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7/26/2019 SOPM-1755-001-REV15-FULL
EMBRAER 170/175/190/195
STANDARD OPERATING PROCEDURES

MANUAL
EMBRAER S.A.
This manual is applicable to EMBRAER 170/175 and

EMBRAER 190/195 airplanes equipped respectively with
CF34-8E and CF34-10E series engines, operating under ANAC,
FAA, EASA/JAA and TCCA certifications.
SOPM–1755-001
DECEMBER 10, 2003
TEMP. REVISION 15.1 – NOVEMBER 09, 2012
Copyright 2012 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in
whole or in part, in any form or by any means without the express written authorization of Embraer. The information,
technical data, designs and drawings disclosed in this document are property information of Embraer or third parties

and shall not be used or disclosed to any third party without permission of Embraer.
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7/26/2019 SOPM-1755-001-REV15-FULL
EMBRAER 170/175/190/195
STANDARD OPERATING PROCEDURES

MANUAL
EMBRAER S.A.
This manual is applicable to EMBRAER 170/175 and

EMBRAER 190/195 airplanes equipped respectively with
CF34-8E and CF34-10E series engines, operating under ANAC,
FAA, EASA/JAA and TCCA certifications.
SOPM–1755-001
DECEMBER 10, 2003
REVISION 15 – JULY 16, 2012
Copyright 2012 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in
whole or in part, in any form or by any means without the express written authorization of Embraer. The information,
technical data, designs and drawings disclosed in this document are property information of Embraer or third parties

and shall not be used or disclosed to any third party without permission of Embraer.
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SOPM-1755-001-REV15-FULL
7/26/2019 SOPM-1755-001-REV15-FULL
CUSTOMER COMMENT FORM
STANDARD OPERATING PROCEDURES MANUAL
SOPM-1755
Please use this Customer Comment Form to notify us of
any discrepancies or problems found in the Standard

Operating Procedures Manual. We also welcome
constructive suggestions on how we can further improve
our documentation or service.
Your feedback will be acknowledged, and we will advise

you of the action we intend to take.
Sincerely,
Embraer Flight Operations Support
Please return this form to:
Embraer - Flight Operations Support - PC176

Av. Brigadeiro Faria Lima, 2170
CEP 12227-901
São José dos Campos - SP - BRASIL
P.O. Box 8050

Phone: +55 12 3927-1706
Fax: +55 12 3927-2477
E-mail: opereng@embraer.com.br
7/26/2019

SOPM-1755-001-REV15-FULL
STANDARD OPERATING PROCEDURES MANUAL
SOPM-1755
Section/Page/Code: Revision of the Page:
Name:
Position:
Company:
Fax Number: Phone Number:
E-Mail:
Comment/Suggestion:
Space reserved for Embraer CCF nº:
Comment received: Date Acknowledged:

Person in Charge:
Action to be taken:
Proposed date for implementation: Implemented:
7/26/2019 SOPM-1755-001-REV15-FULL HIGHLIGHTS
STANDARD
OF CHANGE
OPERATING
PROCEDURES
HIGHLIGHTS OF CHANGE
The changes in this document are recognized by a vertical bar on the
edge of the page

the document matching
revision with the
number changed
located lines.
at the This bar
bottom rightwill
ofreflect
each
page.
Here are presented the summary of these changes.
REVISION 15 – JUL 16, 2012
Block Page Change Description
Changed the procedure steps sequence to improve

the crew workflow during power up. The EICAS
2-13 2
messages now should be checked before GPU
button is pushed in.
2-13 4 Included the test procedure of Universal DVDR.
Added information on the Cockpit Door Control
2-13 4
Panel Check procedure.
3 and Added information to clarifie that the inspection of

2-15 the Wing Tank Water Drain Valve is applicable only
11
to E170/175 Airplanes.
4 and Added the information about the allowable size of
2-15
10 oil puddle on Engine tail pipe.
Added descriptive information regarding the step to
2-17 9
press the TOGA Button.
2-17 12 Editorial Correction.

Included information regarding Engine Start with
2-17 12
strong tailwind.
Added information regarding Thrust Levers
position. During takeoff the thrust lever should be
2-31 1
set to 40% N1 to check engine stabilization before
setting the thrust levers to TOGA detent.
2-35 2 Editorial correction.

Added recommended bleed duct pressure for
2-65 1 engine start as a function of temperature and
altitude ASL according to FOL 170-2011-043.
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HIGHLIGHTS SOPM-1755-001-REV15-FULL
STANDARD
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PROCEDURES

3-05-01 1 Editorial correction.
3-05-10 6 Editorial correction.
3-10 2 Added information about Engine Start with tailwind.
3-10 6 Added LOAD SHED EICAS message logic.
Improved procedure description to clarify that the
Electric Hydraulic Pump 1 must be kept ON when
3-10 13
performing a single engine taxi with engine 1
shutdown.
Added information set Flap Lever to 5 after the
3-10 16 complete stop of the airplane, before performing a
emergency evacuation situation.
Changed from Selects Flap 5 to Set Flap Lever to 5
3-10 17 on the EMERGENCY EVACUATION Actions and
Callouts Table.
3-15-01 7 Replaced "Flaps" by "Slats/Flaps".
Added information about the setup of the FMS
3-15-05 9 DEP/APP SPD page when using FMS SPEEDS
with NOISE ABATEMENT PROCEDURES.
Added the picture to show the Departure Area
Vertical Limit, Departure Area Horizontal Limit and
3-15-05 10
Speed Limits when using FMS Speeds with NOISE
ABATEMENT TAKEOFF NADP1 / ICAO A.
Added the picture to show the Departure Area
Vertical Limit, Departure Area Horizontal Limit and
3-15-05 12
Speed Limits when using FMS Speeds with NOISE
ABATEMENT TAKEOFF NADP2 / ICAO B.
Changed wording from ON TAKEOFF AFTER V1 to
3-15-10 9 to 12 ON TAKEOFF ABOVE V1, to harmonize with other
sections of the manual.
3-20 4 Included callout when passing 10000 FT AFE in the
CLIMB Action and Callouts table.
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Changed the procedure text to clarify that, the
3-25 6 guidance
EICAS fueltoindication
detect fuel leak fuel
with FMS by comparing the
quantity is only
applicable if the airplane is flying with both engines
operative.
Added the information that the Autopilot should be
3-25 8
maintained engaged during severe turbulence.
Added a table with levels of turbulence and its
3-25 9
definitions.
Changed the callout text to harmonize the PF
3-25 12B callout with PNF callout regarding THRUST LEVER
1 (2) IDLE.
Corrected the information about the ground speed
3-25 20 used by the FMS to calculate Hold leg time and
distance.
Changed from Airspeed Unreliable to Unreliable
airspeed to harmonize with others operational
3-25 21
manuals. Updated the Unreliable Airspeed
background
Updated thetext. Stall Recovery background text to
clarify that, when in icing conditions, the stick
3-25 25
shaker, PLI and LSA are adjusted to cope with the
icing situation.
Added the STALL callout to the Stall Recovery
3-25 27
ACTIONS and CALLOUTS table.
Changed the text to clarify that, if the EICAS
message STAL PROT ICE SPEEDS becomes
3-35-01 7 active, the land speeds should be adjusted for ICE
ACCRETION for both normal and abnormal
approaches.
Included guidance to deal with malfunctions during
10 and
3-35-01 approaches. These guidelines are applicable to all
11
types of approaches.
Changed the text of the Action and Callotus table to
3-35-01 19 clarify that the PF remains with the decision about
adequacy for safe landings.
Updated the text of note (3) to clarify that the PF
3-35-01 20 remains with the decision about adequacy for safe
landings.
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Changed the LOW VISIBILITY APPROACH
ACTIONS AND
crew should CALLOUTS
select table
flap 3 and to inform
landing that
gear the
down
3-35-05 11
when on one dot to intercept glide or on final
inbound before FAF.

landings.
Added the information that the rudder trim must be
3-35-05 16
set to zero when stabilized on short final.
Changed ACTIONS and CALLOUTS text to
3-35-10 7
harmonize it with others approach procedures.
Changed the text of the ACTION and CALLOUTS
3-35-10 8 table to clarify that the CALLOUT LANDING should
be performed at least at minimums.
landings.
Added the information that the rudder trim must be
3-35-10 10
set to zero when stabilized on short final.
Changed the Normal Go Around procedures to
select VNAV when reaching 1000 ft AGL or
3-35-10 20
obstacle clearance altitude. This modification
harmonizes this procedure with the normal Takeoff.
Changed Action and Callouts table of the Normal
3-35-10 22 Go around. This modification harmonizes this
procedure with the normal Takeoff.
Added note (1) to clarify that crew should select
3-35-10 22
FMS only if it is not already the navigation source.
Removed the ENGINE FAILURE DURING FINAL
3-35-10 26 APPROACH guidelines. These guidelines are now
presented in 3-35-01.
Changed the wording of the runway touchdown
3-40 2
zone definition.
Added the OPERATIONAL FACTORS
3-40 6A AFFECTING LANDING DISTANCE descriptive text
and graphic.
Added the OPERATIONAL FACTORS
3-40 6B
AFFECTING LANDING DISTANCE graphic.
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Added information about precautions that should
3-40 8 be taken when windshear is suspected during
landing.
Updated the Action and Call Out table to change
the term "GEAR DOWN" to "LANDING GEAR
3-40 22
DOWN" in order to harmonize de terms through the
manual.
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STANDARD
TEMPORARY
OPERATING
REVISIONS
PROCEDURES
RECORD OF TEMPORARY REVISIONS
SOPM–1755-001
TR 15.1 ............................................................................ NOV 09, 2012
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PAGES
OPERATING
PROCEDURES
LIST OF EFFECTIVE PAGES
ORIGINAL................ 0....................DEC 10, 2003

