 Coffin Corner

The consequences of the two issues discussed above are that as altitude is increased,
the aircraft flight envelope is decreased from both directions. That is; with increasing
altitude, indicated airspeed has to be reduced to remain within the AFM Mach limitation.
Meanwhile, the stall speed is increasing as air density decreases. Naturally, there
comes a point where both of these effects meet and there is no room to manoeuvre
(literally). You cannot increase indicated speed without exceeding MMO and you cannot
decrease speed (or increase normal g by manoeuvring) without inducing the stall. This
condition has caused many accidents and is known colloquially as coffin corner.
Should you find yourself in this situation, there is a chance that, on entering turbulence,
you can have the stick shaker and high speed warnings activating at the same time;
not a healthy situation to be in!
A further issue that can cause confusion to pilots is the speed trend vector as presented
on the E-Jet Speed Tape on the PFD. If the trend vector impinges into the over speed
area (red and white diagonal stripes) of the speed tape, the speed presentation will turn
initially amber and then red even though the actual speed remains below a limiting
value. This effect is very prevalent in turbulence as shown below:
Over speed Mode has
engaged and the
active mode (FPA) is
now armed.
Speed trend vector

has touched the
bottom of the
barbers pole so
OVSP has engaged
and the speed
indications have
turned amber
In order to avoid the above scenarios, pilots are provided with two important data cards
in the flight deck. These are the Cruise Capability Charts and the Manoeuvre Capability
Chart. Examples and explanations of both are shown below:

Normal Procedures
Example Cruise Capability Chart
This chart shows the performance limited cruise capability of the aircraft based on
engine thrust. The chart shows the cruise capability based on having a climb rate of
300 ft/minute. It does not take account of manoeuvre capability.
Example Manoeuvre Capability Chart

MANOEUVRE CAPABILITY
This chart must be consulted to determine your safe manoeuvre capability. In clear
conditions a capability of 1.3 g is acceptable but in turbulence pilots should target
1.75 g, usually by descending if necessary.

Normal Procedures
2.25.5 Upset Recovery

With the above information in mind, it is perhaps worth reviewing the recovery actions
that a pilot might consider should he find himself either approaching the stall or when
encountering an over speed situation:
2.25.5.1 Stall Recovery

The Embraer recommended stall recovery procedure is shown in Table 25.1:
Table 25.1 Stall Recovery Manoeuvre

PF PM
Moves both thrust levers to
MAX
Applies nose down until out Verifies that both thrust
of the stall levers are at MAX position
On Stick Shaker activation
Levels the wings and
or detection of stall buffet
accelerates the aircraft to a
safe speed Retracts flaps on schedule
After recovery, returns to a
normal flight path
When lowering the nose, only a small attitude change is required to minimise height
loss.
At high altitude, stall recovery will take a long time because power from the aircraft
engines is already limited. In such circumstances, height loss should be traded for
speed (because terrain avoidance is hardly an issue at such levels.)
2.25.5.2 High Speed Recovery

Recovery from a high speed situation should simply require the pilot to close the thrust
levers until recovery is effected, however, in extreme cases involving large nose down
attitudes, the procedure presented in Table 25.2 is recommended:
Table 25. 2 Nose Down Recovery

PF PM
Disengage AP and AT
Level the wings
If airspeed is too high, Monitors PF actions, call
reduces both engines attitude information if
thrust levers to idle and required
On recognising the upset
deploys speed brake
situation
Pulls control column and, if
required, uses pitch trim to After recovery, ensure that
bring the aircraft to level speed brake is closed
flight avoiding high load
factors

Normal Procedures
2.25.5.3 High Nose Up Recovery

It is possible that pilots can encounter high nose attitudes particularly if they have
experienced severe turbulence or, they are disorientated following another upset
recovery In such cases, the procedure presented in Table 25.3 is recommended.
Table 25. 3 Nose Up Recovery

PF PM
Disengage Autopilot and
Monitor PF actions and call
On recognising the upset Autothrottle
appropriate attitude
situation Reduce the aircraft pitch
information
angle
When Aircraft pitch is back Levels wings and resumes

to normal normal flight
If the aircraft pitch is too high, consider the following:
Using pitch trim or reduce engine thrust to lower the nose.

Banking the aircraft 45 to 60, or maintaining the bank angle if in a turn, until pitch
angle is reduced, then level the wings.

Section 3 Contents
Section 3 Contents
3 Abnormal and Emergency Procedures......................................... 31
3.1 Introduction......................................................................................... 31
3.1.1 General............................................................................... 31
3.1.2 QRH Layout........................................................................ 31
3.1.3 Smoke Procedures ............................................................. 32
3.1.4 Non-annunciated Procedures............................................. 32
3.1.5 Annunciated Procedures .................................................... 32
3.1.6 Relationship to the Normal Checklist.................................. 33
3.1.7 Procedure Title Format....................................................... 33
3.1.8 Indications of the Failure Condition .................................... 34
3.1.9 Vital Actions........................................................................ 34
3.1.10 Questions ........................................................................... 34
3.1.11 The End Symbol ................................................................. 34
3.1.12 Application of a Procedure to More Than One
condition ............................................................................. 35
3.1.13 Procedures Covering Two Coincident Failures .................. 35
3.1.14 Assumptions of the QRH Procedures................................. 35
3.1.15 Landing at the Nearest Airport............................................ 35
3.1.16 Circuit Breakers .................................................................. 36
3.1.17 Landing Distance Correction Factors ................................. 36
3.1.18 Fire Handle Operation ........................................................ 37
3.1.19 Study .................................................................................. 37
3.2 Work Method ...................................................................................... 38
3.2.1 Division of Responsibility.................................................... 38
3.2.2 Use of Automation .............................................................. 39
3.2.3 Correct Procedures ............................................................ 39
3.2.4 Decision Making ................................................................. 39
3.2.5 Communication and Resource ......................................... 310
3.2.6 Control Identification......................................................... 310
3.2.7 Vital Actions...................................................................... 310
3.2.8 Multiple Failures ............................................................... 311
3.2.9 Summary .......................................................................... 312
3.3 Engines ............................................................................................ 313
3.3.1 Engine Failure During Take-off After V1........................... 313
3.3.2 Emergency Engine Shutdown Procedure after
V1 ..................................................................................... 316
3.3.3 Engine Failure Contingency Procedures .......................... 318
Section 3 Contents
3.3.4 Single-engine Approaches ................................................319

3.3.5 Manual Thrust ...................................................................319
3.3.6 Engine Failure on Final .....................................................321
3.3.7 Single-engine Go-around ..................................................322
3.4 Rejected Take-off and Evacuation....................................................323
3.4.1 Rejected Take-off The Decision.....................................323
3.4.2 Rejected Take-off..............................................................324
3.4.3 Effect of Wind Direction on Aircraft Fire ............................324
3.4.4 Emergency Evacuation .....................................................325
3.5 Miscellaneous ...................................................................................327
3.5.1 Overweight Landing ..........................................................327
3.5.2 No Slat/Flap Landing Technique.......................................328
3.5.3 Cabin Crew Calls During Forced Landing or
Ditching .............................................................................330
3.5.4 Emergency Descent Procedure ........................................330
3.5.5 Electrical Emergency/Smoke Drills ...................................332
3.5.6 Alternate Gear Extension Lever ........................................334
3.5.7 Pilot Incapacitation ...........................................................334
3.6 Volcanic Ash .....................................................................................336
3.6.1 General .............................................................................336
3.6.2 Recognition .......................................................................336
3.6.3 Adverse Effects .................................................................336
3.6.4 Procedure on Encounter with Volcanic Ash in the
Air......................................................................................337
3.6.5 Ground Operations............................................................338
3.7 Lightning Strike .................................................................................339
3.7.1 Effects of Lightning Strikes................................................339
3.7.2 Lightning Strike Occurrence..............................................340
3.7.3 General .............................................................................341
3.7.4 Lightning Strike in Flight....................................................342
3.7.5 Ground Procedures...........................................................343
3.8 Turbulence ........................................................................................344
3.8.1 Definitions of Turbulence ..................................................344
3.8.2 Rough Air Speed (VRA) ....................................................344
3.8.3 Severe Turbulence............................................................344
3.9 Windshear.........................................................................................345
3.9.1 General .............................................................................345
3.9.2 Windshear Probability Guidelines .....................................346

Section 3 Contents
3.9.3 Take-off Precautions ........................................................ 347

3.9.4 Approach Precautions ...................................................... 347
3.9.5 Windshear Recognition Criteria........................................ 348
3.9.6 Windshear Recovery ........................................................ 349
3.9.7 Actions Following Windshear Recovery ........................... 350
3.10 TCAS................................................................................................ 351
3.10.1 General............................................................................. 351
3.10.2 Aircraft Performance in Relation to an RA........................ 351
3.10.3 Stall Warning During Response to an RA ........................ 352
3.10.4 High Speed Buffet During Response to an RA................. 352
3.10.5 Crossing RA with Non-compliance by One
Aircraft .............................................................................. 352
3.10.6 Stall Margin in Relation to an RA...................................... 352
3.10.7 TCAS Modification Status................................................ 352
3.11 EGPWS ............................................................................................ 353
3.11.1 General............................................................................. 353
3.11.2 Terrain Awareness Warning ............................................. 353
3.11.3 Use of the TAD ................................................................. 353
3.11.4 Terrain Awareness Caution .............................................. 353
3.11.5 Landing Gear Aural Alert .................................................. 354
3.11.6 Terrain Inhibit.................................................................... 354
3.11.7 Glideslope Inhibit .............................................................. 354
3.11.8 Pull Up Manoeuvre ........................................................... 354
3.12 Vital Action Summary ....................................................................... 355
3.12.1 Dual Engine Failure .......................................................... 355
3.12.2 Emergency Descent ......................................................... 355
3.12.3 Emergency Evacuation..................................................... 356
3.12.4 Abnormal Engine Start ..................................................... 356
3.12.5 Engine Fire, Severe Damage or Separation..................... 356
3.12.6 Jammed Control Column (Pitch) ...................................... 357
3.12.7 Jammed Control Wheel (Roll) .......................................... 357
3.12.8 Pitch Trim Runaway ......................................................... 357
3.12.9 Roll (Yaw) Trim Runaway................................................. 357
3.12.10 Steering Runaway ............................................................ 357
3.12.11 Cabin High Altitude........................................................... 358
3.12.12 APU Fire ........................................................................... 358
3.12.13 Smoke/Fire/Fumes ........................................................... 358
3.12.14 Cargo Smoke.................................................................... 358

Section 3 Contents
3.12.15 Smoke Evacuation ............................................................358

3.12.16 Reverse Thrust Deployment .............................................359

Abnormal and Emergency Procedures
3 Abnormal and Emergency Procedures

3.1 Introduction
3.1.1 General
The detailed abnormal and emergency procedures are contained in the Embraer 195
and 175 AOMs Volume 1 and the Embraer 195 and 175 Quick Reference Handbooks
(QRH). There are two copies of the QRH in each aircraft.
This section:
Describes the QRH and AOM procedure format.
Gives the Company work method for accomplishing an abnormal or emergency
procedure.
Amplifies some of the procedures.
Lists all the procedure items that must be memorised. The Company terms these
items vital actions.
3.1.2 QRH Layout

The QRH procedures are printed on yellow card and are divided into six sections:
A section containing the Embraer, Normal Checklist and a number of supplementary

checklists and MEL lists for other normal operations (e.g. Single Engine Taxi).
These checklists may be used except for the Embraer, Normal Checklist. Each QRH
page number is preceded by NP.
A section containing all the annunciated and non-annunciated smoke procedures.
Each QRH page number is preceded by S.
A section of non-annunciated procedures. These procedures are not related to an
EICAS message but to a condition present in the aircraft. Each QRH page number
is preceded by NAP.
A section containing annunciated procedures. These procedures are related to an
EICAS message. Each QRH page number is preceded by EAP.
A performance section. This section contains all the necessary information to
complete performance calculations for normal and non-normal operations. Each
QRH page number in this section is preceded by PD.
An evacuation section. It is the last section and contains only the emergency
evacuation procedure. It is designed to ensure that the emergency evacuation
procedure is on the last page the number of which is preceded by QAP.

3.1.3 Smoke Procedures

The smoke procedures section is preceded by a table of contents divided into two lists:
one for emergency procedures and one for abnormal procedures. Each list is in
alphabetical order. The lists are colour coded; yellow text on a black background is
used for emergency procedures; black text on a grey background is used for abnormal
procedures. Each page of the smoke procedures section is identified at the top by:
Smoke
3.1.4 Non-annunciated Procedures

The non-annunciated procedures section is preceded by a table of contents divided
into two lists: one for emergency procedures and one for abnormal procedures. Each
list is in alphabetical order. The lists are colour coded; yellow text on a black
background is used for emergency procedures; black text on a grey background is
used for abnormal procedures.
Each page of the non-annunciated procedures section is identified at the top by:
Non Annunciated
3.1.5 Annunciated Procedures

The annunciated procedures section in the QRH:
Has an index of EICAS messages.

Is divided into sub-sections for the various systems.
The index of EICAS messages is divided into three categories: warning, caution and
advisory. Within each category, the messages are listed in alphabetical order. Some of
the messages do not have a drill; the intention of these messages is to make the crew
aware of a condition. Instead of a page number, these messages have an index
annotation of Crew Awareness.
The system sub-sections are listed in alphabetical order. Each systems sub-section is
preceded by a table of contents divided into warning, abnormal and advisory
procedures. Within each of these divisions, the procedures are listed in alphabetical
order. The lists are colour coded; yellow text on a black background is used for warning
procedures; black text on a grey background is used for abnormal procedures; black
text on a yellow background is used for advisory procedures.
Each individual annunciated procedure has a title corresponding to the associated

EICAS message.
The systems sub-sections are:

Airplane General (Cargo Compartment/Doors/Lighting).

AMS Pneumatics/Air-conditioning/Pressurisation.
Auto flight
APU.
Electrical.
Engine.
Fire Protection.
Flight Controls.
FMS/NAV/COM and Flight Instruments.
Fuel.
Hydraulics.
Ice and Rain Protection.
Landing Gear and Brakes.
Oxygen.
Each page of a system is identified by the subsection's title in white text on a grey
background. For example:
Oxygen
3.1.6 Relationship to the Normal Checklist
The emergency and abnormal procedure instructions take priority over the normal
checklist instructions.
3.1.7 Procedure Title Format

The procedure titles are colour coded.
Emergency and warning procedure titles are in yellow text on a black background. An
example is given below:
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
Abnormal procedure titles are in black text on a grey background in a single lined box.
An example is given below.
AC BUS 2 OFF
Advisory procedure titles are in black text on a yellow/clear background in a single lined
box. An example is given below.
FLAP (SLAT) LO RATE

3.1.8 Indications of the Failure Condition

If there are some flight deck indications of the failure condition, they are given
immediately below the title. For example:
Aural warnings.
Lights.
EICAS indications.
Flight instrument flags.
The aircraft condition.
3.1.9 Vital Actions

Actions contained in boxes with bold edges are termed recall items by Embraer. They
must be performed expeditiously and from memory but not below 400 ft agl. The
Company terms these actions vital actions.
The other actions of the procedure should be performed as soon as the condition
permits.
3.1.10 Questions
Some procedures in the QRH require a different sequence of actions depending on the
conditions observed. These procedures often include questions to which the answer is
either yes or no. The question is given in a box.
If the answer is no, then a line is followed from the right of the box to the appropriate
set of actions. NO is written above the line.
If the answer is yes, then a line is followed from the bottom left of the box to the
appropriate set of actions. YES is written to the right of the line.
Following a route through the appropriate questions and answers until an end symbol
is reached completes these procedures.
3.1.11 The End Symbol

No procedure is complete until the end symbol is reached. The end symbol is:
END

3.1.12 Application of a Procedure to More Than One

condition
Brackets are used conventionally within the text. However there is a special case. If a
procedure applies to more than one condition, then a separate drill is not written for
each condition. The other conditions are written in brackets immediately after the first.
For example, the procedure for ADS 1, ADS 2 or ADS 3 heater failure is the same. The
drill title is written ADS 1 (2) (3) HTR FAIL.
The same applies to text within a procedure. For example, in the Cargo Compartment
Fire procedure, either the CRG AFT FIREX ARM message is given or the
CRG FWD FIREX ARM message is given. In the procedure,
CRG AFT (FWD) FIREX ARM is written.
3.1.13 Procedures Covering Two Coincident Failures

If a procedure covers two failures, the two failures are separated by a dash. For
example, there are three battery off procedures: battery 1 off, battery 2 off and both
battery 1 and 2 off. For battery 1 off, the title of the drill is BATT 1 OFF; for battery 2 off,
the title of the drill is BATT 2 OFF; for battery 1 and battery 2 off, the procedure title is
BATT 1-2 OFF. The dash effectively means and.
3.1.14 Assumptions of the QRH Procedures

The procedures assume that:
The aircraft systems were operating normally just before the failure.
All emergency and abnormal checklists are performed in the order that they are
presented.
All normal procedures have been accomplished correctly.
The system controls are in there normal positions at the initiation of the associated
procedure.
Any cancellable aural warning is silenced.
The master warning and caution lights are reset as soon as the failure is recognised.
Master cautions are cancelled.
In the case of depressurisation, full face masks are donned and communication has
been established. The Company vital actions include these items.
3.1.15 Landing at the Nearest Airport

Some procedures require landing at the nearest suitable airport. However, whenever
the Captain determines that there is a significant threat to safety, he should accomplish
the earliest possible descent and land at the nearest suitable airport regardless of
whether or not there is a statement to this effect in the procedure.

3.1.16 Circuit Breakers

If, during flight operations, a system failure is accompanied by a circuit breaker tripping,
one attempt may be made to reset the circuit breaker if:
A reset is specified in the relevant emergency or abnormal procedure, or
The system is essential to continued safe flight.
In all other circumstances, circuit breakers must not be reset.
3.1.17 Landing Distance Correction Factors

For many of the drills listed in the QRH, a landing distance correction factor is included.
Usually, this correction factor is applied to the unfactored, full flap landing distance
required and is applicable to DRY conditions only. For WET or OVERSPEED
conditions, separate tables are provided in the Performance section of the QRH. The
figures supplied in the QRH for WET conditions require the pilots to multiply the
unfactored landing distance (ULD) by the correction factor and then apply a further
correction factor by subtracting the supplied number; this results in the Actual Landing
Distance (ALD) required as shown below:

3.1.18 Fire Handle Operation

The Embraer E-Jet Fire Handles are sensitive and during their operation it is very easy
to twist the handle as it is pulled. This can result in the inadvertent discharge of a fire
bottle. Therefore, crews are not to operate the overhead panel fire handles (T
Handles) unless this action is required as part of an abnormal or emergency procedure.
The only exception to this requirement is that a crew may operate the fire handles if
requested to do so by engineering. However, great care needs to be taken to ensure
that the handle is not twisted as it is pulled.
3.1.19 Study
It is important to study the procedures from time to time: not just to ensure that the vital
actions are learnt but also to maintain a familiarity with all the procedures. It is better to
find out that one does not understand a procedure on the ground rather than in the air
when the procedure is being used in anger.

3.2 Work Method

3.2.1 Division of Responsibility
While dealing with an abnormal or emergency condition, the aircraft must still be flown
and navigated in three dimensions. So it is of paramount importance that it is clear who
is flying the aircraft and who is dealing with the abnormal or emergency procedure.
When an emergency situation occurs, PFs top priority is to control the aircraft. If unable
to do so he must immediately inform PM: for example, jammed controls. So providing
it is possible, PF initially retains control of the aircraft. In general, he will retain control
throughout and PM will deal with the failure. However, under some circumstances it
may be prudent to change control. Examples are:
Failures that result in the loss of instruments on PFs side.

Occasions when PF has greater knowledge of the system that has failed and so may
be better suited to dealing with the failure rather than flying the aircraft.
The First Officer is inexperienced. Depending on the problem, it may be appropriate
for the Captain to change the current roles depending on the complexity of the failure
and the handling skills required. In some circumstances the Captain may judge that
it is better for him to carry out a complex procedure and leave a benign handling task
to the First Officer. In others, the Captain may elect to fly the aircraft because the
handling task and atmospheric conditions create a demanding task.
At the point of failure, PM should:
Cancel any attention getting.
Announce the failure.
Monitor the flight path until it is clear that PF has the aircraft under control.
Whenever an emergency or abnormal situation occurs, the Captain must decide who
is to fly the aircraft and who is to deal with the emergency. If the Captain wishes to
change roles and act as PF or PM, he must clearly announce his decision and receive
an acknowledgement from the First Officer; otherwise, there will be no change of
control. There must be no doubt about who is in control of the aircraft.
Once the aircraft is in a safe condition and the vital actions are complete:
PF should aviate, navigate and communicate whilst PM actions the necessary

checklists.
Every few minutes, both crew members should provide a status brief to one another.

3.2.2 Use of Automation

As crew workload is increased during emergency and abnormal situations, the
autopilot and autothrottle should be used if they are available. Do not disconnect the
autopilot and autothrottle if it can be avoided.
3.2.3 Correct Procedures

Always take care to ensure that the correct procedure is selected.
3.2.4 Decision Making

Most abnormal situations are easily coped with. It is only a matter of deciding who is to
fly and who is going to action the checklist and then following a simple procedure from
the QRH. However, the abnormal situation can be more complicated or a simple
problem can occur at a critical phase of flight. Do not rush into using the checklist or
completing checklist vital actions. Remember that the top priority is to ensure that the
aircraft follows a safe flight path. If extra time is required before landing, enter the hold
and complete the abnormal procedure. If a failure occurs on the final approach,
consider a go-around if a safe landing is not assured.
The other extreme must also be considered. If you have to extend your flight, monitor
the fuel contents closely. Do not spend an inordinate amount of time dealing with a
problem and run short of fuel.
Consider how the effects of the failure and the prevailing atmospheric conditions are
going to affect the approach and landing. If necessary, divert to the nearest suitable
airfield.
Where the course of action is not clear-cut, discuss the possible courses of action
before making a decision.

3.2.5 Communication and Resource

Communication is important, not just between the pilots, but also between the flight
deck and ATC and between the flight deck and the cabin.
Make use of all resources available. There might be a passenger who can help you
perhaps another pilot qualified on type.
Any problem and any assistance required should be clearly transmitted to ATC.
Remember that ATC is there to help you in an emergency; so do not be reluctant to ask
for their assistance; a MAYDAY can always be downgraded to a PAN once the incident
is under control. Do not fly a complicated arrival procedure unnecessarily under
abnormal or emergency conditions if ATC can give you radar vectors. Similarly, dont
waste effort flying a precise hold while carrying out an abnormal or emergency
procedure. Instead, ask for radar vectors while completing the abnormal or emergency
procedure.
The C/A 1 should be informed of any abnormal or emergency situation; a useful briefing
format is the NITS format. The format is:
Nature of the emergency.

Intentions (e.g. crash landing or ditching).
Time (expected) remaining airborne.
Special considerations: for example, moving passengers to adjust trim, escape
routes, including which exits may be affected by fire, etc.
In cases where the cabin crew have associated cabin procedures, it is imperative that
C/A 1 is informed. However, the communication should not be one way. The cabin crew
may have valuable information for the flight deck crew. So, when briefing C/A 1 about
the problem ask for a cabin report and do not deter the cabin crew from offering
information.
3.2.6 Control Identification

In the case of an engine problem, PF should always confirm that PM has identified the
correct engine.
When actuating any lever, handle, guarded switch or guarded knob, confirmation of the
correct selection must be made between the pilots.
3.2.7 Vital Actions

Vital actions are not initiated until they are called for by PF. Once the vital actions are
complete, PF calls for the associated abnormal or emergency checklist. The full
checklist is then completed: both the vital actions and the subsequent actions.

3.2.8 Multiple Failures

Exercise common sense and caution when accomplishing checklists for multiple
failures.
If more than one CAS message appears at the time, perform the required checklists
following the message priority:
Warning (red).
Caution (amber).
Advisory (cyan).
If more than one CAS message within a Category appears at the same time, analyse
the situation and decide on the order of performing the required checklists. If the
messages include AC BUS, DC BUS, AVNX MAU or SPDA, to identify the root cause,
messages should be addressed in the following order:
AC BUS failures.
DC BUS failures.
AVNX MAU failures.
SPDA failures.
For aircraft that are post Epic Load 21.2 the use of Root Cause CAS Messages will
aid diagnosis. These messages are indicated on the CAS display with a chevron:
> AC BUS 1 OFF
A Root Cause CAS message is indicated when one system failure has resulted in
multiple (and possibly confusing) messages. The objective is to give crews assistance
in diagnosing the root cause of a problem.

3.2.9 Summary
The work method is summarised in Table 3.1.
Table 3.1 Work Method Summary

Controls the aircraft
If unable to control the aircraft:
PF
Clearly announces this to PM
PM takes control
PM Announces the failure and monitors the flight path
Decides who is to control the aircraft In some situations it

may be beneficial to allow the First Officer to handle the
aircraft whilst the Captain manages a more complicated
checklist/situation.
Captain
If required, changes PF with the words:
I have control, or
You have control.
The First Officer must acknowledge
Controls the aircraft, using the available automatics, and

PF
maintains a safe flight path to at least 400 ft agl.
PF Calls for the vital actions Vital actions for ...
PM Completes the vital actions
Calls for the checklist Abnormal/emergency checklist

PF
for...
PM Selects the correct checklist and actions it
Discuss the problem

Communication
Inform ATC and the cabin crew listen to the cabin crew
Use ATC to reduce the workload

Assistance
Cabin crew and possibly passengers
Fuel, weather, approach aids, runway length, alternate

Considerations
airfields

3.3 Engines
3.3.1 Engine Failure During Take-off After V1
In the event of engine failure or engine fire before V1 is achieved, the take-off must be
rejected.
If an engine fails or an engine fire warning is given after V1 has been achieved, the
take-off must be continued. The procedure is summarised in Table 3.2 and a pictorial
representation of the profile is presented in figure 3.1.
If engine failure occurs after V1, oppose the thrust asymmetry with rudder. Use aileron
to keep the wings level during lift-off. Additional rudder displacement will be required
when the nosewheel leaves the runway. The correct amount of rudder will be applied
when the handwheel is approximately zero. There will be a few degrees of bank toward
the live engine.
On reaching VR, commence a smooth continuous rotation at a rate slightly less than
that for a normal take-off. The required rate is about 2 per second. After lift-off,
continue the rotation rate as follows:
With the FD operative, fly the flight director pitch command.

With the FD inoperative, fly a maximum pitch angle as indicated on the MCDU,
TAKE-OFF Page 3/3.
When a positive rate of climb has been confirmed, retract the landing gear and maintain
the speed between V2 and V2 + 10 knots.
If the engine fails during a flexible thrust take-off, the ATTCS should set the reserve
thrust according to the rate set on the Take-off Data Set page of the MCDU. If the
ATTCS does not set the reserve thrust, manually advance the thrust levers to the MAX
position.
During the climb to 400 ft AAL, PM should monitor PFs actions and he should identify
the nature of the failure. It is important that PM identifies whether or not the engine has
suffered a catastrophic failure such as a fire, separation or some form of severe
damage. An indication of severe damage is no N2 or N1 rotation. An engine separation
will result in all EICAS indications for the separated engine showing Amber dashes. PM
informs PF which engine has failed and the nature of the failure.
PM makes a brief Mayday call to ATC.

At 400 ft AAL, PF calls for Heading, Bank and Manual. PM selects HDG, BANK and
sets FMS speeds to MANUAL. PM confirms speed is V2 or V2+10. PF calls for PM to
State the problem and both pilots agree on the nature of the emergency. PF calls
for vital actions if required Carry out vital actions for Fire, Severe Damage,
Separation, engine #.
PM carries out the required vital actions in accordance with the drills detailed in Table
3.3. PF continues the climb out at V2 to V2 +10. Once the vital actions are completed,
PM reports Vital Actions Completed.
It is very important that a crew achieves early identification of either, separation, fire or
severe damage. By closing the fire pull handles (as part of the vital actions) you prevent
both fuel and hydraulic fluid leaking out of the airframe which could exacerbate a fire or
result in total loss of a hydraulic system.
Continue the climb at or above V2 to the acceleration height, and then commence a
level acceleration through the standard flap retraction airspeed schedule to the final
segment speed (VFS).
Adjust thrust to maximum continuous when VFS has been achieved.
Continue the climb at VFS to 1,500 ft above airfield level or higher if required.
If an emergency turn is required, it should be made with 15 of bank.
Table 3.2 Engine Failure At or Above V1 Procedure

Event PF PM
Engine failure Controls aircraft using rudder Cancels aural warnings
Check thrust Verifies maximum thrust on
operating engine
Thrust checked
VR Rotate
Rotates to appropriate pitch attitude
Positive rate of Verifies positive rate of climb

climb Positive climb
Confirms positive rate of climb

Gear up
Selects gear up
Climbs at V2 Monitors speed and attitude

Controls the aircraft using rudder and
yaw trim

Table 3.2 Engine Failure At or Above V1 Procedure (Continued)

Event PF PM
Climbing at V2 Mayday/Pan call
Makes brief MAYDAY/PAN to

ATC
At 400 ft AAL Select, heading, bank and Selects HDG and BANK and sets
manual FMS speeds to MANUAL
At 400 ft AAL State the problem # ... Engine failure or Fire or

Severe Damage or
Separation
If Required: Carry out vital actions for Engine

Fire, Severe Damage or
Separation #__ Engine
Carries out vital actions and when

complete reports
Vital Actions Completed
Acceleration Acceleration Altitude

altitude
Climb Sequence Selects Speed to VFS
Target speed VFS Selects FLCH
Autopilot ON Engages autopilot

Retracts flaps on schedule
Reports Flap zero
Climbing at VFS Continuous thrust Verifies or reduces thrust to

CONTINUOUS
Climbs at VFS to a safe altitude
Analyse the problem
Both pilots agree on the nature of the problem and the procedure(s) to be used:
When Initiates work split Appropriate procedures

appropriate Aviate, navigate, communicate
Checklist for Engine Shutdown Opens QRH, reviews vital actions

(fire, severe damage, or and completes the subsequent
separation) actions before the Normal After
Take-off Checklist

3.3.2 Emergency Engine Shutdown Procedure after V1

The engine shutdown procedure following the emergency Engine Fire, Severe
Damage or Separation after V1 is given in Table 3.3.
Table 3.3 Emergency Engine Shutdown Procedure after V1

PF PM
Carry out vital actions # ... engine (Fire,
Severe Damage, Separation)
Disengages the autothrottle Confirms live engine N1 is at least 5% above

idle setting
Places hand on failed engine thrust lever
Thrust Lever ...
Confirmed, idle
Selects thrust lever to idle

Confirms correct engine responds
Places hand on correct start/stop selector
Start/stop selector # ...
Confirmed, stop engine # ...
Selects start/stop selector to stop

Places hand on relevant fire handle
Fire handle # ...
Confirmed, pull fire handle
Pulls fire handle
Once the engine has been shut down and at a minimum of 1,000 ft agl, PF calls for the climb
sequence and then initiates a work split
My radios and navigation, your

checklists; call when ready for a status
report
Non-annunciated checklist for Engine

Fire, Severe Damage or Separation
Confirms all vital actions completed and
continues with checklist as appropriate

Revision 14 | Apr 2013
Set continuous thrust
Continue at VFS to a safe altitude
Analyse the problem
Work split
Appropriate emergency checklist

After take off checklist
Figure 3.1 Engine Failure on Take-off
At 400ft aal:
Select HDG &,BANK
Set FMS speeds to MANUAL
Vital Actions if required
317
3.3.3 Engine Failure Contingency Procedures

The aircraft performance (Gross Weight Chart or iPad Citrix) is based on a standard
Engine Failure Flap Retraction height of 1,000 ft in the case of engine failure. If there
are special considerations in conflict with this, a non-standard acceleration altitude will
be printed in the note on the GWC or on the iPad solution. This acceleration altitude is
the minimum for a take-off without engine failure and for a take-off with an engine
failure.
The Engine Failure Climb-out Procedure (ENG FAIL Procedure) is published in the
upper right hand window of the iPad application and also in the note at the upper part
of the GWC below the title except where the ENG FAIL Procedure conforms to the SID
or other departure clearance. The ENG FAIL Procedure is normally designed with a
straight climb to 1,500 ft above the runway end threshold before turning towards a
designated ENG FAIL holding pattern, thus allowing the acceleration phase to be
completed before commencing the turn.
ATC permission will be required for the engine failure turn-back but note that in most
circumstances at major airfields, radar control (which will also guarantee terrain
clearance) may be available. The following emergency call format is suggested:
PAN, PAN, PAN (MAYDAY if appropriate), Jersey 123, engine failure, climbing
straight ahead to altitude XXXX ft, request L/R turn to the ABC beacon or radar vectors
downwind.
If an engine fails when already established in a SID, turn the nearest way to the ENG
FAIL holding pattern. A crew may continue to follow the SID if their climb gradient on
one engine is greater than that required for the SID. For SID departures surrounded by
high terrain where this procedure is not applicable, a special ENG FAIL procedure will
be published (for example, Innsbruck).
In general, the missed approach procedures assume a climb gradient of 2.5%; thus if
you determine (as part of the approach brief) that your expected single-engine
performance can meet this requirement, you do not need to follow the emergency turn
procedure.
Expected Climb Gradients on One Engine
25C Sea Level
E 175 E 195
CF34-8E5 CF34-10E7
TAKE-OFF WEIGHT FLAP 3 FLAP 4 FLAP 3 FLAP 4
25 TONNE 10.84% 10.75%
30 TONNE 6.90% 6.67%
34 TONNE 4.65% 4.40%
35 TONNE 11.0% 10.6%
40 TONNE 8.1% 7.6%
45 TONNE 5.8% 5.4%

Note: For airfields of 1,000 ft elevation, reduce the climb gradient by 0.5%.
3.3.4 Single-engine Approaches

Engine-out approach procedures are listed in the QRH under the non-annunciated
procedures. The normal checklist must be completed in addition to the One Engine
Inoperative Approach and Landing checklist (NAP1-31). Flap 5 is used for landing. A
pictorial representation of the single-engine ILS is at Figure 3.2. Speeds for the
approach and landing are: VREF = VREF FULL +20; VAPP is calculated in the normal
manner except that the mandatory 5 knot addition is already factored in the increased
VREF. If a go-around is required, fly at Flap 3 using VREF FULL +20. On short final, set
rudder trim to neutral.
3.3.5 Manual Thrust

Due to the large autothrottle corrections associated with speed and configuration
changes, it is recommended that manual thrust be used when configuring for a
single-engine approach. Once the aircraft is fully configured for the approach, consider
re-engaging the autothrottle

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3.3.6 Engine Failure on Final

If an engine failure occurs on final approach, it will be the Captains decision to either,
continue the approach or initiate a go-around. If there is any doubt regarding the
eventual safe landing, a go-around must be accomplished.
Flap Full Landing
Embraer recommend that the best course of action is to conduct a go-around if an
engine fails on short final with full flap selected.
If time permits and an engine failure occurs on final approach with the flaps in the full
position, adequate thrust is available to maintain the approach profile using full flaps.
However, it is preferable to continue the approach with Flap 5. If the decision is made
to reduce the flap setting from FULL to 5, increase thrust to maintain airspeed at
VREF FULL +20 knots and then select flaps to Flap 5. If a go around is required, retract
flaps to Flaps 3 and fly at VREF FULL +20.
Flap 5 Landing
If an engine fails when on final with Flap 5 set, the aircraft is already in the single engine
landing configuration. Only a speed adjustment is necessary to continue the approach.
The crew must be satisfied that the landing distance available is sufficient to cater for
the increase in speed and the fact that only one thrust reverser will be available.
In most cases a 15 kt (No Ice) or 10 kt (Ice) speed increase will be sufficient to comply
with the OEI speed requirements (VREF FULL +20).