REVISION................ 1.................... FEB 20, 2004
REVISION................ 2....................MAY 31, 2004
REVISION................ 3....................DEC 23, 2004
REVISION................ 4....................AUG 07, 2006
REVISION................ 5....................MAY 29, 2007
REVISION................ 6..................... JUL 31, 2007
REVISION................ 7.................... JUN 30, 2008
REVISION................ 8....................NOV 20, 2008
REVISION................ 9....................AUG 03, 2009
REVISION................ 10..................DEC 18, 2009
REVISION................ 11.................. APR 30, 2010
REVISION................ 12..................AUG 26, 2010
REVISION................ 13..................MAY 30, 2011
REVISION................ 14.................. SEP 19, 2011
REVISION................ 15................... JUL 16, 2012
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* Title ..............REVISION 15 * 3................... REVISION 15

* 4................... REVISION 15
0-LEP * 5................... REVISION 15
* 1 ...................REVISION 15 * 6................... REVISION 15
* 2 ...................REVISION 15
* 3 ...................REVISION 15 2-15
* 4 ...................REVISION 15 1................... REVISION 14
* 6................... REVISION 15
0-TOC * 7................... REVISION 15
1 ...................REVISION 10 8................... REVISION 14
* 10................. REVISION 15
1-00 * 11................. REVISION 15
1 ...................REVISION 10 * 12................. REVISION 15
2 ...................REVISION 10
1-05 2-17
1................... REVISION 10
4................... REVISION 13
2-00 5................... REVISION 13
8................... REVISION 12
2-07 * 9................... REVISION 15
2 ...................REVISION 11 11................. REVISION 11
* 14................. REVISION 15
2-09
1 ...................REVISION 12 2-25
2................... REVISION 10
2-13
1 ...................REVISION 12 2-29
* 2 ...................REVISION 15 1................... REVISION 12 1
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2-31 2-60
* 1................... REVISION 15 1................... REVISION 12
2-33 2-63
2-34 2-65
1................... REVISION 10 * 1................... REVISION 15
2-35 2-67
2-37 2-70
1...................
2................... REVISION
REVISION 10
10 1...................
2................... REVISION
REVISION 14
12
2-41 2-73
2-42 2-75
3................... REVISION 12
2-45 4................... REVISION 12
7................... REVISION 12
2-49 8................... REVISION 12
1................... REVISION 14
2................... REVISION 10 2-77
1................... REVISION 12
2-53 2................... REVISION 12
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4 ...................REVISION 12 3-05-10
1................... REVISION 10
2-80 2................... REVISION 10
5................... REVISION 10
2-83 * 6................... REVISION 15
9................... REVISION 10
3-00 10................. REVISION 10
7 ...................REVISION 11
8 ...................REVISION 10 3-10
3-05-01 * 1...................
2................... REVISION
REVISION 12
15
4 ...................REVISION 11 * 6................... REVISION 15
5 ...................REVISION 11 * 7................... REVISION 15
10 .................REVISION 10 12................. REVISION 12
* 13................. REVISION 15
3-05-05 14................. REVISION 14
5 ...................REVISION 11
6 ...................REVISION 11 3-15-01
8 ...................REVISION 10 2................... REVISION 12 1
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3................... REVISION 13 * 12................. REVISION 15

4................... REVISION 13
5................... REVISION 12 3-20
* 4................... REVISION 15
3-15-05 5................... REVISION 11
2................... REVISION 14
2A ................ REVISION 13 3-25
2B ................ REVISION 13 1................... REVISION 10
* 9................... REVISION 15 * 8................... REVISION 15
** 10.................
11................. REVISION
REVISION 15
15 ** 9................... REVISION
10................. 15
REVISION 15
* 12................. REVISION 15 * 11................. REVISION 15
* 14................. REVISION 15 * 12A .............. REVISION 15
* 15................. REVISION 15 * 12B .............. REVISION 15
* 16................. REVISION 15 13................. REVISION 12
16................. REVISION 10
3-15-10 17................. REVISION 14
1................... REVISION 10 18................. REVISION 11
* 9................... REVISION 15 26................. REVISION 14
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3-30 * 11................. REVISION 15

2 ...................REVISION 13 12A .............. REVISION 13
3 ...................REVISION 13 12B .............. REVISION 13
* 16................. REVISION 15
3-35-01 17................. REVISION 13
2 ...................REVISION 14
3 ...................REVISION 11 3-35-10
* 10 .................REVISION 15 7................... REVISION 13
** 11
12 .................REVISION
.................REVISION 15
15 * 8...................
9................... REVISION
REVISION 15
13
* 13 .................REVISION 15 * 10................. REVISION 15
* 14 .................REVISION 15 11................. REVISION 13
* 18 .................REVISION 15 14A .............. REVISION 14
* 19 .................REVISION 15 14B .............. REVISION 14
16................. REVISION 10
3-35-05 17................. REVISION 11
10 .................REVISION 12 27................. REVISION 11 1
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30................. REVISION 10
3-40
1................... REVISION 10
* 2................... REVISION 15
3................... REVISION 11
4................... REVISION 14
5................... REVISION 14
6................... REVISION 14
* 6A ................ REVISION 15
* 6B ................ REVISION 15
7................... REVISION 11
* 8................... REVISION 15
* 8A ................ REVISION 15
* 8B ................ REVISION 15
9................... REVISION 11
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12................. REVISION
REVISION 11
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* 22................. REVISION 15
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7/26/2019 SOPM-1755-001-REV15-FULL TABLE OF CONTENTS
STANDART
OPERATING
PROCEDURES
TABLE OF CONTENTS
1 - INTRODUCTION
2 - NORMAL PROCEDURES
3 - PROCEDURES AND TECHNIQUES
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STANDARD
OPERATING
PROCEDURES
SECTION 1
INTRODUCTION
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 1-05.......... 01
Procedural Deviation and Its Relation to Safety........... 1-05.......... 02
Airplane Sophistication and Checklists ........................1-05.......... 02
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STANDARD
OPERATING
PROCEDURES
INTRODUCTION
The SOP provides information and guidance for the efficient operation
of the E-Jets.
This manual is not a replacement of any of the operational manuals
required by applicable regulations such as the Airplane Flight Manual
or the Company Operations Manual.
This SOP is optimized for passenger-carrying operation in a
commercial airline environment and the philosophy behind this manual
is based on reducing crew workload while maintaining the highest
possible level of safety.
Standard operating procedures are a set of procedures that serve to
provide common ground for all crewmembers, usually unfamiliar with
each other's experience and technical capabilities. In a well-
standardized operation, another qualified pilot could replace an active
cockpit crewmember during the flight, and the operation would
continue safely and smoothly.
The Normal Procedures section presents the AFM/AOM Normal
Procedures. The intention is to eliminate any doubts regarding Flight
Standards that may occur during the operation of the airplane.
The Procedures and Techniqu es section brings operational
practices and flight profiles to a standard cockpit concept throughout
flight phases. It has directives related to how the operation should be
conducted. Topics like Crew Coordination, Captain authority and
Areas of responsibility are included.
It also contains guidelines to be observed should a specific situation
arise regardless of when and where it occurs during the flight. Topics
such as handling of the autopilot and task sharing when hand-flying
the airplane are covered in those sections.
Information regarding Low Visibility standardizes the procedures under
this scenario emphasizing the crew coordination and presents the
configurations approved to perform the operation with low visibility
divided in flight phases.
Emergency/Abnormal Procedures are

flight phase in the Procedures alsoTechniques
and presented according
section. to
It its
is
presented some AFM/AOM Emergency/Abnormal Procedures in a
detailed manner. The intention is to guide the crew on how to perform
the required tasks to correct a situation or condition. Only the QRH
1
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INTRODUCTION SOPM-1755-001-REV15-FULL
STANDARD
OPERATING
PROCEDURES
PROCEDURAL DEVIATION AND ITS RELATION TO

SAFETY
The highest percentage of problems that generate crew-caused
accidents and incidents manifest themselves in the form of procedural
deviation. If the flight goes well, these deviations are not perceived
and in most cases are left unresolved but they become apparent
following an incident or an accident.
AIRPLANE SOPHISTICATION AND CHECKLISTS

The degree of technological sophistication in the design of this family
of airplanes directly affects the checklist. On older airplanes, the flight
crew must manually select and monitor most items. In more advanced
airplanes the same items are accomplished by automatic systems that
relieve the flight crew of these tasks. Checklists for these airplanes
tend to be shorter and simpler but require a more careful task analysis
with improved monitoring skills.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Block Page
Normal Checklist................................................................ 2-07.......... 01
Internal Safety Inspection .................................................. 2-09.......... 01
Power Up ........................................................................... 2-13.......... 01