3.3.7 Single-engine Go-around

The single go-around actions and call-outs are given in Table 3.4.
Table 3.4 Single-engine Go-around Procedure

Event PF PM
Decision to go- Simultaneously: Verifies GA annunciated
around Go-around, flap ... Verifies engine at GA
Press either TO/GA switch RSV
Verify or move thrust levers Selects GA flap
to the TO/GA detent
Verify or rotate towards GA
pitch attitude
Positive rate of Positive climb

climb
Confirms positive rate of climb
(altimeter and
Gear up Selects gear up
VSI)
Climbs at VREF FULL +20
400 ft AAL Select heading and bank Selects HDG and BANK
During Climb Advise ATC
Acceleration Acceleration
altitude altitude
Climb sequence Selects speed to VFS

Target speed VFS Selects FLCH
Autopilot on Engages autopilot

Retracts flap on
schedule
At flap zero Flaps
zero
Flaps zero + Set continuous Sets thrust rate to

Speed VFS continuous
After take-off checklist Reads the After

Take-off Checklist
The initial go-around speed in the second segment climb is to be a minimum of VREF
FULL +20.

3.4 Rejected Take-off and Evacuation

3.4.1 Rejected Take-off The Decision
Eighty knots separates the low and high speed regimes for a rejected take-off. The
choice of speed is based on the inhibit logic of the CAS.
Rejected take-offs in the low speed regime can be completed with relative ease. A
rejected take-off should be made if, below 80 knots:
A CAS message is given that indicates a condition that would be unwise take into
the air.
The importance of a CAS message cannot be assessed immediately. If in doubt
reject the take-off.
Above 80 knots and below V1, the situation is a more serious matter, particularly on
slippery runways. Very few situations should lead to a decision to reject the take-off.
The main ones are:
Fire or severe damage.
Sudden loss of engine thrust.
Compressor stalls.
Smoke.
Additional malfunctions or conditions that give unambiguous indications that the
aircraft will not fly safely.
A rejected take-off above V1 may be extremely hazardous. The take-off should be
continued if a failure occurs above V1.
Below 80 Knots, either pilot may reject the take-off by calling Stop, Stop. Above
80 knots but before V1, either pilot may reject the take-off for one of the five reasons
listed above. For all other situations only the Captain may reject the take-off. In such
circumstances, the First Officer is to report any abnormality to the Captain who will
make a decision and then announce either Stop, Stop or Go.
The procedures for the rejected take-off are to form part of the take-off briefing.
For all rejected take-offs, the First Officer will select the flaps to 5.
Normally, the Captain will carry out the rejected take-off manoeuvre. The one exception
to this is when the Captain has become incapacitated and this is recognised prior to
reaching V1 speed. An example of this would be no response to the 80 knots call. In
such circumstances, the First Officer is to take control and reject the take-off by
retarding the thrust levers to max reverse and allowing the autobrakes to arrest the
aircraft. Once the aircraft has reached a standstill, the First Officer should confirm that
the thrust levers are at idle and then apply the emergency/parking brake. After which
he will assess the situation whilst requesting assistance from ATC. It is advisable to be
towed onto stand but, if possible, the aircraft should be taxied clear of the runway by
use of the nosewheel steering on the yaw pedals.

3.4.2 Rejected Take-off

If a decision is made to abandon the take-off, the Captain immediately performs the
following actions:
Announces Stop, Stop.
Reduces the thrust levers to IDLE and disengages the autothrottle.
Selects maximum reverse.
Confirms or applies maximum braking.
In the case of a fire, the aircraft is turned into wind just prior to stopping. The aim should
to be to keep the aircraft close to the centre of the runway. This will allow the fire
vehicles easier access to the aircraft. Trying to turn into wind at too high a speed will
place the aircraft close to the edge of the runway, and may be counterproductive, as a
turn out of wind may be needed to prevent the aircraft leaving the runway.
The First Officer monitors the Captains actions and informs ATC that the aircraft is
stopping giving the reason for abandoning the take-off. The call must be prefixed by
Mayday, Mayday, Mayday if immediate assistance is required: for example, a fire.
He then selects the flaps to 5.
Once stopped, the Captain:

Makes a PA call: This is the Captain, cabin crew standby. This call informs the
cabin crew that the situation is being dealt with; they will be expecting a subsequent
call: normal operations or evacuate, evacuate.
Assesses the situation and makes an evacuation decision.
If necessary, orders the appropriate vital actions.
If an evacuation is required, initiates the evacuation procedure.
If an evacuation is not required:
Advises the cabin crew by PA: This is the Captain, cabin crew resume
normal operations.
Calls for the appropriate abnormal/emergency procedure.
When time permits, makes a suitable passenger announcement.
After a normal-operations PA, the SCCM will make a short PA.
3.4.3 Effect of Wind Direction on Aircraft Fire

Following a B737 accident in Manchester, attention has been drawn to the effects that
a crosswind can have on the chances of survival when an aircraft is on fire on the
ground. Work done by the AAIB has shown that even a small degree of cross flow can
be significant. The permutations of circumstances offering advantages and
disadvantages appear to be too numerous for an aircraft Commander to consider in
such situations. Simple general advice must be to try and halt the aircraft heading into
wind if this can be done within the confines of the runway or taxiway and without unduly
delaying the start of the evacuation procedure. However, if the Commander has
identified a fire outside the fuselage it would be preferable to stop the aircraft with the
fire on the downwind side if this is practical and, again, does not delay the evacuation.

3.4.4 Emergency Evacuation

An evacuation must be performed without delay if remaining on board would put the
passengers health or lives in danger. Put simply, if the cabin environment is stable,
there is no need for an evacuation. However, if the cabin environment is unstable or
likely to become so, an evacuation is recommended. A precautionary, rapid exit may
only be used if the aircraft is on stand with either an air bridge or steps attached. In
effect, once the doors are closed, the only two options to consider are whether to
evacuate or not.
If a fire is successfully extinguished in the air, there is no need for an automatic

evacuation after landing.
If a fire warning is given on the ground, the engine fire vital actions should be carried
out and both fire bottles should be discharged into the burning engine with a delay of
about 15 seconds between discharging the first and the second bottle.
If the fire is extinguished, there is no requirement to carry out the emergency

evacuation. However, if the EICAS fire warning caption remains presented 15 seconds
after the last bottle is discharged, the Captain must initiate an emergency evacuation.
The removal of the EICAS warning is a positive indication that the fire has been
extinguished. The extinguishing of the fire handle light is not an indication that the fire
has been extinguished.
The evacuation actions and call-outs are given in Table 3.5.
Once the Captain has made the decision to evacuate, he orders the cockpit evacuation
drill by calling Carry out the emergency evacuation procedure.
In the case of a fire warning, the Captain makes a PA This is the Captain, cabin crew
standby as soon as possible.
The evacuation actions are split between the Captain and the First Officer. The Captain
puts the parking brake on; once the parking brake is on, the First Officer confirms
Flap 5. The Captain then:
Sets the thrust levers to idle.

Sets both START/STOP selectors to STOP.
Switches off the passenger seat belt signs when the F/O has completed his actions.
The First Officer then:
Pulls both the fire handles and discharges the engine fire extinguishers. Each fire
handle is rotated outboard; so extinguisher A is discharged into engine 1 and
extinguisher B is discharged into engine 2. This action is not required if the engine
fire checklist has already been completed.
Presses the APU emergency stop button.
Presses the APU fire extinguishing button.
Presses the pressurisation dump button.

The Captain then orders: This is the Captain, Evacuate, Evacuate and then
notifies ATC. Both pilots review the emergency evacuation checklist. The First Officer
then turns the batteries off.
The Captain does not refer to specific exits in his evacuation PA. It is up to the cabin
crew to decide on which exits to use.
The Captain and First Officer leave the aircraft by their primary escape route: the flight
deck windows using the escape rope. The pilots then assist the evacuation.
Table 3.5 Emergency Evacuation Actions and Call-outs

Carry out the emergency evacuation procedure
Puts the parking brake on
Confirms Flap 5
Sets both thrust levers to IDLE
Sets both START/STOP selectors to STOP
Pulls fire handle 1 and rotates

it to the left
Pulls fire handle 2 and rotates
it to the right
(The fire handle actions are not
required if the engine fire
checklist has been completed)
Presses the APU emergency
stop button
Presses the APU fire
extinguishing button
Presses the pressurisation
dump button
Sets the passenger seat belt signs to OFF

This is the Captain, Evacuate, Evacuate.
Notifies ATC
Both pilots review the emergency evacuation checklist

Selects the batteries off

3.5 Miscellaneous
3.5.1 Overweight Landing
Landing at weights above the normal maximum landing weight may be attempted in
abnormal circumstances providing the touchdown is made with a vertical speed of
300 ft/min or less.
An overweight landing may be safely accomplished using normal landing procedures

and techniques. There are no adverse handling characteristics associated with landing
at weights above the normal maximum landing weight.
For landings above the maximum take-off weight:
Landing distance is always less than the take-off distance.

Brake energy will not be exceeded if the landing is made with flap 5 or full flap.
The brake energy limits may be exceeded when landing at high gross weights at
speeds associated with non-normal procedures that require the flaps to be set to
5 or less.
An extensive aircraft inspection is required after an overweight landing. So an

overweight landing should only be made when the Captain considers it necessary for
the safety of the aircraft.
Weight can be reduced by flying at low altitude in a high drag configuration. However,
reducing weight must be balanced against the urgency of landing the aircraft.
If an overweight landing is necessary:
Use the normal, appropriate approach and landing procedures.

Aim to touchdown as gently as possible. Do not prolong the flare as this may result
in a heavy landing.
Use normal after landing procedures, with sensible use of the brakes to bring the
aircraft to a stop, utilising the full length of the runway.
Once on the stand, note the landing weight in the Technical Log.

3.5.2 No Slat/Flap Landing Technique

The no slat/flap approach profile is shown in Figure 5.1.
If possible reduce gross weight by burning off fuel.
Use the autopilot as much as possible.
Plan a touchdown in the runway touchdown zone; a go-around should be flown if the
landing occurs beyond the touchdown zone.
Establish a long final approach: at least 6.5 nm.
The attitude on the final approach will be higher than normal.
Fly a 3 approach angle. Use a precision glideslope such as an ILS to crosscheck the
approach angle.
Over the threshold, set the thrust levers to IDLE. Flare just enough to reduce the rate
of descent. Do not float.
After landing apply a light forward pressure on the column and use maximum reverse
thrust. Use the brakes as required.

Figure 5.1 No Slat/Flap Approach and Landing

3.5.3 Cabin Crew Calls During Forced Landing or Ditching

In the event of a forced landing or ditching, the cabin expect to hear two calls from the
pilots in the latter stages of the approach. These calls act as a trigger for various parts
of their 14 point drill. At 1000 ft agl, the cabin crew are expecting the pilots to call "This
is the captain, cabin crew, take up emergency landing positions". At 200 ft agl, a
final call of "Brace, Brace" should be made, this triggers the cabin crew to instruct the
passengers to "Get your heads down, keep your heads down".
Pilots will have to refer to the Embraer QRH when carrying out either a forced landing
or ditching, unfortunately, neither of the above calls are highlighted in the two drills.
With this in mind, pilots should note the requirement for the emergency calls and try to
ensure that they are made at the appropriate times. It is also recommended that
Captains raise this issue periodically with their cabin crew during the normal pre-flight
briefings.
3.5.4 Emergency Descent Procedure

This emergency descent procedure is designed to bring the aircraft down smoothly to
a safe altitude in the minimum time following a rapid depressurisation.
Use of the automated resources is recommended.
If structural damage is suspected, use the flight controls with care and limit speed as
appropriate. Consider use of landing gear to expedite descent.
The Captain flies the descent. If he is not PF at the time of the failure, a positive
handover of control must be made.
In UK airspace, the ATC authorities prefer the aircraft to remain within the present
airway during the descent process. However, in all other countries, the ATC preferred
action is to vacate the airway (by turning 90 deg left or right).
The emergency descent procedure is given in Table 3.6.

Table 3.6 Emergency Descent Actions and call-outs

First I have control, emergency You have control
indication of descent
loss of
pressurisation
Both crew don oxygen masks and establish communications
Selects altitude MEA or Selects seat belt signs ON

10,000 ft, whichever is higher Selects landing lights ON
If VNAV engaged, press VNAV Advise ATC MAYDAY

button Selects squawk 7700
Select FLCH
Verifies thrust at IDLE Checks flight instruments

Sets speed brake to FULL and monitors engine
Selects Speed Selector Knob to parameters.
MANUAL and target speed max
or an appropriate speed Select MFD to TERRAIN to
monitor ground clearance
Confirms pax oxygen

(if cabin alt reaches
14,000 ft)
Emergency descent Accomplish emergency

checklist descent checklist
2,000 ft to 2,000 ft to level off

MEA or
10,000 ft
1,000 ft to 1,000 ft to level off

MEA or
Retract speed brakes
10,000 ft
At safe This is the Captain, descent

altitude is now complete, cabin crew
on station
Once descent is completed, O2 masks should be removed, the O2 stowage doors must
be closed and the TEST/RESET buttons must be pressed to activate the headset
microphones.

3.5.5 Electrical Emergency/Smoke Drills

When power is lost to both AC busses 1 and 2, the electrical system will revert to the
Emergency Power Level. In effect, only the essential busses will be supplied. Loss of
all AC power could be the result of double IDG failure (unlikely) or a single IDG failure
with only one engine operative (again an unlikely scenario). However, the most
probable cause of total loss of AC power is a deliberate action by the flight deck crew
when, for example, isolating the source of unknown smoke in flight.
What ever the cause of the loss of AC power, the electrical system will then deploy the
emergency, Ram Air Turbine (RAT) which will supply the essential busses. Once the
RAT is supplying the essential busses, it becomes latched to those busses even if an
IDG is restored on line. For this reason, the aircraft will have to be landed using Flap 3
and VREF must be a minimum of 130 KIAS to guarantee that the RAT will continue to
power the essential busses throughout the landing phase.
If time permits, it is advisable to warn both the cabin crew and passengers that the RAT
will deploy and that the sound can be quite alarming.
In addition, the cabin crew should be reminded that the Normal Interphone will not
function correctly (even though the green light will illuminate to indicate falsely that the
system is operative), instead, they will need to use the emergency call button which
does function correctly during an electrical emergency.
Finally, the cabin crew should be briefed that the normal flight deck access system
does not function when power is reduced to the emergency level.
As with most things in the aviation industry, thorough briefings and forward thinking will
result in a much better outcome in most situations.
Reproduced below is a prcis of a NOTAC issued following a pilot induced electrical

emergency:
Extract of Post Incident Feedback

Recently, a Flybe E195 aircraft diverted into Newcastle following a cabin crew report
of smoke in the cabin. The source of the smoke was not identified but it was thought to
be electrical in nature. With this in mind, the flight deck crew decided to divert and, carry
out the Electrical Smoke procedure as detailed in the Embraer QRH.
The Electrical Smoke drill (NOTE: no longer a drill on the E-Jets) on the E195 requires
the pilots to deploy the electrical Ram Air Turbine (RAT) and then switch off the main,
AC electrical power supplies. In addition, the Emergency Lights are also switched off
in order to prevent them from illuminating and, thus, using up the battery charge.
Prior to carrying out the emergency drills, the flight deck and cabin crew held a short
NITS briefing. After the NITS briefing was completed, the cabin crew started to prepare
the cabin for a normal landing. Meanwhile, the pilots commenced the Electrical Smoke
Drill.

As the RAT deployed, the cabin crew were extremely startled by the noise, which is
typically a constant, loud drone as the RAT propeller spins around. In addition, the
normal and emergency cabin lights all went out. Having not been prepared for both of
these unexpected occurrences, the cabin crew tried to call the flight deck by use of the
normal interphone system. However, the normal interphone does not work (on the
E195) when power is reduced to the emergency level. Only the Emergency Interphone
remains operative. The cabin crew never tried to use the Emergency Call button
because they may have been mislead by the normal interphone button that still lit up
when pressed although the actual interphone was not functioning. Faced with a lack of
communication and unexpected noises (RAT), the cabin crew now became convinced
that the pilots were incapacitated.
Somewhat concerned, the cabin crew elected to enter the cockpit by use of the
Emergency Flight Deck Access System. However, this too is not powered during an
electrical emergency. Thus, the cabin crew were unable to gain access to the flight
deck, furthermore, they were unable to communicate with the pilots. All this whilst they
were convinced that the crew were incapacitated.
Meanwhile, in the flight deck, the pilots were blissfully unaware of the panic that was
beginning to erupt amongst their cabin crew. They completed what was actually quite
a long checklist. Only then did the Captain make a PA. This obviously alerted the cabin
crew that all was well in the flight deck. At this point, the pilots were able to re-instate
normal, electrical power and this enabled them to use normal FMS procedures for the
approach and uneventful landing.
Whilst it is acknowledged that the crew concerned carried out their respective roles in
a professional manner, there are a number of important lessons that can be learned
from this event. In short, if the basics are correct, the rest will follow.
The following important lessons should be noted by all crews:
(a) In any emergency, a thorough NITS briefing can save a great deal of confusion.
It is most important that all crew members are absolutely clear about what is
going to happen and what they are expected to do.
(b) Electrical Smoke procedures in most aircraft require the crew to reduce power to
emergency levels in order to try and isolate the cause of the smoke.
(c) All cabin crew should be aware that in an electrical emergency, some aircraft (for
Flybe aircraft only the E195) use Electrical Ram Air Turbines to provide
emergency power. The noise associated with the deployment and operation of
the RAT can be quite alarming when heard for the first time.
(d) When crews are considering the use of various emergency systems, an early,
rather than late PA is of benefit. This will alleviate concerns of both the cabin crew
and the passengers.

(e) Once the power supplies have been reduced to the emergency level, many of the
systems that are used on a regular basis may well not be available. As a general
rule of thumb, if a normal and an emergency system are available, there is every
likelihood that only the emergency alternative will be operative in emergency
situations. If the normal system does not work, use the emergency alternative.
(f) As aircraft become more automated, it is understandable that pilots can become
over reliant on the automatic systems. In a degraded state such as an electrical
emergency, pilots need to consider what is and what is not available to them. If
in doubt, revert to basics ie green needles and raw data.
(g) What ever the situation, good communications and good briefings are a
pre-requisite to a successful outcome.
3.5.6 Alternate Gear Extension Lever

A crew may need to lower the landing gear by use of the alternate gear extension lever
(for example, following loss of Number 2 Hydraulic System). In such circumstances,
pilots should be aware that the alternate gear extension lever works in two stages,
firstly it releases the main gear up locks and this is followed by the nose gear up locks.
Furthermore, up to 75 lbs force are required to operate the lever to its full extent. When
extending the landing gear by the alternate system, crews must ensure that the
alternate gear extension lever is completely actuated and locked.
3.5.7 Pilot Incapacitation

Pilot incapacitation, although rare, has the potential to result in a dangerous situation
in that the remaining pilot could be unaware of the problem and, therefore, assumes
that the aircraft remains under control. The severity of this situation depends on when
it occurs. In the cruise the consequences could be very minor but, on take-off or short
final the results could be catastrophic. With this in mind, it is important to establish
suitable guidelines for the recognition of potential incapacitation and then also to
present guidance on how to deal with the situation.
During the landing and take-off phases of flight there is little time to react if PF becomes
incapacitated. With this in mind, any failure to respond to a check or SOP call is to be
treated as pilot incapacitation and PM is to take control immediately by announcing "I
have control".
The following points merit consideration with respect to pilot incapacitation:
The 80 kts call on the take-off roll serves, primarily, as an incapacitation check.
Prompt actions by PM (before V1) can result in a rejected take-off rather than a
single pilot circuit. This is certainly a much safer option that will also result in a faster
response by the medical teams.

Any failure to respond to any calls in the latter stages of an approach to land must
be treated as pilot incapacitation. The decision to land should only be taken if the
desired visual cues are available.
During a Category II approach, the minimum crew is two pilots, therefore, pilot
incapacitation must result in an immediate go-around unless Category 1 reversion
is available.

3.6 Volcanic Ash

3.6.1 General
Ground and flight operations in areas contaminated by volcanic ash or dust must be
avoided. Flight operations in volcanic ash or dust are extremely hazardous. Company
policy for the conduct of operations in areas of known or predicted ash concentrations
are issued by Operational NOTAC and pilots must keep themselves fully briefed on
current procedures and policy.
Volcanic ash may extend for several hundred miles and eruptions may send ash
plumes up to above 60,000 ft.
The ash and dust can cause a high level of damage to the engines and the airframe;
many systems may malfunction.
When a flight is planned to pass through an area with a known potential for volcanic
activity, the current NOTAMS and weather reports must be checked for the current
status of volcanic activity. If volcanic activity is reported, the flight should remain well
clear of the area and, if possible, on the upwind side of the volcanic dust.
3.6.2 Recognition
Aircraft weather radar equipment cannot detect ash clouds or volcanic dust. So
recognition can be difficult, particularly at night or in cloud.
If a volcanic ash cloud is inadvertently entered the following can be expected:
Smoke or dust in the cockpit.
An acrid odour similar to that from electrical arcing or smoke.
Multiple engine malfunctions surge, increasing ITT, torching from the tailpipe,
flameout.
At night, St Elmos fire/static discharges around the windscreens accompanied by a
bright orange glow around the engine intakes.
3.6.3 Adverse Effects

Flight into volcanic ash/dust clouds can result in degradation of aircraft and engine
performance. The adverse effects cause by volcanic ash/dust encounters may be:
Rapid erosion and damage to the internal engine components.
Ash/dust build-up and blockage of the guide vanes and cooling holes, which may
cause surge, loss of thrust and/or high ITT.
Ash/dust blockage of the pitot system, resulting in unreliable airspeed indications.
The abrasive properties of volcanic material may cause serious damage to the
engines, wing and tail leading edge surfaces, windshields, landing lights, etc.
Windshield and windows may become opaque, reducing the visibility.

3.6.4 Procedure on Encounter with Volcanic Ash in the Air

If volcanic ash is inadvertently encountered, follow the procedure in Table 3.7. This
procedure is also contained in the QRH.
Table 3.7 Procedure on Encountering Volcanic Dust or Ash

Volcanic Ash Area ................................................................ Exit/Avoid
Oxygen masks .......................................................................Don/100%
Ignition selectors......................................................................... OVRD
Autothrottle ...........................................................................Disengage
The autothrottle must be kept disconnected to prevent thrust increase due
to contamination of the smart probes.
Ice protection mode selector............................................................On
This action will increase bleed air extraction from the engines and further
improve the engine stall margin.
Thrust lever (if altitude permits)......................................................Idle
APU (if available) ............................................................................Start
Recirculation button...............................................................Push Out
ITT ...............................................................................................Monitor
If an Engine(S) Flames Out:
Ice protection mode selector.........................................................Auto
Engine 1 (2) Fail or Dual Engine Failure Procedure ....... Accomplish
If Airspeed Indications Appear Abnormal:
Unreliable airspeed procedure......................................... Accomplish
Do not attempt to climb over the ash cloud. Reduce thrust if conditions permit. Try to
escape the ash cloud by making a 180 turn and, if terrain permits, by descending. If
possible use flight idle power in the descent.
It may be necessary to shut down and then relight engines to prevent ITT limits being
exceeded.
If an engine flames out, attempt a relight. Use the QRH procedure. If a relight attempt
fails, persist with further attempts to avoid solidification of molten ash on the turbine
blades.
Throughout the remainder of the flight be prepared for:
Reduced visibility through the windscreens due to abrasion by the dust.

Unreliable airspeed indication due to blocking of the pitot heads.

Pressurisation and air conditioning system malfunction.
Reduced illumination from the landing lights.
Engine failure.
Restricted visibility from the cockpit may make visual identification of a runway difficult
even in good meteorological visibility. If so, consider an autopilot coupled ILS approach
down to the minimum engagement height. Runway friction and brake efficiency may be
reduced by ash on the runway, so consider using contaminated runway landing data.
The aircraft should not be flown again until a full inspection of the airframe and engines
has been made.
3.6.5 Ground Operations

The following recommendations apply to starting and operating engines on airports
where volcanic ash has fallen and ground contamination is present:
When the aircraft is parked, install engine covers or reposition the aircraft to limit
blowing ash accumulation from wind and jet blasts from other aircraft.
During the preflight, check that the engine inlet and exhaust areas have been
cleared of volcanic ash.
Check that all volcanic ash has been cleaned away from the area within 14 ft of the
engine inlets.
Use the APU for engine starting only, not for air conditioning.
Prior to starting, dry motor the engine for 90 secs in order to blow out any ash that
may have entered the engine bypass duct area.
Keep Bleed valves closed during taxi operations.
Use minimum required thrust for breakaway and taxi.
Limit exposure to contaminated surfaces by selecting alternate cleaner taxi routes if
available.
Avoid static engine operation above idle.
Be aware of loose ash being blown by the exhaust wake of other aircraft. Maintain
adequate ground separation.
Use a rolling take-off technique. Avoid setting high thrust at low airspeeds.
After landing at an airport contaminated with volcanic ash, minimise the use of
reverse thrust to prevent any recirculation ingestion.

3.7 Lightning Strike

3.7.1 Effects of Lightning Strikes
The aircraft fuselage protects the occupants from the high electric currents associated
with a lightning strike. The fuselage acts as a shield known as a Faraday Cage. The
electric charges distribute themselves along the airframe and the electric field is zero
everywhere within the cabin and the cockpit; so no electric current will flow through the
occupants.
However the aircraft may be damaged by lightning strikes and flash blindness may
occur for a few seconds. So, conditions conducive to lightning strikes must be avoided.
Direct effects of a lightning strike, may be:
Pit marks along the fuselage or holes in the trailing edge of the wing tips and the tail
tips.
Melting of rivets.
Puncturing of non-metallic structures.
Puncturing and delamination of composites.
Slight deformation of metal skins and structure.
Welding or roughening of moveable hinges and bearings.
Damage to other parts that may conduct lightning current other than the airframe,
such as bonding or diverting straps and pitot tubes.
Effects caused by the flash-induced electromagnetic field and the increase of the
voltage due to the current at the aircraft structure are defined as indirect effects and
may be:
Interruption of instruments and navigation equipment.

Damage to electronic and electrical equipment.
Tripping of circuit breakers.
Loss of electrical power.
Engine flameout.

3.7.2 Lightning Strike Occurrence

Lightning strikes can occur in any phase of the flight. Strikes are most common
between 5,000 and 15,000 ft but may occur at any altitude. Lightning strike incidents at
lower altitudes are far more frequent because it is easier to avoid the thunderstorms at
higher altitudes.
Incident reports show that most strikes occur when an aircraft is:
Within or beneath a cloud,

OR
In or near regions of precipitation.
Incident reports show that in over 80% of the strikes, the aircraft was within a cloud and
experiencing some precipitation and turbulence. But other strikes may occur:
In a cloud where there is no precipitation nearby.

In clear air reasonably distant from a thundercloud.
During snow storms.
In clouds over erupting volcanoes.
Possible indicators of imminent lightning strikes are:
Cold fronts.
Warm fronts.
Stationary fronts.
Unstable air.
Squall lines.
Incident reports also show that lightning strikes occur most commonly under light or
heavy turbulence conditions.

3.7.3 General
Even though the aircraft is adequately protected against lightning strikes effects,
lightning strikes must be avoided.
Avoid penetration of thunderstorms. In-flight lightning avoidance is closely associated

with thunderstorm avoidance. Maintain visual contact with thunderstorms during the
daytime and with the lightning at night.
Check the radar for precipitation, review all available types of weather information,
examine other pilot reports and follow ATC instructions. Even with a good weather
report, storms may develop rapidly along the route; the development of storms cannot
always be predicted. While en route, constantly update the previous weather briefing
through radio contact and airborne equipment for actual storm avoidance.
Remember that radar detects only liquid droplets, not the cloud itself. Only rain
suspended in the cloud will produce a radar echo, which may lead to occasional
encounters with hail and lightning.
Circumnavigate the detected thundercloud or area, if possible by more than 25 miles

when traffic conditions permit.
Be aware that lightning can strike an aircraft miles away from the extreme side of a
developed thunderstorm. Reports of aircraft receiving strikes in clear air at 25 miles or
more from the nearest storm are common.
Indications of a possible lightning strike are:
Static interference on ADF indications.

Static interference on the communication receivers.
Electrical discharges running across the windscreens.
Sparking on the wings.
If a lightning strike is considered likely:
Put all cockpit lights to full brightness.

Consider wearing sunglasses to reduce the effects of a lightning flash on vision.
Alternatively, one pilot could keep looking downwards.

3.7.4 Lightning Strike in Flight

The procedure in Table 3.8, which is repeated in the QRH, must be applied after a
lightning strike while airborne to ascertain whether the flight may proceed safely.
Table 3.8 Procedure after Lightning Strike

Altitude ......................................................................................Maintain
Do not climb the aircraft after a lightning strike, unless required by
performance (climb or obstacle clearance) or operational contingencies.
If any structural damage is suspected, apply the EMERGENCY DESCENT
procedure.
Circuit breakers ........................................................................... Check
Only reset a tripped circuit breaker if the associated service is essential to
continued safe flight. Only one attempt is allowed.
Headings ...................................................................................... Check
Check the magnetic compass and heading system for normal indication.
Engine indication ........................................................................ Check
Check the engines for normal indications; if an abnormal situation exists
apply the appropriate procedure.
In an engine shuts down, analyse the circumstances and consider an
airstart.
Pressurisation ............................................................................. Check
Check the pressurisation system for normal indications.
Flight controls ............................................................................. Check
Check all flight controls for freedom of movement.
Verify that slats/flaps and speed brakes are functioning correctly; observe
the operating limits.
Fuel System ................................................................................. Check
Check the fuel system for normal operation.
Monitor fuel remaining and fuel consumption to check for fuel leaks.
Aircraft other systems ................................................................ Check
Check all aircraft instruments using a panel scan sequence.
Apply the associated emergency/abnormal procedure if any failure is
discovered.
Consider landing at the nearest suitable airport if any unsafe condition is
discovered.
Communication Systems ........................................................... Check
Establish communications within aircraft (remember cabin crew) and ATC.

3.7.5 Ground Procedures

Do not approach an aircraft during a thunderstorm. The human body may provide the
ground path for a static build up on the aircraft.
If inside the aircraft:
Remain inside the aircraft until the storm has passed.

Do not attempt to communicate with the ground engineer through a wire handset.
If the aircraft has been struck by lightning:
Check for holes, punctures, discolouration and delamination throughout the whole
airframe.
Check for loose, melted or missing rivets.
Check that all static dischargers are in place or in accordance with the CDL.
Check the integrity of the lights installed on tail, wing, fuselage and landing gear.
Check all antennas, ice detectors, smart probes, TAT probes and pressurisation
static ports for condition.
Report the strike to the maintenance personnel by making an entry in the Technical
Log.

3.8 Turbulence
3.8.1 Definitions of Turbulence
Table 3.9 contains the definitions of turbulence.
Table 3.9 Definitions of Intensity of Turbulence

Light Slight discomfort.
Moderate Moderate changes in aircraft attitude and/or altitude accompanied by small

variations in airspeed. Walking is difficult; loose objects move around.
Severe Abrupt changes in aircraft attitude and/or altitude. The aircraft may be out of
control for short periods accompanied by large variations in airspeed.
Occupants are forced violently against seat belts. Loose objects are tossed
around.
3.8.2 Rough Air Speed (VRA)

(See Chart in Limitations, Section 3)
The rough air speed is:
Below 8000 ft, 250 knots IAS increasing to 270 knots IAS @ 10,000 ft.
At or above 10,000 ft, the lower of 270 knots IAS and 0.76 Mach.
3.8.3 Severe Turbulence

Flight through areas of known severe turbulence should be avoided if possible. If not
possible, reduce altitude to increase buffet margin.
If severe turbulence cannot be avoided, disconnect the autothrottle and stabilise the
airspeed at approximately the rough air speed. In severe turbulence, large fluctuations
in indicated airspeed and altitude may occur. Do not attempt to compensate for
changes in airspeed or altitude by making large changes in attitude or engine thrust.
On entering turbulence, maintain the desired pitch attitude and maintain wings level if
possible. If a turn is required, do not exceed 20 of bank. Large changes in pitch attitude
may occur. Correct attitude changes by making small control inputs. Avoid large control
inputs. Maintain pitch control using the elevators. After establishing the trim setting for
the rough air speed, do not change pitch trim.
Do not extend flaps except for approach and landing.
If severe turbulence is encountered unexpectedly, a slow acceleration/deceleration
should be made to achieve the rough air speed. If in level flight, do not change altitude
unless there is a reason to believe that this action will take the aircraft out of an area of
prolonged turbulence. A change in altitude should be achieved by making a small
change to pitch attitude and power. Maintain speed at or close to the rough air speed.
The yaw damper should not be disengaged in severe turbulence. The autopilot should
not be used.

3.9 Windshear
3.9.1 General
In most windshear-related accidents, several potential windshear indicators have been
present. Windshear indicators are meant to be cumulative. The more indicators that are
present, the more the crew should consider delaying the departure or the approach.
The weather evaluation process must continue during:
Take-off.
Climb-out.
Approach and landing.
The following should be examined for any potential windshear conditions affecting the
flight:
Aerodrome forecasts.
Actual weather reports.
SIGMETS.
PIREPS.
Weather radar returns.
Visual cues from the cockpit.
The importance of avoiding known windshear cannot be overemphasised. Microburst
windshears exist which are beyond the capability of transport Category aircraft and the
most highly skilled pilots. Avoidance may only mean a ten to twenty minute delay.
Always exercise caution when determining a course of action.
The best way of coping with windshear or potential windshear is to avoid it.
An advanced technology windshear detection and guidance system is fitted. However,
its presence does not alleviate the need to avoid windshear and take precautions. It is
important to develop an awareness of windshear causes and the attendant warning
signals, so that windshear can be successfully avoided. The windshear system is
installed to provide warning of an inadvertent encounter with windshear and to give
guidance to assist escape from the inadvertently encountered windshear conditions.
Immediate recovery action should be taken as soon as the presence of windshear is
recognised, even if the windshear detection function has not yet given a caution or
warning.
Develop a cockpit atmosphere that encourages awareness and effective crew
coordination, particularly at night and during marginal weather conditions.
Approach and landing into known severe windshear conditions is prohibited.
Precautions are recommended whenever the probability of windshear exists; be
prepared for the possibility of an inadvertent encounter.

3.9.2 Windshear Probability Guidelines

A summary of guidelines to assess the probability of windshear is given in Table 3.10.
The factors given should be considered cumulative.
If a high probability is indicated, a decision to avoid must be made.
If a medium probability is indicated, avoidance should be considered. Precautions
should be taken.
If a low probability is indicated, avoidance is unlikely to be necessary but precautions
should be considered.
Table 3.10 Guidelines for Windshear Probability

Factor Probability
With localised strong winds High
indicated by:
Tower reports
Blowing Dust
Dust rings
Tornado like features
With heavy precipitation: High
Observed, or
Presence of convective Radar indications.
weather near the intended
flight path With rain shower. Medium
With virga. Medium
With lightning. Medium
With moderate or greater Medium

turbulence.
With temperature dewpoint split Medium

between 15C and 30C.
15 knots or greater. High

PIREP of airspeed loss or gain
Less than 15 knots. Medium

3.9.3 Take-off Precautions

Do not use flexible thrust. Use the T0 1 rating.
Use the lowest flap setting that meets the take-off performance criteria. The extra
airspeed resulting from increased V speeds is always beneficial.
Use a runway that avoids suspected areas of windshear. In choosing the runway,
consider not just the length, but also the obstacles and the wind direction. A long
runway has two advantages:
More stopping distance is available to cater for a late decision to reject the take-off.
Maximum distance is available to accelerate to rotation speed and gain ground
clearance.
Be alert for any airspeed fluctuations during take-off and initial climb.
Minimise reductions from the initial climb pitch attitude until terrain and obstructions
clearance is assured.
Be alert for abnormal values of airspeed, attitude, vertical speed and acceleration. PM
must closely monitor the vertical flight path and call-out any deviations from normal.
3.9.4 Approach Precautions

Use the longest runway that avoids the area of suspected windshear and which is
compatible with the wind limitations and landing performance.
Embraer recommend that Flap 5 is used for landing where possible. This requires
increased VAPP and VREF speeds which reduce the proportionate effect of wind speed
fluctuations (because the stall protection is a constant 1.23 VSR the increase in
approach speed gives a greater value, and hence margin, over the stall).
The approach should be stabilised by 1,000 ft agl.
Do not immediately compensate for a speed increase with a thrust reduction and
noseup trim. It is prudent to pause and evaluate speed trends; a decreasing shear may
follow an increasing shear.
Use the autopilot and autothrottle to the maximum extent possible. Their use reduces
workload and allows more time for monitoring.
PM must closely monitor the flight path and call out any deviations from normal.
If a decision to continue the approach is taken after a windshear caution annunciation,

the full gust increment of the wind correction factor should be maintained until
touchdown.
Develop an awareness of normal air speed, vertical speed, thrust and pitch values.
Crosscheck flight director commands using vertical flight path indications.

3.9.5 Windshear Recognition Criteria

It is important to develop an awareness of the normal aircraft performance out of
windshear so that abnormalities in pitch attitude, speed, vertical speed and
acceleration are recognised.
The EGPWS provides windshear detection and guidance.
However, some windshears may not be recognised by the EGPWS or the EGPWS may
not be serviceable. Thus it is necessary to establish windshear recognition criteria.
The recognition criteria on take-off and on the approach are changes in:
Airspeed of 15 knots or more.

Vertical speed of 500 ft per minute or more.
Pitch attitude of 5 or more.
Additionally on the approach, warning of windshear is given by:
Unusual behaviour in following the glideslope; for example a glideslope deviation of

one dot or more.
An unusual thrust lever position held for a significant period of time.

3.9.6 Windshear Recovery

The EGPWS windshear warning is WSHEAR on the PFD accompanied by an audio
announcement of Windshear, Windshear, Windshear.
The EGPWS windshear caution is WSHEAR on the PFD accompanied by an audio
announcement of Caution, Windshear.
The windshear recovery manoeuvre is given in Table 3.11. It is divided into two parts:
one for recovery with windshear detected by the EGPWS and one for windshear
detected by the pilot.
The windshear recovery manoeuvre must be performed whenever the following
happens:
A windshear warning is given during the approach or after lift-off.
A windshear caution is given on the approach or after lift-off and the Captain decides
to take avoiding action.
The crew detect the presence of windshear on the approach or after lift-off without
a windshear warning or caution.
The windshear recovery manoeuvre should be performed following the activation of a
windshear caution during the approach or after lift-off. However, the captain may elect
to continue with the approach or departure providing he has satisfied himself that
airspeed is under control and the desired flight path can be maintained.
Pilots should note that the stabilised approach criteria still apply.
Table 3.11 Windshear Recovery Manoeuvre

Windshear System Detected
Thrust Levers..................................................................................MAX
When moving the thrust levers, press either TO/GA button.
Flight director guidance............................................................. Follow
Do not change the gear and flap configuration until terrain clearance is
assured and the aircraft is above 1,500 ft agl.

Pilot Detected
Autopilot................................................................................Disengage
Thrust Levers..................................................................................MAX
Pitch attitude......................................... 20 or PLI whichever is lower

3.9.7 Actions Following Windshear Recovery

Following a windshear recovery, the aircraft is in a potentially dangerous state in that
full power (beyond TOGA) is selected and the flight guidance system will be in basic
mode. The potential for exceeding a flap speed or having an altitude bust is high.
Therefore, it is important that the crew coordinate their actions to reinstate the correct
flight guidance and engine control modes. The actual sequence of actions depend on
which stage of flight the windshear event occurs. In short, the thrust levers must be
returned to TOGA and the appropriate flight guidance modes must be engaged. Finally,
the aircraft must be appropriately configured. A guide to the correct actions is given in
table 3.12.
Table 3.12 Actions Following Windshear Recovery

PF PM
Announces:
Clear of Windshear
Clear of Windshear Confirms clear
Moves Thrust Levers to Confirms thrust levers in

TOGA TOGA
States:
Engage Auto throttle Engages modes as

directed by PF
Engage FLCH
On Climb out
Engage HDG or NAV
Engage Autopilot
As Required:
Gear Up or Flaps Confirms speeds and

as required actions as directed by PF

3.10 TCAS
3.10.1 General
General procedures for TCAS operation are provided in the Operations Manual,
Part-A. This section contain information pertinent to the Embraer E-Jets only.
It is most important that pilots react promptly to any RA. This requires accurate flying
and it is important that the manoeuvre is flown smoothly. The pilot must follow the
directed commands and not overshoot or hunt about the guidance cue. One of the main
reasons why pilots do not fly this manoeuvre well is because they try to override the
autothrottle. Usually, when in the climb or descent, (the most likely time for a TCAS
event) the autothrottle will be in speed on elevator mode. It therefore follows that, if the
pilot tried to override the pitch command to accomplish the TCAS manoeuvre, the
autothrottle will try to compensate. This results in the pilot and the AFCS fighting one
another and does not result in a prompt, accurate and smooth manoeuvre. Following
receipt of a TA caution, pilots should hold their thumb over the TCS button and also
select a speed on thrust mode such as VS or FPA. On receipt of a RA, the TCS should
be pushed and the manoeuvre completed as demanded. Once clear of conflict, the pilot
can regain his originally cleared level by engaging FLCH. By allowing the autothrottle
to control power, there is little chance of the pilot setting too much thrust during the RA
manoeuvre and this will minimise any altitude deviations.
3.10.2 Aircraft Performance in Relation to an RA
WARNING
It is possible in some cases to have insufficient aircraft performance to follow the TCAS
command without flying into stall warning or buffet. Conditions where this may occur
include:
Bank angle in excess of 15.
Operations at airports above 5,300 ft amsl or temperatures greater than ISA + 28C.
One engine inoperative.
Failure to configure the aircraft to go-around following a climb RA in the landing
configuration.
Failure to advance thrust to MAXIMUM CONTINUOUS THRUST following a climb RA
at reduced thrust.
Speeds less than normal operation speeds.
Abnormal configurations, which reduce performance (e.g. gear down).
TCAS command reversal to a CLIMB-CLIMB NOW.
Buffet margin less than 0.3 g.

3.10.3 Stall Warning During Response to an RA
WARNING
If stall warning occurs during an RA manoeuvre, immediately abandon the RA and execute the
stall recovery procedure. The TCAS will continue to provide RAs while the stall warning is active
and during the recovery procedure.
3.10.4 High Speed Buffet During Response to an RA
WARNING
If high speed buffet is encountered when initially responding to an RA, relax pitch force as
necessary to reduce buffet but still continue to manoeuvre in response to the RA.
3.10.5 Crossing RA with Non-compliance by One Aircraft
WARNING
If one aircraft does not comply with a crossing RA, vertical separation may be reduced; there
may be a need to achieve vertical separation by visual means.
3.10.6 Stall Margin in Relation to an RA
CAUTION
Under certain conditions, commanded manoeuvres may significantly reduce stall margins with
the need to respect the stall warning if it occurs.
3.10.7 TCAS Modification Status

The E195 fleet has TCAS 7.0 installed.
The E175 fleet is modified to TCAS 7.1.
The TCAS version 7.1 introduces a new instruction:
LEVEL OFF, LEVEL OFF.
Level off, rate of climb of 0 ft per minute.

3.11 EGPWS
3.11.1 General
The Company EGPWS policy is contained in the Operations Manual, Part A.
When an EGPWS alert occurs, use the flight controls and thrust as necessary to correct
the aircraft attitude, flight path and configuration, according to the voice message
presented, to provide terrain clearance.
3.11.2 Terrain Awareness Warning
WARNING
If a terrain awareness warning occurs, immediately initiate and continue a climb that will provide
maximum terrain clearance until all alerts cease. Only vertical manoeuvres are recommended
unless operating in visual meteorological conditions (VMC) and/or the pilot determines, based
on available information, that turning in addition to the vertical escape manoeuvre is a safer
course of action.
3.11.3 Use of the TAD
WARNING
The EGPWS terrain display is intended to be used as a situational awareness tool only; it may
not provide the accuracy or fidelity to be the sole basis for terrain avoidance manoeuvring
decisions.
3.11.4 Terrain Awareness Caution
WARNING
When a terrain awareness caution occurs:
Check the aircraft flight path and correct it if required.
If in doubt, perform a climb until the caution alert ceases.

3.11.5 Landing Gear Aural Alert

If the Landing Gear aural alert is active and a Pull-up, Pull-up message is requested:
The EGPWS alerts Terrain, Terrain and Obstacle, Obstacle may not be
announced.
The Pull-up, Pull-up message will be given after the landing gear aural alert.
If the Landing Gear aural alert is active and a Terrain, Terrain or Obstacle,
Obstacle message is requested, the Terrain, Terrain or Obstacle, Obstacle
message will be given after the landing gear aural alert.
3.11.6 Terrain Inhibit

The terrain EGPWS features are inhibited by pressing the GND TERR PROX INHIBIT
button.
To avoid nuisance alerts, the terrain system should be inhibited for take-off and, within
15 nm of the field, for approach and landing, when any of the following conditions apply:
The airfield has no approved instrument approach procedure.
The airfields longest runway is less than 3,500 ft in length.
The airfield or approach is not included in the EGPWS database.
3.11.7 Glideslope Inhibit

Press the GND PROX G/S INHIB button to inhibit the glideslope caution. Once
inhibited, the glideslope caution will only reset after descending through 30 ft radio
altitude or climbing through 2,000 ft radio altitude.
3.11.8 Pull Up Manoeuvre

The pull up manoeuvre to be flown in response to any EGPWS hard warning for terrain
avoidance is shown in Table 3.13.
Table 3.13 EGPWS Pull Up Manoeuvre
PF
Autopilot ............................................................................... Disengage
Thrust Levers ................................................................................. MAX
Pitch attitude .........................................20 or PLI whichever is lower
During the pull up manoeuvre, PM should select the seat belts signs ON whilst also
monitoring the MFD TERRAIN display and calling out radio height.

3.12 Vital Action Summary

3.12.1 Dual Engine Failure
The vital actions for the Dual Engine Failure procedure are:
Airspeed..............................................................Minimum of 265 KIAS

RAT Manual Deploy Lever...............................................................Pull
3.12.2 Emergency Descent

The vital actions for the Emergency Descent procedure are:
Oxygen Masks ..........If required, ON and establish communications

Fasten Belts Signs. ........................................................................... ON
Landing Lights .................................................................................. ON
Altitude............................... 10,000 ft or MEA whichever is the higher
Thrust Levers ................................................................................. IDLE
Speedbrake lever ............................................................... FULL OPEN
Airspeed............................................................. Maximum/appropriate
Transponder ................................................................................... 7700
ATC................................................................................................ Notify

3.12.3 Emergency Evacuation

The vital actions for the Emergency Evacuation procedure are:
Emergency/Parking Brake................................................................ON
Slat/Flap Lever...................................................................................... 5
Thrust Levers................................................................................... DLE
Start/stop Selectors ..................................................................... STOP
Fire Extinguishing Handles ................. Pull and Rotate (1-L and 2-R)
APU Emergency Stop Button................................................... Push in
APU Fire Extinguishing Button.................................................... Push
Pressurisation Dump Button.................................................... Push in
ATC ................................................................................................ Notify
Emergency Evacuation.........................................................Announce
Batteries ........................................................................................... OFF
3.12.4 Abnormal Engine Start

The vital action for the Abnormal Engine Start procedure: is:
For the affected engine:

Start/Stop selector ....................................................................... STOP
3.12.5 Engine Fire, Severe Damage or Separation

The vital actions for the Engine Fire, Severe Damage or Separation procedure are:
Autothrottle........................................................................... Disengage
N1 of the operative engine.......................... At least 5% above N1 idle
For the affected engine:
Thrust Lever ................................................................................... IDLE
Start/Stop Selector ....................................................................... STOP
Fire Extinguishing Handle ...............................................................Pull
On the ground only:
Fire Extinguishing Handle ...........Rotate outboard, wait 15 seconds,
then rotate inboard

3.12.6 Jammed Control Column (Pitch)

The vital action for the Jammed Control Column (Pitch) procedure is:
ELEV DISC Handle ...........................................................................Pull
3.12.7 Jammed Control Wheel (Roll)

The vital action for the Jammed Control Wheel (Roll) procedure is:
AIL DISC Handle...............................................................................Pull
3.12.8 Pitch Trim Runaway

The vital actions for the Pitch Trim Runaway procedure are:
A/P DISC Button ............................................................Press and hold

Pitch Systems 1 and 2:
Cut-out Button .......................................................................... Push in
3.12.9 Roll (Yaw) Trim Runaway

The vital action for a Roll (Yaw) Trim Runaway procedure is:
AP DISC Button .............................................................Press and hold
3.12.10 Steering Runaway

The vital actions for the Steering Runaway procedure are:
STEER DISC Switch ......................................................................Press

Steer the aircraft using differential braking and rudder.

3.12.11 Cabin High Altitude

The vital actions for the Cabin High Altitude procedure are:
Crew Oxygen Masks.............................................................Don, 100%

Crew communication .............................................................Establish
Altitude ..............................10,000 ft or MEA whichever is the higher
Thrust levers ...................................................................................IDLE
Speedbrake ........................................................................ FULL OPEN
Airspeed ............................................................ Maximum/appropriate
Transponder....................................................................................7700
ATC ................................................................................................Notify
3.12.12 APU Fire

The vital action for the APU Fire procedure is:
APU Emergency Stop Button ...................................................Push in
3.12.13 Smoke/Fire/Fumes
The vital actions for the Air Conditioning Smoke procedure are:

Crew communication .............................................................Establish
3.12.14 Cargo Smoke

The vital action for the Cargo Smoke procedure is:
Associated Cargo Fire Extinguishing Button ............................. Push
3.12.15 Smoke Evacuation

The vital actions for the Smoke Evacuation procedure are:

Crew Communication.............................................................Establish
Pressurisation Dump Button ....................................................Push in

3.12.16 Reverse Thrust Deployment

Although Embraer do not specify any vital actions for reverse thrust deployment, Flybe
require the following vital actions:
Identify Correct Engine ...................................... PM confirmed by PF

Affected Engine Thrust Lever........................... Idle; confirmed by PF
IF BUFFET STILL APPARENT:
Affected engine Start/Stop Selector .............. Stop; confirmed by PF

INTENTIONALLY BLANK

Section 4 Contents
Section 4 Contents
4 Performance .................................................................................... 41
4.0 Performance Data .............................................................................. 41
4.1 General............................................................................................... 41
4.2 Explanations and Definitions .............................................................. 42
4.3 Minimum Control Speeds ................................................................... 44
4.4 General Aircraft Configuration ........................................................... 44
4.5 Airport Data ........................................................................................ 45
4.6 Engine Failure Procedure/Climb-out Procedure (CLP) ...................... 46
4.7 Performance Limited Take-off Mass .................................................. 46
4.8 The Flybe GWC for E-Jets ................................................................. 47
4.9 Calculation of Take-off Data............................................................... 48
4.9.1 Assumed Temperature (Flex Take-off) .............................. 49
4.9.2 N1 for Assumed Temperature ............................................ 49
4.9.3 Take-off Speeds ................................................................. 49
4.9.4 N1% for Flexible Take-off ................................................. 410
4.9.5 N1% Adjustment for Temperature Difference................... 410
4.10 Determination of VFS ....................................................................... 411
4.11 Stab Trim Setting for Take-off .......................................................... 412
4.12 Climb Gradient All Engines Operating........................................... 414
4.12.1 Initial Climb with Take-off Power (E195) .......................... 414
4.12.2 Climb Gradient with Climb Power Set (E195)................... 416
4.12.3 Initial Climb with Take-off Power (E175) .......................... 418
4.12.4 Climb Gradient with Climb Power Set (E175)................... 420
4.13 Driftdown Tables .............................................................................. 422
4.14 Net Level-off Altitude ........................................................................ 423
4.15 Landing Performance Considerations .............................................. 424
4.16 Landing Mass Calculation ................................................................ 424
4.17 Approach, Landing and Go-around Speeds..................................... 426
4.17.1 Reference Landing Speed................................................ 426
4.17.2 Final Approach Speed ...................................................... 426
4.17.3 Threshold Speed .............................................................. 427
4.17.4 Touchdown Speed............................................................ 427
4.17.5 Calculation of Landing Speeds......................................... 427

Section 4 Contents
4.18 Landing .............................................................................................429

4.18.1 Unfactored Landing Distance............................................429
4.18.2 Normal Operations ............................................................429
4.19 Contaminated Runway Operations ...................................................434
4.19.1 Contaminated Runways ....................................................434
4.19.2 Definitions of Contamination .............................................434
4.19.3 Poor Braking Action ..........................................................434
4.19.4 ToDc Chart Presentation...................................................434
4.19.5 Contaminated Runway Take-off Performance ..................436
4.19.6 Calculation of Take-off Speeds on Contaminated
Runways ...........................................................................437
4.19.7 Contaminated Runway Landing Performance ..................438
4.19.8 Unfactored Landing Distance on Contaminated
Runways ...........................................................................439
4.19.9 Worked Example of Contaminated Runway
Unfactored Landing Distance...........................................440
4.20 Wind and Altitude Performance Data................................................443
4.20.1 Maximum Crosswind.........................................................443
4.20.2 Wind Component Calculation............................................443
4.20.3 Altimeter Setting to Station Pressure ................................444
4.20.4 Altimeter Low Temperature Correction .............................445
4.20.5 The International Standard Atmosphere ...........................447
4.21 Aircraft Classification Number ACN ...............................................448
4.22 PCN Pavement Classification Number ..........................................448
4.22.1 Embraer 195 ACN Charts .................................................449
4.22.2 Embraer 175 ACN Charts .................................................451
4.23 Operation with Failed Brake Temperature Indications......................453
4.24 N1 Setting Tables for Take-off Power...............................................454
4.24.1 N1 Setting Tables for E195 ...............................................454
4.24.2 N1 Setting Tables for the E175 .........................................465
4.25 Introduction Electronic Performance..............................................473
4.26 Take-off Calculations ........................................................................474
4.27 Landing Calculations.........................................................................477
4.28 Cross-Checking ................................................................................478
4.29 Contaminated Runway Operations ...................................................480

Performance
4 Performance
4.0 Performance Data
Performance data for E-Jet crews is presented in the form of Gross Weight Charts
(GWC) which are provided over the Intranet and also in booklet form in the aircraft
cockpits. GWC are produced by a third party performance provider.
Throughout this section, where charts are readily available to crews in the flight deck
(either as cockpit data cards or in the QRH), only an example is shown. If any chart is
not readily available, the full versions for both variants are presented.
4.1 General
The Gross Weight Chart (GWC, also known as ToDc) contains information regarding
take-off and landing performance limitations for the Embraer 195 with CF34-10E7
engines and the Embraer 175 with CF34-8E5 engines, operated by Flybe and covers
dry, wet and contaminated runway performance. By use of the GWC, Flybe, E-Jet pilots
can determine: Take-off speeds (V1, VR and V2), the maximum take-off weight for
ambient conditions, the best assumed temperature for flex take-off, the required engine
power setting for take-off and also any corrections that may be required for wind, ECS,
anti-icing and QNH. Other aspects of take-off data (e.g. stabiliser trim settings; N1
corrections and VFS) are provided in laminated cockpit cards and in the QRH.
If taking off or landing at airports for which the GWC is not available, the take-off and
landing mass should be determined as follows:
(1) For take-off data, request the GWC from the Operations Department who will fax
it to the handling agent (make sure that the data is up-to-date).
(2) For landing data, use the Scheduled Landing Distance Chart provided in the QRH
or cockpit cards.
(3) Pilots are not permitted to use the AFM directly to calculate take-off or landing
data.
Make sure that all the airport information is correct, especially obstacle information. The
airport information is published in the AIP. The GWC referred to in this manual conform
to OPS 1.

Performance
4.2 Explanations and Definitions

AD Name of the airport. Presented in the page header of the GWC.
AFM Aircraft Flight Manual.
AIP Aeronautical Information Publication.
ASDA Accelerate-Stop Distance Available. The length of the take-off run

available plus the length of the stopway, if such stopway is declared
available by the appropriate Authority and is capable of bearing the mass
of the airplane under the prevailing operating conditions. ASDA is
presented in page header of the GWC.
Clearway Obstacle free surface after the end of TORA used for extending the TODA
used in case of continued take-off.
Contaminated RWY A RWY is considered to be contaminated when more than 25% of the
RWY surface area (whether in isolated areas or not) within the required
length and width being used is covered by the following:
Surface water more than 3 mm deep, or by slush, or loose snow,
equivalent to more than 3 mm of water, snow which has been
compressed into a solid mass which resists further compression and will
hold together or break into lumps if picked up (compacted snow) ice,
including wet ice.
Damp RWY A RWY is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance. For performance
purposes, a damp runway may be considered to be dry.
Dry Ice A RWY is considered as dry ice when the braking action is given, that is
a friction coefficient between 0.4 and 0.16.
Dry RWY A dry RWY is one which is neither wet nor contaminated, and includes
those paved RWYs which have been specially prepared with grooves or
porous pavement and maintained to retain effectively dry braking action
even when moisture is present. To use the 'DRY when WET' provisions
of a grooved/porous runway, the manufacturer must provide supporting
data in the AFM.
Elev Airport Reference Point Elevation. It is presented in the page header of

the GWC.
Flaps Flap setting of the specific calculation.

GWC Gross Weight Chart.
ICAO ICAO code of the airport. Presented along with IATA code in page header
of the GWC.
LDA Landing Distance Available. The length of the runway which is declared
available by the appropriate Authority and suitable for the ground run of
an airplane landing. Presented in page header of the GWC.
MLM Maximum Landing Mass (kg).

Performance
MTOM Maximum Take-off Mass (kg).
RWY RWY denomination or Intersection TKOF position this GWC chart is

calculated for. Presented in page header of the GWC.
SCAP Standard Computerised Aircraft Performance.
Slope RWY slope (max 2%), negative = down, positive = up. Presented in
page header of the GWC.
Stopway Extension of the runway with limited runway bearing capacity. Used to
extend the ASDA in case of a rejected take-off.
N1 Ref N1 Setting for a rated power take-off.
N1 flex N1 setting for reduced thrust take-off (flex take-off).
Tflex Flexible temperature. Assumed temperature used for reduced thrust

setting.
TODA The length of the take-off run available plus the length of the clearway
available. Presented in page header of all GWCs.
TORA Take-Off Run Available. The length of a runway which is declared

available by the appropriate Authority and suitable for the ground run of
an aircraft taking off. Presented in page header of all GWCs.
V1 The maximum speed in the take-off at which the pilot must take the first
action (e.g. apply brakes, reduce thrust, deploy spoilers) to stop the
airplane within the accelerate-stop distance (V1max). V1 also means the
minimum speed in the take-off, following a failure of the critical engine at
VEF, at which the pilot can continue the take-off and achieve the required
height above the take-off surface within the take-off distance (V1 min).
VA The speed at which application of full available aileron or rudder will not
overstress the airplane.
VEF Critical Engine Failure Speed. The speed at which, if one engine fails, the
failure is recognised at V1.
VMCA Air Minimum Control Speed. The minimum flight speed at which the
airplane is controllable with a maximum 5 bank, when one engine
suddenly becomes inoperative with the remaining engines at take-off
power.
VMCG Ground Minimum Control Speed. The minimum speed on ground at which
the take-off can be continued, utilising aerodynamic control alone, when
one engine suddenly becomes inoperative and the remaining engines are
operating at take-off power.
VMCL The minimum control speed in the landing configuration.
VR The speed at which the rotation is initiated during take-off, to attain the
take-off safety speed at or before a height of 35 ft above RWY surface.
VREF Landing Reference Speed. The speed at 50 ft height in a normal landing.

Performance
Vso Stall Speed. The minimum speed at which the lift provided by the airplane
is capable of supporting its weight.
WED Water Equivalent Depth.
Wet Ice Slippery A RWY is considered as wet ice or slippery when the braking action is
poor, that is with a friction coefficient of 0.16.
Wet RWY A RWY is considered wet when the RWY surface is covered with water,
or equivalent, less than 3 mm WED or when there is sufficient moisture
on the RWY surface to cause it to appear reflective, but without significant
areas of standing water.
4.3 Minimum Control Speeds

Normal Take-off
V1 and VR values presented in the GWC are always above minimum V1 and minimum
VR respectively (to give protection against VMCG and VMCA respectively).
Contaminated Runway Operations

For contaminated runway calculations, the E-Jet SCAP is set to use V1 VEF. This will
result in V1 figures that are potentially lower than the minimum V1 figures listed in the
AOM tables. This is an acceptable practice and protection over VMCG is always
provided. In all cases, VR must be VMCA x 1.05 and this protection is built into the
SCAP module.
4.4 General Aircraft Configuration

The airport analyses are based on:
CF34-10E7 Engines (E195) and CF34-8E5 Engines (E175).
QNH 1013.
Acceleration height 1,000 ft except where performance is limited by 5 min take-off
rating when the default will be the minimum allowed of 400 ft (indicated in the box
under the far right data set column).
Tyre Speed 225 mph (195 kts) (max).
V1/VR ratio Optimum using V1 max.
Flaps Column for Flap 2 (preferred take-off flap) and Optimum Flap (among 1, 3
and 4). Note that Flap 3 take-off is not allowed on the E175.
ECS ON If ECS is OFF, use N1 setting tables in this Section.
Anti-ice OFF If Engine Anti-ice or Engine and Wing Anti-ice is selected ON, use
the appropriate Anti-ice corrections. Flex take-off is not allowed and N1 settings
must be determined by reference to the tables in this Section.
Landing Gear Retraction selected 3 seconds after lift-off.

Performance
4.5 Airport Data

All airport data used in the calculation is presented on the GWC. The official distances
are presented as TORA, ASDA, TODA and LDA.
The slope is the difference in elevation between the line up position and the runway end
divided by the distance. This is a mean slope used for calculations.
Aerodrome elevation is the elevation of the Airport Reference Point. This is used for
deciding the general pressure altitude, and is not used for obstacle calculations.
Obstacle data is given as distance from and height above the end of the runway, i.e.
the end of TORA. When calculating obstacle clearance the effect of the slope when the
TOD is shorter than the TODA is considered, i.e. the lift-off point will have a different
height than the runway end.
Runway alignment penalties are included. There are three different line up methods to
consider:
Line Up from Behind the Take-off Position
This assumes that the nosewheel is behind the take-off position.
Line Up with 90 Degree Entry
(Embraer 195 TORA/TODA 10.29 m; ASDA 24.93 m and Embraer 175

TORA/TODA -8.97 m; ASDA -20.37 m).
This assumes that the aircraft comes from a taxiway perpendicular to the runway and
makes a 90 degree turn onto the runway. Note that the taxi runway markings will take
the aircraft too far into the runway.
Line Up with 180 Degree Turnaround
(Embraer 195 TORA/TODA 18.39 m; ASDA 30.03 m and Embraer 175

TORA/TODA -15.07 m; ASDA -26.47 m).
This assumes that a backtrack has been done and a full 180 degree turnaround is
made.
Runways marked NIGHT assumed that taxi lights are followed when making the
alignment.

Performance
4.6 Engine Failure Procedure/Climb-out Procedure

(CLP)
The aircraft performance (Gross Weight Chart) is based on a standard Engine Failure
Flap Retraction height of 1,000 ft in the case of engine failure. If there are special
considerations in conflict with this, a non-standard acceleration altitude will be printed
in the note on the GWC. This acceleration altitude is the minimum for a take-off without
engine failure and for a take-off with an engine failure.
The Engine Failure Climb-Out Procedure (ENG FAIL Procedure) is published in the
note at the upper part of the GWC below the title except where the ENG FAIL
Procedure conforms to the SID or other departure clearance. A full description of the
turn back procedure is provided in Section 3.3.
4.7 Performance Limited Take-off Mass

The take-off mass presented is based on the following limitations:
Limit Code Limiting Factor

F Field length
B Brake Energy
T Tyre Speed
O Obstacle limitation
P 5 minute of T/O thrust
R V2 restriction
C Climb limit
S Structural
V Vmcg limit
* SCAP Limited

Performance
4.8 The Flybe GWC for E-Jets

The presentation of GWC (ToDc) for Flybe E-Jets is shown in the example below:
RUNWAY AIRCRAFT
DATA CONFIG
ENGINE FAIL
TURN BACK
TAKE OFF
DATA SETS
OAT
(AMBIENT)
AND MAX
FLEX TEMP
IN ( )
N1 SETTING
FOR TAKE
OFF
(ASSUMES
AI OFF AND
ECS ON)
DATA BOX
ECS & ICING INCLUDING
CORRECTIONS ACCELERATION
ALTITUDE, QNH
CORRECTION
OBSTACLES ETC.
USED FOR
ANALYSIS
FIELD
LIMITED
LANDING
DATA
Note: Landing data sets for the E175 will also include a row for Ldg Flap 5 with ice
speeds increment. This is not required on the 195 as the speeds with and
without ice accretion are the same.
WARNING
E 175 GWC are supplied in two distinct versions for either the normal C of G envelope or the
Alternate C of G envelope. If Alternate C of G calculations are used, crews must ensure that the
MAC is not less than 16%.

Performance
4.9 Calculation of Take-off Data

In calculating the required take-off data, pilots must determine the maximum allowed
take-off weight for the ambient conditions and, if possible, they must then derive the
maximum assumed temperature for their actual weight and work out the correct power
setting for take-off. In addition they must ascertain the correct take-off speeds from the
GWC and also the final segment speed from the take-off data card in the cockpit.
Finally, the correct stabiliser trim setting is required.
If the OAT is not found in the GWC use the closest worse condition. Extrapolation
outside the range of the GWC is NOT ALLOWED. If headwind is more than 30 knots,
use the 30 knot correction.
Procedure
(a) Obtain surface wind, OAT and QNH from ATIS.
(b) Enter the T/O-3 GWC (if available) at OAT and move right to determine the
performance limited TOM for Flap 2. Compare the result to the actual TOM you
determined from the loadsheet. If the actual TOM is higher than the performance
limited TOM, move right to determine the performance limited TOM for optimum
Flap. Compare the result to the actual TOM. If the actual TOM is still higher than
the performance limited TOM, apply the procedure again to T/O 2 GWC and/or
T/O1 GWC until the actual TOM is equal or below the performance limited TOM.
(c) Record the performance limited TOM (see below).
(d) Move to the Assumed Temperature procedure. (Provided not in icing conditions
when no flex is allowed currently.)
(e) In certain circumstances, it is possible that the optimum flap setting renders less
performance capability than Flap 2. This is because Flap 2 is the optimum and
the SCAP has defaulted to the next best option.
PERFORMANCE WIND CORRECTION -/+ KGS PER KNOT Tailwind/Headwind

LIMITED TAKE
OFF MASS 52168O(4){-339/77}133-135-140
LIMIT CODE FLAP REQUIRED TAKE OFF SPEEDS V1, VR, V2

Performance
4.9.1 Assumed Temperature (Flex Take-off)

TMAX = Maximum Assumed Temperature.
TASSUM = Assumed Temperature.
TMIN = Minimum Assumed Temperature.
Procedure
(a) Determine TMAX (figures in brackets next to actual OAT) from the OAT line and
TMIN from the GWC.
(b) Determine the actual TOM from the loadsheet. Enter the same flap column that
was used to establish the performance limited TOM and move upwards to the
actual TOM. Move left to determine TASSUM (outside brackets).
(c) Compare TASSUM with TMAX and TMIN. The condition that must be accomplished
is:
Assumed Temperature value must be equal to or higher than Minimum
Assumed Temperature and equal to or lower than Maximum Assumed
Temperature (TMIN < TASSUM < TMAX).
(d) If Assumed Temperature value is greater than Maximum Assumed:
Temperature (TASSUM > TMAX) use TMAX.
(e) If Assumed Temperature is lower than Minimum Assumed Temperature:
(TASSUM < TMIN) NO FLEXIBLE TAKE-OFF IS ALLOWED. Use full thrust.
4.9.2 N1 for Assumed Temperature

N1REF ASSUM = N1 value determined from TASSUM line in the GWC.
Procedure
(a) Determine N1REF ASSUM.
(b) Calculate: TASSUM OAT.
(c) Determine the N1 adjustment from the N1 Adjustment Table (see overleaf).
(d) Calculate the N1 for Flex Take-off: N1 = N1REF ASSUM N1 adjustment.
4.9.3 Take-off Speeds

Procedure
(a) Record the take-off speeds from GWC based on the actual TOM.
Note: When using Optimum Flap, make sure the take-off speeds refer to the same flap
setting as for the intended take-off configuration.

Performance
4.9.4 N1% for Flexible Take-off
Enter with AT and pressure altitude in N1 for T/O-X

mode and find out N1 reference (N1ref).
Enter with the difference between AT and OAT in N1

adjustment for temperature difference table and find
out N1corr.
Reduced N1% is:

N1red = N1ref N1corr.
4.9.5 N1% Adjustment for Temperature Difference

An example of the N1 Adjustment charts is provided below. These charts are presented
to the pilots on the laminated, Take-off Data Cards in the flight deck.
Engine: CF34-10E7 T/O-1

At Outside Air Temperature (OAT) (C)
Minus
OAT -40 -20 0 5 10 15 20 25 30 35 40 45 50
(C)
5 0.8 0.8 0.8 0.8 0.8 0.7 0.7 0.7 0.7
10 1.6 1.6 1.6 1.5 1.5 1.5 1.4 1.4 1.4 1.3
20 3.3 3.2 3.1 3.0 3.0 2.9 2.8 2.8 2.7 2.6
30 4.7 4.6 4.5 4.4 4.3 4.2 4.1 3.9
40 6.6 6.1 5.9 5.8 5.7 5.5 5.3
50 8.0 7.3 7.1 7.0 6.7
60 10.1 9.2 8.4 8.1
70 11.4 10.4
Having determined the take-off speeds (V1, VR and V2) and the maximum assumed
temperature (flex) settings for N1, the pilots have almost all of the initial take-off data
required. Two steps remain to be completed; determining VFS and the stabiliser trim
setting.

Performance
4.10 Determination of VFS

An example of the chart used to present VFS is shown below:
WEIGHT VFS
(kg) (KIAS)
31000 164
32000 167
33000 169
34000 172
35000 174
36000 177
37000 179
38000 182
39000 184
40000 187
41000 188
42000 191
43000 194
44000 196
45000 198
46000 200
47000 202
48000 205
49000 207
50000 209
51000 211
52000 213
The VFS table is presented in the cockpit as part of the laminated, take-off data card. It
is also included in the performance section of the QRH.
It is a simple table to use and the pilot enters it with his actual take-off weight and then
reads the appropriate VFS opposite. In the example above, for a take-off weight of
38,000 kg, the corresponding VFS is 182 KIAS.