External Inspection ............................................................ 2-15.......... 01
Before Start........................................................................ 2-17.......... 01
Engine Start.................................................................. 2-17.......... 12
After Start........................................................................... 2-25.......... 01
Before Takeoff ................................................................... 2-29.......... 01
Takeoff............................................................................... 2-31.......... 01
After Takeoff ...................................................................... 2-33.......... 01
Climb..................................................................................2-34.......... 01
Descent..............................................................................2-35.......... 01
Approach ...........................................................................2-37.......... 01
Before Landing .................................................................. 2-41.......... 01
Go Around ......................................................................... 2-42.......... 01
After Landing ..................................................................... 2-45.......... 01
Shutdown...........................................................................2-49.......... 01
Leaving the Airplane.......................................................... 2-53.......... 01
ECS OFF Takeoff .............................................................. 2-60.......... 01
Engine Crossbleed Start.................................................... 2-63.......... 01

Engine Ground Pneumatic Start........................................ 2-65.......... 01
Engine Battery Start........................................................... 2-67.......... 01
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Block Page
Single Engine Taxi .............................................................2-70 ..........01
Hot Weather.......................................................................2-73 ..........01
Ice Conditions, Cold Weather and Cold Soak ...................2-75 ..........01
Lightning Strike ..................................................................2-77 ..........01
Turbulent Air Penetration...................................................2-80 ..........01
Windshear..........................................................................2-83 ..........01
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
NORMAL CHECKLIST
INTERNAL SAFETY INSPECTION
CHALLENGE ACTION PERFORMED BY
Maintenance Status...........CKD .........................LSP/RSP

Cockpit Emer Equip...........CKD ................................ RSP
ELECTRIC Panel...............SET ................................. RSP
FUEL Panel .......................CKD ................................ RSP
Windshield Wiper............... OFF................................. RSP
HYDRAULIC Panel............ CKD ................................ RSP
AIR COND/PNEU Panel....CKD ................................ RSP
PAX OXY Panel.................CKD ................................ RSP
ELT .................................... ARM ................................ RSP
Landing Gear Lever........... DOWN............................. RSP
START/STOP Selectors....STOP .............................. RSP
Speed Brake Lever............CLOSED ......................... RSP
RAT Manual Deploy .......... STOWED ........................ RSP
SLAT/FLAP Lever..............VERIFY POS .................. RSP
Circuit Breakers ................. CKD ................................ RSP
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STANDARD
OPERATING
PROCEDURES

POWER UP
CAUTION: ENSURE THE AIRPLANE IS NOT MOVED

BEFORE THE IESS IS INITIALIZED.
Battery 1 ............................ON ................................... RSP

Battery 2 ............................AUTO .............................. RSP
CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3
ARE AVAILABLE. IF MORE THAN
DISPLAYS 2 AND 3 ARE AVAILABLE, THE
AIRPLANE MUST NOT BE DISPATCHED.
Battery voltage...................CKD................................. RSP

GPU Button (if applicable) .PUSHED IN..................... RSP
Fire Ext panel.....................CKD................................. RSP
APU....................................AS RQRD........................ RSP
NAV light ............................ON ................................... RSP
HYDRAULIC panel ............AS RQRD........................ RSP
Electronic CBs ...................CKD..................................LSP
Electronic Checklist
(if applicable) ................CKD................................. RSP
DVDR panel .......................CKD................................. RSP
Cockpit reinforced door
panel (if applicable) ......CKD................................. RSP
Photoluminescent Strips ....CKD................................. RSP
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
BEFORE START
CHALLENGE RESPONSE ANSWERED BY
Pax signs panel ................. SET .................................. LSP

PRESSURIZATION Panel. SET .................................. LSP
Oxygen masks...................CKD .........................LSP/RSP
Flight instruments .............. X-CKD..............................LSP
Thrust levers......................IDLE .................................LSP
------------------------------------------------------------------------------------------------
Fuel QTY ...........................CKD .........................LSP/RSP
MCDU ................................SET .................................. LSP
TRIM Panel........................___ SET/ZERO/ZERO.....LSP
Doors & windows...............

Red beacon CLSD .......................LSP/RSP
.......................ON.................................... LSP
Emergency/Parking brake . AS RQRD......................... LSP
AFTER START
Ground equipment.............REMOVED.......................LSP
SLAT/FLAP........................___ SET ........................... LSP
Flight controls ....................CKD ................................. LSP
BEFORE TAKEOFF
Brakes temp ...................... CKD .................................LSP

EICAS................................CKD .................................LSP
Transponder ......................
Takeoff configuration ......... TA/RA .............................. LSP
CKD .................................LSP
AFTER TAKEOFF
Landing gear...................... UP ....................................PNF

SLAT/FLAP........................0 .......................................PNF
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STANDARD
OPERATING
PROCEDURES

APPROACH
Pax signs panel .................SET ................................. PNF

Altimeters ...........................SET/X-CKD ................PF/PNF
BEFORE LANDING
Landing gear......................DOWN .......................PF/PNF

SLAT/FLAP........................___ SET .....................PF/PNF
SHUTDOWN
Emergency/Parking brake .SET .................................LSP

START/STOP selectors.....STOP ...............................LSP
Hyd pump 3A .....................OFF ..................................LSP
CHALLENGE
LEAVING THE AIRPLANE
RESPONSE ANSWERED BY
Pax signs panel .................OFF ..................................LSP

GPU/APU...........................OFF ..................................LSP
Batteries 1 and 2................OFF ..................................LSP
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
INTERNAL SAFETY INSPECTION
The Internal
the Power UpSafety Inspection
on a particular procedures must be performed before
airplane.
Maintenance Status..................................... CHECK .....LSP&RSP
Cockpit Emergency Equipment ................. CHECK ...............RSP
Check forequipment:
the availability, status and proper location of the
following
− Protective Breathing Equipment (PBE).
− Fire Extinguishers.
− Crash Axe.
− Life Vests.
− Escape Ropes.
− Flashlights.
ELECTRIC Panel ................................................SET ...............RSP

IDG 1 Selector.................................................... AUTO
IDG 2 Selector.................................................... AUTO
AC BUS TIES Selector....................................... AUTO
GPU Button ........................................................ PUSHED OUT
APU GEN Button................................................ PUSHED IN
TRU 1 ................................................................. AUTO
TRU ESS ............................................................ AUTO
TRU 2 ................................................................. AUTO
DC BUS TIES..................................................... AUTO
Battery 1 Selector ............................................... OFF
Battery 2 Selector ............................................... OFF
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STANDARD
OPERATING
PROCEDURES
FUEL Panel ...................................................CHECK .............. RSP
Verify
desiredallposition.
fuel pump knobs in AUTO position and XFEED in the
WINDSHIELD WIPER Selectors ....................... OFF .............. RSP

HYDRAULIC Panel .......................................CHECK .............. RSP
SYS 1 ENG PUMP SHUTOFF Button................ PUSHED OUT
PTU Selector ...................................................... AUTO
SYS 2 ENG PUMP SHUTOFF Button................ PUSHED OUT
SYS 1 and 2 ELEC PUMP Selectors.................. AUTO
SYS 3 ELEC PUMP A ........................................ OFF
SYS 3 ELEC PUMP B ........................................ AUTO
AIR COND/PNEUMATIC Panel ....................CHECK .............. RSP
Verify all buttons pushed in.
PASSENGER OXYGEN Panel .................... CHECK .............. RSP
Verify Masks Deploy Selector Knob in AUTO.
ELT .................................................................... ARM .............. RSP
Landing Gear Lever ...................................... DOWN .............. RSP
START/STOP Selectors..................................STOP .............. RSP
Speed Brake Lever ....................................CLOSED .............. RSP
RAT Manual Deploy ..................................STOWED .............. RSP
SLAT/FLAP Lever...................... VERIFY POSITION .............. RSP

Verify and make sure that the actual SLAT/FLAP lever position
agrees with the surface position.
Circuit Breakers ...........................................CHECK .............. RSP
Verify both sidewall panels to ensure agreement with
maintenance status.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
POWER UP
The POWER UP procedures and checklist must be performed every
crew’s first flight of the day on a particular airplane or when a power
down was required.
If receiving the airplane already powered up, verify compliance with all
items and perform FIRE EXTINGUISH panel, Electronic CBs and
DVDR CONTROL panel.
CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE

IESS IS INITIALIZED.
Battery 1 .............................................................. ON ...............RSP
Battery 2 ..........................................................AUTO ...............RSP
CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3 ARE

AVAILABLE. IF MORE THAN DISPLAYS 2 AND 3 ARE
AVAILABLE, THE AIRPLANE MUST NOT BE
DISPATCHED.
Batteries Voltage ......................................... CHECK ...............RSP