Performance
4.11 Stab Trim Setting for Take-off

The stabiliser trim setting tables are provided on the rear of the take-off data cards in
the cockpit; they are also presented in the performance section of the QRH.
The E195 has 4 tables (one for each flap setting); The E175 has a much more simple
presentation of only one chart that caters for all three allowed take-off flap settings.
Examples of both types on chart are presented below:
Example Stabiliser Trim Setting Chart for E195 (One of Four Charts)
FLAP 1
CG POSITION (% MAC)
TOW (kg)
10 12 14 16 18 20 22 24 26 28 30 32
2.8 2.5 2.2 1.9 1.6 1.3 1.0 0.7 0.4 0.1 0.2 0.5
53,000
UP UP UP UP UP UP UP UP UP UP DN DN
2.7 2.4 2.1 1.8 1.5 1.2 0.9 0.6 0.3 0.3 0.6
51,000 0.0
UP UP UP UP UP UP UP UP UP DN DN
2.6 2.3 2.0 1.7 1.4 1.1 0.8 0.5 0.2 0.1 0.4 0.7
49,000
UP UP UP UP UP UP UP UP UP DN DN DN
2.4 2.1 1.8 1.5 1.2 0.9 0.6 0.3 0.1 0.2 0.5 0.8
47,000
UP UP UP UP UP UP UP UP UP DN DN DN
2.2 2.0 1.7 1.4 1.1 0.8 0.5 0.2 0.1 0.4 0.7 1.0
45,000
UP UP UP UP UP UP UP UP DN DN DN DN
2.1 1.8 1.5 1.2 0.9 0.6 0.3 0.1 0.2 0.5 0.8 1.1
43,000
UP UP UP UP UP UP UP UP DN DN DN DN
1.9 1.6 1.3 1.0 0.7 0.5 0.2 0.1 0.4 0.7 1.0 1.3
41,000
UP UP UP UP UP UP UP DN DN DN DN DN
1.7 1.4 1.1 0.8 0.5 0.3 0.3 0.6 0.9 1.2 1.4
39,000 0.0
UP UP UP UP UP UP DN DN DN DN DN
1.4 1.1 0.9 0.6 0.3 0.2 0.5 0.8 1.1 1.4 1.6
37,000 0.0
UP UP UP UP UP DN DN DN DN DN DN
1.2 0.9 0.6 0.4 0.1 0.2 0.4 0.7 1.0 1.3 1.5 1.8
35,000
UP UP UP UP UP DN DN DN DN DN DN DN
0.9 0.7 0.4 0.1 0.1 0.4 0.7 0.9 1.2 1.5 1.7 2.0
33,000
UP UP UP UP DN DN DN DN DN DN DN DN
0.7 0.4 0.2 0.1 0.3 0.6 0.9 1.1 1.4 1.7 1.9 2.2
31,000
UP UP UP DN DN DN DN DN DN DN DN DN

Performance
Example Stabiliser Trim Setting Chart for E175 (Only One Chart Used for E175)
ALL WEIGHTS
CG POSITION (% MAC)
FLAP
7 9 11 13 15 17 19 21 23 25 27
6.0 6.0 5.5 5.0 5.0 4.5 4.0 3.5 3.0 3.0 2.5
1
UP UP UP UP UP UP UP UP UP UP UP
6.0 6.0 5.5 5.0 4.5 4.0 3.5 3.5 3.0 2.5 2.0
2
6.0 5.5 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0
4

Performance
4.12 Climb Gradient All Engines Operating

The all engine operating climb gradients for the E-Jets are presented in the following
tables. Two sets of tables are used for each variant: Initial Climb using take-off power
and then for subsequent climb using Climb Power (CLB 1). The first set of charts cover
the E195 and a similar set are then provided for the E175.
4.12.1 Initial Climb with Take-off Power (E195)

Conditions relevant to take-off gradient tables are:
Speed = V2 +10 KIAS.
Flaps 2 or 4 (Flap 3 can be interpolated).
Anti ice OFF (no correction necessary).
ECS ON.
Gear UP.
Wings Level.
Expected Climb Gradients on Two Engines Take-off Thrust
CF34-10E7 Engines T/O-1/Altitude: 0 Feet/Temperature: 25C

TAKE-OFF WEIGHT FLAP 2 FLAP 4
35 TONNE 31.0% 29.9%
40 TONNE 25.0% 23.9%
45 TONNE 20.6% 19.5%
50 TONNE 17.1% 16.0%
CF34-10E7 Engines T/O-1/Altitude: 2,000 Feet/Temperature: 25C

35 TONNE 26.4% 25.3%
40 TONNE 23.5% 22.4%
45 TONNE 19.8% 18.7%
50 TONNE 16.1% 15.0%

Performance

35 TONNE 27.4% 26.3%
40 TONNE 22.0% 20.9%
45 TONNE 18.0% 16.9%
50 TONNE 15.0% 13.9%

35 TONNE 25.6% 24.4%
40 TONNE 20.6% 19.4%
45 TONNE 16.8% 15.6%
50 TONNE 13.9% 12.7%

35 TONNE 23.2% 22.0%
40 TONNE 18.6% 17.4%
45 TONNE 15.1% 13.9%
50 TONNE 12.4% 11.2%

35 TONNE 21.7% 20.5%
40 TONNE 17.3% 16.1%
45 TONNE 14.0% 12.8%
50 TONNE 11.4% 10.2%

Performance
4.12.2 Climb Gradient with Climb Power Set (E195)

The conditions relevant for the climb gradient tables are:
Speed VFS or 250 KIAS.

Flap UP.
CLB 1 Thrust Rating.
ECS ON.
Gear UP.
Wings Level.
Expected Climb Gradients on Two Engines

CF34-10E7 Engines CLB 1/Altitude: 0 Feet/Temp: ISA +10C
Speed: VFS
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
35 TONNE 25.7% 23.0%
40 TONNE 20.7% 18.0%
45 TONNE 17.0% 14.3%
50 TONNE 14.7% 12.0%

CF34-10E7 Engines CLB 1/Altitude: 2,000 Feet/Temp: ISA +10C
Speed: VFS
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
35 TONNE 24.1% 21.5%
40 TONNE 19.4% 16.8%
45 TONNE 16.0% 13.4%
50 TONNE 13.7% 11.1%

SPEED: 250 kts

Performance
A-ICE A-ICE
TAKE-OFF WEIGHT OFF ON
35 TONNE 20.9% 18.2%
40 TONNE 17.8% 15.1%
45 TONNE 15.4% 12.7%
50 TONNE 14.7% 12.0%

Speed: 250 KTS
A-ICE A-ICE
TAKE-OFF WEIGHT OFF ON
35 TONNE 19.5% 16.9%
40 TONNE 16.6% 14.0%
45 TONNE 14.3% 11.7%
50 TONNE 13.7% 11.1%

Performance
4.12.3 Initial Climb with Take-off Power (E175)

Conditions relevant to take-off gradient tables are:
Speed = V2 +10 KIAS.

Flaps 2 or 4.
Anti ice OFF (no correction necessary)
ECS ON.
Gear UP.
Wings Level.

26 TONNE 28.8% 27.7%
30 TONNE 22.9% 21.8%
34 TONNE 18.6% 17.5%
38 TONNE 15.4% 14.3%

26 TONNE 27.1% 26.0%
30 TONNE 21.6% 20.5%
34 TONNE 17.5% 16.4%
38 TONNE 14.5% 13.4%

Performance

26 TONNE 25.7% 24.6%
30 TONNE 20.4% 19.3%
34 TONNE 16.5% 15.4%
38 TONNE 13.8% 12.6%
expected Climb Gradients on Two Engines Take-off Thrust

26 TONNE 23.6% 22.5%
30 TONNE 18.7% 17.6%
34 TONNE 15.1% 14.0%
38 TONNE 12.3% 11.2%

Performance
4.12.4 Climb Gradient with Climb Power Set (E175)

The conditions relevant for the climb gradient tables are:
Speed VFS or 250 KIAS.

Flap UP.
CLB 1 Thrust Rating.
ECS ON.
Gear UP.
Wings Level.

Speed: VFS
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
26 TONNE 27.8% 27.0%
30 TONNE 22.4% 21.6%
34 TONNE 18.4% 17.6%
38 TONNE 15.4% 14.6%

Speed: VFS
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
26 TONNE 26.1% 25.3%
30 TONNE 20.0% 19.2%
34 TONNE 17.2% 16.4%
38 TONNE 14.4% 13.6%

Speed: 250 kts

Performance
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
26 TONNE 21.3% 20.6%
30 TONNE 18.1% 17.4%
34 TONNE 15.6% 14.9%
38 TONNE 13.4% 12.7%
Expected Climb Gradients On Two Engines

Speed: 250 kts
A-ICE A-ICE
TAKE-OFF WEIGHT
OFF ON
26 TONNE 20.0% 19.3%
30 TONNE 17.0% 16.3%
34 TONNE 14.6% 13.9%
38 TONNE 12.7% 12.0%
Note: Pilots should note that the charts presented in this section are not provided on-
board the aircraft except in the cockpit copy of the Operations Manual, Part B6.

Performance
4.13 Driftdown Tables

In the event of an engine failure during cruise it will generally be necessary to reduce
speed and descend to a lower altitude. Good initial target figures are: 200 KIAS and
FL 200.
Immediately after engine failure set maximum continuous N1 and allows the airplane to
decelerate from the cruise speed to the initial driftdown speed shown in the driftdown
table. Although the tables contain initial driftdown speeds, a more accurate
representation of the true driftdown speed is the Green Dot. This will indicate
driftdown for the actual, in flight conditions and aircraft weight. Pilots should note that
the Green Dot is not corrected for icing conditions so, in such circumstances, Green
Dot +10 kts should be used. When this speed is achieved, start the descend profile by
disengaging the autothrottle and engaging FLCH mode on the guidance panel.
The airplane should level off at the gross altitude and weight shown in the driftdown
table.
Note: If a re-light is considered, a windmill start attempt can be made at 265 KIAS and
FL 210 on the E195 and 250 KIAS and FL250 on the E175.

Performance
4.14 Net Level-off Altitude

Regulations require terrain clearance flight planning based on net performance which
is the gross (or real) gradient performance degraded by 1.1%.
To estimate the net level off pressure altitude, enter with the gross weight, proceed to
the ISA deviation and find the value within bracket. This is the net level off pressure
altitude. The net level off pressure altitude must clear all en-route obstacles by at least
1,000 ft.
If the obstacles heights are close to the values published in the following tables, a
detailed driftdown analysis must be accomplished.
An example of a driftdown table is provided for reference purposes only, the current
tables are provided on board the aircraft in the Performance Section of the QRH and
also the cockpit handbook.
EXAMPLE DRIFT DOWN CHART
DRIFTDOWN TABLE
EMBRAER 195 ALL ENGINE TYPES EASA CERTIFICATION
BLEEDS ON/ENGINE & WING ANTI-ICE OFF
GROSS LEVEL OFF
WEIGHT (kg) INITIAL ALTITUDE - FT
(NET LEVEL OFF
DRIFTDOWN ALTITUDE - FT)
START LEVEL SPEED ISA+10C
ISA+15C ISA+20C
DRIFTDOWN OFF (KIAS) & BELOW
50000 19727 18798 17829
48000 216
(15138) (13592) (12095)
20398 19794 18882
48000 46100 212
(16585) (15222) (13691)
21321 20506 20003
46000 44300 207
(18189) (16880) (15306)
44000 23064 21603 20604
42500 203
(19163) (18247) (17060)
24317 23292 21800
42000 40700 198
(20192) (19429) (18482)
25621 24722 23425
40000 38700 194
(20893) (20339) (19740)
38000 27008 26200 24986
36700 189
(24254) (23349) (21948)
Start Here with AUM at engine failure
The chart is self explanatory, in that pilots can determine easily their all up mass when
an engine fails and this is the start point in column one. The next column shows the
AUM when driftdown is completed. Column three can be used as the target speed
should the green dot not be available. The final columns show the settling altitude for
both net () and gross performance in various ISA conditions.

Performance
4.15 Landing Performance Considerations

In determining the landing performance prior to dispatch, pilots must calculate both the
runway limiting landing performance (Field Length Limitation) and also the Approach
Climb limitations. The first of these limits depends on the physical nature of the runway
itself (length, slope, surface, etc.) whilst the latter is determined by the obstacles in the
climb out should a go-around be required and also the EASA Part OPS requirement to
meet a 2.5% gradient with one engine inoperative (approach climb gradient) and 3.2%
gradient all engines operating (Landing Climb Gradient). Having identified the landing
mass limitations, the crew then need to work out the approach, landing and go-around
speeds (VAPP, VREF and VAC).The procedures below describe how to determine these
two distinct requirements.
4.16 Landing Mass Calculation

(a) Obtain the landing mass limited by field in the GWC for each runway as shown
below:
54000/45067
FIELD LENGTH FIELD LENGTH
LIMITED MAX LIMITED MAX
LANDING MASS LANDING MASS
(DRY) (WET)
(b) Get the landing mass limited by Climb (approach 2.5% and landing 3.2%) in
the Landing Mass Climb Limit table presented on the rear of the landing data
cockpit card.
(c) The maximum landing mass is the lowest between the values obtained from
steps a. and b.

Performance
EXAMPLE - LANDING MASS - CLIMB LIMIT (APPROACH (2.5), LANDING (3.2))
CONFIGURATION ALTITUDE TEMPERATURE

0 10 15 20 25 30 35 40 45
0 52434 52201 52061 51921 51781 51636 49673 47632 45590
FLAP 5 ANTI-ICE OFF 1000 51284 51062 50941 50821 50701 49865 47930 45995 43924
WEIGHTS VALID WITH OR WITHOUT 2000 50277 50085 49985 49870 49754 48173 46210 44343 42266
STALL PROT ICE SPEED MESSAGE 3000 49261 49079 48980 48870 48411 46472 44555 42664
N/A
4000 48146 48028 47932 47836 46675 44759 42880 41037
0 52182 51937
FLAP 5 ANTI-ICE ON 1000 51060 50828
WEIGHTS VALID WITH OR WITHOUT 2000 50090 49860 N/A
STALL PROT ICE SPEED MESSAGE 3000 48879 48705

4000 47576 47015
0 50819 50618 50497 50375 50253 50126 48275 46288 44296

FLAP 5 CAT II ANTI-ICE OFF 1000 49837 49627 49510 49394 49277 48460 46582 44696 42677
N/A
4000 46815 46684 46590 46497 45369 43511 41679 39881
0 50601 50390
FLAP 5 CAT II ANTI-ICE ON 1000 49624 49399

4000 46260 45712
0 50671 50470 50349 50228 50107 49981 48033 46064 44152

FLAP FULL ANTI-ICE OFF 1000 49545 49342 49320 49117 49005 48189 46317 44497 42551
N/A
4000 46299 46197 46146 46095 45073 43237 41455 39714
0 50454 50251
FLAP FULL ANTIICE ON 1000 49343 49130

4000 45764 45251
Whilst the GWC will indicate your landing weight capability as determined by field
length, this chart will allow pilots to calculate the landing weight based on go-around
capability. A worse case of ice accretion is assumed.
For the dispatch landing calculation, pilots must consider the most favourable runway
in still air conditions. Account should also be made for slope, temperature and runway
surface condition. Finally, the resulting unfactored landing distance must be multiplied
by 1.67 for dry conditions and 1.917 for wet. These safety factors are included in the
GWC results; they are incorporated to cater for pilot handling errors and changes in
forecast conditions on arrival.

Performance
4.17 Approach, Landing and Go-around Speeds

Appropriate landing speeds are discussed below.
4.17.1 Reference Landing Speed

The reference landing speed (VREF) is the speed for the aircraft weight and flap setting.
VREF is defined as 1.23 times the stalling speed in one g flight (VS-1g).
Apart from short term fluctuations, the speed on the final approach must not be below
VREF.
4.17.2 Final Approach Speed

The final approach speed (VAPP) is the target speed for the final approach once the
landing configuration has been established.
Typical VREF values are 100 to 130 knots; so VREF provides a margin of between 20 to
30 knots above the stalling speed.
During a moderately turbulent approach, variations in IAS of up to 20 knots might occur.

A reduction in speed could bring the aircraft close to the stalling speed. In turbulent air,
it is acceptable to target a speed above VREF on the final approach in order to maintain
an adequate margin over the stall.
Even in relatively calm air, speed errors of around 5 knots can occur. It is always
necessary to target a final approach speed 5 knots above VREF.
VAPP is calculated by applying a wind correction factor to VREF.
VAPP = VREF + wind correction.
A gust factor is first calculated and then the wind correction factor is determined.
The gust factor is equal to half the steady headwind plus the full gust increment. For
example, if the wind is reported as 20 knots gusting 28:
Half the steady headwind is 10 knots.
The full gust increment is 28 minus 20 knots = 8 knots.
So the gust factor is 10 + 8 = 18 knots.
To find the wind correction, limits are applied to the gust factor.
For a flaps full landing, the minimum wind correction is 5 knots and the maximum wind
correction is 20 knots.
For a flaps 5 landing, the minimum wind correction is 5 knots and the maximum wind
correction is 20 knots.

Performance
Pilots should be aware that when landing speed increments are applied following an
emergency, they are applied to the full flap landing speeds and that the first 5 knots of
the wind correction are included.
On a Category II approach, VREF is already increased so there is no need to add the

minimum 5 knot increment to achieve VAPP.
4.17.3 Threshold Speed

The threshold speed is the speed at which the aircraft should cross the threshold. The
basic threshold speed is VREF.
The aim is always to reduce the final approach speed such that the threshold is crossed
at VREF. However, this may not be practicable if an appreciable gust factor has been
added to the final approach speed. If the threshold is crossed at speeds above VREF,
the safety margins on landing distance may not be met.
4.17.4 Touchdown Speed

The touchdown speed is the speed at which the aircraft touches down. If the threshold
is crossed at VREF and at 50 ft, the touch down speed is 2 to 3 knots below VREF if the
normal flare manoeuvre is performed.
4.17.5 Calculation of Landing Speeds

The calculation of appropriate speeds for the approach, landing and go-around must
be completed in accordance with the guidance above. The basic speed information is
provided in the cockpit as part of the laminated, Landing Data Card. In addition, speeds
are provided in tables in the performance section of the QRH.
An example of the landing speeds as presented on the Landing Data Card is presented
overleaf.
Pilots should note that for the Embraer 175, a different (increased) VREF is required
when operating with ice accreted on the airframe. This is indicated to the crew by the
presentation of the EICAS Advisory caption STALL PROT ICE SPEED. This caption
is latched until 30 seconds after weight on wheels. Therefore, in both variants the QRH
or Landing Data Card should be consulted (landing distance increments are required
for both variants) and, for the 175, the appropriate ice speeds should be used for
calculation of landing speeds when using Flap 5 for landing (increased VREF for icing
is not required for flap full and CAT 2/3 operations). The 195 does not have a
requirement to increase VREF when in icing for Flap 5 landings (or for flap full).
For commonality across both variants, Flap 5 VREF speeds are presented for both with
and without ice accretion. On the example overleaf, pilots will note that both the with
and the without ice speeds are the same because this card is for the E195. On the
E175, there will be a difference between the two.

Performance
Example Landing Speeds Cockpit Card
Landing Speeds
VREF Full
VREF Flap 5 and VAC Flap
VFS
Flap 3 and VAC Weight
Weight Flap 4
Ice/No CAT 2 & All All
Ice 3A Conditions Conditions
32 000 119/119 122 111 166 32 000
33 000 121/121 124 111 169 33 000
34 000 122/122 126 111 171 34 000
35 000 124/124 127 112 174 35 000
36 000 126/126 129 114 176 36 000
37 000 128/128 131 115 179 37 000
38 000 130/130 133 117 181 38 000
39 000 131/131 135 118 184 39 000
40 000 133/133 136 120 186 40 000
41 000 135/135 138 122 188 41 000
42 000 136/136 140 123 190 42 000
43 000 138/138 141 124 193 43 000
44 000 140/140 143 126 195 44 000
45 000 141/141 145 127 197 45 000
46 000 143/143 146 129 199 46 000
47 000 144/144 148 130 201 47 000
48 000 146/146 150 132 204 48 000
49 000 147/147 151 133 206 49 000
50 000 149/149 153 134 208 50 000
51 000 150/150 154 136 210 51 000
52 000 152/152 156 137 212 52 000
In the highlighted example above, for a 36,000kgs landing mass, VREF for a
flap 5 landing is 126 KIAS (with and without ice accretion as this is a E195
example). VAC is also 126 KIAS whilst VAPP would be 131 KIAS (nil wind
conditions). VFS is 176 KIAS.
For CAT 2 or 3A operations, VREF is 129 KIAS and VAC is the same whilst VAPP
is also 129 KIAS (you do not need to add the minimum 5 kts increment to VAPP
for CAT 2 or 3A operations). VFS remains as 176 KIAS.

Performance
4.18 Landing
4.18.1 Unfactored Landing Distance
Unfactored landing distance is the actual distance to land the airplane on a zero slope,
ISA temperature, dry runway, from a point 50 ft above runway threshold at VREF using
only the brakes and spoilers as deceleration devices (i.e., no engine reverse thrust is
used). For an in-flight assessment of landing performance, the unfactored landing data
is used and any increments for overspeed can be obtained from the tables provided in
the QRH. Unfactored data is only provided for DRY runways. To cater for a wet runway,
it is usual to apply a 1.15 factor (as in normal dispatch calculations).
In accordance with recent landing performance analysis conducted in the USA (TALPA
ARC) it is recommend that a factor of 1.15 is applied to all in-flight landing
assessments. This factor is to be applied to Operational Landing Performance which
at present is not available but can be approximated by adding 20% to the ULD.
Therefore for a dry runway a factor of 1.35 is used whilst in the case of a wet runway a
factor of 1.5 is applied.
4.18.2 Normal Operations

The required landing distance for dispatch is the unfactored landing distance increased
by 66.7% for dry runway, or 91.7% for wet runway. The required landing distance for
the in-flight assessment is the unfactored landing distance (plus any increments for
overspeed, etc.) multiplied by a factor of 1.35 DRY and 1.5 WET.
This requirement is extant for destination and alternates, planned or unplanned. The
only time this is not required is when an abnormal/emergency procedure is followed
(when appropriate corrections provided in the QRH are utilised). Before commencing
an approach to land the commander shall check that a landing in full compliance with
the regulations can be made.
When checking landing performance the expected conditions have to be taken into
account. This includes the possibility of gusting conditions and increased wind
corrections. If increased wind corrections are expected the unfactored landing distance
tables in the back of the QRH give the penalty values to be added to the unfactored
landing distance before the factor of 1.35 DRY and 1.5 WET is applied. If the LDR
exceeds the LDA due to this increment crews should calculate what overspeed will be
acceptable and then calculate their VAPP accordingly.
The GWC landing calculations are based on the Embraer published, unfactored
landing distance charts as provided in the AOM Volume 1. Pilots may need to use such
data for various types of approach. (e.g. Abnormal operations usually require pilots to
use the full flap landing distance suitably factored to cater for the emergency). The

Performance
unfactored landing distances for manual braking only are provided on the laminated,
cockpit, landing data card and in the performance section of the QRH. An example of
the cockpit data card presentation is below:
MANUAL BRAKES Unfactored Landing Distance (Metres) MANUAL BRAKES

FLAP 5 FLAP 5 CAT 2 & 3A FULL FLAP
Sea Level Sea Level Sea Level
Weight
(kg) Headwind Component Headwind Component Headwind Component
(knots) (knots) (knots)
-10 0 10 20 -10 0 10 20 -10 0 10 20
31 000 852 719 677 636 875 741 698 657 764 639 600 562
34 000 896 761 718 676 922 785 741 699 766 641 601 563
37 000 940 802 758 716 968 828 784 740 801 674 634 595
40 000 984 844 799 756 1014 872 827 783 839 710 669 629
43 000 1029 886 840 796 1060 915 869 824 877 745 703 662
46 000 1073 927 881 835 1106 959 912 866 915 780 738 696
49 000 1117 968 921 875 1155 1002 954 907 952 816 772 730
52 000 1173 1010 962 915 1218 1046 997 949 989 850 806 763
For the E175, figures presented for Flap 5 will be with NO ice accretion. If figures for
ice accretion are required, the QRH must be consulted. Unfactored landing distances
for autobrake settings are provided in the Cockpit Handbook.
Emergency/Abnormal Operations
General Considerations
For each emergency/abnormal and flaps/slat fail condition, the required landing
distance is the unfactored landing distance for flaps full multiplied by the associated
landing distance correction factor. Unfortunately, the factors provided on the individual
emergency pages are only for dry conditions. If you are operating into wet or
overspeed conditions (extra speed for wind correction, etc.) you will need to refer to
tables presented at the back of the QRH in the performance section. An example of the
table presentation in the QRH is shown below:

Performance
Factor
ALD = (ULD x K) B
Emergency/
Flaps Speed Wet Wet + OVSP
Abnormal Procedure
(m) (m)
K B K B
Dual Engine Failure Slat/Flap 3

VREF FULL +20 or 4.10 804 5.39 1278
130 KIAS
Jammed Control Slat/Flap 5

2.01 350 2.30 433
Column (pitch) VREF FULL +15
Jammed Control Slat/Flap 5

2.01 350 2.30 433
Wheel VREF FULL +15
Loss of Hydraulic Slat/Flap Full

2.82 551 3.16 587
System 1 VREF FULL
Loss of Hydraulic Slat/Flap Full

2.57 494 2.87 531
System 2 VREF FULL
Loss of Hydraulic Slat/Flap 5

5.16 1008 5.92 929
System 1 and 2 VREF FULL +10

3.42 740 3.89 847

3.12 656 3.53 753
One Engine Slat/Flap 5

Inoperative Approach VREF FULL +20 2.30 443 2.63 540
and Landing
The OVSP columns refer to the factor to be applied to a 10 kt overspeed.
The previous table refers to wet conditions only. In the case of wet conditions, an
additional factor has to be considered for the landing calculation. For all emergency/
abnormal landings the following process should be followed:
(a) Recognise the system malfunction;
(b) Find the Unfactored Landing Distance (ULD) for flaps full on the laminated,
landing data card, considering the airplane type, altitude, landing weight and ice
accretion condition;
(c) Find the multiplier factor value (K) on the table with Landing Distance Correction
Factors and multiply the obtained values of (ULD) and (K).
(d) In the same line of table with Landing Distance Correction Factors, find the value
(B).
(e) Subtract (B) from the result of step (3). This is the actual landing distance (ALD)
to safely land the airplane on wet runways condition.

Performance
Example:
ALD = (ULD x K) B
ALD = (670 x 2.63) 632

ALD = 1130 m
Pilots should be aware that the need to consider the extra factor (b) is required only for
emergency/abnormal landings in wet conditions. in dry conditions, a separate chart is
provided that considers only the ULD multiplied by the landing distance correction
factor.
Slat/Flap Failure Landing Considerations

The table above is quite extensive in the QRH and caters for almost all abnormal
situations. However, the case of slat or flap failure needs special consideration as the
number of permutations and eventual landing configurations is large. As with any other
abnormal situation, the QRH presents the landing factors in the individual slat or flap
failure drill pages. However, as above, only dry conditions are presented. Pilots will
have to refer to the performance section of the QRH for wet or overspeed conditions.
Again, in wet conditions an extra factor must be considered.
An example of the QRH presentation is shown below (in this case for a wet runway):

Performance
ALD = (ULD x K) B
SLAT ?
Distance in
0 1 (2) (3) 4 (5) (FULL)
metres FLAP
VREF (KIAS) VREF FULL +60 VREF FULL +50 VREF FULL +50
0 K B K B K B
Factor
3.63 855 3.29 758 3.29 749
1 K B K B K B
Factor
2.77 612 2.77 604 2.77 599
2 K B K B K B
Factor
2.52 528 2.36 471 2.21 420
VREF (KIAS) VREF FULL +15 VREF FULL +10
3 K B K B
Factor
1.88 320 1.76 286
VREF (KIAS) VREF FULL +15 VREF FULL +10
4 (5) NOT USABLE K B K B

Factor
2.00 352 1.88 316
VREF (KIAS) VREF FULL +5 VREF FULL
FULL K B K B
Factor
1.66 246 1.00 0
Pilots should note that up to two stages of flap can usually be selected if the slat fails
in the zero position.

Performance

4.19.1 Contaminated Runways
The Embraer ToDc contains the performance data for contaminated runways. Each
airfield page presents the landing and take-off data in the same form as for the
uncontaminated case. Engine failure is assumed in both the uncontaminated and the
contaminated take-off cases.
4.19.2 Definitions of Contamination

A runway is considered to be contaminated when more than 25% of the usable area is
covered by standing water to a depth exceeding 3 mm or, slush or snow with a depth
exceeding 3 mm Water Equivalent Depth (WED).
Heavy rainfall and/or inadequate runway drainage cause standing water.
The Company limitation for contaminated operations is 12 mm WED.
Slush is water saturated with snow, which spatters when firmly stepped on. Slush forms
at temperatures around 5C and has a density of approximately 0.9 kg/litre, therefore,
3 mm WED equals 4 mm depth of slush.
Wet snow is snow that will, if compacted by hand, stick together and tend to form a
snowball. Wet snow has a density of approximately 0.5 kg/litre, therefore 3 mm WED
equals 6 mm depth of wet snow.
Dry snow is snow which can be blown if loose, or which will, if compacted by hand, fall
apart upon release. Dry snow has a density of 0.2 kg/litre, therefore 3 mm WED equals
12 mm depth of dry snow.
A low friction surface is considered to be a runway with ice patches such that braking
action is reduced from that experienced on a wet or dry surface.
4.19.3 Poor Braking Action

Operations when the reported braking action is poor should be avoided.
4.19.4 ToDc Chart Presentation

In order to simplify the determination of exactly what the degree of contamination is on
a runway, the data presented for contaminated operations is presented in columns of
Water Equivalent Depth. For example, a column for 3 mm of standing water has also
4 mm for slush, 6 mm for wet snow and 15 mm for dry snow (all highlighted in red on
the example overleaf). All of these equate to the same degree of contamination, the
difference performance figures are a result of the differing surface friction and retarding
effects of the various contaminants.
Also note that tables are presented for compacted snow and wet ice (slippery) runways.

Performance

Performance
4.19.5 Contaminated Runway Take-off Performance

Take-off from contaminated runways must be at TO-1 with no flex (assumed
temperature). The following information is presented:
(a) Standing Water Performance masses with respect to temperature and depth.
(b) Slush Performance masses with respect to temperature and depth.
(c) Wet Snow Performance masses with respect to temperature and depth.
(d) Dry Snow Performance masses with respect to temperature and depth.
(e) Compacted Snow Performance masses with respect to temperature and wind.
(f) Wet Ice (Slippery) Performance masses with respect to temperature and wind.
A decode of the data boxes is provided below:
QNH correction Optimum Flap
Limit Code
Weight Correction per
51629 O (40) (4) [-347/119] 1kt tailwind or headwind
124-134-139
Uncorrected Performance V1, V2, VR (see para 4.19.6)

Limited Takeoff Mass
The acceleration height used is the same altitude as indicated under the normal
operations GWC (underneath right hand column).
To obtain corrections for ECS OFF and Anti-Ice ON, use the WET corrections table.
The data sets for Compacted Snow and Wet Ice (Slippery) runways do not reference
depth of contaminant as both are considered to be solid surfaces but with degraded
braking action. Relative wind columns are provided instead:

Performance
4.19.6 Calculation of Take-off Speeds on Contaminated

Runways
Take-off data for contaminated take-off performance is presented as shown below. The
individual data sets show the maximum take-off weight that can be achieved for given
conditions. In addition, a set of take-off speeds are presented. As highlighted, for a
take-off in 7 mm of slush at zero degrees centigrade and zero wind, the RTOW is
46,422 kg using flap 4. The associated speeds are V1 = 107; VR = 125 and V2 = 132.
However, supposing your actual take-off weight is 44,000 kg?
If your take-off weight is less than that presented in the table, you should only use the
V1 speed for your take-off. This speed (albeit for a heavier weight than your actual
weight) is a safe V1 min for your conditions. The aerodynamic speeds of VR and V2
should be obtained from the appropriate page of the QRH. An example of the QRH
page is shown below:
<#` V
!%=
` "~ ==
=% U

Performance
By using the appropriate chart (in this case for Flap 4 take-off using TO-1) the VR and
V2 speeds for 44,000 kg can be obtained (122 and 128 kts respectively). On longer
runways in particular, it might be that the ToDc V1 is actually higher than the QRH VR
and V2. This is indicating that a balanced field calculation can be used and pilots should
simply equate V1 to the VR as obtained from the QRH.
4.19.7 Contaminated Runway Landing Performance

Just like the contaminated runway take-off data, contaminated landing performance is
presented in columns that represent similar levels of contamination as follows:
(a) Standing Water Performance masses with respect to temperature and depth.
(b) Slush Performance masses with respect to temperature and depth.
(c) Wet Snow Performance masses with respect to temperature and depth.
(d) Dry Snow Performance masses with respect to temperature and depth.
(e) Compacted Snow Performance masses with respect to temperature and wind.
(f) Wet Ice Performance masses with respect to temperature and wind.
A decode for the contaminated runway data sets is presented below:
Limit Code Landing Flap
49050 A |29| (6) [-536/0]

Weight Correction per 1 Kt
tailwind or headwind
Landing mass
QNH Correction
Pilots should note that a full flap landing is designated as Flap 6 rather than the usual
nomenclature of flap full.
The decode for landings on Compacted Snow and Wet Ice (Slippery) runways is
identical except that the wind correction factor is not included because these data sets
are grouped by relative wind component as highlighted in red below:

Performance
4.19.8 Unfactored Landing Distance on Contaminated

Runways
The maximum landing mass tables presented in the GWC have already factored in the
landing distance required, however, pilots may need to determine the actual landing
distance required in abnormal situations for example.
The contaminated, unfactored landing distance is the actual distance to land the
airplane after a stabilised approach, crossing a point at 50 ft above the threshold at
VREF, on a zero slope runway, ISA temperature, using maximum manual braking effort.
A full set of tables are provided in the QRH and only an example is shown in this
document. The QRH must be used if pilots need to calculate the unfactored landing
distance on a contaminated runway.
The tables are to be used as a guide to help suppliment the aircraft performance figures
and to increase pilot awareness during contaminated runway operations. As with an
emergency landing, there is no need to apply the normal landing distance safety factors
as supplimental corrections are being made for the ambient conditions at the time.
The factors to multiply the full flaps unfactored landing distance from the emergency/
abnormal procedures were not analysed for contaminated runways.
In order to find the contaminated landing distance, enter the table with the current
contaminant, flaps and autobrakes configuration, ice condition, and current landing
weight and obtain a reference Contaminated Unfactored Landing Distance (CULDREF).
Apply corrections to the reference contaminated unfactored landing distance according

to the formula below:
Final altitude correction (%) = Altitude correction from the table x (Current Altitude
in ft/1,000 ft).
Final tailwind correction (%) = Wind correction from the table x (Current tailwind
component in kt/5 kt.
Final overspeed correction (%) = Overspeed correction from the table x (Current
overspeed in kt/5 kt).
Final temperature correction (%) = Temperature correction from the table x (Current
temperature in C above ISA/5).

Performance
Final slope correction (%) = Slope correction from the table x (Current downhill slope
in %/1%).
Final reverse correction (%) = Reverse correction from the table.
The unfactored landing distance on contaminated runways (CULD) becomes:
Additional Distance = CULDREF x (Final Altitude Correction + Final Tailwind

Correction + Final Overspeed Correction + Final Temperature Correction + Final
Slope Correction + Final Reverse Correction).
CULD = CULDREF + Additional Distance.
4.19.9 Worked Example of Contaminated Runway

Unfactored Landing Distance
Using the example chart overleaf;
Suppose that, for the following condition:
Airport Pressure Altitude: 4,000 ft.

Wind: 10 kt headwind.
Overspeed: VREF +5 kt.
Temperature: ISA +5.
Slope: 0%.
Reversers: All reversers operating.
Compacted Snow.
Landing Mass = 37,000 kg.
Flap Full.
Autobrake Hi.
Ice Accretion.
From the example chart overleaf we can determine that the following corrections need
to be applied:
CULDREF: 1305 m (as shown on the example chart).

Altitude Correction: 4%.
Wind Correction: 11%.
Overspeed Correction: 9%.
Temperature Correction: 2%.

Performance
Slope Correction: 4%.

Reverse Correction: -2%.
Calculations:
Final Altitude Correction = 4% x (4,000 ft/1,000 ft) = 16%.

Final Tailwind Correction = 11% x (0 kt/5 kt) = 0%.
Final Overspeed Correction = 9% x (5 kt/5 kt) = 9%.
Final Temperature Correction = 2% x (5/5) = 2%.
Final Slope Correction = 4% x (0%/1%) = 0%.
Final Reverse Correction = -2%.
Unfactored landing distance on contaminated runway:
Additional Distance = 1,000 m x (16% + 0% + 9% +2% + 0% - 2%) = 1305 m x 25%

= 326 m.
CULD = 1305 m + 326 m = 1631 m.

Performance
Example Contaminated Runway Unfactored Landing Distance Chart

CONTAMINATED RUNWAY UNFACTORED LANDING DISTANCE
EMBRAER 195 CF34-10E7 ENGINES EASA
COMPACTED SNOW
FLAP 5 FLAP FULL
WEIGHT AUTO
(kg) BRAKE NO ICE NO ICE
ICE ACC ICE ACC
ACC ACC
MAN 1296 1296 1087 1087
HI 1440 1440 1228 1228
34000
MED 1464 1464 1258 1258
LO 2042 2042 1738 1738
MAN 1384 1384 1159 1159
HI 1533 1533 1305 1305 CULDREF
37000
MED 1561 1561 1340 1340
LO 2196 2196 1867 1867
MAN 1472 1472 1230 1230
HI 1625 1625 1382 1382
40000
MED 1657 1657 1421 1421
LO 2349 2349 1994 1994
MAN 1560 1560 1301 1301
HI 1718 1718 1457 1457
43000
MED 1754 1754 1500 1500
LO 2504 2504 2120 2120
MAN 1647 1647 1372 1372
HI 1808 1808 1532 1532
46000
MED 1848 1848 1580 1580
LO 2655 2655 2247 2247
MAN 1734 1734 1443 1443
HI 1898 1898 1607 1607
49000
MED 1943 1943 1661 1661
LO 2807 2807 2375 2375
MAN 1821 1821 1513 1513
HI 1988 1988 1681 1681
52000
MED 2038 2038 1739 1739
LO 2960 2960 2500 2500
CORRECTIONS
per 1000 ft
ALTITUDE LANDING DISTANCE + 4% above SEA
LEVEL
WIND LANDING DISTANCE +11% per 5kt tailwind
per 5C above
TEMPERATURE LANDING DISTANCE + 2% Correction
ISA
per 1% slope Factors
SLOPE LANDING DISTANCE + 4%
donwhill
per 5kt above
OVERSPEED LANDING DISTANCE + 9%
VREF
REVERSER LANDING DISTANCE -2% for ALL REV OP

Performance
4.20 Wind and Altitude Performance Data

4.20.1 Maximum Crosswind
The maximum recommended crosswinds for take-off and landing are:
4.20.2 Wind Component Calculation

The chart below is also presented in the Cockpit Handbook:
Enter the chart with the reported wind velocity and the relative angle to the runway, to
read the wind component parallel to the runway and the crosswind.