Verify batteries voltage at or above 22 V (ANAC/TCCA
certification) or 22.5 V (FAA/EASA certification).
If batteries voltage is between 21 V and 22 V (ANAC/TCCA
certification) or 21 V prior
recharge the batteries and to 22.5 V (FAA/EASA
takeoff, through anycertification),
AC source
(including engines during taxi) for:
− 30 minutes if batteries temperature is at or above 0 C or;
o
− 35 minutes if batteries temperature is at or above -5oC and

o
below 0 C or;
− 40 minutes if batteries temperature is at or above -10oC and
o
below -5 C or;
− 50 minutes if batteries temperature is below -10 C;
o
If batteries voltage is below 21 V, report to maintenance.
NOTE: Minimize the time the airplane is left with batteries as the
unique power source, to avoid discharging.
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STANDARD
OPERATING
PROCEDURES
EICAS Messages.................... CHECK DISPLAYED .............. RSP
GPU Button (if applicable) ...................PUSHED IN .............. RSP
Verify AVAIL light illuminated before pushing in. When GPU is not
available, or is not necessary, maintain GPU Button pushed out.
NOTE: - The Electrical PBIT is automatically performed after the

airplane is powered by any AC source and takes about
3 minutes to complete. The Electrical PBIT will be
interrupted
FLIGHT if any electric
CONTROLS MODE hydraulic pump is
Panel switches arerunning, theif
cycled or
AC power is interrupted while the test is running.
- A FLT CTRL TEST IN PROG Status message is displayed to
inform the pilot that the Electrical PBIT is in progress.
- If the displays 2 and/or 4 are configured as PFD, set the
respective reversionary panel selector knob to MFD then to
AUTO. After 8 seconds, the affected display configuration
will return to MFD.
FIRE EXTINGUISHER Panel (Overhead)....CHECK .............. RSP

− Verify there are no fire protection fail messages displayed on
the EICAS after Power Up.
− Press and hold the TEST button and observe the following
EICAS messages, lights and warnings:
− Aural warning.
− Fire handles illuminated.
− CARGO SMOKE FWD/AFT buttons illuminated.
− APU button illuminated.
− Upper half of the APU Emergency Stop Button
illuminated.
− WARNING lights flashing.
− “CARGO FWD (AFT) SMOKE” EICAS message.
− “APU FIRE” EICAS message.

− “ENG 1 (2) FIRE” EICAS message.
− “FIRE” warning annunciation displayed inside ITT
indicators.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
APU CONTROL Panel......................AS REQUIRED ...............RSP
Verify EMER STOP Button is pushed out and not illuminated.

NOTE: If AC source is lost due to unintentional GPU or APU generator
disconnection, power down the airplane and perform the power
up procedure.
Navigation Light ................................................. ON ...............RSP
HYDRAULIC Panel...........................AS REQUIRED ...............RSP
Only after BIT

FLT CTRL theEXPIRED
electrical PBITmessage
EICAS is completed and perform
is displayed, if the
the hydraulic panel checks.
− Do not move any flight control surface.
− SYS 1 and 2 ELEC Pumps ON.
− SYS 3 ELEC PUMP A ON.
− Wait 1 minute. At this point the
FLT CTRL BIT EXPIRED EICAS message should extinguish.
−
− SYS
SYS 1
3 and
ELEC2 ELEC
PUMPPumps
A OFF.AUTO.
NOTE: - The FLT CTRL TEST IN PROGRESS Status message is
displayed while hydraulic PBIT is in progress.
- If the FLT CTRL BIT EXPIRED EICAS message is still
displayed, power down the airplane and perform the power
up procedure.
Electronic CBs ............................................. CHECK ............... LSP
− Select CB OUT/LOCK page on MCDU and check the CBs
status to ensure agreement with maintenance status.
− If the NEW TRIP prompt is displayed on the MCDU press it to
check the electronic CBs status.
Electronic Checklist (if applicable)............ CHECK ...............RSP
Verify that this ECL database corresponds to the paper QRH
revision present in the cockpit.
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7/26/2019
STANDARD
OPERATING
PROCEDURES

DVDR CONTROL Panel ...............................CHECK .............. RSP
− Honeywell DVDR: Press TEST Button and verify no fail
messages displayed on EICAS.
− Universal DVDR: Press and hold TEST for two seconds. Verify
no fail messages displayed on EICAS and observe the
following test result:
− The FDR 1 and CVR 1 PASS/FAIL lights flash during

ten seconds. After ten seconds the FDR 1 and CVR 1
PASS/FAIL lights illuminate steady in green, indicating
the completion of a successful test.
After the DVDR 1 test finishes, the DVDR 2 test will

automatically start. Verify the following test result:
− The FDR 2 and CVR 2 PASS/FAIL lights flash during

ten seconds. After ten seconds the FDR 2 and CVR 2
PASS/FAIL lights illuminate steady in green, indicating
the completion of a successful test.
If a failure is found, the corresponding FDR/CVR fail light

indicator will illuminate steady in amber.
Electronic Flight Bag (if applicable).................. ON ...LSP & RSP

Cockpit Reinforced
Door Panel (if applicable) ......................CHECK .............. RSP
− Close the cockpit door;
− Press and hold the TEST button;
− Check DING-DONG alarm and UNLOCKED indication ON;
− Push in the LOCK button and check the electromechanical
latch normal operation;
− Press the EMERG ENTRY button on the door control panel in
the passenger cabin. Check the UNLOCKED indication
flashing and check normal operation of the DING-DONG alarm
sequence according to the system logic (refer to AOM 14-01-
22 and 14-01-60);
− Push out the LOCK button.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Photoluminescent Strips ............................ CHECK ...............RSP

Check in the AOM section 3-05 how much time of ceiling and
entrance lighting exposure in bright or daylight would be
necessary to charge the photoluminescent strips.
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STANDARD
OPERATING
PROCEDURES
INTENTIONALLY BLANK
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STANDARD
OPERATING
PROCEDURES
EXTERNAL INSPECTION
The External Inspection procedures are usually performed by the RSP
prior to each flight.
While conducting the external inspection, pilots must be aware of
moving vehicles around the airplane and surroundings.
In case of suspicious object is identified, inform immediately the
security staff.
Prior to starting the external inspection:
CHALLENGE ACTION
External Lights ....................................................... AS REQUIRED

If the external lights check was not performed by the
maintenance, turn the external lights ON and check them. Turn
the lights OFF immediately after check.
Emergency/Parking Brake ....................................ON

Check if there is sufficient hydraulic pressure to activate the
Emergency/Parking Brake to check the Brake Wear Indicators.
Recommended walk-around sequence:
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STANDARD
OPERATING
PROCEDURES
1. LEFT FWD FUSELAGE
FWD Passenger Door ............................................CHECK
External Power Receptacle ...................................SECURED
Left Smart Probes/TAT Sensor/Ice Detector .......CHECK

Verify condition with no obstructions, covers or damage.
2. NOSE SECTION
Windshield Wipers .................................................CHECK

Radome ...................................................................CONDITION AND
LATCHED
Forward Avionics Compartment...........................SECURED
If not in use, visibly secured.
Lower FWD Antenna ..............................................CONDITION

Undamaged.
3. NOSE LANDING GEAR
Wheels and Tires ....................................................CONDITION
Up Lock Hook .........................................................UNLOCKED
Strut/Wheel Well/Doors .........................................CONDITION AND

NO LEAKS
Ground Locking Pin ...............................................REMOVED
Landing and Taxi Lights ........................................CONDITION

Clean and undamaged.
4. RIGHT FWD FUSELAGE

Right Smart Probes/TAT Sensor/Ice Detector.....CHECK
(Continued) 1
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
RAT Safety Lock Pin.............................................. REMOVED
FWD Service Door ................................................. CHECK

Oxygen Discharge Indicator................................. GREEN DISC
FWD Cargo Door.................................................... CHECK

5. LOWER CENTER FUSELAGE

Lower FWD Antennas/Fwd Drain Mast................ CONDITION
Undamaged.
Lower Red Beacon Light ...................................... CONDITION
Clean and undamaged
6. RIGHT CENTER WING

Wing Inspection Landing and Taxi Lights .......... CONDITION
Right Ram Air Inlet ................................................ NO

OBSTRUCTION
No obstruction or damage.
Air Inlets and Outlets............................................. NO

OBSTRUCTION
Collector Tank Water Drain Valve Door............... SECURED

Wing Tank Water Drain Valve............................... NO

CONDITION
LEAKS AND
Applicable only to E170/175 airplanes.
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STANDARD
OPERATING
PROCEDURES
Magnetic Level Indicators..................................... PUSHED IN AND

NO LEAKS
E170/175: Verify RH1 Magnetic Level Indicator.
E190/195: Verify RH1 and RH2 Magnetic Level Indicators.
Pylon ....................................................................... CONDITION
7. ENGINE 2 LH SIDE
Engine Inlet............................................................. CONDITION
Check for FO´s and leaks inside air inlet. Ensure that there is no
damage to the T12 Sensor and that the FADEC Cooling Inlet is
clear
Fan Blades..............................................................CHECK
Check for damaged Fan Blades and ensure Fan is free to rotate.
Check for damages on spinner.
LH Nacelle Strake................................................... CONDITION