Performance
4.20.3 Altimeter Setting to Station Pressure

QNH to Pressure Altitude
The chart below is used to correct station elevation to pressure altitude. It is repeated
in the Cockpit Handbook.
Example: Elevation = 2,000 ft

QNH = 1003 in hPa
Correction = 300 ft
Pressure Altitude = 2300 ft

Performance
4.20.4 Altimeter Low Temperature Correction

There are two tables of corrections to the altimeter for low ambient air temperature:
Table 1 for elevations of the altimeter setting source less than 2,000 ft.
Table 2 for elevations of the altimeter setting source between 2,000 ft and 4,000 ft.
CAUTION
The pressure altimeter is calibrated to read true altitude in ISA conditions.
When the temperature is colder than ISA, the true altitude will be lower than the indicated
altitude.
Each table is entered with the temperature of the altimeter setting source and the height
of the published altitude above the altimeter setting source. The rows are headed with
the temperature of the altimeter setting source on a pink background.
The columns are headed with the height above the altimeter setting source on a blue
background. The table value is the correction; the correction is on a yellow background.
The correction is added to the published altitude. This gives the indicated value that will
be the true value of the published altitude.
Post the incorporation of Epic Load 21.4, pilots may use temperature compensation in
the FMS to adjust the height profile of an approach.
CAUTION
When temperature compensation is used in the FMS, pilots will also need to adjust manually
the relevant approach minima.

Performance
Altimeter Low Temperature Correction Tables:
These tables are reproduced in the Cockpit Handbook.

Performance
4.20.5 The International Standard Atmosphere

Although the E-Jet FMS is quite capable of indicating the ISA conditions during flight,
pilots may need to determine this information when the FMS is not operating. Table 1
below can be used to work out what the temperature should be for various pressure
altitudes (referenced to 1013 hPa) in a standard atmosphere.
This table is reproduced in the Cockpit Handbook.

Performance
4.21 Aircraft Classification Number ACN

The Pavement Classification Number (PCN) reported shall indicate that an airplane
with ACN equal to or less than the reported PCN can operate on that pavement.
4.22 PCN Pavement Classification Number

Example: PCN 50 / F / A / X / T
1 2 3 4
(1) Type of pavement:

R = Rigid (concrete); F = Flexible (asphalt).
(2) Pavement sub-grade strength Category:
A = High, B = Medium, C = Low, D = Ultra-low.
(3) Maximum tyre pressure authorised for the pavement:
W = High, no limit; X= Medium (up to 217 psi);
Y = Low (up to 145 psi); Z= Very low (up to 73 psi).
(4) Pavement evaluation method:
T = Technical evaluation;
U = By experience of airplane actually using the pavement.
Overload Operations
Individual airport authorities are free to decide on their own criteria for permitting
overload operations as long as pavements remain safe for use by airplane. However,
a 10% difference in ACN over PCN for flexible pavement and 5% for rigid pavements
is generally accepted, provided that overload operations do not exceed 5% of the
annual departures and are spread throughout the year.
Graphs for the calculation of the ACN for both the E195 and E 175 are presented on
the next few pages.

Performance
4.22.1 Embraer 195 ACN Charts

Performance

Performance
4.22.2 Embraer 175 ACN Charts

Performance

Performance
4.23 Operation with Failed Brake Temperature

Indications
For normal operation, the brake temperature can be monitored through the brake
temperature indication in the MFD.
The E-Jet MEL allows aircraft to dispatch if the MFD brake temperature indications
have failed. Following an approach to land, a subsequent take-off must not be
performed before 25 minutes after chocks on. At the end of this time interval check that
the wheel thermal plugs have not melted.
If the tyres are not flat after 22 minutes, this is a positive indication that the wheel
thermal plugs have not melted. However, crews should be aware that if a single tyre on
a bogey has deflated, it is still possible for it to look normal as the other tyre will take all
of the aircraft loading.
In such circumstances, crews need also to comply with the instructions contained in the
DDG. This includes leaving the gear selected down for 7 minutes after take-off. Due to
this requirement, there are severe weight penalties to be applied as shown in the tables
in the DDG.

Performance
4.24 N1 Setting Tables for Take-off Power

Generally, the N1 setting for take-off is determined from the ToDc and any adjustments
for flex, etc., are then applied. The ToDc assume that Anti-Ice is OFF and the ECS is
ON. When operating with the Anti-Ice ON or the ECS OFF, there may be some small
adjustments necessary to the basic N1 setting compared to non-icing operations or
when the ECS is ON. These adjustments are very small but reference to the following
charts will provide the correct N1 if any doubt exists. Pilots should note that these charts
are only available in this manual and the Cockpit Handbook, they are not provided in
the QRH.
4.24.1 N1 Setting Tables for E195

N1 FOR T/O-1 MODE
AIR CONDITIONING ON ANTI-ICE OFF
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Pressure Static Air Temperature C

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 80.7 81.5 82.3 83.1 83.9 84.7 85.5 86.3 87.1 87.8
0 81.8 82.6 83.4 84.2 85.0 85.8 86.6 87.4 88.1 88.9
1,000 82.3 83.1 83.9 84.7 85.5 86.3 87.1 87.9 88.6 89.4
2,000 82.7 83.6 84.4 85.2 86.0 86.8 87.6 88.4 89.2 89.9
3,000 83.3 84.1 85.0 85.8 86.6 87.3 88.1 88.9 89.7 90.5
4,000 83.8 84.7 85.5 86.3 87.1 87.9 88.7 89.5 90.3 91.0
5,000 84.4 85.2 86.0 86.8 87.7 88.5 89.3 90.1 90.8 91.6
6,000 84.9 85.7 86.5 87.3 88.1 88.9 89.7 90.5 91.3 92.0
7,000 85.4 86.2 87.0 87.8 88.6 89.4 90.2 90.9 91.7 92.5
8,000 85.9 86.7 87.5 88.3 89.1 89.9 90.6 91.4 92.2 93.0
9,000 86.4 87.2 88.0 88.8 89.6 90.3 91.1 91.9 92.7 93.4
10,000 86.9 87.7 88.5 89.3 90.1 90.8 91.6 92.4 93.2 93.9

Performance

Altitude
(ft) 10 15 20 25 30 35 40 45 50
-1,000 88.5 89.3 90.0 90.8 91.5 91.5 91.0 90.4 89.9
0 89.6 90.4 91.1 91.9 92.6 92.1 91.6 91.1 90.6
1,000 90.1 90.9 91.6 92.4 92.6 92.1 91.6 91.1 90.3
2,000 90.7 91.4 92.2 92.9 92.7 92.1 91.6 91.1 90.3
3,000 91.2 92.0 92.7 93.2 92.7 92.1 91.6 91.0 90.2
4,000 91.8 92.5 93.3 93.2 92.6 92.1 91.6 90.9 90.3
5,000 92.3 93.1 93.8 93.1 92.6 92.0 91.6 90.8 90.3
6,000 92.8 93.5 93.7 93.1 92.5 92.0 91.4 90.7 90.2
7,000 93.3 94.0 93.6 92.9 92.3 91.8 91.1 90.5 90.1
8,000 93.7 94.2 93.5 92.7 92.2 91.6 90.9 90.4
9,000 94.2 94.0 93.3 92.6 92.0 91.4 90.8 90.3
10,000 94.7 93.9 93.2 92.5 91.9 91.1 90.6 90.1
N1 FOR T/O-1 MODE

AIR CONDITIONING ON WING AND ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 80.7 81.5 82.3 83.1 83.9 84.7 85.5 86.3 87.1 87.8 88.6
0 81.8 82.6 83.4 84.2 85.0 85.8 86.6 87.4 88.2 88.9 89.7
1,000 82.3 83.1 83.9 84.7 85.5 86.3 87.1 87.9 88.6 89.4 90.1
2,000 82.7 83.6 84.4 85.2 86.0 86.8 87.6 88.4 89.2 89.9 90.7
3,000 83.3 84.1 85.0 85.8 86.6 87.3 88.1 88.9 89.7 90.5 91.2
4,000 83.8 84.7 85.5 86.3 87.1 87.9 88.7 89.5 90.3 91.0 91.8
5,000 84.4 85.2 86.0 86.8 87.7 88.5 89.3 90.1 90.8 91.6 92.3
6,000 84.9 85.7 86.5 87.3 88.1 88.9 89.7 90.5 91.3 92.0 92.6
7,000 85.4 86.2 87.0 87.8 88.6 89.4 90.2 90.9 91.7 92.5 92.5
8,000 85.9 86.7 87.5 88.3 89.1 89.9 90.6 91.4 92.2 93.0 92.4
9,000 86.4 87.2 88.0 88.8 89.6 90.3 91.1 91.9 92.7 92.9 92.2
10,000 86.9 87.7 88.5 89.3 90.1 90.8 91.6 92.4 93.2 92.8 92.1

Performance
N1 FOR T/O-1 MODE

AIR CONDITIONING OFF ANTI-ICE OFF
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 81.3 82.2 83.0 83.8 84.6 85.4 86.2 87.0 87.8 88.6
0 82.4 83.3 84.1 84.9 85.7 86.5 87.4 88.2 88.9 89.7
1,000 82.9 83.8 84.7 85.5 86.3 87.1 87.9 88.7 89.5 90.3
2,000 83.5 84.3 85.2 86.0 86.8 87.6 88.4 89.2 90.0 90.8
3,000 84.1 84.9 85.8 86.6 87.4 88.2 89.0 89.8 90.6 91.4
4,000 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 91.2 92.0
5,000 85.3 86.1 86.9 87.8 88.6 89.4 90.2 91.0 91.8 92.6
6,000 85.8 86.6 87.5 88.3 89.1 89.9 90.7 91.6 92.3 93.1
7,000 86.3 87.2 88.0 88.8 89.6 90.4 91.2 92.0 92.8 93.6
8,000 86.9 87.7 88.6 89.4 90.2 91.0 91.8 92.6 93.4 94.1
9,000 87.4 88.3 89.1 89.9 90.7 91.5 92.3 93.1 93.9 94.7
10,000 88.0 88.8 89.6 90.4 91.2 92.0 92.8 93.6 94.4 95.2

Altitude
(ft) 10 15 20 25 30 35 40 45 50
-1,000 89.3 90.1 90.8 91.6 92.4 92.4 91.9 91.3 90.8
0 90.5 91.2 92.0 92.7 93.5 93.0 92.5 92.0 91.5
1,000 91.0 91.8 92.5 93.3 93.6 93.1 92.6 92.1 91.3
2,000 91.6 92.3 93.1 93.9 93.6 93.1 92.6 92.1 91.3
3,000 92.2 92.9 93.7 94.2 93.6 93.1 92.6 92.1 91.3
4,000 92.8 93.5 94.3 94.2 93.6 93.1 92.6 92.0 91.4
5,000 93.4 94.2 94.9 94.2 93.6 93.1 92.6 91.8 91.4
6,000 93.9 94.6 94.9 94.2 93.6 93.1 92.5 91.8 91.3
7,000 94.4 95.2 94.8 94.1 93.5 93.0 92.3 91.7 91.3
8,000 94.9 95.4 94.7 94.0 93.4 92.9 92.1 91.7 -
9,000 95.4 95.3 94.6 93.9 93.3 92.7 92.1 91.6 -
10,000 96.0 95.3 94.5 93.8 93.3 92.5 92.0 91.5 -

Performance
N1 FOR T/O-1 MODE

AIR CONDITIONING OFF WING AND ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 81.3 82.2 83.0 83.8 84.6 85.4 86.2 87.0 87.8 88.6 89.3
0 82.4 83.3 84.1 84.9 85.7 86.5 87.4 88.2 88.9 89.7 90.5
1,000 82.9 83.8 84.7 85.5 86.3 87.1 87.9 88.7 89.5 90.3 91.0
2,000 83.5 84.3 85.2 86.0 86.8 87.6 88.4 89.2 90.0 90.8 91.6
3,000 84.1 84.9 85.8 86.6 87.4 88.2 89.0 89.8 90.6 91.4 92.2
4,000 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 91.2 92.0 92.8
5,000 85.3 86.1 86.9 87.8 88.6 89.4 90.2 91.0 91.8 92.6 93.4
6,000 85.8 86.6 87.5 88.3 89.1 89.9 90.7 91.6 92.3 93.1 93.7
7,000 86.3 87.2 88.0 88.8 89.6 90.4 91.2 92.0 92.8 93.6 93.6
8,000 86.9 87.7 88.6 89.4 90.2 91.0 91.8 92.6 93.4 94.1 93.5
9,000 87.4 88.3 89.1 89.9 90.7 91.5 92.3 93.1 93.9 94.1 93.4
10,000 88.0 88.8 89.6 90.4 91.2 92.0 92.8 93.6 94.4 94.0 93.3
N1 FOR T/O-2 MODE

AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 78.4 79.2 80.0 80.8 81.6 82.3 83.1 83.9 84.6 85.4
0 79.4 80.2 81.0 81.8 82.6 83.4 84.1 84.9 85.7 86.4
1,000 79.8 80.6 81.4 82.2 83.0 83.8 84.6 85.4 86.1 86.9
2,000 80.3 81.1 81.9 82.7 83.5 84.3 85.1 85.8 86.6 87.3
3,000 80.7 81.5 82.4 83.2 84.0 84.8 85.6 86.3 87.1 87.8
4,000 81.2 82.0 82.8 83.6 84.4 85.2 86.0 86.8 87.5 88.3
5,000 81.6 82.5 83.3 84.1 84.9 85.7 86.5 87.2 88.0 88.7
6,000 82.1 82.9 83.7 84.5 85.3 86.1 86.9 87.6 88.4 89.2
7,000 82.5 83.3 84.1 84.9 85.7 86.5 87.3 88.1 88.8 89.6
8,000 82.9 83.7 84.5 85.4 86.2 86.9 87.7 88.5 89.2 90.0
9,000 83.3 84.1 85.0 85.8 86.6 87.3 88.1 88.9 89.7 90.4
10,000 83.8 84.6 85.5 86.3 87.1 87.8 88.6 89.4 90.1 90.9

Performance

Altitude
(ft) 10 15 20 25 30 35 40 45 50
-1,000 86.1 86.8 87.5 88.3 89.0 88.8 88.0 87.4 86.8
0 87.2 87.9 88.6 89.4 90.1 89.3 88.6 88.0 87.4
1,000 87.6 88.4 89.1 89.9 90.0 89.3 88.6 88.0 87.4
2,000 88.1 88.8 89.6 90.3 90.0 89.3 88.6 88.0 87.3
3,000 88.6 89.3 90.1 90.6 89.9 89.3 88.6 88.0 87.2
4,000 89.0 89.8 90.5 90.5 89.9 89.3 88.7 87.9 87.2
5,000 89.5 90.2 91.0 90.5 89.9 89.3 88.7 87.8 87.2
6,000 89.9 90.7 90.9 90.4 89.8 89.2 88.5 87.7 87.1
7,000 90.3 91.1 90.8 90.2 89.6 89.0 88.2 87.5 87.0
8,000 90.8 91.3 90.6 90.0 89.4 88.8 88.0 87.4
9,000 91.2 91.1 90.4 89.8 89.3 88.5 87.8 87.2
10,000 91.7 90.8 90.3 89.7 89.1 88.3 87.7 87.1
N1 FOR T/O-2 MODE

AIR CONDITIONING ON WING and ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 78.4 79.2 80.0 80.8 81.6 82.3 83.1 83.9 84.6 85.4 86.1
0 79.4 80.2 81.0 81.8 82.6 83.4 84.1 84.9 85.7 86.4 87.2
1,000 79.8 80.6 81.4 82.2 83.0 83.8 84.6 85.4 86.1 86.9 87.7
2,000 80.2 81.1 81.9 82.7 83.5 84.3 85.0 85.8 86.6 87.4 88.1
3,000 80.7 81.6 82.4 83.2 83.9 84.7 85.5 86.3 87.1 87.9 88.6
4,000 81.2 82.0 82.8 83.6 84.4 85.2 86.0 86.8 87.6 88.3 89.1
5,000 81.6 82.5 83.3 84.1 84.9 85.6 86.4 87.2 88.0 88.8 89.5
6,000 82.1 82.9 83.7 84.5 85.3 86.1 86.9 87.7 88.4 89.2 89.8
7,000 82.5 83.3 84.1 84.9 85.7 86.5 87.3 88.1 88.9 89.6 89.7
8,000 82.9 83.7 84.6 85.3 86.1 86.9 87.7 88.5 89.3 90.0 89.5
9,000 83.3 84.1 84.9 85.7 86.5 87.3 88.2 88.9 89.7 89.9 89.3
10,000 83.8 84.6 85.4 86.2 87.0 87.8 88.6 89.4 90.2 89.8 89.2

Performance
N1 FOR T/O-2 MODE

AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 79.0 79.9 80.7 81.5 82.2 83.0 83.8 84.6 85.4 86.1
0 80.0 80.9 81.7 82.5 83.3 84.1 84.9 85.7 86.5 87.2
1,000 80.5 81.3 82.2 83.0 83.8 84.6 85.3 86.1 86.9 87.7
2,000 81.0 81.8 82.7 83.5 84.3 85.0 85.8 86.6 87.4 88.2
3,000 81.5 82.3 83.2 84.0 84.8 85.5 86.3 87.1 87.9 88.7
4,000 82.0 82.8 83.6 84.4 85.3 86.1 86.9 87.7 88.5 89.2
5,000 82.5 83.3 84.1 84.9 85.8 86.6 87.4 88.2 89.0 89.7
6,000 82.9 83.8 84.6 85.4 86.2 87.0 87.9 88.7 89.4 90.2
7,000 83.4 84.3 85.1 85.9 86.7 87.5 88.3 89.1 89.9 90.7
8,000 83.9 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 91.2
9,000 84.3 85.2 86.0 86.8 87.6 88.5 89.3 90.1 90.9 91.6
10,000 84.9 85.7 86.6 87.4 88.2 89.0 89.8 90.6 91.4 92.2

Altitude
(ft) 10 15 20 25 30 35 40 45 50
-1,000 86.9 87.6 88.4 89.1 89.8 89.6 88.9 88.2 87.7
0 88.0 88.7 89.5 90.2 91.0 90.1 89.5 88.8 88.3
1,000 88.5 89.2 90.0 90.7 90.9 90.2 89.5 89.0 88.3
2,000 89.0 89.7 90.5 91.2 90.9 90.2 89.6 89.0 88.3
3,000 89.5 90.3 91.0 91.5 90.9 90.3 89.6 89.0 88.3
4,000 90.0 90.8 91.5 91.5 90.9 90.3 89.7 89.0 88.3
5,000 90.5 91.3 92.0 91.5 90.9 90.3 89.8 88.9 88.3
6,000 91.0 91.8 92.0 91.4 90.9 90.3 89.6 88.8 88.3
7,000 91.5 92.2 91.9 91.3 90.7 90.2 89.4 88.7 88.2
8,000 91.9 92.5 91.7 91.2 90.6 90.0 89.2 88.6
9,000 92.4 92.3 91.6 91.1 90.5 89.8 89.1 88.6
10,000 93.0 92.1 91.6 91.0 90.5 89.6 89.1 88.5

Performance
N1 FOR T/O-2 MODE

AIR CONDITIONING OFF WING and ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 79.0 79.9 80.7 81.5 82.2 83.0 83.8 84.6 85.4 86.1 86.9
0 80.0 80.9 81.7 82.5 83.3 84.1 84.9 85.7 86.5 87.2 88.0
1,000 80.5 81.3 82.2 83.0 83.8 84.6 85.3 86.1 86.9 87.7 88.5
2,000 81.0 81.8 82.7 83.5 84.3 85.0 85.8 86.6 87.4 88.2 89.0
3,000 81.5 82.3 83.2 84.0 84.8 85.5 86.3 87.1 87.9 88.7 89.5
4,000 82.0 82.8 83.6 84.4 85.3 86.1 86.9 87.7 88.5 89.2 90.0
5,000 82.5 83.3 84.1 84.9 85.8 86.6 87.4 88.2 89.0 89.7 90.5
6,000 82.9 83.8 84.6 85.4 86.2 87.0 87.9 88.7 89.5 90.2 90.8
7,000 83.4 84.3 85.1 85.9 86.7 87.5 88.3 89.1 89.9 90.7 90.7
8,000 83.9 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 91.2 90.6
9,000 84.3 85.2 86.0 86.8 87.6 88.5 89.3 90.1 90.9 91.1 90.4
10,000 84.9 85.7 86.6 87.4 88.2 89.0 89.8 90.6 91.4 91.0 90.4

Performance
N1 FOR T/O-3 MODE

AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 75.5 76.3 77.1 77.8 78.5 79.3 80.0 80.8 81.5 82.3
0 76.5 77.3 78.0 78.8 79.5 80.3 81.1 81.8 82.6 83.3
1,000 76.9 77.7 78.4 79.2 80.0 80.7 81.5 82.3 83.0 83.7
2,000 77.3 78.1 78.9 79.6 80.4 81.2 81.9 82.7 83.4 84.2
3,000 77.7 78.5 79.3 80.1 80.8 81.6 82.4 83.1 83.9 84.6
4,000 78.1 78.9 79.7 80.5 81.2 82.0 82.8 83.6 84.3 85.0
5,000 78.5 79.3 80.1 80.9 81.7 82.4 83.2 84.0 84.7 85.5
6,000 78.9 79.7 80.5 81.3 82.1 82.9 83.6 84.4 85.2 85.9
7,000 79.3 80.1 80.9 81.7 82.5 83.3 84.0 84.8 85.6 86.3
8,000 79.7 80.5 81.3 82.1 82.9 83.6 84.4 85.2 86.0 86.7
9,000 80.1 80.9 81.7 82.5 83.2 84.0 84.8 85.6 86.4 87.1
10,000 80.5 81.3 82.1 82.9 83.7 84.4 85.2 86.0 86.7 87.5
Pressure
Altitude Static Air Temperature C
(ft) 10 15 20 25 30 35 40 45 50
-1,000 83.0 83.7 84.4 85.1 85.8 85.6 84.9 84.3 83.7
0 84.0 84.7 85.4 86.1 86.8 86.2 85.5 84.8 84.3
1,000 84.4 85.2 85.9 86.6 86.8 86.1 85.5 84.8 84.1
2,000 84.9 85.6 86.3 87.1 86.7 86.0 85.4 84.7 83.9
3,000 85.3 86.1 86.8 87.2 86.6 86.0 85.3 84.6 83.8
4,000 85.8 86.5 87.2 87.2 86.5 85.9 85.3 84.5 83.8
5,000 86.2 86.9 87.7 87.1 86.5 85.8 85.2 84.3 83.7
6,000 86.6 87.4 87.6 87.0 86.4 85.8 85.0 84.2 83.9
7,000 87.1 87.8 87.5 86.9 86.3 85.7 84.8 84.2 84.2
8,000 87.5 88.0 87.4 86.8 86.2 85.6 84.7 84.3
9,000 87.9 87.9 87.3 86.7 86.1 85.4 84.7 84.5
10,000 88.3 87.7 87.2 86.6 86.1 85.2 84.6 84.9

Performance
N1 FOR T/O-3 MODE

AIR CONDITIONING ON WING AND ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 75.5 76.3 77.1 77.8 78.6 79.3 80.1 80.8 81.5 82.2 83.0
0 76.5 77.3 78.0 78.8 79.6 80.3 81.1 81.8 82.6 83.3 84.0
1,000 76.8 77.7 78.5 79.2 80.0 80.7 81.5 82.2 83.0 83.7 84.5
2,000 77.3 78.1 78.9 79.7 80.4 81.2 81.9 82.7 83.5 84.2 84.9
3,000 77.7 78.5 79.3 80.1 80.8 81.6 82.3 83.1 83.9 84.6 85.4
4,000 78.1 78.9 79.7 80.5 81.2 82.0 82.8 83.5 84.3 85.1 85.8
5,000 78.5 79.3 80.1 80.9 81.7 82.4 83.2 84.0 84.7 85.5 86.2
6,000 78.9 79.7 80.5 81.3 82.1 82.9 83.6 84.4 85.1 85.9 86.6
7,000 79.3 80.1 80.9 81.7 82.5 83.3 84.0 84.8 85.6 86.3 86.5
8,000 79.7 80.5 81.3 82.1 82.9 83.6 84.4 85.2 86.0 86.7 86.4
9,000 80.1 80.9 81.7 82.5 83.2 84.0 84.8 85.6 86.4 86.8 86.3
10,000 80.5 81.3 82.1 82.9 83.6 84.4 85.2 86.0 86.8 86.7 86.1

Performance
N1 FOR T/O-3 MODE

AIRSPEED: 0 KCAS
CF34-10E7 ENGINE

Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5
-1,000 76.1 76.9 77.7 78.5 79.2 80.0 80.8 81.5 82.3 83.0
0 77.1 77.9 78.7 79.5 80.3 81.0 81.8 82.6 83.3 84.1
1,000 77.6 78.4 79.2 79.9 80.7 81.5 82.3 83.1 83.8 84.5
2,000 78.0 78.8 79.6 80.4 81.2 82.0 82.8 83.5 84.3 85.0
3,000 78.4 79.3 80.1 80.9 81.6 82.4 83.2 84.0 84.8 85.5
4,000 78.9 79.7 80.5 81.3 82.1 82.9 83.7 84.4 85.2 86.0
5,000 79.3 80.2 81.0 81.7 82.5 83.3 84.1 84.9 85.7 86.4
6,000 79.8 80.6 81.4 82.2 83.0 83.8 84.6 85.4 86.1 86.9
7,000 80.2 81.0 81.8 82.6 83.4 84.2 85.0 85.8 86.6 87.3
8,000 80.6 81.4 82.3 83.1 83.9 84.7 85.4 86.2 87.0 87.8
9,000 81.0 81.9 82.7 83.5 84.3 85.1 85.9 86.7 87.5 88.3
10,000 81.5 82.4 83.2 84.0 84.8 85.6 86.4 87.2 88.0 88.7

Altitude
(ft) 10 15 20 25 30 35 40 45 50
-1,000 83.7 84.4 85.1 85.9 86.6 86.5 85.8 85.1 84.6
0 84.8 85.5 86.2 87.0 87.7 87.0 86.4 85.7 85.2
1,000 85.3 86.0 86.7 87.5 87.7 87.0 86.4 85.8 85.1
2,000 85.7 86.5 87.2 88.0 87.6 87.0 86.4 85.7 84.9
3,000 86.2 87.0 87.7 88.2 87.6 87.0 86.3 85.7 84.9
4,000 86.7 87.4 88.2 88.1 87.5 86.9 86.3 85.6 84.9
5,000 87.2 87.9 88.7 88.1 87.5 86.9 86.3 85.4 84.8
6,000 87.6 88.4 88.6 88.1 87.5 86.9 86.2 85.4 84.8
7,000 88.1 88.9 88.6 88.0 87.4 86.9 86.0 85.4 84.8
8,000 88.6 89.1 88.5 88.0 87.4 86.8 86.0 85.4
9,000 89.0 89.1 88.5 88.0 87.4 86.7 86.0 85.4
10,000 89.5 89.0 88.5 87.9 87.4 86.5 86.0 85.4

Performance
N1 FOR T/O-3 MODE

AIR CONDITIONING OFF WING and ENGINE ANTI-ICE ON
AIRSPEED: 0 KCAS
CF34-10E7 ENGINE
Altitude
(ft) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
-1,000 76.1 76.9 77.7 78.5 79.2 80.0 80.8 81.5 82.3 83.0 83.7
0 77.1 77.9 78.7 79.5 80.3 81.0 81.8 82.6 83.3 84.1 84.8
1,000 77.5 78.4 79.2 80.0 80.7 81.5 82.3 83.0 83.8 84.5 85.3
2,000 78.0 78.8 79.6 80.4 81.2 82.0 82.7 83.5 84.3 85.0 85.8
3,000 78.4 79.3 80.1 80.9 81.6 82.4 83.2 84.0 84.7 85.5 86.3
4,000 78.9 79.7 80.5 81.3 82.1 82.9 83.6 84.4 85.2 86.0 86.7
5,000 79.3 80.2 81.0 81.7 82.5 83.3 84.1 84.9 85.7 86.4 87.2
6,000 79.8 80.6 81.4 82.2 83.0 83.8 84.6 85.4 86.1 86.9 87.5
7,000 80.2 81.0 81.8 82.6 83.4 84.2 85.0 85.8 86.6 87.4 87.5
8,000 80.6 81.4 82.3 83.1 83.9 84.7 85.4 86.2 87.0 87.8 87.4
9,000 81.0 81.9 82.7 83.5 84.3 85.1 85.9 86.7 87.5 87.9 87.4
10,000 81.5 82.3 83.2 84.0 84.8 85.6 86.4 87.2 88.0 87.9 87.4

Performance
4.24.2 N1 Setting Tables for the E175

Performance

Performance

Performance

Performance

Performance

Performance

Performance

Performance
4.25 Introduction Electronic Performance

All aircraft are fitted with two iPad, EFB units. Each unit has installed an electronic
performance program that should be the primary means by which pilots can determine
their take-off performance. In addition, a landing performance module is provided. The
installed programs are issued by a third party and are based on the E-Jet, certified
SCAP modules as produced by Embraer. The programs comply with the requirements
of TGL 36 and AMC 20-25.
Currently, all aircraft manufacturers produce their SCAP modules in a programming
language called FORTRAN 77. This is a very old scientific language that was
developed, primarily, to deal with calculations based around large data sets of
numerical information. As such, it remains the ideal platform for computerised
performance manipulation. Most Windows and LINUX based computers contain a
FORTRAN compiler, however, the Apple iPad does not. With this in mind, it is not
possible for the iPad to carry out performance calculations on a stand-alone basis. In
order to complete a full take-off analysis, the iPad will need to connect via 3G to a
server based at Flybe Headquarters. It has been determined that across the current
network, there are no areas where connectivity is an issue so the primary means of
completing a performance calculation will be by use of the iPad program. However, it
is recognised that there may be occasions when connectivity is not possible. To cater
for such an eventuality, the existing Gross Weight Charts (GWC) have all been loaded
onto the iPad units in PDF format so that a manual calculation can still be completed if
required. These performance charts, if required, can be accessed via the VISTAIR
manuals application. For this reason, pilots are to remain conversant with the manual
methods of performance calculation as presented earlier in this section. These
methods will be examined on a routine basis during recurrent training exercises.
Equally, landing calculations require connectivity and, therefore, they cannot be
completed in flight. Normally this is not an issue as pilots can still use the existing
Landing Data Card to determine their landing speeds and capability. However, when
the destination is a limiting airfield (e.g. Chambery), pilots should complete a landing
calculation prior to departure using the estimated landing weight taken from the
loadsheet. As the destination is approached, pilots simply have to verify that the actual
and estimated landing weights are similar ( 500 kgs). At the least, this practice will
give an indication of the go-around capability at destination (approach climb gradient).
The iPad performance program provides information regarding take-off and landing
performance limitations for the Embraer 195 with CF34-10E7 engines and the Embraer
175 with CF34-8E5 engines, operated by Flybe and covers Dry, Wet and
Contaminated runway performance. By use of the iPad performance program, Flybe,
E-Jet pilots can determine: Take-off speeds (V1, VR, V2 and VFS ), the maximum
take-off weight for ambient conditions, the best assumed temperature for flex take-off,
the required engine power setting for take-off and the optimum flap setting.
A full explanation for using the iPad is provided on the LMS. The tutorial explains how
the program works and a short question paper is included. Pilots must complete the
LMS module prior to using the iPad performance programs on revenue flights.

Performance
4.26 Take-off Calculations
The screen shot above shows the general take-off performance page. In this case the
page for the E175 is shown. Data is entered by the pilots using the iPad touch screen
and is self-explanatory, however, the following points should be noted:
Departure Airport. This may be entered in IATA format.

Take-off Runway. Once the take-off runway has been entered, the program will
populate the Engine Failure Procedure and Runway Data boxes on the right hand
side of the screen.
Runway Shortening. This item defaults to zero. It is used when, for example, runway
work is in progress. Usually, the shortening will occur at some point down the
runway but if it is at the threshold, this can be selected on the button below which
toggles between No and Yes.
Runway Conditions. The runway condition is defaulted to Dry. Pressing this button
will bring up a selection screen through which pilots can enter the actual runway
surface conditions such as Wet or any of the contaminated options. Contaminated
runway operations and the use of the Braking Action button are discussed in more
detail at paragraph .

Performance
Actual TOM. This button is used to enter your actual take-off mass and is defaulted
to the Company RTOM. A caution to inform pilots of this is provided in the red bar at
the bottom of the page.
Flap Setting. This is defaulted to Optimum but any take-off flap setting can be
selected. Pilots should note that, unlike the Gross Weight Charts, the Optimum
selection will not calculate the maximum lift capability. This option will force the
program to calculate the minimum flap to lift the already set, actual take-off mass.
The result will be the least drag, and hence, the most fuel efficient take-off setting.
Power Setting/ATTCS. Computerised performance allows the use of ATTCS OFF
calculation should this system be inoperative. The default will be to the lowest power
setting (TO-2 for the E175 and TO-3 for the E195).
Take-off Flight Path. This option is defaulted to the Second Segment which is the
preferred setting and is the one used in the existing, GWC. In general, pilots will not
need to change this setting.
Special Dispatch. There are a number of ferry flight options that can be selected.
This includes items such as gear locked down take-off.
MEL Drag Index. There are a number of items within the MEL that require special
performance considerations, for example, Anti-ice valve locked open. Embraer offer
two methods of calculating the restricted performance associated with each
particular MEL item. This is either in the form of a weight reduction or the use of a
MEL Drag index. Until now, the only option was to use the very restrictive weight
reduction method, however, pilots can now simply enter the Drag Index as indicated
in the DDG.
Alternate 1. This selection is only applicable to the E175 and is not provided in the
E195 performance program. This option refers to the Alternate C of G envelope
which is provided for the E175. By restricting the C of G to no further forward than
16%, the programme is able to deliver an improved take-off capability. The button is
defaulted to Alternate 1 and it toggles between this selection and Normal. When
using the Alternate 1 option, pilots must confirm from the loadsheet that their take-off
C of G is no further forward than 16%.
Having input all of the necessary data, pilots may then press the Calculate button to
initiate the performance solution. Depending on the complexity of the calculation, it may
take up to 30 seconds to complete the analysis. A Calculating caption is placed in the
red bar during this process.
Pilots should be aware that until all the required options are entered, the Calculate
button will be greyed out and it will not be possible to select it. When all of the
necessary inputs have been made, the button then becomes available.
If the entered, actual take-off weight is greater than the performance limited take-off
weight, there will be no solution presented to the pilots. Instead, a warning is presented
in the red bar that states this fact and also shows what the performance limited take-off
weight is for the inputs provided.

Performance
Once a calculation is completed, the answer will remain in view until any of the inputs
are changed by the pilots. In this case, the performance solution will be removed and
the Calculate button must be pressed to commence a subsequent analysis. Once
completed, the performance solution is presented to the pilots on the bottom right hand
side of the screen as shown below:
In the above case, the airfield chosen is Birmingham. We can see that the aircraft can
get airborne at the maximum RTOM of 34,999 kgs using TO-2. The program has
selected Flap 1 as this is the most efficient (least drag) option. Also provided are all of
the V speeds (for rated and flex), Acceleration Altitude, Rated N1, Flex N1 and Flex
Temperature.
In addition, the maximum performance capability is indicated to the pilots (up to the
maximum structural limit of 37,500 kgs). In this case it is 36,895 kgs and the limit is
caused by Obstacle number 2. If more information regarding the take-off runway is
required, this can be obtained by pressing the More Infobutton.
Note: Crews should note that the restriction on using Flex take-off calculations in icing
conditions does not apply to computerised performance. This restriction only
applies to calculations completed using the existing, GWC and was introduced
because of the complexity of the calculation when using tabulated charts.

Performance
4.27 Landing Calculations

Landing calculations are completed in much the same way as the take-off analysis.
Access to the landing module is made by pressing the Landing button at the bottom
right of the take-off page. An example of the E195 landing page is shown below:
Although most of the required inputs are self-explanatory, pilots should note the
following:
Flight Number. This will be remembered from the take-off calculation.

Aircraft Reg. This will be remembered from the take-off calculation.
Approach Climb Gradient. This can be changed if required to achieve better
approach minima (e.g. at GLA) but it is set to a default of 2.5% which is the required
gradient for performance A planning purposes.
Actual Landing Mass. This option is defaulted to the aircrafts maximum structural
landing mass, a warning to this effect is provided in the red bar.
Icing Flap 5. Both aircraft variants have the option to set icing for a Flap 5 approach.
Whilst this option does not affect the landing speeds to be used on the E195, it will
affect those for the E175. In addition, both variants will show a reduced performance
for go-arounds when the icing option is selected.

Performance
Performance Data. The performance data box presents the maximum limiting
capability which is usually the maximum structural limit of 45,000 kgs. In addition, all
required data for the landing are provided. This includes V speeds, factored and
un-factored LD, LDA, Approach Climb (OEI) gradient and Landing Climb (AEO)
gradient.
Crews must complete an analysis prior to departure by using the estimated landing
weight taken from the loadsheet. This can be useful when determining approach
minima that can be based on Approach Climb gradient (e.g. at GLA). On arrival at
destination, the crew must complete an in-flight assessment of landing performance
taking into account the actual conditions for arrival. This can be completed by using the
unfactored landing distance tables in the QRH. Any increments for overspeed, etc.
should be applied before multiplying the LDR by the Company safety factor of
1.35 DRY and 1.5 WET.
4.28 Cross-Checking
It is very important that crews carry out suitable cross-checking of any performance
calculation. In general, the First Officer will complete the take-off and, if required,
landing analysis. He will note the relevant information onto the PLOG. Thereafter he
will hand the iPad unit to the Captain who will enter the computed flap setting into the
take-off page 2 of the MCDU. He will also enter, the required data into the TRS page,
this will include the flex temperature if required. The Captain will then check that the
FADEC derived N1 agrees with the computed N1 (the First Officer also conducts this
check after engine start). Finally, the Captain will conduct a gross error check on the
take-off V speeds by use of the performance pages in the QRH, an example of which
is below:
Using the example screen shot on page 70, the calculated take-off speeds for the
departure from Birmingham are V1 = 148, V2 = 149 and VR = 151. By reference to the
QRH extract below, it can be seen that the balanced field V speeds are: V1 = 144, V2
= 149 and VR = 151.
In the above case, we can see that V1 is slightly different but the aerodynamic speeds
(VR and V2) are identical. The reason why V1 is a few knots less is because the QRH
derived figures assume a balanced field calculation and also, they cater for Dry and
Wet runway surfaces as well as ECS ON or OFF and Anti-Icing ON or OFF. Given
these factors it is safe to assume that the computerised analysis is accurate and the
gross error check is satisfactory.
In a similar vein, any landing calculation should be cross-checked by reference to the

laminated, Landing Data Check Card provided in the flight deck.

Performance
Performance Data
Error check for

take-off V
speeds

Performance

Operations from contaminated runways are made considerably simpler by the use of
electronic performance calculations. In addition, greater flexibility is provided by the
ability to input Braking Action and Friction Coefficients should these parameters be
passed by ATC.
When operating from contaminated runways, a crew can enter the type of contaminant
by pressing the Runway Conditions button (defaulted to Dry) as shown below.

Performance
Selection of the Runway Conditions button will result in the presentation of a pop-up
window in which the pilots can select the various types of contaminant. The box does
not contain all of the types of contaminant but pilots can scroll through the list by use
of the First and Last buttons on the left of the selection list. The rest of the contaminant
selections available are shown below.
By using these keys,

pilots can scroll
through the list of
available options
When operating off runways that are contaminated with Standing Water, Loose Dry
Snow, Wet Snow or Slush, pilots can enter the depth of contaminant by selecting the
Contaminant Depth button which is immediately below the Runway Condition button.
Pilots should enter the actual, reported depth (not the Water Equivalent Depth) of the
contaminant. There is an option to select the reported braking action but this selection
is redundant in all but the ice or compacted snow cases. For all other contaminant
types, the SCAP applies a pre-set braking action. Indeed, selection of any of the
braking action options does not alter the final solution. However, this selection has to
be made in order to effect a calculation, therefore, in all cases, the crews should select
the braking action to Good.
There are three other types of contaminant that can be considered. These are:
Compacted Snow, Dry Ice and Wet Ice-Slippery. For these three options, the depth
button will not be selectable, however, for Compacted Snow and Dry Ice (but not Wet
Ice-Slippery) the pilots can enter the reported Braking Action or Friction Coefficient if
supplied. This is achieved by pressing the Braking Action button which activates a
pop-up window as shown below:

Performance
Pilots may select the reported Braking Action or, if it is supplied, the FC selection can
be made which results in the presentation of a second pop-up window to enter the
numerical, friction coefficient value as shown below:
The value range available is from 16 to 99. These actually represent 0.16 (Poor) to .99
(Good). In fact any coefficient above 0.4 is classified as Good whilst 0.16 represents
Wet Ice-Slippery (this value is set automatically, and cannot be changed, if Wet
Ice-Slippery is selected as the runway contaminant).
Unlike the contaminated performance calculations that are made with the existing,
GWC, pilots do not have to use Wet Ice-Slippery if the reported braking action is
anything but Good. Instead, they can now enter the actual, reported Braking Action or
Friction Coefficient when operating from runways that are contaminated with

Performance
Compacted Snow or Ice that is not deemed to be Wet and Slippery (i.e. Dry Ice).
However, if there is any doubt as to the efficacy of the reported braking action, pilots
should always defer to the safest option which is Wet Ice-Slippery.
For Landing Calculations, pilots will have to continue to use the existing GWC when in
flight because the iPad cannot compute the results without a 3G connection.
The contaminated runway cross-wind limitations that are specified in the Limitations
Section continue to apply as depicted in the table below (these include gusts):
[#,,!$
@# 4

@ [#,,!$
@# 4\Q $
]
3 -
^ -
!$ ,# 4@#&"$, "4
$@_3
K
"
!$ ,# 4@#&
4# (@_

&
!$ ,# 4@#&@_4
$@
!$ ,# 4@#&@#"\ $ 2,# (] K

Performance
INTENTIONALLY BLANK

Section 5 Contents
Section 5 Contents
5 Flight Planning ................................................................................ 51
5.1 Computer Flight Plans........................................................................ 51
5.1.1 Introduction......................................................................... 51
5.1.2 Normal Plans ...................................................................... 51
5.1.3 Back-up Plans .................................................................... 51
5.1.4 Communications................................................................. 51
5.1.5 Use of Planning Data.......................................................... 51
5.2 Simplified Flight Planning ................................................................... 52
5.2.1 Introduction......................................................................... 52
5.2.2 Simplified Flight Planning ................................................... 52
5.2.3 Cruise Flight Level Table............................................... 511
5.2.4 Cruise Altitude Capability Table .................................... 516
5.2.5 Cruise-wind Altitude Trade ............................................... 519
5.2.6 Flight Planning Fuel Tankering...................................... 524
5.2.6.1 Embraer 195 Fuel Tankering Tables ................................ 525
5.2.6.2 Embraer 175 Fuel Tankering Tables ................................ 526
5.2.7 Engine and APU Fuel Consumption................................. 527
5.2.7.1 Engine Fuel Consumption ................................................ 527
5.2.7.2 APU Fuel Consumption .................................................... 528
5.2.8 Climb ................................................................................ 529
5.2.8.1 Climb speeds.................................................................... 529
5.2.8.2 Cruise Buffet Onset Chart ............................................ 530
5.2.9 In-flight Diversion.............................................................. 532
5.2.9.1 Embraer 195 In-flight Diversion Charts ............................ 533
5.2.9.2 Embraer 175 In Flight Diversion Charts ........................... 535
5.3 Single-engine Driftdown ................................................................ 537
5.3.1 Driftdown Table ................................................................ 537
5.3.2 Net Level-off Altitude ........................................................ 537
5.4 Single-engine Cruise Capability .................................................... 542
5.4.1 Cruise Altitude Capability Table (OEI)........................... 542
5.4.1.1 Embraer 195 Cruise Capability Table (OEI) ..................... 542
5.4.1.2 Embraer 175 Cruise Capability Table (OEI) ..................... 543
5.4.2 One Engine Inoperative Maximum Distance
from an Adequate Aerodrome .......................................... 543
5.4.2.1 Embraer 175 .................................................................... 544
5.4.2.2 Embraer 195..................................................................... 545

Section 5 Contents
5.4.3 One Engine Inoperative In-flight Diversion.....................546

5.5 Holding ISA Conditions 210 KIAS...............................................548
5.5.1 Holding ISA Conditions All Engines Operating .............548
5.5.1.1 Embraer 195 Holding Table ..............................................548
5.5.1.2 Embraer 175 Holding Table ..............................................550
5.5.2 Holding One Engine Inoperative ....................................551
5.5.2.1 Embraer 195 OEI Holding Table .......................................551
5.5.2.2 Embraer 175 OEI Holding Table .......................................553

Flight Planning
5 Flight Planning
5.1 Computer Flight Plans
5.1.1 Introduction
A complete description of the Operational Flight Plan is given in the .
There are two types of Embraer E-Jet computer flight plan Normal Plans and Back-up
plans.
5.1.2 Normal Plans

Normal plans use actual met forecasts to calculate flight time, fuel and diversion
information. The computer flight plan obtains the expected passenger numbers and
any freight up to 24 hrs in advance so these figures will need to be checked. On
collecting the plan the wind components and alternate used should also be checked
taking into account the forecast weather conditions and the fuel adjusted as necessary.
The layout of the OFP is explained fully in the . Crews will be supplied with plans for M
0.78 and Cost Index best Mach number.
5.1.3 Back-up Plans

Back-up plans are available (they can be faxed form Logistics) to cater for the
non-availability of normal plans due to computer malfunction. They differ from normal
plans in that they are based on zero wind and ISA. There is a block at the bottom of the
plan for adjustments to fuel required and flight times to take into account actual wind
conditions.
5.1.4 Communications
Flight plans will be generated by Easy Brief and are available with 24 hr lead time on
the intranet (OFP). As an alternative the flight plan can be provided by Exeter
Operations and faxed to bases either to the crew room or the relevant handling agent
prior to the flights departure.
5.1.5 Use of Planning Data

The operational flight plan contains all of the required planning data for a normal sector.
It is expected that pilots will not normally have to refer to any of the tables or charts
contained in this section. However, there may be occasions when pilots will need to
refer to the data contained in this section, for example, when conducting unplanned
diversions or holding for extended periods either with all engines operating or with one
engine inoperative. Some data that may be used on a regular basis are provided as
laminated cockpit cards. Where this is the case, a note to crews is provided in the text.

Flight Planning
5.2 Simplified Flight Planning

5.2.1 Introduction
This section contains data to calculate the fuel consumption during climb, cruise,
descent and holding. Simplified flight planning charts allow the quick determination of
trip fuel and trip time. APU fuel consumption is presented for different flight phases and
altitudes.
Additionally, one engine inoperative and in-flight diversion data are available.
Normally, crews will not use these charts/tables as all relevant information is provided
on the operational flight plan (PLOG).
Further, more detailed planning guidance is provided in the Embraer AOM Volume 1,
Section 6.
5.2.2 Simplified Flight Planning

Simplified flight planning charts allow quick determination of estimated trip fuel and time
from brake release to landing. The following phases are included: take-off, climb,
cruise, descent, approach and landing.
Charts are provided for Long Range Cruise (LRC) and Mach 0.78.
Alternate fuel, holding, reserve fuel and other allowances (APU usage and taxi) should
be added to the trip fuel in order to obtain the total fuel required.
To determine trip fuel enter trip ground distance, correct for wind condition and
estimated landing weight, move as far as the line indicating cruise pressure altitude,
and read the trip fuel.
To determine trip time, enter trip ground distance, correct for wind condition, move as
far as the referring cruise pressure altitude, and read the trip time.
For winds greater than those shown, enter in the chart, directly, corrected ground
distance, ignore wind correction reference line, to obtain the corrected ground distance,
apply the following equation.
TAS
CGD GD

TAS WIND
Where:
CGD: Corrected Ground Distance;
GD: Ground Distance;
Headwind is negative;
Tailwind is positive.

Flight Planning
The alternate fuel is determined by entering the LRC Simplified Flight Planning chart
with the alternate distance and wind.
The holding fuel is determined from the holding table in this section. Depending upon
national regulations, the holding fuel is normally calculated so that the aircraft can hold
for 30 min., at 1500 ft above the alternate airport.
EMBRAER 195 SIMPLIFIED FLIGHT PLANNING

TRIP FUEL
ALL ENGINE TYPES
LONG RANGE CRUISE
ISA CONDITION
14000
13500
FL150 FL200 FL250
13000 FL300
12500 BASED ON:
12000 CLIMB 250/270/M0.70
DESCENT M0.70/250
11500
11000
10500
10000
9500
FUEL REQUIRED - KG
9000
FL350
8500
8000
7500
7000
6500
6000
5500
5000
4500 FL370
4000
3500
3000
2500
2000
1500
1000
LANDING WEIGHT - KG
500
0
-500
46000
-1000
44000
-1500
42000 REF. LINE
40000
-2000
-2500
38000
-3000
36000
-3500
-4000
60
HEAD
-4500
30
-5000
WIND - KT
-5500
-6000
0 REF. LINE
-6500
TAIL
-7000
30
-7500
60
-8000
-8500
-9000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
TRIP DISTANCE - NM

Flight Planning

TRIP TIME
ALL ENGINE TYPES
LONG RANGE CRUISE
ISA CONDITION
420
410
400 FL150 FL200 FL250
390 FL300
380 BASED ON:
370 250/270/M0.70 CLIMB
360
350
M0.70/250 DESCENT
340
330
320
310
300
290
FLIGHT TIME - MIN
280
270 FL350
260
250
240
230
220
210
200
190
180
170
160
150
140
130
FL370
120
110
100
90
80
70
60
50
40
30
20
10
0
LANDING WEIGHT - KG
-10
46000
-20
-30
44000
-40
-50
42000
-60 REF.
-70 LINE
40000
-80
-90
38000
-100
-110
36000
-120
-130
-140
60
-150
-160
HEAD
-170
30
-180
WIND - KT
-190
-200
-210 0
-220
REF.
TAIL
-230
30
-240 LINE
-250
-260
60
-270
-280
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
TRIP DISTANCE - NM

Flight Planning

TRIP FUEL
ALL ENGINE TYPES
MACH 0.78 CRUISE
ISA CONDITION
14000
13500 FL300
13000
12500 BASED ON:
12000 CLIMB 250/270/M0.70
DESCENT M0.70/250
11500
11000
10500
10000 FL350
9500
FUEL REQUIRED - KG
9000
8500
8000
7500
FL370
7000
6500
6000
5500
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
LANDING WEIGHT - KG
0
-500
46000
-1000
44000
42000
-1500
40000
-2000 REF.
38000
-2500 LINE
-3000
36000
-3500
-4000
60
HEAD
-4500
30
-5000
WIND - KT
-5500
-6000
0 REF.
-6500 LINE
TAIL
-7000
30
-7500
60
-8000
-8500
-9000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
TRIP DISTANCE - NM

Flight Planning

TRIP TIME
ALL ENGINE TYPES
MACH 0.78 CRUISE
ISA CONDITION
350
340
FL300
330
320 BASED ON:
310 250/270/M0.70 CLIMB
M0.70/250 DESCENT
300
290 FL350
280
270
260
FLIGHT TIME - MIN
250
240
FL370
230
220
210
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
60
0
-10
-20
30
-30
HEAD
-40
WIND - KT
-50
REF.
-600 LINE
-70
TAIL
-80
30
-90
-100
-110
60
-120
-130
-140
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
TRIP DISTANCE - NM

Flight Planning

Flight Planning

Flight Planning

Flight Planning

Flight Planning
5.2.3 Cruise Flight Level Table

The tables below permit quick determination of the cruise flight level for minimum fuel
consumption, based on the trip distance and take-off weight. The flight level is
calculated based on a combination of minimum fuel consumption and at least 5 minutes
in the cruise.
CRUISE
CLIMB
DESCENT
UP
AT LEAST 5 MINUTES OF
CRUISE
The tabulated data are presented for ISA conditions, all engines operating, Long
Range Cruise and Mach 0.78 schedules.
A minimum remaining rate of climb of 300 ft/min is considered.

Flight Planning
EMBRAER 195
FLIGHT LEVEL - ALL ENGINES OPERATING
CF34-10E7 ENGINES, LONG RANGE CRUISE AND ISA CONDITIONS
(1) Owing to the reduced fuel consumption in this trip, the blank spaces are caused
by the landing weight going beyond the Maximum Landing Weight.
(2) The blank spaces are caused by the TOW that does not allow a sufficient fuel
quantity to accomplish the specified trip distance.

Flight Planning
EMBRAER 195
CF34-10E7 ENGINES, MACH 0.78 CRUISE AND ISA CONDITIONS

Flight Planning
EMBRAER 175
ALL ENGINE TYPES, LONG RANGE CRUISE AND ISA CONDITIONS
(a) Owing to the reduced fuel consumption in this trip, the blank spaces are caused
(b) The blank spaces are caused by the TOW that does not allow a sufficient fuel

Flight Planning
EMBRAER 175
ALL ENGINE TYPES, MACH 0.78 CRUISE AND ISA CONDITIONS

Flight Planning
5.2.4 Cruise Altitude Capability Table

The tables below permit quick determination of the altitude capability, based on the
initial cruise weight. The table data are presented for various ISA conditions, all engines
operating, Long Range Cruise and Mach 0.78 schedules.
The established associated conditions for the Embraer 195 are:

Flaps ................................................................................................. UP
Gears ................................................................................................ UP
Bleeds .......................................................................................... OPEN
Centre of gravity.............................................................................. 25%
Minimum Remaining Rate of Climb........................................ 300 ft/min
CRUISE ALTITUDE CAPABILITY EMBRAER 195

ALL ENGINES OPERATING
CF34-10E7 ENGINES, LONG RANGE CRUISE
ISA + C
WEIGHT (kg) -10 -5 0 5 10 15 20 25 30 35
53,000 320 320 320 320 320 320 310 300 280 260
52,000 330 330 330 330 330 320 310 310 290 270
51,000 340 340 340 340 340 320 320 310 290 270
50,000 340 340 340 340 340 330 320 320 300 280
49,000 350 350 350 350 350 330 330 320 310 290
48,000 350 350 350 350 350 340 330 330 320 290
47,000 350 360 360 360 360 340 340 330 330 300
46,000 350 360 360 360 360 350 340 340 330 310
45,000 350 370 370 370 370 360 350 340 340 320
44,000 350 370 370 370 370 360 350 350 340 330
43,000 350 370 370 370 370 360 360 350 350 340
42,000 350 380 380 380 380 370 360 350 350 350
41,000 350 380 380 380 380 370 370 360 350 350
40,000 350 390 390 390 390 380 370 360 360 350
39,000 350 390 390 390 390 380 370 370 370 360
38,000 350 400 400 400 400 390 380 370 370 370
37,000 350 400 400 400 400 390 380 380 380 370
36,000 350 410 410 410 410 400 390 390 380 380
35,000 350 410 410 410 410 400 390 390 390 380
34,000 350 410 410 410 410 410 400 400 390 390
33,000 350 410 410 410 410 410 400 400 400 390
32,000 350 410 410 410 410 410 410 410 400 390
31,000 350 410 410 410 410 410 410 410 410 400
30,000 350 410 410 410 410 410 410 410 410 400

Flight Planning

CF34-10E7 ENGINES, MACH 0.78
ISA + C
WEIGHT
(kg) -10 -5 0 5 10 15 20 25 30 35
53,000 330 330 330 330 330 - - - - -
52,000 330 330 330 330 340 - - - - -
51,000 340 340 340 340 340 310 - - - -
50,000 350 350 350 350 350 320 - - - -
49,000 350 350 350 350 350 330 - - - -

48,000 350 360 360 360 360 340 - - - -
47,000 350 360 360 360 360 350 - - - -
46,000 350 360 360 360 360 350 - - - -
45,000 350 370 370 370 370 360 340 - - -
44,000 350 370 370 370 370 360 350 - - -
43,000 350 380 380 380 380 370 350 - - -
42,000 350 380 380 380 380 370 360 - - -
41,000 350 380 380 380 380 370 360 - - -
40,000 350 390 390 390 390 380 370 - - -
39,000 350 390 390 390 390 380 370 350 - -
38,000 350 400 400 400 400 390 380 360 - -
37,000 350 400 400 400 400 390 380 360 - -
36,000 350 410 410 410 410 400 390 370 - -
35,000 350 410 410 410 410 400 390 370 - -
34,000 350 410 410 410 410 410 400 380 - -
33,000 350 410 410 410 410 410 400 380 - -

32,000 350 410 410 410 410 410 410 380 360 -
31,000 350 410 410 410 410 410 410 390 360 -
30,000 350 410 410 410 410 410 410 390 370 -

Flight Planning
The established associated conditions for the Embraer 175 are:

Flaps ................................................................................................. UP
Gears ................................................................................................ UP
Bleeds .......................................................................................... OPEN
Centre of gravity.............................................................................. 18%
Minimum Remaining Rate of Climb................................... 300 ft/min

ALL ENGINE TYPES, LONG RANGE CRUISE

Flight Planning

ALL ENGINE TYPES, MACH 0.78 CRUISE
Pilots should note that these charts are provided as part of the laminated cockpit card
suite.
5.2.5 Cruise-wind Altitude Trade

The following tables allow the determination of the break-even wind in order to maintain
the same ground specific range at another altitude than the one planned initially. Long
Range Cruise or Mach 0.78 tables are provided. Two separate sets of tables are
provided for both the Embraer 195 and the Embraer 175.
These tables are based on the comparison between ground specific range at the new
and actual altitudes. They do not consider climb/descent time, fuel and distances. The
tables may be used in-flight, where the wind information is available and more
accurate.

Flight Planning
Evaluation Method
(1) Check the wind factors for actual and new altitudes.
(2) Calculate the difference between new and actual wind factors. This number may
be negative or positive.
(3) The break-even wind at the new altitude is the wind component at actual altitude
plus the difference calculated on step (2).
CRUISE WIND ALTITUDE TRADE TABLES EMBRAER 195

CF34-10E7 Engines, LONG RANGE CRUISE
Example:40,000 kg of actual cruise weight, LRC:
Actual Flight Level: FL 280, -10 kt (headwind)

New Flight Level: FL 350, -20 kt (headwind)
1 Wind factor FL280 = 41, Wind factor FL350 = 7
2 Difference = 7 (new FL) 41 (actual FL) = -34
3 Break-even wind = -10 (wind actual FL) + (-34) (difference) = -44 kt
Wind on FL350 (20 kt headwind) is more favorable than break-even wind (44 kt
headwind). Therefore, climb to FL350.

Flight Planning

CF34-10E7 Engines, MACH 0.78
Example: 40,000 kg of actual cruise weight, Mach 0.78:

New Flight Level: FL 310, 15 kt (tailwind)
2 Difference = 95 (new FL) 19 (actual FL) = 76
3 Break-even wind = -10 (wind actual FL) + 76 (difference) = 66 kt
Wind on FL310 (15 kt tailwind) is less favorable than break-even wind (66 kt tailwind).
Therefore, maintain FL360.

Flight Planning

Example: 30,000 kg of actual cruise weight, LRC:

New Flight Level: FL 350, -20 kt (headwind)
2 Difference = 10 (new FL) 36 (actual FL) = -26
3 Break-even wind = -10 (wind actual FL) + (-26) (difference) = -36 kt
Wind on FL350 (20 kt headwind) is more favorable than break-even wind (36 kt
headwind). Therefore, climb to FL350.

Flight Planning

ALL ENGINE TYPES, MACH 0.78
Example: 32,000 kg of actual cruise weight, Mach 0.78:

New Flight Level: FL 310, 20 kt (tailwind)
2 Difference = 58 (new FL) 19 (actual FL) = 39
3 Break-even wind = -10 (wind actual FL) + 39 (difference) = 29 kt
Wind on FL310 (20 kt tailwind) is less favorable than break-even wind (29 kt tailwind).
Therefore, maintain FL340.

Flight Planning
5.2.6 Flight Planning Fuel Tankering

Fuel price variations at different airports may require carrying more fuel than the
minimum required on a flight leg. The procedure of loading this extra amount of fuel (or
surplus fuel) in order to minimise fuel costs is known as fuel tankering.
Since the surplus fuel tankered results in additional fuel burn-off (due to the weight
increase) it is important to analyse the costs of the extra fuel transportation operation.
The following tables are designed to determine the break-even fuel price on departure
airport and it may be used whenever there is difference on fuel price compared to
destination. Tables are provided for LRC and M 0.78 cruise schedule.
Enter the trip distance on the table and read the fuel surplus ratio according to cruise
altitude. The break-even fuel price is the price at departure multiplied by the fuel surplus
ratio. If break-even fuel price is lower than destination price, it is economically feasible
to execute fuel tankering.
The additional maintenance costs involved with increased weight operations

(additional brakes and tyres wearing) are not considered.
Example
Analyse the potential for fuel tankering between two airports distant 600 NM from each
other, using LRC speed schedule cruising at FL350. Consider the following fuel price
indices:
Departure Airport: 100%.

Destination Airport: 110%.
Enter the LONG RANGE CRUISE table for 600 nm trip distance and FL350, the
FUEL SURPLUS RATIO is 1.05.
The BREAK-EVEN Index is 100% (index at departure) multiplied by 1.05 = 105%.
Since fuel on destination airport (110%) is greater than break-even fuel index (105%)
it is economically feasible to tank fuel between these two airports.

Flight Planning
5.2.6.1 Embraer 195 Fuel Tankering Tables

FUEL TANKERING
EMBRAER 195/CF34-10E7 ENGINES
LONG RANGE CRUISE
FUEL SURPLUS RATIO
TRIP DISTANCE
(nm) 31,000 ft and 32,000 ft and
below above
200 1.01 1.01
400 1.03 1.03
600 1.04 1.05
800 1.06 1.07
1000 1.07 1.08
1200 1.09 1.10
1400 1.10 1.11
1600 1.12 1.14
1800 1.13 1.15
2000 1.15 1.17
2200 1.16 1.18
2400 1.18 1.23
FUEL TANKERING
EMBRAER 195/CF34-10E7 ENGINES
MACH 0.78
FUEL SURPLUS RATIO
TRIP DISTANCE
(nm) 31,000 ft and 32,000 ft and
below above
200 1.01 1.01
400 1.02 1.02
600 1.03 1.03
800 1.03 1.04
1000 1.04 1.05
1200 1.05 1.06
1400 1.06 1.07
1600 1.07 1.08
1800 1.08 1.10
2000 1.08 1.11
2200 1.09 1.12
2400 1.12 1.13

Flight Planning
5.2.6.2 Embraer 175 Fuel Tankering Tables

FUEL TANKERING
EMBRAER 175/ALL ENGINE TYPES
LONG RANGE CRUISE
FUEL SURPLUS RATIO
TRIP DISTANCE
31,000 ft and 32,000 ft and
(nm)
below above
200 1.02 1.02
400 1.03 1.03
600 1.04 1.05
800 1.06 1.07
1000 1.07 1.08
1200 1.08 1.10
1400 1.10 1.12
1600 1.11 1.13
1800 1.13 1.16
2000 1.14 1.17
FUEL TANKERING
EMBRAER 175/ALL ENGINE TYPES
MACH 0.78
FUEL SURPLUS RATIO
TRIP DISTANCE
(nm) 31,000 ft and 32,000 ft and
below above
200 1.01 1.01
400 1.02 1.02
600 1.03 1.03
800 1.04 1.04
1000 1.04 1.06
1200 1.05 1.07
1400 1.06 1.08
1600 1.07 1.10
1800 1.08 1.10
2000 1.09 1.11

Flight Planning
5.2.7 Engine and APU Fuel Consumption

5.2.7.1 Engine Fuel Consumption
The following values established for taxi, take-off, approach and go-around fuel
consumption should be considered when calculating detailed flight plans.
Embraer 195
FUEL CONSUMPTION
ENGINE PHASE OF FLIGHT
kg/min
TAXI 9
ALL TAKE-OFF 95
ENGINE
TYPES APPROACH AND LANDING 26
GO-AROUND 89
A typical average value to be used during the flight planning calculation should be
considered:
TAKE-OFF = 142 kg (1.5 minutes used).
APPROACH AND LANDING = 79 kg (3 minutes used).
GO-AROUND = 71 kg (0.8 minutes used).
Embraer 175
FUEL CONSUMPTION
ENGINE PHASE OF FLIGHT
kg/min
TAXI 8
ALL TAKE-OFF 73
ENGINE
TYPES APPROACH AND LANDING 17.5
GO-AROUND 73
A typical average value to be used during the flight planning calculation should be
considered:
TAKE-OFF = 146 kg (2 minutes used).
APPROACH AND LANDING = 70 kg (4 minutes used).
GO-AROUND = 146 kg (2 minutes used).
Note: FLYBE uses 160 kg for taxi fuel; 300 kg for take-off fuel and 105 kg for landing
fuel. The Company figures provide a safety margin over the data supplied by the
manufacturer.
These figures are entered into the MCDU on page 2/3 of the PERFORMANCE INIT
menu.

Flight Planning
5.2.7.2 APU Fuel Consumption

The table below shows the APU fuel consumption on the ground and during level flight
at 5,000 ft, 15,000 ft, and 33,000 ft altitudes. The data is calculated for different
airspeeds, APU air bleeds and electrical loads.
APU GEN. APU FUEL

ALTITUDE AIRSPEED APU AIR LOAD FLOW
(ft) (KIAS) BLEED (kVA) (kg/min)
0 1.5
0
40 1.7
0 0
0 2.1
Max.
40 2.4
0 1.3
0
40 1.5
5,000 170
0 1.8
Max.
40 2.0
0 1.3
0
40 1.5
5,000 300
0 1.8
Max.
40 2.0
0 1.0
0
40 1.2
15,000 170
0 1.4
Max.
40 1.7
0 1.0
0
40 1.2
15,000 320
0 1.4
Max.
40 1.7
0 0.7
33,000 170 0
40 1.0
0 0.6
33,000 300 0
40 0.9

Flight Planning
5.2.8 Climb
5.2.8.1 Climb speeds
5.2.8.1.1 Maximum Angle of Climb Speed
This speed is recommended for obstacle clearance in order to reach an altitude on
minimum ground distance. The recommended maximum angle speed is related to flaps
up, all engines operating and is approximately VFS for all gross weights and altitudes.
5.2.8.1.2 Maximum Rate of Climb Speed
This speed is recommended when maximum rate of climb is desired in order to reach
an altitude on minimum climb time. The recommended maximum rate of climb speed
is related to flaps up, all engines operating and is function of gross weights and
altitudes as shown in the tables below:
Embraer 195
Altitude Weight (kg)

(ft)
38,000 40,000 42,000 44,000 46,000 48,000 50,000 52,000
5,000 248 252 255 257 261 264 267 248
10,000 243 245 248 250 250 253 255 243
15,000 232 236 237 242 244 247 250 232
20,000 225 227 229 235 238 244 247 225
25,000 214 221 225 229 238 242 247 214
Maintain the speeds above until intercepting Mach 0.60. Then fly with this Mach
number until level off.
Embraer 175
Altitude Weight (kg)

(ft) 22,000 25,000 28,000 31,000 34,000 37,000 39,000
5,000 235 237 240 243 246 249 249
10,000 226 232 235 238 241 246 247
15,000 216 219 223 234 237 237 242

20,000 212 217 221 223 231 236 240
25,000 210 212 219 223 227 231 233
30,000 205 210 213 216 218 226 235
Maintain the speeds above until intercepting Mach 0.63. Then fly with this Mach
number until level off.

Flight Planning
5.2.8.2 Cruise Buffet Onset Chart

Similar charts are provided for both the Embraer 195 and the Embraer 175. They are
provided in the flight deck as laminated cockpit cards. The first chart presented is for
the E195 and the worked example shows the principle behind these charts and how to
use them correctly. The Company preferred limitations of a 1.3 g or 1.75 g buffer
margin apply to both variants (shown as red dashed lines on the chart).
The charts provide the buffet margin (manoeuvre capability) and associated bank
angles for a variety of cruise altitudes and weights as a function of mach number.
5.2.8.2.1 Embraer 195 Manoeuvre Capability Chart
MANOEUVRE
ManeuverCAPABILITY
Capability
Embraer 195
30
20 54000 kg 50000 kg
23000 ft
0 46000 kg
25000 ft
00 21000 ft
90 42000 kg
80
70
60 27000 ft 38000 kg
50
40 34000 kg
29000 ft
30
20 31000 ft
0
00
33000 ft
90
80
70
37000 ft
60
50
40 41000 ft
30
20
0
0
0.25 0.30 0.35 0.40 0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95
1.00 1.00
1.25 1.05
1.50 1.10
1.75 1.15
2.00 1.20
2.25 2.50 Load
1.25 1.30 Factor
1.35
Mach 0 37 48 55 60 64 66 Bank Angle
Using this graph, it is possible to determine your manoeuvre potential at varying

conditions in flight. It can be seen that at 50T and Mach .80 you could fly at 41,000 ft.
However, you have no manoeuvre potential. This means that you cannot turn.
Furthermore, if turbulence is encountered, you are going to exceed a limitation.
Pilots must consider en-route weather when planning a flight. Therefore pilots are to
allow at least 1.3 g for manoeuvre (e.g. At 42T and Mach .76, you are limited to
40,500 ft). If turbulence is forecast en-route, then a manoeuvre margin of 1.75 g should
be considered (i.e. in the same conditions as the previous example, you must descend
to approximately 32,000 ft).

Flight Planning
5.2.8.2.2 Embraer 175 Manoeuvre Capability Chart
MANOEUVRE CAPABILITY

Flight Planning
5.2.9 In-flight Diversion

These charts are provided for the pilots to determine if the fuel remaining is enough to
complete the trip at Long Range Cruise (LRC) mode from one point in the cruise to an
alternate airport. The charts also enable rapid determination of fuel and time required
to proceed to an alternate airport.
Fuel and time are determined in the same way as the simplified flight planning charts,
with distance to destination instead of trip distance, disregarding the climb phase.
The pilots can also use the charts in the opposite direction, i.e., entering with the fuel
remaining on board and finding the range at a given flight level at LRC.
Normally, pilots will not use these charts as all relevant information is provided on the
Operational Flight Plan (PLOG). It is envisaged that such charts will only be used in the
event of an unplanned diversion as a result of some form of in flight emergency.
Charts are provided firstly for the Embraer 195 and then the Embraer 175.