Anti-ice Pressure Relief Door ...............................CLOSED AND
LATCHED
LH Fan Cowl Doors................................................ CONDITION AND
LATCHED
LH Thrust Reverser................................................CONDITION AND
LATCHED
Core Pressure Relief Door ....................................CLOSED
Turbine Exhaust.....................................................CLEAR AND NO

LEAKS
After engine shutdown the scavenge system is no longer effective.
A small amount of oil may leak through the aft sump drain and pool
in the engine chevron nozzle.
E170/175: If the puddle size exceeds 4 in (102 mm), maintenance
should be contacted.
E190/195: If the puddle size exceeds 9 in x 6 in (229 mm x 152
mm), maintenance should be contacted. For airplanes equipped
with Improved Acoustic Chevron Nozzle (IACN) the puddle should
1
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
8. ENGINE 2 RH SIDE
Core Pressure Relief Door.................................... CLOSED
RH Thrust Reverser ............................................... CONDITION AND

LATCHED
RH Fan Cowl Doors ............................................... CONDITION AND
LATCHED
FADEC Cooling Vent ............................................. CLEAR
RH Nacelle Strake.................................................. CONDITION
Oil Fill Access Door............................................... CLOSED
9. RIGHT WING LEADING EDGE

Wing Leading Edges ............................................. CONDITION
Refueling Compartment Door .............................. SECURED

NO LEAKS
E170/175: Verify RH2 and RH3 Magnetic Level Indicators.
E190/195: Verify RH3 Magnetic Level Indicator.
Access Doors and Panels..................................... SECURED
Pressure Relief Valve ............................................ CHECK
Wing Vents ............................................................. NO

OBSTRUCTION
Navigation and Strobe Lights............................... CONDITION
10. RIGHT WING TRAILING EDGE
Static Dischargers ................................................. NUMBER AND

CONDITION
Verify 3 Static Discharges on the aileron and 6 on the winglet.
Refer to the CDL for dispatch with missing items.
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STANDARD
OPERATING
PROCEDURES
Flight Control Surfaces and Fairings................... CONDITION

Surfaces clear and unobstructed.
11. RIGHT LANDING GEAR

Right Main Gear .....................................................CHECK
Wheels and Tires ...................................................CONDITION
Up Lock Hook.........................................................UNLOCKED
Strut/Wheel Wells................................................... CONDITION AND

NO LEAKS
Ground Locking Pin...............................................REMOVED
Brakes Wear Indicators .........................................CHECK
12. RIGHT AFT FUSELAGE

Access Doors and Panels ..................................... SECURED
Drain Mast...............................................................CONDITION
AFT Cargo Door .....................................................CHECK

AFT Service Door ...................................................CHECK

Lower AFT Antennas/AFT Drain Mast ................. CONDITION

Undamaged.
Battery Air Outlet ...................................................NO

OBSTRUCTION
(Continued)
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
13. TAIL SECTION

Flight Control Surfaces ......................................... CONDITION
Surfaces Clear and Unobstructed.

Empennages Leading Edges................................ CONDITION

CONDITION
E170/175: Verify 4 Static Dischargers on the rudder, 4 on each
elevator and 1 on vertical stabilizer.
E190/195:
elevator, 3 Verify
on each4 horizontal
Static Dischargers on the
stabilizer and 1 onrudder,
vertical 3stabilizer.
on each
APU ......................................................................... CONDITION
14. LEFT AFT FUSELAGE
APU External Power Receptacle.......................... CHECK

Overboard Vent...................................................... NO
OBSTRUCTION
Pressurization Static Port..................................... NO
OBSTRUCTION
Potable Water Service Panel ................................ SECURED
AFT PAX Door ........................................................ CHECK

Lower AFT Antennas............................................. CONDITION

Undamaged.
(Continued)
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STANDARD
OPERATING
PROCEDURES
Access Doors and Panels ..................................... SECURED

15. LEFT LANDING GEAR

Left Main Gear ........................................................CHECK
Wheels and Tires ...................................................CONDITION
Up Lock Hook.........................................................UNLOCKED
Strut/Wheel Wells................................................... CONDITION AND

NO LEAKS
Ground Locking Pin...............................................REMOVED
Brakes Wear Indicators .........................................CHECK
16. LEFT WING TRAILING EDGE
Flight Control Surfaces and Fairings................... CONDITION

Surfaces clear and unobstructed.

CONDITION
Verify 3 static dischargers on the aileron and 6 static dischargers
on the winglet. Refer to the CDL for dispatch with missing items.
Navigation, Strobe Lights

and Upper red Beacon Lights.......................... CONDITION
Upper Antennas .....................................................CONDITION

Undamaged.
17. LEFT WING LEADING EDGE
Wing Leading Edges.............................................. CONDITION

(Continued)
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Wing Vents ............................................................. NO

OBSTRUCTION
Pressure Relief Valve ............................................ CHECK

Access Doors and Panels..................................... SECURED
Wing Leading Edges ............................................. CONDITION
Magnetic Level Indicator....................................... PUSHED IN AND

NO LEAKS
E170/175: Verify LH3 and LH2 Magnetic Level Indicators.

E190/195: Verify LH3 Magnetic Level Indicator.
18. ENGINE 1 LH SIDE

Engine Inlet ............................................................ CONDITION
Check for FO´s and leaks inside air inlet. Ensure that there is no
damage to the T12 Sensor and that the FADEC Cooling Inlet is
clear
Fan Blades.............................................................. CHECK

Check for damaged Fan Blades and ensure Fan is free to rotate.
Check for damages on spinner.
LH Nacelle Strake .................................................. CONDITION
Anti-ice Pressure Relief Door............................... CLOSED AND

LATCHED
LH Fan Cowl Doors................................................ CONDITION AND
LATCHED
LH Thrust Reverser ............................................... CONDITION AND
LATCHED
Core Pressure Relief Door.................................... CLOSED
Turbine Exhaust..................................................... CLEAR/NO

LEAKS
(Continued)
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STANDARD
OPERATING
PROCEDURES
After engine shutdown the scavenge system is no longer effective.
A small amount of oil may leak through the aft sump drain and pool
in the engine chevron nozzle.
E170/175: If the puddle size exceeds 4 in (102 mm), maintenance

should be contacted.
E190/195: If the puddle size exceeds 9 in x 6 in (229 mm x 152
mm), maintenance should be contacted. For airplanes equipped
with Improved Acoustic Chevron Nozzle (IACN) the puddle should
not exceed 7.5 in x 4.5 in (190 mm x 114 mm).
19. ENGINE 1 RH SIDE
Core Pressure Relief Door ....................................CLOSED
RH Thrust Reverser ............................................... CONDITION AND

LATCHED
RH Fan Cowl Doors ............................................... CONDITION AND
LATCHED
FADEC Cooling Vent .............................................CLEAR
RH Nacelle Strake .................................................. CONDITION
Oil Fill Access Door ............................................... CLOSED
20. LEFT CENTER WING

NO LEAKS
E170/175: Verify LH1 Magnetic Level Indicator.

E190/195: Verify LH2 and LH1 Magnetic Level Indicators.
Landing, Taxi and Wing Inspection Lights..........CONDITION

Left Ram Air Inlet ................................................... NO

OBSTRUCTION
(Continued)
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Air Inlets and Outlets............................................. NO

OBSTRUCTION
Wing Tank Water Drain Valve............................... CONDITION AND

NO LEAKS
Applicable only to E170/175 airplanes.
Collector Tank Water Drain Valve Door............... SECURED
Air Conditioning Connection Access Door......... CHECK

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OPERATING
PROCEDURES
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
BEFORE START
CHALLENGE ACTION / RESPONSE PERFORMED BY
Airplane Manuals & Documents.......... ON BOARD ...............RSP

Check all the required documents including:
− Technical log.
− AOM.
− QRH.
− If applicable, verify if the ECL database version is
compatible with the paper QRH revision.
−
−
Airworthiness certificate.
Weight and balance.
− Radio station certificate.
− Nav kit.
Jump Seat Oxy Mask, Regulators

and Audio Panel ..................................... CHECK ...............RSP
−
− The
CarryRSP
out must verify
the test the observer’s masks.
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 pressurizes the indicator must go
out, showing that the system is leak free.
− Release the “TEST/RESET” Button.
ELECTRIC Panel ................................................SET ...............RSP
IDG 1 Selector .................................................... AUTO
IDG 2 Selector .................................................... AUTO
AC BUS TIES Selector....................................... AUTO
GPU Button ........................................................ AS REQUIRED
APU GEN Button................................................ PUSHED IN
TRU
TRU 1
.................................................................
ESS ............................................................ AUTO
AUTO
TRU 2 ................................................................. AUTO
DC BUS TIES ..................................................... AUTO
Battery 1 Selector ............................................... ON
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REVISION 10 Page 1
7/26/2019
STANDARD
OPERATING
PROCEDURES
COCKPIT LIGHTS Panel ................. AS REQUIRED .............. RSP

− Adjust MAIN PNL, OVHD PNL and PEDESTAL lights.
− Push ANNUCIATORS TEST button and verify all associated
lights.
− Set DOME light as required.
Engine 1 Fire Handle ................................STOWED .............. RSP
FUEL Panel .........................................................SET .............. RSP

− FUEL XFEED selector as required.
− DC PUMP selector AUTO.