Flight Planning
5.2.9.1 Embraer 195 In-flight Diversion Charts
EMBRAER 195 INFLIGHT DIVERSION

TRIP FUEL
ALL ENGINE TYPES
LONG RANGE CRUISE
ISA CONDITION
10000
9500 FL150 FL200 FL250 FL300 FL350
9000
BASED ON:
8500 M0.70/250 DESCENT
8000
7500
7000
6500
FUEL REQUIRED - kg
6000
5500 FL370
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
0
LANDING WEIGHT - kg
46000
-500
-1000
44000
42000
-1500
40000
-2000
REF.
LINE
38000
-2500
36000
-3000
-3500
-4000
60
-4500
-5000
30
HEAD
-5500
WIND - kt
-6000
0 REF.
LINE
-6500
TAIL
-7000
30
-7500
-8000
60
-8500
-9000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
TRIP DISTANCE - NM

Flight Planning
EMBRAER 195 INFLIGHT DIVERSION

TRIP TIME
ALL ENGINE TYPES
LONG RANGE CRUISE
ISA CONDITION
340
330
320
310 FL250 FL300
300 BASED ON: FL200 FL350
290 M0.70/250 DESCENT FL150
280
270
260
250
240
230
220
FLIGHT TIME - MIN
210
200
190
180
FL370
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
-10
LANDING WEIGHT - kg
-20
46000
-30
44000
-40
-50
42000
-60
-70
REF.
40000
-80
38000
LINE
-90
38000
-100
-110
36000
-120
-130
-140
-150
60
-160
-170
HEAD
-180
30
-190
WIND - kt
-200
-210
REF.
0
-220 LINE
-230
TAIL
-240
30
-250
-260
-270
-280
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
TRIP DISTANCE - NM

Flight Planning
5.2.9.2 Embraer 175 In Flight Diversion Charts

Flight Planning

Flight Planning
5.3 Single-engine Driftdown

5.3.1 Driftdown Table
In the event of an engine failure during cruise it will generally be necessary to reduce
speed and descent to a lower altitude.
Immediately after engine failure set maximum continuous N1 and allows the airplane to
decelerate from the cruise speed to the initial driftdown speed shown in the driftdown
table (or use Green Dot speed) When this speed is achieved, start the descend profile.
The airplane should level off at the gross altitude and weight shown in the driftdown
table.
5.3.2 Net Level-off Altitude

Current regulations require terrain clearance flight planning based on net performance
which is the gross (or real) gradient performance degraded by 1.1%.
To estimate the net level off pressure altitude, enter with the gross weight, proceed to
the ISA deviation and find the value within bracket. This is the net level off pressure
altitude. The net level off pressure altitude must clear all en-route obstacles by at least
1,000 ft.
In case the obstacles heights are close to the values published in the tables below, a
detailed driftdown analysis must be accomplished.

Flight Planning
DRIFTDOWN TABLE
BLEEDS ON/ENGINE AND WING ANTI-ICE OFF
GROSS LEVEL OFF

ALTITUDE ft
WEIGHT (kg) INITIAL
(NET LEVEL OFF
DRIFTDOWN
ALTITUDE ft)
SPEED
(KIAS) ISA+10C
START LEVEL
and ISA+15C ISA+20C
DRIFTDOWN OFF
BELOW
19,727 18,798 17,829

50,000 48,000 216
(15,138) (13,592) (12,095)
20,398 19,794 18,882

48,000 46,100 212
(16,585) (15,222) (13,691)
21,321 20,506 20,003

46,000 44,300 207
(18,189) (16,880) (15,306)
23,064 21,603 20,604

44,000 42,500 203
(19,163) (18,247) (17,060)
24,317 23,292 21,800

42,000 40,700 198
(20,192) (19,429) (18,482)
25,621 24,722 23,425

40,000 38,700 194
(20,893) (20,339) (19,740)
27,008 26,200 24,986

38,000 36,700 189
(24,254) (23,349) (21,948)

Flight Planning
DRIFTDOWN TABLE
BLEEDS ON/ENGINE AND WING ANTI-ICE ON
GROSS LEVEL OFF ALTITUDE ft

WEIGHT (kg) INITIAL
(NET LEVEL OFF ALTITUDE ft)
DRIFTDOWN
SPEED ISA-8C
START LEVEL (KIAS) and ISA +15C ISA +10
DRIFTDOWN OFF
BELOW
19,488 18,833 16,560

50,000 48,000 216
(14,880) (14,030) (10,782)
20,270 19,783 17,990

48,000 46,100 212
(16,203) (15,492) (12,448)
21,026 20,531 19,045

46,000 44,300 207
(17,943) (16961) (14,078)
22,612 21,869 20,072

44,000 42,400 203
(18,922) (18,286) (15,755)
23,902 23,516 20,818

42,000 40,600 198
(19,970) (19,379) (17,542)
25,206 24,829 22,347

40,000 38,800 194
(20,745) (20,326) (18,794)
26,564 26,147 24,039

38,000 36,700 189
(22,335) (21,642) (20,065)

Flight Planning
DRIFTDOWN TABLE
EMBRAER 175 ALL ENGINE TYPES
BLEEDS ON/ENGINE AND WING ANTI-ICE OFF

Flight Planning
DRIFTDOWN TABLE
EMBRAER 175 ALL ENGINE TYPES
BLEEDS ON/ENGINE AND WING ANTI-ICE ON

Flight Planning
5.4 Single-engine Cruise Capability

5.4.1 Cruise Altitude Capability Table (OEI)
The tables below permit quick determination of the altitude capability, based on the
initial cruise weight. The table data are presented for various ISA conditions, one
engine inoperative and Long Range Cruise schedule.
5.4.1.1 Embraer 195 Cruise Capability Table (OEI)
The established associated conditions are:
Flaps ................................................................................................. UP
Gears ................................................................................................ UP
Bleeds .......................................................................................... OPEN
Centre of gravity..................................25% for E195 and 18% for E175
EMBRAER 195
CRUISE ALTITUDE CAPABILITY
ONE ENGINE INOPERATIVE
CF34-10E7 ENGINES, LONG RANGE CRUISE
ISA + C
Weight (kg) -10 -5 0 5 10 15 20 25 30 35
51,000 130 130 130 130 130 100
50,000 130 130 130 130 130 110
49,000 150 150 150 150 150 120
48,000 150 150 150 150 150 130 110
47,000 150 150 150 150 150 140 120 -
46,000 180 180 180 180 180 150 130 100
45,000 180 180 180 180 180 150 140 110
44,000 180 180 180 180 180 170 140 120 100
43,000 190 190 190 190 190 170 160 130 110
42,000 200 200 200 200 200 180 170 140 120
41,000 200 200 200 200 200 190 170 160 120 100
40,000 200 200 200 200 200 190 180 160 130 110
39,000 200 210 200 200 210 200 190 180 150 120
38,000 220 220 220 220 220 200 200 180 160 130
37,000 230 230 230 230 230 210 200 190 180 140
36,000 240 240 240 240 240 210 200 200 180 160
35,000 250 250 240 250 240 230 210 200 190 170
34,000 250 250 250 250 250 240 220 200 200 180
33,000 260 260 260 260 260 250 230 220 200 190
32,000 270 270 270 270 270 260 250 220 210 200

Flight Planning
5.4.1.2 Embraer 175 Cruise Capability Table (OEI)

EMBRAER 175
CRUISE ALTITUDE CAPABILITY
ONE ENGINE INOPERATIVE
ISA + C
Weight (kg)
-10 -5 0 5 10 15 20 25 30 35
37,000 120 120 120 120 110
36,000 130 130 130 130 130
35,000 150 140 140 140 140 130
34,000 160 160 150 150 160 150 100
33,000 170 170 170 170 170 150 130
32,000 180 180 180 170 180 170 150 120
31,000 190 190 190 190 190 180 160 140
30,000 200 200 190 190 190 190 170 150 130
29,000 210 200 200 200 200 200 190 170 150
28,000 220 210 210 210 210 210 200 180 160 140
27,000 220 220 220 220 220 220 210 190 170 150
26,000 230 230 230 230 230 230 220 210 190 170
25,000 240 240 240 240 240 240 230 220 200 180
24,000 250 250 250 250 250 250 250 230 210 190
23,000 260 260 260 260 260 260 260 250 220 200
Note: For planning purposes, the single-engine cruise speed in ISA conditions at
FL150 at max take-off weight is:
E 195
261 kts Indicated Air Speed.
325 kts True Air Speed.
E 175
242 kts Indicated Air Speed.
297 kts True Air Speed.
5.4.2 One Engine Inoperative Maximum Distance from an

Adequate Aerodrome
The maximum distance from an adequate aerodrome is an area limited to the
maximum time approved by the local authority from an adequate aerodrome, computed
using an one-engine-inoperative cruise speed under standard conditions in still air and
considering that the driftdown starts at or near to the optimum flight level.
The distance from any point along the proposed route of flight to an adequate
aerodrome must be covered within the maximum allowed time using one of the speeds
shown in the table provided in this section (assuming still air, ISA conditions and one
engine inoperative).
Flight Planning
The data is based on OEI drifting down using maximum continuous thrust at the Mach
number until reaching the corresponding IAS and maintaining that airspeed during the
remaining of the driftdown and level cruise.
Enter the table for the appropriate speed with the weight at the point of diversion and
time selected and read the maximum distance from an adequate aerodrome.
Two charts are presented, the first for the E175 and the second for the E195. The
charts are reproduced in the Cockpit Handbook.
5.4.2.1 Embraer 175

DIVERSION DISTANCE (nm)
SPEED SCHEDULE WEIGHT AT DIVERSION (kg) DIVERSION TIME
60 min 75 min
30,000 356 434
32,000 355 433
34,000 352 430

0.77 M/290 KIAS
36,000 349 427
38,000 347 423
40,000 344 419
30,000 358 439
32,000 356 435
34,000 352 432

0.76 M/280 KIAS
36,000 350 428
38,000 346 423

40,000 342 419
30,000 348 431
32,000 344 425

34,000 340 420
0.74 M/250 KIAS
36,000 336 415
38,000 329 407
40,000 324 401

Flight Planning
5.4.2.2 Embraer 195

DIVERSION DISTANCE (nm)
WEIGHT AT DIVERSION
SPEED SCHEDULE DIVERSION TIME
(kg)
60 min 75 min
41,000 381 469
43,000 380 467
45,000 378 464

0.80 M/310 KIAS
47,000 375 461
49,000 373 458
51,000 371 455

41,000 380 469
43,000 377 466
45,000 375 463

0.78 M/ 300 KIAS
47,000 374 461
49,000 373 458
51,000 369 454

41,000 378 467
43,000 376 464
45,000 374 462

0.77 M/ 290 KIAS
47,000 372 458
49,000 369 455
51,000 367 451
41,000 360 444

43,000 356 440
45,000 353 436

0.74 M/ 250 KIAS
47,000 350 432
49,000 346 427
51,000 341 422

Flight Planning
5.4.3 One Engine Inoperative In-flight Diversion

These charts enable rapid determination of fuel and time required to proceed to an
alternate airport with one engine inoperative from the driftdown initial point. The chart
data is based in a driftdown at Green Dot speed with the remaining cruise distance at
LRC speed and the descent to approach phase at 290 KIAS. The following phases are
included: driftdown, cruise and descent to approach.
Fuel and time are determined in the same way as the simplified flight planning charts,
with distance to destination instead of trip distance, disregarding the climb phase and
the cruise phase until the driftdown point.
The pilots can also use the charts in the opposite direction, i.e., entering with the fuel
remaining on board and finding the range at an initial weight. Charts are presented for
both the E175 and the E195:

Flight Planning

Flight Planning
5.5 Holding ISA Conditions 210 KIAS

5.5.1 Holding ISA Conditions All Engines Operating
The following tables present a ready guide to holding fuel burns at various pressure
altitudes and weights. The charts are reproduced in the Cockpit Handbook. Two sets
of tables are provided, one for the E195 and one for the E175.
5.5.1.1 Embraer 195 Holding Table

The associated conditions are:
Flaps ................................................................................................. UP
Gear .................................................................................................. UP
Bleeds .......................................................................................... OPEN
Airspeed A/I OFF ................... Minimum Fuel Consumption or 1.29 VS,
whichever is higher.
Airspeed A/I ON ...................................................................... 210 KIAS
Anti-ice ............................................................................................ OFF
CG................................................................................................... 25%

Flight Planning
PRESSURE ALTITUDE (ft)

WEIGHT
1,500 4,000 6,000 8,000 10,000
(kg)
FUEL FLOW (kg/h)/SPEED (kts)
30,000 1244/161 1222/161 1198/161 1180/162 1160/162
31,000 1270/164 1242/164 1218/166 1200/168 1180/168
32,000 1300/166 1266/166 1238/168 1222/168 1202/170
33,000 1328/169 1290/169 1260/169 1248/170 1230/170
34,000 1356/171 1320/171 1288/172 1278/172 1260/172
35,000 1386/174 1354/174 1328/174 1310/174 1290/174

36,000 1416/176 1386/176 1362/177 1344/177 1324/177
37,000 1444/179 1420/179 1398/179 1378/179 1358/179
38,000 1472/181 1446/181 1434/181 1412/182 1392/182
39,000 1506/184 1482/184 1462/184 1444/184 1426/184
40,000 1542/186 1516/186 1492/186 1476/187 1458/187
41,000 1578/188 1546/188 1522/188 1506/189 1488/189

42,000 1612/190 1578/190 1554/191 1540/191 1520/191
43,000 1644/193 1612/193 1588/193 1576/194 1556/194
44,000 1678/195 1648/195 1624/195 1612/196 1592/196
45,000 1710/197 1682/197 1658/197 1644/198 1626/198
46,000 1742/199 1716/199 1692/200 1680/200 1660/200
47,000 1772/202 1748/202 1728/202 1714/202 1694/202
48,000 1802/204 1784/204 1760/204 1746/205 1728/205

49,000 1838/206 1816/206 1792/206 1778/207 1762/207
50,000 1876/208 1848/208 1824/208 1814/209 1798/209

FOR HOLDING IN A RACE TRACK PATTERN, INCREASE FUEL FLOW BY 5%
Correction for anti-ice ON: Fuel flow increases by 250 kg/hr.
Correction for anti-ice ON with ice accretion: Fuel flow increases by 1,000 kg/hr.
Note: On initial detection of ice, and for flight in icing conditions the minimum holding
speed is 210 kts.

Flight Planning
5.5.1.2 Embraer 175 Holding Table

Flaps ................................................................................................. UP
Gear .................................................................................................. UP
Bleeds .......................................................................................... OPEN
Airspeed A/I OFF ................... Minimum Fuel Consumption or 1.27 VS,
whichever is higher.
Airspeed A/I ON ...................................................................... 210 KIAS
Anti-ice ............................................................................................ OFF
CG................................................................................................... 18%
PRESSURE ALTITUDE (ft)

WEIGHT
1,500 4,000 6,000 8,000 10,000
(kg)
FUEL FLOW (kg/h)/ SPEED (kts)
23,000 962/158 928/159 908/159 888/159 878/159
24,000 990/162 958/162 930/162 941/162 908/162
25,000 1020/165 985/165 976/165 951/166 938/166
26,000 1048/168 1004/169 992/169 979/169 968/169
27,000 1074/172 1036/172 1022/172 1011/172 996/172
28,000 1098/175 1068/175 1056/175 1044/175 1022/175
29,000 1124/178 1096/178 1087/178 1070/179 1054/179
30,000 1158/181 1132/181 1112/181 1098/182 1086/182
31,000 1192/184 1162/184 1138/184 1110/185 1118/185
32,000 1224/187 1194/187 1170/187 1140/188 1148/188
33,000 1256/190 1224/190 1200/190 1192/191 1180/191
34,000 1290/193 1249/193 1235/193 1200/193 1212/193
35,000 1322/196 1292/196 1268/196 1258/196 1242/196
36,000 1354/198 1328/199 1304/199 1298/199 1278/199
37,000 1386/201 1364/201 1340/201 1330/202 1314/202
38,000 1416/204 1396/204 1376/204 1364/205 1350/205
FOR HOLDING IN A RACE TRACK PATTERN INCREASE FUEL FLOW BY 5%
Correction for anti-ice ON: Fuel flow increases by 200 kg/hr.
Correction for anti-ice ON with ice accretion: Fuel flow increases by 500 kg/hr.
Note: On initial detection of ice, and for flight in icing conditions the minimum holding
speed is 210 kts.

Flight Planning
5.5.2 Holding One Engine Inoperative

The following tables present a ready guide to holding fuel burns at various pressure
altitudes and weights with one engine inoperative. The charts are reproduced in the
Cockpit Handbook.
5.5.2.1 Embraer 195 OEI Holding Table

Flaps..................................................................................................UP
Gear ..................................................................................................UP
Bleeds ..........................................................................................OPEN
CG ...................................................................................................25%
Minimum Remaining Rate of Climb ........................................ 100 ft/min
Anti-ice ............................................................................................OFF
E 195 Holding Fuel Flow OEI
Fuel Flow (kg/hour)/Speed (kts)

Weight
Pressure Altitude (feet)
(kg)
1,500 5,000 10,000
30,000 1102/161 1090/161 1069/161
31,000 1134/164 1118/164 1099/164
32,000 1171/166 1151/166 1135/167
33,000 1207/169 1182/169 1169/169
34,000 1242/172 1216/172 1202/172
35,000 1276/174 1255/174 1235/174
36,000 1309/176 1293/177 1274/177

37,000 1342/179 1331/179 1312/179
38,000 1374/181 1367/181 1349/182
39,000 1410/184 1402/184 1385/184

40,000 1450/186 1437/186 1421/187
41,000 1489/188 1471/188 1455/189
42,000 1527/190 1504/191 1490/191

43,000 1564/193 1543/193 1532/194
44,000 1600/195 1582/195 1572/196
45,000 1635/197 1620/197 1613/198

Flight Planning
E 195 Holding Fuel Flow OEI (Continued)

Weight
(kg)
1,500 5,000 10,000
46,000 1669/199 1658/199 1652/200
47,000 1703/202 1695/202 1691/202
48,000 1737/204 1732/204 1730/205
49,000 1778/206 1768/206 1770/207
50,000 1818/208 1804/208 1810/209
If anti-ice ON, increase fuel flow by 250 kg/hr.
If ice is accreting on the airframe, increase fuel flow by 1,000 kg/hr.
The speeds presented in the table are for Anti-Ice ~OFF. On initial detection of icing,
speed must be increased to 210 KIAS.

Flight Planning
5.5.2.2 Embraer 175 OEI Holding Table

Flaps ....................................................................................................................... UP
Gear......................................................................................................................... UP
Bleeds ................................................................................................................ OPEN
CG ......................................................................................................................... 18%
Minimum Remaining Rate of Climb ......................................................... 100 ft/min
Anti-ice.................................................................................................................. OFF
E 175 Holding Fuel Flow OEI

Weight
(kg)
1,500 5,000 10,000
23,000 868/158 846/159 828/159
24,000 904/162 877/162 867/162
25,000 938/165 906/165 906/166
26,000 971/168 942/169 944/169
27,000 1003/172 983/172 980/172
28,000 1033/175 1023/175 1015/175
29,000 1064/178 1063/178 1059/179
30,000 1106/181 1101/181 1101/182
31,000 1147/184 1138/184 1143/185
32,000 1188/187 1174/187 1183/188
33,000 1228/190 1210/190 1222/191
34,000 1266/193 1246/193 1260/193
35,000 1304/196 1293/196 1299/196
36,000 1341/198 1337/199 1345/199
37,000 1379/201 1381/201 1390/202
38,000 1415/204 1423/204 1434/205
FOR HOLDING IN A RACE TRACK PATTERN INCREASE FUEL FLOW BY 5%
If anti-ice ON, increase fuel flow by 250 kg/hr
If ice is accreting on the airframe, increase fuel flow by 600 kg/hr.
The speeds presented in the table are for Anti-Ice OFF. On initial detection of icing,
speed must be increased to 210 KIAS

Flight Planning
INTENTIONALLY BLANK

Section 6 Contents
Section 6 Contents
6 Weight and Balance........................................................................ 61
6.1 General............................................................................................... 61
6.1.1 Aircraft Variants .................................................................. 61
6.1.2 Registration And Configuration........................................... 61
6.1.3 Standard Terms and Definitions ......................................... 61
6.1.4 (MEW) Manufacturer Empty Weight .................................. 61
6.1.5 (BEW) Basic Empty Weight................................................ 61
6.1.6 (OEW) Operational Empty Weight...................................... 62
6.1.7 (MZFW) Maximum Zero Fuel Weight ................................ 62
6.1.8 (AZFW) Actual Zero Fuel Weight ....................................... 62
6.1.9 Total Traffic Load................................................................ 62
6.1.10 Maximum Allowable Traffic Load........................................ 62
6.1.11 (MRW) Maximum loadsheet Weight................................... 62
6.1.12 (MTOW) Maximum Take-off Weight................................... 62
6.1.13 (MLW) Maximum Landing Weight ...................................... 62
6.1.14 (MOW) Minimum Operating Weight ................................... 62
6.1.15 (CG) Centre of Gravity........................................................ 63
6.1.16 Index System...................................................................... 63
6.1.17 Balance Reference System ................................................ 63
6.1.18 (MAC) Wing Mean Aerodynamic Chord ............................. 63
6.1.19 Moment Changes Due to Movement.................................. 64
6.1.20 Fuel and Fluid Data ............................................................ 65
6.1.21 Passengers......................................................................... 66
6.1.22 Flight Crew Items................................................................ 66
6.1.23 Index System...................................................................... 67
6.1.24 Fuel Index Variation.......................................................... 610
6.1.25 OEW/OEI Determination .................................................. 611
6.1.26 Weight Limitations ............................................................ 612
6.1.26.1 EMB 175 Limits ................................................................ 612
6.1.26.2 EMB 195 Limits ................................................................ 613
6.1.27 Cabin Trim Passengers ................................................. 614
6.1.28 Basic Weight and Centre of Gravity Limits ....................... 614
6.1.28.1 EMB 175 Certified Centre of Gravity Limits...................... 614
6.1.28.2 EMB 175 Weight and Centre of Gravity Chart.................. 616
6.1.28.3 EMB 195 Certified Centre of Gravity Limits...................... 617
6.1.28.4 EMB 195 Weight and Centre of Gravity Chart ................. 618
6.1.29 General Arrangement of Aircraft....................................... 619

Section 6 Contents
6.1.30 Interior Layout ...................................................................620

6.1.30.1 EMB 175 Layout................................................................620
6.1.30.2 EMB 195 Layout................................................................621
6.2 Galleys Bins and Cargo Holds ..........................................................622
6.2.1 Galley Arms (m) and Maximum Loads..............................622
6.2.2 Galley Index Influence.......................................................622
6.2.2.1 EMB 175 Galley Indexes...................................................622
6.2.2.2 EMB 195 Galley Indexes...................................................623
6.2.3 Cross Section of Fuselage ................................................624
6.2.4 Overhead Bins ..................................................................625
6.2.5 Carry-on Baggage.............................................................626
6.2.6 Cargo Holds ......................................................................626
6.2.6.1 EMB 175 Cargo Hold Capacity .........................................627
6.2.6.2 EMB 195 Cargo Hold Capacity .........................................627
6.2.7 Forward Hold.....................................................................628
6.2.8 Rear Hold ..........................................................................629
6.2.9 Baggage and Cargo Loading ............................................631
6.2.10 Maximum Package Sizes..................................................632
6.2.11 Cargo Nets ........................................................................633
6.2.11.1 EMB 175 Net Positions .....................................................634
6.2.11.2 EMB 195 Net Positions .....................................................635
6.3 Dry Operating Weight and Loadsheets.............................................638
6.3.1 Dry Operating Weight Statement ......................................638
6.3.2 Safe Operating Limit .........................................................638
6.3.3 EDP Loadsheet .................................................................639
6.3.4 Specimen Loadsheet (Descriptive) ...................................643
6.3.5 Manual Loadsheet.............................................................644
6.3.6 Specimen Loadsheet and Balance Chart (E195)..............646

Weight and Balance
6 Weight and Balance

6.1 General
Dimensions, specifications, and limitations listed in this section are derived from the
Embraer Weight and Balance Manual, the Aircraft Flight Manual or the Embraer
Manufacturers Operating Manual.
6.1.1 Aircraft Variants

Flybe operates the EMB 175 and 195 variants only.
6.1.2 Registration And Configuration

SERIES 175 195 195
CONFIGURATION 88Y 118Y 118Y
REGISTRATION G-FBJA G-FBEA G-FBEH
G-FBJB G-FBEB G-FBEI
G-FBJC G-FBEC G-FBEJ

G-FBJD G-FBED G-FBEK
G-FBEE G-FBEL
G-FBEF G-FBEM
G-FBEG G-FBEN
6.1.3 Standard Terms and Definitions
6.1.4 (MEW) Manufacturer Empty Weight

This is the weight of the structure, powerplant, instruments, interior furnishings,
systems, optional, portable, and emergency equipment and other items of equipment
that are an integral part of the aeroplane configuration. It is essentially a dry weight,
including only those fluids contained in closed systems such as oxygen, fire
extinguisher agent, landing gear shock absorber fluid, etc.
6.1.5 (BEW) Basic Empty Weight

This is the MEW plus the weight of the following items:
APU oil.
Engine oil.
Hydraulic fluid.
Unusable fuel.
Potable water.

Weight and Balance
6.1.6 (OEW) Operational Empty Weight

This is the BEW plus the weight of the operational items, which are necessary for the
aeroplane operation and are not included in the BEW. Also referred to as the (DOW)
Dry Operating Weight or (APS) Aircraft Prepared for Service.
The operational items include:

Crew and crew baggage.
Navigation kit (manuals, charts, etc.).
Catering (beverages and foods) and removable service equipment for the galleys.
Note: Due to variations in catering between scheduled and charter flights, the catering
weight is added to the DOW on Flybe flights to provide an APS weight.
6.1.7 (MZFW) Maximum Zero Fuel Weight

This is the maximum authorised weight before any usable fuel is loaded. The MZFW is
related to the aeroplane structural limitations.
6.1.8 (AZFW) Actual Zero Fuel Weight

This is the OEW plus the total traffic load.
6.1.9 Total Traffic Load

This is the weight of passengers, baggage and cargo.
6.1.10 Maximum Allowable Traffic Load

This is the maximum weight that can be loaded into the aeroplane. and is the (MZFW)
Maximum Zero Fuel Weight, minus the (OEW) Operational Empty Weight.
6.1.11 (MRW) Maximum loadsheet Weight

This is the maximum weight of the aeroplane while on the ramp, and is a design
limitation, which should not be exceeded.
6.1.12 (MTOW) Maximum Take-off Weight

This is the maximum authorised weight for take-off and is a design limitation.
Note: The weight of the fuel used in the taxi phase, may be added to the MTOW
providing it does not exceed the MRW.
6.1.13 (MLW) Maximum Landing Weight

This is the designed maximum authorised weight for landing.
6.1.14 (MOW) Minimum Operating Weight

This is the minimum authorised weight at which the aeroplane can be operated.
Weight and Balance
6.1.15 (CG) Centre of Gravity

The (CG), is the position where the weight of the aircraft is considered to be
concentrated for balance purposes, and is normally referred to in terms of % MAC.
6.1.16 Index System

This is a convention for presenting aeroplane or body moments. It is the moment of the
body converted to a different measuring system.
6.1.17 Balance Reference System

Aeroplane Datum
The aeroplane datum is a plane perpendicular to the fuselage centreline, from where
all the arm measurements are taken and is referred to as station zero.
On the 175, its located 12.488 m ahead of the wing stub front spar. For external
reference, its located 12.861 m ahead of the wing jacking points.
On the 195, its located 15.256 m ahead of the wing stub front spar. For external
reference, its located 15.670 m ahead of the wing jacking points.
Balance Arms/Body Station

The balance arms are the distances in metres, of the Centre of Gravity (CG) of the
aeroplane or its components from the aeroplane datum.
6.1.18 (MAC) Wing Mean Aerodynamic Chord

The MAC is the chord of an imaginary rectangular aerofoil with the same area of the
actual wing and which produces the same resulting force vectors of the actual wing.
The aeroplane forward and aft CG limits are referred to in terms of % MAC.
For the Embraer 175 and 195 Models
EMB 175 EMB 195
MAC Length = 3.194 m 3.682 m
LEMAC = 13.763 m 16.708 m
Percentage MAC Formulas:

EMB 175 EMB 195
(BA 13.763)x100 (BA 16.708)x100

%MAC = %MAC =
3.194 3.682
Where BA = The balance arm of the aeroplane, CG measured in metres.

Note: LEMAC is the leading edge of the mean aerodynamic chord and the constant
for establishing the % MAC.
Weight and Balance
EMB 175 EMB 195
Position A 13.763 m 16.708 m
Position B 16.957 m 20.390 m
Position C 31.68 m 38.670 m
6.1.19 Moment Changes Due to Movement

A person moving from the front to the rear or vice-versa, causes the CG to move aft or
forward in a maximum range of:
EMB 175, 2.0% MAC at 2300 kg, 1.4% MAC at 32,000 kg, 1.2% MAC at 38,000 kg.
Weight and Balance
EMB 195, 1.6% MAC at 3400 kg, 1.2% MAC at 41,000 kg, 0.9% MAC at 52,000 kg.
The most critical case for landing gear retraction is at:
EMB 175 For 23,000 kg the CG moves forward 0.3% of MAC.
EMB 195 For 34,000 kg the CG moves forward 0.4% of MAC.
6.1.20 Fuel and Fluid Data

The variation of fuel density and temperature has negligible effects in the aeroplane
CG.
Fuel Quantities
Embraer 175 STD Model
Volume
Fuel Category Weight (kg) CG Balance Arm (m)
(litres)
Unusable Undrainable 18.00 15.00 13.552

Unusable Drainable 66.00 53.00 13.552
Total Unusable 84.00 68.00 13.552
Usable 11,625.00 9428.00 14.231
EMBRAER 195 STD/LR/AR MODELS
Volume
Fuel Category Weight (kg) CG Balance Arm (m)
(litres)
Unusable Undrainable 15.40 12.50 17.127
Unusable Drainable 98.00 79.50 17.367
Total Unusable 113.40 92.00 17.334

Usable 16,153.00 13,100.00 17.191
The values specified in the above tables have been determined for an adopted fuel
density of 0.811 kg/l.
Note: The maximum fuel imbalance between tanks on the EMB 175 and EMB 195 is
360 kg.

Weight and Balance
MISCELLANEOUS FLUID
EMB 175 EMB 195
Fluid Balance Arm Balance Arm
Weight (kg) Weight (kg)
(m) (m)
Engine Oil(1) 30 12.148 32 14.815
Apu Oil(1) 2 30.104 3.7 34.717
Hydraulic(2) 50 14.927 56 17.522
Waste Tank Fluid 8 25.148 8 32.045
Potable Water(3) 35 24.130 110 5.168
Note 1: Adopted engine oil Density (ref. MIL-L-7808): 0.98 kg/l. Engine oil considers
oil from engine, integrated driven generator (IDG), oil lines and starter.
Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV): 0.99 kg/l.
Note 3: Potable water is stored in a potable water tank. Tank capacity is 35 litres for
the EMB 175 and 110 litres for the EMB 195.
6.1.21 Passengers
Passenger Location
The passenger location and respective balance arm are shown in the interior
arrangement.
Passenger Weight
See Section 7.
6.1.22 Flight Crew Items

Weight EMB 175 EMB 195
Item
(kg) Balance Arm (m) Balance Arm (m)
Captain 85 2.810 2.810
First Officer 85 2.810 2.810
Observer 85 3.500 3.500
Fwd Attendant 75 4.940 4.940
1st Aft Attendant 75 23.628 30.600
2nd Aft Attendant 75 N/A 30.092
Crew Baggage 15 5.900 4.220
Navigation Kit 20 3.520 3.520
The adopted flight crew items are in accordance with the approved average weight, not
including the respective carry-on baggage.
The crew members weights refer to males. For female crew members, a weight equal
to 75 kg may be adopted.

Weight and Balance
Crew baggage location is considered inside the forward cargo compartment.
6.1.23 Index System

The moment, is the weight multiplied by the distance to a reference point. If the moment
of the aeroplane and of the items loaded on it is calculated from the aircraft datum, very
long numeric expressions would result.
As the operational usage of long numeric expressions may result in safety problems an
index system is adopted for weight and balance purposes.
The index system is just a method of presenting aircraft or body moments on a different
measuring system. When using the index system, short numeric expressions result.
The index system formula is presented below:

W x (Arm A)
I= +C
B
where:
I = Index.
W = Weight of item.
Arm = Arm or centre of gravity of an item.
Reference arm. The selected arm around which all index values are
A =
calculated.
Constant used as a denominator to convert moment values into index
B =
values.
Constant used as a plus value to avoid negative index figures. It is only
C = used when calculating the aircraft Operating Empty weight Index (OEI),
and is not used when calculating individual items index influence.
The Flybe index system formulas are:

EMB 175 EMB 195
W x (Arm 14.4) W x (Arm 17.5)

I= + 50 I= + 100
1000 1000
Index Influence
The index influence is the variation of the index when an item is loaded or unloaded
from the aircraft. It is usually referred to as index units per kilogram for variable weight
items (cargo, catering, passengers, etc.) or index units for fixed weight items (flight
attendant, cockpit observer, etc.).
The following tables show the index influence for various items.

Weight and Balance
Index Influence for Flybe Embraer 175 Models
Reference Index Influence/

Item Arm (m)
Weight (kg) kg
Cargo Hold 1 (Fwd/Fwd) 6.105 1 -0.0083
Cargo Hold 2 (Fwd/Aft) 9.23 1 -0.0052
Cargo hold 3 (Aft/Fwd) 18.66 1 0.0043
Cargo Hold 4 (Aft/Aft) 21.30 1 0.0069
Fwd Galley G1 3.970 1 -0.0104
Aft Galley G3 24.388 1 0.0099
Wardrobe RH 5.374 1 -0.0090
Actual Index
Item Arm (m) Weight (kg)
Influence
Fwd Flight Attendant 4.940 75 -0.7095
Aft Flight Attendant 23.628 75 0.6921
Cockpit Observer 3.500 85 -0.9265

Weight and Balance
Index Influence for Flybe Embraer 195 Models
Reference Index Influence/

Item Arm (m)
Weight (kg) kg
Cargo Hold 1 (Fwd/Fwd) 6.841 1 -0.0107
Cargo Hold 2 (Fwd/Aft) 11.141 1 -0.0064
Cargo hold 3 (Aft/Fwd) 23.875 1 +0.0064
Cargo Hold 4 (Aft/Aft) 28.224 1 +0.0107
Fwd Galley G1 3.970 1 -0.0135
Fwd Galley G2 5.437 1 -0.0121
Aft Galley G3 31.360 1 0.0139
Wardrobe LH 4.220 1 -0.0133
Actual Index
Item Arm (m) Weight (kg)
Influence
Fwd Flight Attendant 4.940 75 -0.9420
1st Aft Flight Attendant 30.600 75 0.9825
2nd Aft Flight Attendant 30.092 75 0.9444
Cockpit Observer 3.500 85 -1.1900
Example (Using EMB 195 Model)

Calculation of a cargo index influence, the forward cargo compartment (1) centroid is
located 6.841 m from the aeroplane datum.
The index influence per kg is:

1 x (6.841 17.5)
I= = - 0.0107 IU
1000
So, for each kg of cargo loaded in the forward cargo compartment (1), the index
decreases by 0.0107.