− AC PUMP 1 and AC PUMP 2 selectors AUTO.
For ETOPS operation perform the Ejector Fuel Pump Check Valve
according to the AOM – SUPPLEMENTARY PROCEDURES –
ETOPS.
PASSENGER SIGNS Panel ...............................SET .............. RSP
(Answered by LSP)
− Emergency lights selector knob ON and verify EMERG LT

ON and EMERG LT NOT ARMED appear on the EICAS.
− Emergency lights selector knob ARMED.
− STERILE light as required.
− Turn NO SMKG ON (NO ELEC DEVICES in some
configurations).
− Turn FSTN BELTS ON after finishing refueling the airplane.
FIRE EXTINGUISHER Panel ........................CHECK .............. RSP

− CARGO SMOKE FWD/AFT Buttons PUSHED OUT and no
lights.
− APU fire extinguishing Button PUSHED OUT and no lights.
APU CONTROL Panel..................... AS REQUIRED .............. RSP
Emergency stop button pushed out and not illuminated.
EXTERNAL LIGHTS Panel.............. AS REQUIRED .............. RSP
Engine 2 Fire Handle ................................STOWED .............. RSP
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
HYDRAULIC Panel...............................CHECK/SET ...............RSP
− Verify ENG PUMP SHUTOFF 1 and 2 Buttons with no lights

and guarded.
− Verify PTU Selector to AUTO.
− Verify the HYDRAULIC SYS 1 and SYS 2 ELEC PUMPs to
AUTO.
− Verify the HYDRAULIC SYS 3 ELEC PUMP A to OFF.
− Verify the HYDRAULIC SYS 3 ELEC PUMP B to AUTO.
PRESSURIZATION Panel .................................. SET ...............RSP

(Answered by LSP)
− CABIN ALT Selector knob STOP.

− MODE Selector knob AUTO.
− DUMP Button, no lights and guarded.
− LFE Selector knob STOP.
WINDSHIELD HEATING button ........... PUSHED IN ...............RSP

ICE PROTECTION Panel ................................... SET ...............RSP
− WINDSHIELD, ENGINE 1 and ENGINE 2 Button
PUSHED IN;
− Mode Selector Knob AUTO;
− WING Button PUSHED IN;
− TEST Selector knob OFF.
AIR COND/PNEUMATIC Panel.......................... SET ...............RSP

− COCKPIT and PAX CABIN temperature control as required.
− RECIRC, PACK 1, PACK 2, XBLEED, BLEED 1,
APU BLEED and BLEED 2 buttons pushed in.
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STANDARD
OPERATING
PROCEDURES
PASSENGER OXYGEN Panel ...........................SET .............. RSP

− Mask Deploy selector knob AUTO.
− MASK DEPLOYED indicator no light.
HGS Combiner (If Applicable) ..........................SET ...LSP & RSP
The LSP (and the RSP – dual installation) must move the
combiner to the operating position detent, remove the cover,
verify that the “ALIGN HUD” message is not displayed and
adjust the brightness.
Oxygen Masks & Regulators ........... CHECK/100% ...LSP & RSP

(Answered by LSP/RSP)
− Check masks for supply of oxygen and for microphone

functionality.
− The MFD STATUS page must be checked and the available
oxygen supply and pressure must be adequate for use.
− Carry out the test 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 pressurizes the indicator must go
out, showing that the system is leak free.
− Release the “TEST/RESET” Button.
Glareshield Lights Control Panel .. AS REQUIRED ...LSP & RSP
DISPLAY CONTROLLER Panel.........................SET ...LSP & RSP
− Set BARO SET knob to actual pressure.

− Push HSI button for Full Compass, ARC or MAP.
− Select the FMS as the primary NAV source (if raw data
information is intended, use preview mode or Bearing
pointers).
For HGS LVTO operations, set V/L.
−
BRG circle (Ο) to OFF, VOR1, ADF1 or FMS1 as required.
− BRG diamond (◊) to OFF, VOR2, ADF2 or FMS2 as
required.
REVERSIONARY PANEL...................................SET ...LSP & RSP
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Flight Instruments ..................................SET/XCKD ...LSP & RSP

(Answered by LSP)
Verify:
− Airspeed tapes not showing speed.
− Set altimeter setting and cross check it with the field
elevation.
− EADIs leveled and flag-free.
− Initial assigned altitude on the ALT SEL.
− Altitude tape indications cross-check.
− Both VSIs showing zero.
− EHSIs with the courses selected according to the
intended departure procedure and NAV source selected.
− For LVTO using the HGS set the CDI to the runway
course.
− EHSIs and magnetic compass flag free and showing the
same magnetic heading.
− Heading bug set according to the proposed departure
procedure.
− Check IESS and adjust the altimeter setting.
− Weather set on PFD and/or MFDs MAP page as required.
− It is recommended that PNF sets the Terrain on MFD up
to MSA.
− Set the MFDs MAP page menu as required.
− TCAS should be always displayed on both MFDs.
STATUS Page............................................... CHECK ... LSP & RSP
Verify on the status page ENG OIL LEVEL and BRAKES

EMER ACCU pressure.
− LSP should select FLIGHT CONTROL synoptic page.
− RSP should remain on STATUS synoptic page.
AUTOBRAKE (If Applicable)............................ RTO ............... LSP

GND PROX TERR INHIB Button ................. CHECK ............... LSP
Verify button pushed out and no striped white bar illuminated.
EICAS............................................................CHECK ............... LSP

Check EICAS messages to ensure agreement with airplane status.
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STANDARD
OPERATING
PROCEDURES
Clock ...................................................................SET .............. RSP

Select GPS on the GPS/INT/SET Selector. If the clock displays
dashes (-- -- --), adjust the clock INT position.
GND PROX G/S INHIB Button.....................CHECK .............. RSP

Verify no striped white bar illuminated.
LG WRN INHIB Button.................................CHECK .............. RSP

Verify no striped white bar illuminated.
FLIGHT CONTROLS MODE Panel ..............CHECK ...............LSP

Verify ELEVATORS, RUDDER and SPOILER Buttons guarded
and no striped white bar illuminated.
SHAKER 1 and 2 CUTOUT Buttons............CHECK ...............LSP

Verify the SHAKER 1 CUTOUT and SHAKER 2 CUTOUT
buttons pushed out and no striped white bars illuminated.
IGNITION Selector Knobs ............................. AUTO ...............LSP
EICAS FULL..................................................CHECK ...............LSP

Verify the EICAS Full button in the desired position.
Speed Brake Lever ....................................CLOSED ...............LSP
Thrust Levers ................................................... IDLE ...............LSP

(Answered by LSP)
GND PROX FLAP OVRD..............................CHECK .............. RSP

Verify button pushed out, guarded and no striped white bar
illuminated.
AUDIO CONTROL Panel................. AS REQUIRED ...LSP & RSP

Select the microphone and audio reception buttons as required
and adjust the volume levels. To avoid background noise do not
set the SPKR volume higher than 55.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
TRIM Panel ................................................... CHECK ... LSP & RSP

Verify that ROLL, YAW and PITCH (Captain, First Officer and
Backup) trims are operating properly both ways and check that
Position Indication on EICAS changes accordingly. Verify
system’s 3 second protection working properly. Adjust YAW and
ROLL trims to the neutral position and PITCH trim to the green
band.
NOTE: The PITCH TRIM Backup Switch may be checked once a
day only, by flight crew or maintenance personnel, at the
operator’s discretion.
Pre-Mod. LOAD 21.2
NOTE: The SPOILER FAULT EICAS message may be

displayed during the ROLL trim check and removed
when all hydraulic systems are pressurized.
Flight Control DISCONNECT Handles ....... CHECK ...............RSP
Alternate GearCompartment........................ CHECK ...............RSP

Extension
Verify the alternate gear extension lever is fully down and the
electrical override switch is in the “NORMAL” position.
MCDU..................................................................SET ... LSP & RSP
(Answered by LSP)
− On PROGRESS page, activate the FMS AUTOTUNE by

deleting the NAV1 frequency for FMS1 and NAV2 frequency
for FMS2 displayed on LSK 5L and 5R, respectively. In case
of FMS AUTOTUNE OFF takeoff is selected in order to
hard-tune a specific VOR, return to FMS AUTOTUNE ON as
soon as the VOR frequency is no longer necessary.
− It is recommended that PF sets the route in the FMS

according to the flight plan and both pilots check course,
distance, time, altitude on each waypoint and LFE in the
EICAS according to the destination landing field elevation;
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STANDARD
OPERATING
PROCEDURES
− It is recommended that PF sets on PERF INIT page 1/1 the
CLIMB, CRUISE, DESCENT and DEP/APPROACH speed
schedule, select page 2/3 and check/set its contents, on
page 3/3 set all fields with the available data;
− If applicable select MENU HGS page and set the
COMBINER MODE;
− If applicable (ETOPS configuration), select ETOPS or non
ETOPS flight on MENU MISC MENU → OPR CONFIG→
Page;
− If applicable (AUTOLAND configuration), select enable or
disable on MENU MISC MENU OPR CONFIG Page.
→ →
Pre-Mod. LOAD 21.2

− Select FLIGHT SUMMARY page and reset fuel used.
--------------------------SHORTLY BEFORE STARTUP-------------------------

FUEL QTY .....................................................CHECK ...LSP & RSP

(Answered by LSP & RSP)
MCDU ..................................................................SET ...LSP & RSP

(Answered by LSP)
− Insert the intended SID or the departing runway on the FMS

and both pilots must check the accuracy of the procedure
retrieved by FMS database. Select LNAV if intended to
takeoff with lateral mode armed on ground.
− For HGS operation if the previous action is not possible
select MENU HGS page and check the Runway Length and
Elevation.
− Set the Performance initialization data on PERF INIT page. If
it is already available enter the zero fuel weight and press
CONFIRM INIT prompt on page 3/3. If performance is
confirmed and taking off with vertical mode armed on ground
is desired, select VNAV.
− Select T/O DATASET MENU page on the MCDU and set the
data below:
− Thrust rate mode (TO-1, TO-2 or TO-3).
− TO TEMP (__°C).
− ATTCS ON or OFF.
− REF ECS (ON or OFF).
− REF A/I (OFF, ENG or ALL).
1
− FLEX T/O (ON or OFF). 0
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
− FLEX TEMP (__°C).
− Press ENTER Prompt to confirm the settings.
− Select TAKEOFF page and set all data in accordance with

the runway analysis and airplane configuration for takeoff.
− At pilot’s discretion, select the LANDING page on the MCDU
and set the landing speeds for the takeoff weight in case of
immediate return is necessary.
− Select RADIO page 1/2 and insert assigned transponder
code and for LVTO using HGS set the ILS frequency for the
departing runway on both NAV windows.
VSPEED READOUTS AND BUGS

Four speeds are displayed prior to takeoff:
V1 .................1 ................... MAGENTA 4O
VR.................R .................. CYAN

V2 .................2 ................... WHITE
VFS...............FS ............... GREEN
1OO 1
N
12O R G
13O 2 D
.
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SPEED Selector Knob .......................................SET ............... LSP
At pilot’s discretion set the SPEED Selector knob to FMS or

MANUAL.
IF FMS, set the departure speed on the DEP/APP speeds page
on the FMS.
If MANUAL, set the speed V FS on the speed window.
In case of Noise Abatement procedure set V2+10.
TOGA Button.................................................PRESS ............... LSP

Verify if the pitch cross bar on PFD agrees with the pitch
indicated on PERF INIT page on MCDU.
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STANDARD
OPERATING
PROCEDURES
TRIM Panel............................... __SET/ZERO/ZERO .............. RSP

(Answered by LSP)
Set the PITCH trim according to load sheet and verify YAW and
ROLL trims to the neutral position.
Doors and Windows ..................................CLOSED ...LSP & RSP
(Answered by LSP/RSP)
Both pilots must verify that their respective cockpit window is

closed and the RSP should select MFD status page to check all
airplane doors closed indications. It is recommended to assure
that escape slides are armed.
Check the cockpit door securely closed.
Takeoff Briefing..................................COMPLETED ...LSP & RSP

− The takeoff briefing should be performed by the PF and the
left seat pilot must state the Reject Takeoff procedures.
− The briefing should describe the departure procedures, taxi
out routes, power reductions, weather, terrain/MSA, noise
abatement procedures, low

airplane components, visibility
runway in procedures, inoperative
use/condition, return
alternate airports, NOTAMs and any required operational
procedures that differ from the normal procedures. It is
recommended to perform the takeoff briefing before engine
start.
Red beacon.......................................................... ON .............. RSP

(Answered by LSP)
Electric Hydraulic Pump 3A ............................... ON .............. RSP
Ground Equipment ......................... AS REQUIRED ...............LSP

If performing a push back assure that the ground equipment not
used for this procedure is removed.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Emergency/Parking Brake..............AS REQUIRED ............... LSP

(Answered by LSP)
Verify if the Emergency/Parking brake is set in accordance with

the engine start procedures.
Steering Disengage Switch .........................PRESS .............. LSP

Verify the STEER OFF message displayed on the EICAS.
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STANDARD
OPERATING
PROCEDURES
ENGINE START
ENGINE START PROCEDURE

CHALLENGE ACTION
Associated START/STOP Selector............................ START, then

RUN
Hold the START/STOP Selector at START position for at least
2 seconds.
NOTE: During ground starts only, the transition of the cockpit
START/STOP switch from STOP to START must be less than
30 seconds or the FADEC will prevent an engine start until the
switch is cycled through STOP.
Engine Parameters ..................................................... MONITOR
Repeat the sequence for the other engine.
ABNORMAL ENGINE START INDICATIONS
Although FADEC provides automatic over-temperature protection and

will automatically abort the start in the event of a hot start, hot restart
or hung start, the engine start must be manually aborted when:
− No positive oil pressure indication within 10 seconds after N2
speed starts to increase.
− During engine start with tailwind, if a positive increase of N1 is
not indicated before starter cutout (50% N2). In this case the
airplane should be repositioned prior to engine start to
minimize tailwind effects.
− For E170/175, no ITT indication within 30 seconds after fuel is
applied.
− For E190/195, no ITT indication within 1 minute after fuel is
applied (15 seconds after fuel is re-applied).
− ITT exceeds start limit (815°C - Hot Start for E170/175 and
740°C – Hot Start for E190/195).
− If oil pressure stabilizes below the engine limits.

− N1 and/or N2 failing to accelerate to stable idle speed (Hung
Start).
− An intermittent electrical pneumatic or starter malfunction
occurs before the starter disengagement. 1
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
NOTE: In case an automatic abort occurs or engine start is manually
aborted due to abnormal engine indications, its cause must be
investigated and corrected before further attempts to start the
engines.
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STANDARD
OPERATING
PROCEDURES
INTENTIONALLY BLANK
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
AFTER START
Ground Equipment.................................REMOVED ............... LSP

(Answered by LSP)
Captain must be sure that the emergency/parking brake is set,

nose gear/RAT pins and ground equipment have been
removed.
N1 Target ...................................................... CHECK ...............RSP

The N1 target indication on the EICAS must be equivalent to the
N1 target indication available via performance calculation.
The difference between N1 given by FADEC (indicated on
EICAS) and the computed value is zero or this difference is
positive and lower than or equal to 0.5%.
Transponder.....................................AS REQUIRED ...............RSP
RSP selects the transponder to TA/RA or in accordance with
local requirements.
SLAT/FLAP.....................................................SET__ ...............RSP
(Answered by LSP)
Adjust SLAT/FLAP to a setting consistent with the intended

takeoff configuration and performance. If the SLAT/FLAP lever
setting is different from the input made on TAKEOFF page 2/3
of the FMS the aural message “NO TAKEOFF FLAP” will sound
during the takeoff configuration check.
APU ...................................................AS REQUIRED ...............RSP

Set the APU ON or OFF according to the electrical and
pressurization systems or for ETOPS operation.
The APU usage shall be defined for a specific operation in order
to minimize the overall costs.
APU shutting down can only be performed after confirmation of
the power transfer through the Electrical Synoptic page or wait
30 seconds after %N2 stabilizes.
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7/26/2019
STANDARD
OPERATING
PROCEDURES
Flight Controls .............................................CHECK ...... LSP/RSP

(Answered by LSP)
The LSP should press the STEERING DISENGAGE SWITCH,

check the control column and rudder pedals. The RSP should
follow the LSP during rudder check.
Flight controls should be checked for freedom of movement in a
smooth and continuous manner.
A full green box indication on the synoptic page is not a
requirement for a successful check.
− LSP selects MFD Flight Control synoptic;
− Elevator - full up, neutral, full down and neutral;
− Aileron - full left, neutral, full right and neutral;
− Rudder - full left, neutral, full right and neutral;
− The LSP should press the steering handle to engage the
STEERING and select MAP on the MFD prior to start the
taxi.
NOTE: A FLT CTRL TEST IN PROG status message is displayed to
inform the pilot that the Hydraulic P-BIT is in progress.
The Hydraulic P-BIT starts when all the three hydraulic
systems are pressurized and takes about one minute to
complete. Performing the flight controls check while the
Hydraulic P-BIT is running may interrupt the P-BIT.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
BEFORE TAKEOFF
The Before Takeoff Procedures and checklist must be performed
when cleared to line up on the runway. Use all available information
such as heading and FMS course indication (PFD), lateral profile
(MFD) and departure runway (MCDU) to ensure the airplane is at the
assigned runway for takeoff.
CHALLENGE ACTION/RESPONSE PERFORMED BY
Cabin Crew.................................................. ADVISE ...............RSP

After receiving “Cabin OK” from the Purser, RSP notifies via PA
the cabin crew: “Cabin Crew prepare for take-off”.
Taxi Lights..........................................................OFF ...............RSP
RSP turns off the taxi lights. Taxi (side) may be used to assist
takeoff from takeoff to 10000 ft AFE at pilots discretion.
Landing Lights.................................................... ON ...............RSP
Strobe Lights ...................................................... ON ...............RSP
Brake Temperature...................................... CHECK .............. RSP