Weight and Balance
6.1.24 Fuel Index Variation

EMB 175 Index
Weight (kg) EMB 195 Index (IU)
(IU)
500 -0.36 -0.37

1,000 -0.74 -0.82
1,500 -1.11 -1.31
2,000 -1.46 -1.80
2,500 -1.81 -2.30
3,000 -2.13 -2.74
3,500 -2.43 -3.15
4,000 -2.72 -3.53
4,500 -3.00 -4.00
5,000 -3.24 -4.38
5,500 -3.50 -4.75
6,000 -3.68 -5.14
6,500 -3.87 -5.52
7,000 -4.00 -5.84
7,500 -3.86 -6.18
8,000 -3.50 -6.49
8,500 -3.00 -6.78

9,000 -2.50 -7.05
9,400 -1.60
9,500 -7.24
10,000 -7.24
10,500 -7.10
11,000 -6.86
11,500 -6.46
12,000 -5.93
12,500 -5.21
13,100 -4.05

Weight and Balance
6.1.25 OEW/OEI Determination

In order to determine the OEW and OEI (index), it is necessary to add all the
operational weight and moment variations, to the BEW.
The BEW is obtained from the aircraft weight schedule, which is produced from the
weighing record.
Example (Using EMB 195 Model)

Calculation of OEW/OEI for an EMBRAER 195, which has a BEW equal to
28,711.70 kg and BEW moment equal 507162.65 kg.m: The arm is obtained by
dividing the moment by the weight therefore the arm would be:
507162.65 28,711.70 = 17.664
Item Weight (kg) Arm (m) Moment (kg.m)
BEW (Inc life jackets) 28,711.70 17.664 507162.65
Captain and First Officer

170.00 2.810 477.70
Fwd flight attendant 75.00 4.940 370.50
1st aft flight attendant 75.00 30.600 2295.00
2nd aft flight attendant 75.00 30.092 2256.90
Waste tank fluid 8.00 32.045 256.360
Potable water 110.00 5.168 568.480
Flight kit 20.00 3.520 70.400
Crew baggage 15.00 4.220 63.300
OEW less catering 29,259.70 17.550 513521.29
Catering galley G1 30.00 3.970 119.100

APS Weight 29,731.70 17.601 523301.984
The aeroplane arm would then be: 523301.984 29,731.70 = 17.601
The aeroplane index would be:

29,731.70 x (17.601 17.5)
+ 100 = 103.00
1000

Weight and Balance
The BEW calculation considers the APU oil, engine oil, hydraulic fluid and unusable
fuel.
The potable water is often full at the time of the aircraft weighing. Therefore the
weight schedule should be checked to confirm if this has been included.
The values above are only an example. The actual aeroplane BEW should be used
in determining the OEW.
The catering weights are included in the above example, but as these are variable,
they are not included in the Flybe OEW/OEI and should be added to produce the
actual APS/OEW of a particular flight.
6.1.26 Weight Limitations

6.1.26.1 EMB 175 Limits
Structural Operational
Maximum Ramp Weight 37,660 35,159
Maximum Take-off Weight 37,500 34,999
Maximum Landing Weight 34,000 34,000
Maximum Zero Fuel Weight 31,700 31,700
All weight figures in kg
Aircraft Doors Width (m) Height (m) Sill Height (m)
Front Passenger Door 0.76 1.82 2.64
Aft Passenger Door 0.66 1.71 2.56

Front Service Door 0.61 1.36 2.65
Aft Service Door 0.63 1.37 2.56
Above dimensions are subject to restriction owing to corner radii
Hold Doors Width (m) Height (m)
Front 1.10 0.90
Aft 0.99 0.87
Note: Aft door is a trapezoid with min height of 0.78 m.

Weight and Balance
Cargo Hold/Floor Hold 1 Hold 2 Hold 3 Hold 4
Vol cu.m 8.48 6.04
Load kg 633 867 506 644

Maximum floor loading 488 kg/m2
Fuel Weight (kg) Capacity (litres)
Maximum Usable Fuel 9,428 11,625
Taxi Fuel 160 160
6.1.26.2 EMB 195 Limits

Structural Operational
Maximum Ramp Weight 50,950 49,159
Maximum Take-off Weight 50,790 48,999
Maximum Landing Weight 45,000 45,000
Maximum Zero Fuel Weight 42,500 42,500
All weight figures in kg
Aircraft Doors Width (m) Height (m) Sill Height (m)
Front Passenger Door 0.75 1.82 2.70
Aft Passenger Door 0.63 1.71 3.13
Front Service Door 0.61 1.36 2.68
Aft Service Door 0.63 1.37 3.13
Above dimensions are subject to restriction owing to corner radii
Front 1.10 0.90
Aft 0.99 0.87
Note: Aft door is a trapezoid with min height of 0.78 m
Vol cu.m 4.75 7.96 8.99 3.96

Load kg 710 1190 1250 550
Maximum floor loading 488 kg/m2

Weight and Balance
Fuel Weight (kg) Capacity (litres)
Maximum Usable Fuel 13,100 16,153
Taxi Fuel 160
6.1.27 Cabin Trim Passengers

In order to calculate the balance effect of passengers loaded, the cabin has been
divided into three bays on the E175 (0a, 0b and 0c) and four bays on the E195 (0a,
0b 0c and 0d). The certified centre of gravity limits have been curtailed to enable
passengers to sit in a random order within these bays. Consequently, only the number
of passengers within a bay, is required for trimming purposes.
The maximum number of usable passenger seats in each bay is:
Bay 175 (88Y) 195 (118Y)
OA 28 26
OB 32 32
OC 28 32
OD 28
6.1.28 Basic Weight and Centre of Gravity Limits

6.1.28.1 EMB 175 Certified Centre of Gravity Limits
The in-flight and zero fuel limits are with flaps and landing gear retracted.
The take-off and landing limits are with flaps and landing gear extended.
Forward CG Limits Aft CG Limits

Zero Fuel (kg) %SMC Arm (m) Zero Fuel (kg) %SMC Arm (m)
22,500 7.0 13.987 22,500 27.0 14.625
34,000 7.0 13.987 34,000 27.0 14.625
37,500 10.1 14.086 37,500 25.6 14.581

Weight and Balance
Take-Off/ Take-Off/
Landing (kg) %SMC Arm (m) Landing (kg) %SMC Arm (m)
22,500 7.0 13.987 22,500 21.0 14.434
34,000 7.0 13.987 27,500 27.0 14.625
37,500 10.1 14.086 34,000 27.0 14.625
37,500 25.6 14.581
In Flight (kg) %SMC Arm (m) In Flight (kg) %SMC Arm (m)
22,500 4.0 13.891 22,500 30.0 14.721
34,000 4.0 13.891 34,000 30.0 14.721
37,500 7.1 13.990 37,500 28.6 14.676
The above figures are demonstrated graphically in the folliowing table.

Weight and Balance
6.1.28.2 EMB 175 Weight and Centre of Gravity Chart
7.0% 10.0%
16%
2
This shaded area denotes the alternative C of G envelope used for
i
improved dtake-offtake-off
t performance. If a crew wishes to use the Alternate C of G
take-off data, they must ensure that the take-off MAC is greater than 16% and within
the shaded area.

Weight and Balance
6.1.28.3 EMB 195 Certified Centre of Gravity Limits

The in-flight and zero fuel limits are with flaps and landing gear retracted.
The take-off and landing limits are with flaps and landing gear extended.
Zero Fuel (kg) %SMC Arm (m) Zero Fuel (kg) %SMC Arm (m)
29,500 to 18.4 17.386 29,500 to 18.4 17.386
31,195 to 10.0 17.077 30,000 to 22.0 17.519

42,500 10.0 17.077 30,600 to 27.0 17.703
38,000 to 31.0 17.850
42,500 31.0 17.850
Take Off/ Take Off/

Landing (kg) %SMC Arm (m) Landing (kg) %SMC Arm (m)
29,500 to 18.4 17.386 29,500 to 18.4 17.386
31,195 to 10.0 17.077 30,000 to 22.0 17.519
42,500 tyo 10.0 17.077 43,400 to 31.0 17.850
50,790 to 10.0 17.077
In Flight (kg) %SMC Arm (m) In Flight (kg) %SMC Arm (m)
29,500 to 18.4 17.386 29,500 to 18.4 17.386
31,195 to 10.0 17.077 30,000 to 22.0 17.519
31,800 to 07.0 16.966 30,600 to 28.5 17.758
50,415 to 07.0 16.966 30,800 to 32.5 17.905
50,790 07.5 16.984 50,790 32.5 17.905
The above figures are demonstrated graphically in the table shown on the next page.

Weight and Balance
6.1.28.4 EMB 195 Weight and Centre of Gravity Chart

Weight and Balance
6.1.29 General Arrangement of Aircraft
Dimensions (m) Dimensions (m)
EMB 175 EMB 195 EMB 175 EMB 195
A 11.40 13.83 D 10.00 12.08
B 31.68 38.67 E 5.20 5.94
C 9.82 10.55 F 26.00 28.72

Weight and Balance
6.1.30 Interior Layout

6.1.30.1 EMB 175 Layout
Toilet Galley 1
Wardrobe
Fwd Attendant
88 Seats in
22 Rows
Numbered 1 to 23
(no row 13)
AFT Attendant
Galley 3
Toilet

Weight and Balance
6.1.30.2 EMB 195 Layout
FWD Stowage
Galley 1
Airstairs
Galley 2
FWD Attendant
Toilet
118 Seats in 30
rows Numbered
1 to 31
(No row 13)
AFT Attendant
AFT Attendant
Galley 3
Toilet

Weight and Balance
6.2 Galleys Bins and Cargo Holds

6.2.1 Galley Arms (m) and Maximum Loads
ARMS (m)
EMB 175 EMB 195
Galley Units 1 3 1 2 3
Arms (m) 3.970 24.388 3.970 5.437 31.360
Maximum Loads (kg)
EMB 175 EMB 195
Galley Units 1 3 1 2 3
Loads (kg) 164 511 164 260 511
6.2.2 Galley Index Influence

6.2.2.1 EMB 175 Galley Indexes
GALLEY 1 GALLEY 3
Weight Index Weight Index
10 -0.10 10 0.10
20 -0.21 20 0.20
30 -0.31 30 0.30
40 -0.42 40 0.40
50 -0.52 50 0.50
60 -0.63 60 0.60
70 -0.73 70 0.70
80 -0.83 80 0.80
90 -0.94 90 0.90
100 -1.04 100 1.00
110 1.10
120 1.20
130 1.30
140 1.40
150 1.50
160 1.60

Weight and Balance
6.2.2.2 EMB 195 Galley Indexes

GALLEY 1 GALLEY 2 GALLEY 3 GALLEY 3
Weight Index Weight Index Weight Index Weight Index
10 -0.14 10 -0.13 10 0.14 270 3.75
20 -0.28 20 -0.25 20 0.28 280 3.89
30 -0.41 30 -0.37 30 0.42 290 4.02
40 -0.55 40 -0.49 40 0.56 300 4.16
50 -0.68 50 -0.61 50 0.70 310 4.30
60 -0.82 60 -0.73 60 0.84 320 4.44
70 -0.95 70 -0.85 70 0.98 330 4.58

80 -1.09 80 -0.97 80 1.11 340 4.72
90 -1.22 90 -1.09 90 1.25 350 4.86
100 -1.36 100 -1.21 100 1.39 360 4.99
110 -1.49 110 -1.33 110 1.53 370 5.13
120 -1.63 120 -1.46 120 1.67 380 5.27
130 -1.76 130 -1.57 130 1.81 390 5.41
140 -1.90 140 -1.69 140 1.95 400 5.55
150 -2.03 150 -1.81 150 2.08 410 5.69
164 -2.22 160 -1.94 160 2.22 420 5.83
170 -2.06 170 2.36 430 5.96
180 -2.18 180 2.50 440 6.10
190 -2.30 190 2.64 450 6.24
200 -2.42 200 2.78 460 6.38
210 -2.54 210 2.92 470 6.52
220 -2.66 220 3.05 480 6.66
230 -2.78 230 3.19 490 6.80

240 -2.90 240 3.33 500 6.93
250 -3.02 250 3.47 511 7.09
260 -3.14 260 3.61

Weight and Balance
6.2.3 Cross Section of Fuselage
Dimensions (m) Dimensions (m)
EMB 175 and 195 EMB 175 and 195

A 0.78 F 1.44
B 0.46 G 0.94
C 0.05 H 0.49
D 3.35 I 2.74
E 2.00 J 3.01

Weight and Balance
6.2.4 Overhead Bins

The overhead bins comprise of standard and long assemblies, on the both sides of the
passenger cabin. On the E195, an additional short overhead bin assembly is installed
in the forward position on either side of the passenger cabin.
Overhead stowage compartments provide carry-on provisions for roll-on bags (61 cm
35.5 cm 25.4 cm or 24 in 14 in 10 in size).
Overhead Bins Capacity and Length
Overhead Bin Length Capacity
Standard 160.6 cm (63 in) 36.3 kg (80 lb)
Long (175) 174.6 cm (69 in) 36.3 kg (80 lb)

Long (195) 164.3 cm (65 in) 36.3 kg (80 lb)
Short 0.79 m (31 in) 21.8 kg (48 lb)
Dimensions Dimensions
cm cm
A 44.6 C 29.4
B 27.8

Weight and Balance
6.2.5 Carry-on Baggage

Carry-on baggage may be stowed in the overhead bins and in the wardrobe/stowage.
A maximum of 9.0 kg can be stowed under the seat, provided it is properly restrained
to avoid sliding.
6.2.6 Cargo Holds

Cargo compartments are located in the forward and rear part of the fuselage.
Both cargo compartments are pressurised. They are class-C compartments and have
the following systems installed:
Smoke Detection System.

Fire Extinguishing System.
Ventilation System (fwd).
No dedicated temperature control is available for cargo compartments. The air flowing
from passenger cabin heats the fwd cargo compartment, providing proper conditions
for live animals carriage.
The following cargo nets may be installed in the cargo compartment:
Doors Safety Nets.

Cargo Barrier Net (vertical net).
There are two cargo compartments, both below the passenger floor, one situated
forward of the wing, the other aft.
Forward Compartments... HOLD and HOLD 2.
Rear Compartments HOLD 3 and HOLD 4.

Weight and Balance
6.2.6.1 EMB 175 Cargo Hold Capacity

Front 1.10 0.90
Aft 0.99 0.87

Note:Aft door is a trapezoid with min height of 0.78 m
Vol cu.m 8.48 6.04
Load kg 633 867 506 644
Maximum Floor Loading 488 kg/m2
Cargo Hold/Arms Hold 1 Hold 2 Hold 3 Hold 4
Metres 6.105 9.23 18.66 21.30
6.2.6.2 EMB 195 Cargo Hold Capacity

Front 1.10 0.90
Aft 0.99 0.87
Note:Aft door is a trapezoid with min height of 0.78 m
Vol cu.m 4.75 7.96 8.99 3.96

Load kg 710 1190 1250 550
Maximum Floor Loading 488 kg/m2
Cargo Hold/Arms Hold 1 Hold 2 Hold 3 Hold 4

Metres 6.841 11.141 23.875 28.224

Weight and Balance
6.2.7 Forward Hold
Dimensions (m)
EMB 175 EMB 195
A 0.90 0.90
B 2.66 1.22
C 2.41 5.64
D 6.26 8.06
Forward Hold Cross Section
Dimensions (m)
EMB 175 and 195
E 0.94
F 0.74
G 2.72

Weight and Balance
6.2.8 Rear Hold
Dimensions (m)
EMB 175 EMB 195
A 0.88 0.88
B 0.78 0.78
C 2.77 5.76
D 1.85 1.85
E 5.26 8.75

Weight and Balance
Rear Hold Cross Sections
Dimensions (m)
EMB 175 and 195

F 0.44
G 0.74
H 2.06
I 0.27
J 0.51
K 1.65

Weight and Balance
6.2.9 Baggage and Cargo Loading

Baggage and cargo should be evenly distributed over the cargo compartment to avoid
load concentration.
Baggage/cargo must not become a hazard to the aeroplane structure or systems as a
result of shifting under operational loads. Therefore, sharp edge volumes (like wooden
or metal containers) and/or cargo objects, significantly more dense than typical
passenger baggage, must be arranged with adjacent soft volumes or protections thus
preventing aeroplane damage in case of baggage/cargo shifting due to operational
loads.
To ensure proper operation of the smoke detection and fire suppression systems under
all operating conditions, a placard is located on the inside sidewall panel of the cargo
compartment, and is clearly visible when the cargo door is opened. This is installed to
restrict baggage from being loaded to within 2.0 in (51 mm) of the cargo compartment
ceiling. If baggage is loaded up to the ceiling, it may cause a baffle effect and prevent
the dispersion of smoke in the compartment, resulting in delays in detection time. The
proper dispersion of fire suppression agent in the compartment may also be affected if
the baggage is installed in such a manner that it blocks the area surrounding the
protection cage of the suppression nozzle.
To avoid aeroplane taildown on both the 175 and 195. The forward compartment
must always be loaded first and the aft compartment always unloaded first.
Note 1: Whenever possible, baggage should be distributed between both cargo

compartments, taking into account the CG. On the 195 crews should remain
vigilant when boarding and ensure that when there is a large discrepancy
between the forward and rear hold cargo weights, an even spread of
passengers throughout the cabin is maintained. On the 175 it is virtually
impossible to achieve a tipping moment on the aircraft regardless of the
loading configuration.
Note 2: Each cargo compartment on the EMB 175 is divided into two holds.
Hold 1 is formed by the front compartment forward bulkhead and the second
vertical net. (stn 7.21.)
Hold 2 is formed from this net to the compartment rear bulkhead.
Hold 3 is formed by the rear compartment forward bulkhead and the 1st
vertical net (stn 19.56.)
Note 3: Each cargo compartment on the EMB 195 is divided into two holds.
Hold 1 is formed by the front compartment forward bulkhead and the second
Hold 3 is formed by the rear compartment forward bulkhead and the 4th

Weight and Balance

Note 4: Each hold is divided by vertical cargo nets as at 6.2.11 below.
6.2.10 Maximum Package Sizes

The following tables give approximate length of packages that can be loaded into the
cargo holds for a given cross section.
Trial loading is recommended for packages with dimension marginally above those
shown in tables.
Enter the package width and height and read the maximum package length that can be
stowed in the cargo compartment.
Forward Cargo Compartment

WIDTH cm
12.70 25.40 38.10 50.80 63.50 76.20 88.90 101.60
HEIGHT
MAXIMUM PACKAGE LENGTH cm
cm
12.70 400.00 400.00 340.00 300.00 280.00 270.00 220.00 200.00
20.32 380.00 360.00 320.00 290.00 280.00 240.00 220.00 200.00
25.40 375.00 360.00 320.00 290.00 260.00 230.00 200.00 170.00
33.02 365.00 355.00 310.00 280.00 260.00 230.00 200.00 170.00
40.64 360.00 350.00 310.00 280.00 240.00 210.00 190.00 160.00
48.26 360.00 350.00 310.00 270.00 240.00 210.00 170.00 150.00
55.88 340.00 320.00 260.00 215.00 180.00 170.00 150.00 130.00
63.50 300.00 240.00 200.00 180.00 170.00 150.00 130.00 130.00
71.12 230.00 210.00 160.00 150.00 140.00 140.00 130.00 120.00

Weight and Balance
Aft Cargo Compartment

WIDTH cm
12.70 25.40 38.10 50.80 63.50 76.20 88.90 101.60
HEIGHT
MAXIMUM PACKAGE LENGTH cm
cm
12.70 320.00 320.00 320.00 300.00 195.00 185.00 185.00 180.00
20.32 310.00 310.00 310.00 295.00 190.00 180.00 180.00 180.00
25.40 310.00 310.00 310.00 295.00 190.00 180.00 180.00 180.00
33.02 310.00 310.00 310.00 295.00 190.00 180.00 180.00 180.00
40.64 250.00 250.00 240.00 220.00 155.00 150.00 150.00 150.00
48.26 235.00 235.00 230.00 200.00 155.00 150.00 150.00 150.00
55.88 220.00 220.00 210.00 200.00 150.00 145.00 145.00 145.00
6.2.11 Cargo Nets

Cargo door nets prevent cargo doors from being damaged or jammed.
Attachments in the forward and aft cargo compartments allow the installation of vertical
cargo nets. The vertical cargo nets prevent the luggage shifting and optimises the
loading.
The use of vertical cargo nets is only required when a load has been placed into the
hold. Where provided, the door nets must always be fitted, regardless of whether the
hold has any load placed into it. If the door nets are missing, the hold must be placarded
inoperative and must be empty prior to dispatch.
Whether or not vertical cargo nets are used, the maximum cargo section weights must
be observed.
Decals on the net assembly indicate orientation (FWD, AFT, UP, or RIGHT/LEFT).
Positioning of cargo compartment bulkheads and vertical cargo nets attachments m

are shown in the tables on the following page.

Weight and Balance
6.2.11.1 EMB 175 Net Positions

FWD Centroid AFT Centroid
Forward Bulkhead Position 5.00 m 17.76 m
1st Vertical Net Position 5.67 m 5.335 m 19.56 m 18.66 m

2nd Vertical Net Position 7.21 m 6.44 m 21.64 m 20.60 m
3rd Vertical Net Position 9.29 m 8.25 m 22.45 m 0.81 m
4th Vertical Net Position 10.43 m 9.86 m N/A N/A
Aft Bulkhead Position 11.25 m 10.84 m 23.04 m 22.745 m
EMB 175 Forward Cargo Hold Nets

Weight and Balance
EMB 175 Aft Cargo Hold Nets
6.2.11.2 EMB 195 Net Positions

FWD Centroid AFT Centroid
Forward Bulkhead Position 5.58 m 21.21 m
1st Vertical Net Position 6.36 m 5.97 m 22.74 m 21.975 m

2nd Vertical Net Position 8.45 m 7.405 m 23.68 m 23.21 m
3rd Vertical Net Position 9.59 m 9.02 m 25.02 m 24.351 m
4th Vertical Net Position 11.30 m 10.445 m 26.53 m 25.775 m
5th Vertical Net Position 12.38 m 11.840 m 28.61 m 27.57 m
6th Vertical Net Position N/A N/A 29.42 m 29.015 m
Aft Bulkhead Position 13.64 m 13.01 m 30.01 m 29.715 m
Note: Centroid figures refer to the CG between the two points, i.e. Bulkhead to 1st Net,
1st Net to 2nd Net, etc.

Weight and Balance
EMB 195 Forward Cargo Hold Nets
EMB 195 Rear Cargo Hold Nets

Weight and Balance
The maximum allowed resultant weight that can be attached to each tie fitting
cup inside the forward and aft cargo compartments is 60 kg (132 lb).
When using tie down points, the vertical net located at that position must be
removed.
Cargo door safety nets and crew baggage net attachment points shall not be used
as tie down points. The cargo door safety nets are required for operation.
This is not applicable to the cargo tie fitting cups located on the cargo compartment
ceiling.
Loose volumes are not allowed in the same section where tie down fitting cups are
being used to restrain cargo.

Weight and Balance
6.3 Dry Operating Weight and Loadsheets

6.3.1 Dry Operating Weight Statement
To commence the loading of the aircraft, it is necessary to establish the dry operating
weight and index for the flight.
The weight statement for Flybe aircraft is published as a Notice To Aircrew. This lists
the variable items and possible operational adjustments, along with the basic weight,
training weight and APS weight (Aircraft Prepared for Service) for each individual
aircraft.
The APS figure includes all the variable items for a standard crew configuration, with
the exception of the catering. The correct catering for the route, along with any
operational adjustments, should be added to the APS figures to obtain the dry
operating weight.
6.3.2 Safe Operating Limit

The certified forward and aft operating limits for the aircraft are listed at 6.1.28 above.
This is also shown in graphic form. A comparison with the EDP AHM560 data and or,
the graph on the manual loadsheet will highlight a difference in both the forward and aft
limits used for operational purposes.
The passenger seating is divided into bays. The arm or centroid of the bay is used to
calculate the index figure for the passengers in that bay. Should all the passengers sit
in the forward or rear rows of the bay, there will be either a (+) or (-) index error for that
bay. Calculations are done to determine the maximum error for each of the bays.
Similarly the arms used for the cargo holds are those listed above. But as can be seen,
the forward or rear areas of the hold have different arms and consequently would
produce a different index figure. Again the maximum error per hold is calculated.
Together with the known effects of passenger/cabin crew movement, the total forward
(-) and aft (+) errors, are calculated and the certified forward and aft operating limits
reduced.
This produces a graph, which will allow the aircraft to be safely trimmed regardless of
such loading errors.

Weight and Balance
6.3.3 EDP Loadsheet

General
The EDP (Electronic Data Processing) loadsheet is provided as an alternative to the
manual load and balance chart. Data used in the design of the balance chart is used
as a basis for all calculations in the EDP generated load and balance solution. This data
is provided by the company on AHMO560 forms and entered into the central computer
systems of the EDP providers. Test loadsheets are produced and checked prior to the
EDP sheets being approved for operational use.
Before an EDP loadsheet can be printed, the following checks are made automatically:
(a) The maximum gross weights valid for the flight are not exceeded.
(b) In all cases, the appropriate weight capacity limitations are not exceeded.
(c) The centre of gravity of the aircraft is within specified limits.
(d) All information which is essential for the safe operation of the flight is inserted
operating data, cargo and mail weights, etc.

Weight and Balance
Explanation of Loadsheet Part A

Reference Explanation
1 FROM 3 letter airport code of movement, (e.g. EXT).
2 TO 3 letter airport code of station of landing (e.g.
LGW).
3 FLIGHT Flight number/identifier (e.g. JY435) followed
by planned flight date.
4 AIRCRAFT REGISTRATION Self-explanatory (no hyphen shown).
5 VERSION Configuration code (aircraft type followed by
number of passenger seats fitted).
6 CREW Number of crew: Flight deck/cabin excluding
crew travelling as passengers.
7 DATE Self-explanatory (actual date of flight).
8 TIME Four-figure value of local time edition of
loadsheet was produced.
9 EDNO Edition number.
10 LOAD IN COMPARTMENTS Total weight of deadload in compartments.
11 DISTRIBUTION Total weight of deadload per compartment.
12 PASSENGER/CABIN BAG Total passenger weight calculated according to
Company procedures.
13 Total number of male passengers.
14 Total number of female passengers.
15 Total number of child passengers.
16 Total number of infant passengers.
17 Total number of passengers including infants
(sum of 13, 14, 15 and 16).
18 PAX Passenger identifier (e.g. FIJN).
19 SOC Seats occupied by cargo/baggage/mail by
class.
20 BLKD Fitted seats not available for cargo/baggage/
mail by class.

Weight and Balance
Part B
21 TOTAL TRAFFIC LOAD Total traffic load is the total weight of
passengers, baggage, cargo and mail.
22 DRY OPERATING WEIGHT The dry operating weight is the basic weight of
the aircraft plus operational items, e.g. crew,
crew baggage, flight equipment and pantry.
23 ZERO FUEL WEIGHT ACTUAL Sum of items 21 and 22.
24 MAX Maximum design zero fuel weight.
25 TAKE-OFF FUEL Take-off fuel is the amount of fuel on board less
the fuel consumed before take-off.
26 TAKE-OFF WEIGHT ACTUAL Sum of items 23 and 25.
27 MAX Maximum weight for take-off is the maximum.
design take-off weight or operational take-off
weight, whichever is the lower.
28 TRIP FUEL Trip fuel is the amount of fuel planned to be
consumed from take-off to the station of first
intended landing.
29 LANDING WEIGHT ACTUAL Actual landing weight item 26 minus item 28.
30 MAX Maximum weight for landing is the maximum
design landing weight or operational landing
weight, whichever is the lower.
31 L Indicator showing which of the maximum
weights is limiting the allowed traffic load.
32 ADJ Effects LMCS. Entry to be made according to
Company regulations.
33 DOI Dry Operating Weight Index.
34 LIZFW Laden Index at Zero Fuel Weight.
35 LITOW Laden Index at Take-Off Weight.
36 MACZFW %MAC (Mean Aerodynamic Chord) 1. %SMC
(Standard Mean Chord) at Zero Fuel Weight
Not Required.
37 MACTOW %SMC at Take-Off Weight.
38 STABILISER SETTING Stabiliser setting for take-off. Stated as aircraft
nose-up or nose-down.
39 Oa0b0c Actual distribution of passengers within cabin
bays does not include infants.
40 CABIN AREA TRIM Balance effect of passengers calculated by
number in each bay.

Weight and Balance
41 UNDERLOAD BEFORE LMC Difference between maximum and actual gross

weight indicated by L (item 31).
Last Minute Changes

42 DEST Destination of LMC.
43 SPEC Kind of LMC.
44 CL/CPT Class/compartment and/or position of LMC.
45 WEIGHT + or weight change.
46 LMC TOTAL Total weight of all LMC.
Part C
Load Message and Captains Information Before LMC
47 TAXI FUEL Allowance for start-up and taxi.
48 TAXI WEIGHT Actual taxi weight of aircraft.
49 MAX Maximum design taxi weight.
50 Destination.
51 Passenger split MIFICII.
52 Total compartment load.
53 Compartment load distribution.
54 Class of passenger (FIJIY).
55 PAD Passengers Available for Disembarkation.
56 SI Supplementary Information.
57 SERVICE WEIGHT ADJ Any change made to DOWIDOI.
58 PANTRY CODE Self-explanatory.
59 AUTHORISED WEIGHT, etc. Self-explanatory.
60 GCI Destination (3 letter code).
61 FRE Freight/weight.
62 POS Mail/weight.
63 BAG Hold bags, number/weight.
64 TRA Transit load/Weight.
65 CHECKED Loadsheet agents signature.
66 APPROVED/TIME Signature of authorised person/local time.

Weight and Balance
6.3.4 Specimen Loadsheet (Descriptive)

LOADSHEET CHECKED (65) APPROVED/TIME (66) EDNO (9)
ALL WEIGHTS IN KILOS
(1) (2) (3) (4) (5) (6) (7) (8)
FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME
EXT LGW BE1234 / 02 NOV JEAW 146-97Y 2/3 02NOV03 1020
(11)
(10) WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 1142 1/ 592 4/ 550
(13) (14) (15) (16) (17)
PASSENGER/CABIN BAG (12) 6512 36/ 48/ 10/ 01 TTL 94
(18) PAX 0/ 0/ 94 SOC 0/ 0/ 0 (19)
BLKD 0 (20)
.......................................................................................................................................................
TOTAL TRAFFIC LOAD (21) 7654
(22) DRY OPERATING WEIGHT 23560
ZERO FUEL WEIGHT ACTUAL (23) 31214 MAX (24) 34019 L (31) ADJ (32)
(25) TAKE OFF FUEL 5550
TAKE OFF WEIGHT ACTUAL (26) 36764 MAX (27) 41999 ADJ
(28) TRIP FUEL 4444
LANDING WEIGHT ACTUAL (29) 32320 MAX (30) 36740 ADJ
.......................................................................................................................................................
BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES
(33) DOI 194.50 LIZW 214.26 (34) . DEST SPEC CL/CPT - WEIGHT
(35) LITOW 218.56 . (42) (43) (44) (45)
MACTOW (37) 40.80 .
(38) STABILISER SETTING...3.01 N/UP .
Oa 12 Ob 66 Oc 16 (39) .
(40) SEAT ROW TRIM .
(41) UNDERLOAD BEFORE LMC 2125 . (46) LMC TOTAL
.......................................................................................................................................................
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
TAXI FUEL (47) 200 TAXI WGT (48) 36964 MAX (49) 42410
-LGW 36/48/10/01. T1142. 1/592. 4/550. PAX/0/0/94. PAD/0/0/0
(50) (51) (52) (53) (54) (55)
SI
(56)
SERVICE WEIGHT ADJ WGT/IND (57)
ADD
NIL
DEDUCTIONS
NIL
(58) PANTRY CODE A
AUTHORISED WEIGHTS USED FOR PASSENGERS/CREW (59)
ACTUAL WEIGHTS USED FOR BAGGAGE
LGW PRE 50 POS 0 BAG 106/ 1092 TRA 0

(60) (61) (62) (63) (64)

Weight and Balance
6.3.5 Manual Loadsheet

Completion Instructions
(1) Make separate entries for deletion and additions; items in different classes or
compartments; items for different destinations. Complete the address/originator/
date block.
(2) Enter dry operating weight and adjustments (2a), aircraft DOW configuration (2b).
(3) Enter maximum permissible weights as determined by airfield conditions or
structure limitations.
(4) Enter take-off fuel. (Ramp fuel minus start-up/taxi allowance.)
(5) Enter trip fuel.
(6) Determine wet operating weight.
(7) a. Sum of 3a and 4.
(8) c. Sum of 3c and 5.
(9) Allowed Traffic Load Lowest of three figures a, b or c minus the wet operating
weight (6).
(10) Load distribution by destination and compartment.
(11) Total number of male, female, children and infant passengers.
(12) Total weight of deadload, baggage and cargo.
(13) For each compartment, the total weight of deadload, baggage and cargo.
(14) Total Traffic Load sum of 11 and 12.
(15) Actual Zero Fuel Weight.
(16) Actual Take-off Weight.
(17) Actual Landing Weight. Ensure that ZFW, TOW, LW do not exceed the relevant
maximum weights.
(18) Allowed traffic load minus total traffic load.
(19) LMC .
(20) Resultant LMC total.
Confirm that all weights obtained after LMC do not exceed maximum permissible
weights.
(21) Enter any supplementary information.
(22) Enter Dry Operating Weight Index and any adjustments.
(23) Enter number of passengers/weight in cabin bays/hold, on appropriate scale.
(24) Plot DOW index on scale.

Weight and Balance
(25) From the position of the DOW index, draw a vertical line through to Hold 1 scale
until it intersects a sloping line of the scale. From this point, draw a horizontal line
(in the direction indicated by the arrow) corresponding to the amount of weight in
Hold 1.
Note: Division = 200 kg).
Drop the trim line to the next and subsequent scale containing load, completing
all scales, containing load. The scales do not necessarily need to be completed
in the order shown.
(26) Refer to the horizontal weight scale and mark on the trim line the actual zero fuel
weight 15.
(27) Obtain the index vale for take-off fuel and return to the point where the vertical
line passed through the fuel index scale. From this line, plot horizontally, the fuel
index, regarding the negative and positive values.
(28) Having plotted the final index value, drop a second vertical line into the CG
envelope. Refer to the horizontal weight scale and plot the take-off weight.
Note: The zero fuel point MUST always fall within the limits of the CG envelope.
(29) Relate the take-off weight point to the %SMC graticule to determine %SMC
value. Refer this value to the horizontal %SMC/Elevator Setting graph; establish
setting for take-off, record value thus obtained.
(30) Enter total number of passengers on board including infants.
(31) Enter %SMC value obtained in 29.
(32) Actual Standard weights used for passengers/baggage clarify.
(33) To be signed by person responsible for the loading of the aircraft and signed by
the aircrafts Commander.

Weight and Balance
6.3.6 Specimen Loadsheet and Balance Chart (E195)

Section 7 Contents
Section 7 Contents
7 Loading Instructions ...................................................................... 71

Section 7 Contents
INTENTIONALLY BLANK

Loading Instructions
7 Loading Instructions
Please refer to GHM Part 1 Ramp, Section 7.

Loading Instructions
INTENTIONALLY BLANK

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Part B6 Operations Manual

Manual managed and published by Vistair www.vistair.com

The Management responsibilities and supporting procedures referred to in this Manual

AL 1 November 2006 November 2006 MM

AL 13 1 October 2012 RIH

AL 14 1 April 2013 RIH

Note: Section 7 (Loading Instructions) is a reproduction of Section 7 of the GHM

Revision 16 | May 2014 ROA1

ROA2 Revision 14 | Apr 2013

List of Effective Pages

Revision 16 | May 2014 LEP1

Page Rev Date Page Rev Date Page Rev Date

LEP2 Revision 16 | May 2014

Page Rev Date Page Rev Date Page Rev Date

Revision 16 | May 2014 LEP3

Page Rev Date Page Rev Date Page Rev Date

LEP4 Revision 16 | May 2014

Revision 12 | Apr 2012 TOC1

TOC2 Revision 12 | Apr 2012

Revision 16 | May 2014 TOC01

TOC02 Revision 12 | Apr 2012

WARNING: This manual is complementary to the approved Flight Manual. While

0.2 Units of Measurement

0.3 Aircraft Dimensions

Revision 16 | May 2014 01

02 Revision 11 | Oct 2011

Revision 14 | Apr 2013 TOC11

1.4.4 VGP Approaches .............................................................117

TOC12 Revision 16 | May 2014

1.10 Instruments, Navigation and Communication................................... 128

Revision 16 | May 2014 TOC13

1.14.1.3 Automatic Flight Control System (AFCS)..........................137

TOC14 Revision 16 | May 2014

Limitations derived from the Aircraft Flight Manual (AFM) limits.

1.1.2 Category of Operation

1.1.3 Kinds of Operation

1.1.4 Minimum Crew

Revision 16 | May 2014 11

1.1.5 Number of Occupants

124 (E195) and 93 (E175).

Smoking by Company employees is only permitted in designated smoking areas.

1.1.8 Electronic Flight Bags

12 Revision 16 | May 2014

1.1.8.1 EFB Software

Revision 16 | May 2014 13

1.2 Weight and Balance

E 195 (Maximum) 50,950 50,790 45,000 42,500

14 Revision 16 | May 2014

Revision 14 | Apr 2013 15

1.2.3 Centre of Gravity

Figure 2.1 Centre of Gravity Envelope E195

INFLIGHT LIMITS (FLAPS AND GEAR UP)

16 Revision 14 | Apr 2013

Figure 2.2 Centre of Gravity Envelope E175

This shaded area denotes the alternative C of G envelope used for

Revision 14 | Apr 2013 17

1.3 Operational Limitations

Figure 3.1 Operational Envelope

18 Revision 14 | Apr 2013

1.3.2 Maximum Operating Speed

Figure 3.2 Maximum Operating Speed

VMO = 320 KIAS

5 000 VMO = 300 KIAS