(Answered by LSP)
Brake temperature indication must be in the green range for

takeoff.
After checking brakes temperature the RSP should select MAP
on MFD.
EICAS............................................................CHECK .......LSP/RSP
(Answered by LSP)
Check:
− No EICAS messages displayed or only EICAS advisory
and status messages related to a given airplane
configuration resulted by crew action should be displayed.
− Thrust rate mode (TO-1, TO-2 or TO-3).
− ATTCS as applicable.
− FLEX TEMP (__°C) as applicable.
Transponder...................................................TA/RA ...............RSP
(Answered by LSP)
NOTE: When the airplane is lined up and ready for takeoff, the PF
arms the AT.
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STANDARD
OPERATING
PROCEDURES
Takeoff Configuration .................................CHECK .............. RSP

(Answered by LSP)
Right Seat Pilot presses the T/O button and “TAKEOFF OK”
synthetic message shall be heard.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
TAKEOFF
Thrust Levers................................................ TO/GA ................. PF

Adjusts thrust to 40% N1, when engines stabilize at 40% N1,
advances thrust levers to TOGA detent.
Engines Parameters ................................MONITOR ...............PNF
NOTE: During takeoff roll, after checking thrust levers to TO/GA,

check N1 equal to N1 target and green ATTCS indication
presented on EICAS if ATTCS ON is selected in MCDU.
At VR, PF rotates the airplane following the Flight Director guidance.
Post-Mod. LOAD 19.3

In case of Flight Director inoperative, rotate the airplane
according to the takeoff pitch angle displayed on TAKEOFF
page 3/3 on the MCDU.
With Positive Rate:

Landing Gear .......................................................UP ...............PNF

Minimum Airspeed ....................................... V2 + 10
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STANDARD
OPERATING
PROCEDURES
INTENTIONALLY BLANK
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
AFTER TAKEOFF
This checklist should be initiated as soon as possible after FLAPS are
retracted.
Landing Gear ....................................................... UP ............... PNF
PNF commands landing gear up after PF has requested and

confirms the three white UP indications on the EICAS.
SLAT/FLAP.............................................................. 0 ............... PNF
PNF retracts SLAT/FLAP following the F-Bug reference.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CLIMB
This procedure can be initiated as soon as the After Takeoff Checklist
is completed.
APU ................................................... AS REQUIRED ............... PNF

Let the APU ON or OFF according to the electrical and
pressurization systems requirements or for ETOPS operation.
The APU usage shall be defined for a specific operation in order
to minimize the overall costs.
Air Conditioning & Pressurization .............CHECK ............... PNF
Check for the proper air conditioning and pressurization settings
and parameters.
----------------------------------At Transition Altitude--------------------------------
Altimeters ....................................... SET & XCHECK ......PF & PNF

Both pilots set the altimeters to standard (as required by local
regulations).
The LSP also sets the IESS altimeter.
----------------------------------Above 10000 ft AFE---------------------------------
FSTN BELTS.....................................AS REQUIRED ............... PNF

NO SMKG
(NO ELEC DEVICES) .......................AS REQUIRED ...............PNF
Verify in accordance with local regulations.
External Lights................................................... OFF ............... PNF
Upon passing 10000 ft AFE the PNF switches off the external
lights according to the operating policies.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
DESCENT
Approach Briefing ................................ COMPLETE ................. PF

It is recommended the approach briefing be performed before
starting descent.
The items to be covered are: inoperative airplane components,
weather at destination/alternate airports, fuel status/delays,
runway conditions, low visibility procedures, terrain/MSA,
descent profile and missed approach procedures.
If the destination airport runway is reported to be slippery or

contaminated, it is necessary to discuss the outcome on the
landing distance during the approach briefing. The same
discussion is applicable if the crew has planned to use
additional speed for the approach due to wind/gust conditions.
If any failure that affects the required landing distance occurs in

the final approach, consider a missed approach in order to
better evaluate the situation and an appropriate runway length.
Failures that affect the landing distance are commonly
associated to brakes, ground spoilers and/or thrust reversers.
A thorough understanding by the PF and PNF of all the
applicable approach charts and NOTAMS is essential, including
taxi-in procedures.
Both pilots should

and courses for the set RA/BARO minimums, pre-select radios
approach.
With VNAV engaged the PF should select the Altitude Selector

only to altitudes cleared by ATC.
For ETOPS operation the crew must perform a Fuel Crossfeed

Test in the last hour of cruise phase.
AUTOBRAKE (If Applicable).............................SET ................. PF

Set the AUTOBRAKE OFF, LOW, MED or HI in accordance
with the runway analysis calculations for landing.
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Landing Data ...................................................... SET .............. PNF

The PNF verifies on the LANDING page 1/2 the expected
landing weight. Select the LANDING page 2/2 and insert all data
according to the type of approach and runway conditions and
set VREF, V AP, V AC and VFS, according to the following guidance:
VREF ...RF...........WHITE 14O

V AP ....AP............ CYAN
16O
V AC ... AC.....MAGENTA
15O
VFS.....FS..........GREEN
14O FS
13O
1 25 AC
12O
AP
11O RF
1OO
N
G
9O D
.
2
19O M
0
0
0
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9
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A
0
13O KT
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
APPROACH
PASSENGER SIGNS Panel ...............................SET ...............PNF

(Answered by PNF)
SPEED Selector Knob .....................AS REQUIRED ................. PF
If FMS speeds is intended to be used during approach, insert

manually in the DEP/APP Speeds page on MCDU the flap
maneuvering speeds.
Altimeters ...................................... SET & X-CHECK ......PF & PNF

(Answered by PF/PNF)
If flight is being conducted in ICAO airspace, set the altimeters

to QNH when passing the Transition Level.
Otherwise set as required by local regulations.
Approach Aids .............................. SET & X-CHECK ......PF & PNF

PNF verifies that the frequencies and courses that were
selected and pre-selected are correct for the intended approach.
If using preview mode to set the courses for final approach

assure that the course selected is the one desired (on-side or
cross-side).
Pressing the preview button once displays the on-side course

on PFD; pressing twice shows the cross-side course and a third
time deactivates the preview mode.
Ensure that both PFDs are displaying appropriate information.

Also verify that the approach minimums and the FMS are
properly selected for the type of approach in use.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
BEFORE LANDING
Landing Lights.................................AS REQUIRED ...............PNF

NOTE: Taxi (side) lights may be used to assist landing from
10000 ft AFE at pilots discretion.
Landing Gear ................................................ DOWN ...............PNF
PNF places the LDG GEAR LEVER DN when commanded by

the PF.
SLAT/FLAP...................................................___SET ...............PNF
PNF selects Slat/Flap Control Lever as directed by the PF.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
GO-AROUND
TOGA button .................................................PRESS ................. PF

Thrust Levers................................................ TO/GA ................. PF
SLAT/FLAP......................................GA FLAPS SET ...............PNF
Rotate or verify that autopilot rotates the airplane following the flight
director guidance.
NOTE: In case of flight director is inoperative, rotate the airplane to 8°

nose up.
With positive climb:

Landing Gear .......................................................UP ...............PNF
Minimum Airspeed ............................................. VREF+20
At the acceleration altitude proceed as in a normal takeoff.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
AFTER LANDING
APU ...................................................AS REQUIRED ...............RSP

RSP turns the APU On when it is required.
External Lights.................................AS REQUIRED ...............RSP

RSP turns off the unnecessary lights.
Transponder.....................................AS REQUIRED ...............RSP

RSP selects the transponder to STBY or in accordance with
local requirements.
SLAT/FLAP ..............................................................0 ...............RSP

RSP selects the SLAT/FLAP Control lever to zero.
PITCH Trim .........................................................SET ...............RSP

EMBRAER 170/175............................................ SET 4 UP
EMBRAER 190/195............................................ SET 2 UP
Lineage 1000...................................................... SET 2 UP
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
SHUTDOWN
Thrust Levers....................................................IDLE ............... LSP

It is recommended to keep the engine running at idle during 2
minutes to permit engine thermal stabilization prior to shutdown
the engine. Time of operation at or near idle, such as taxiing, is
included in this 2 minutes period.
Emergency/Parking Brake................................SET ............... LSP
(Answered by LSP)
− Pull the Emergency/Parking Brake to the set position after

airplane has stopped. Make sure that the airplane is static
before doing so.
− Verify brake temperature. If close to the cautionary range,
verify that chocks are on and release the Emergency/Parking
Brake to reduce the brake cooling time.
NOTE: To prevent electrical power interruptions, it is recommended to
wait 10 seconds after GPU button is pushed in or after APU is
stabilized
the enginesbefore shutting
is shut downdown
priorone of the the
to using engines
APU, . Ifwait
one 10
of
seconds until the electrical system has stabilized on the
remaining IDG before starting the APU.
Electrical.............................................ON GPU/APU ............... LSP

− If APU GEN is not available, an AC GPU should be plugged
in.
− Check
button.
the AVAIL light illuminated before pushing in the GPU
START/STOP Selectors.................................. STOP ............... LSP

(Answered by LSP)
The engines will not shut down with START/STOP Selectors unless
Thrust Levers are first moved to IDLE. If STOP is selected before
Thrust Lever is retarded to IDLE, momentarily cycle START/STOP
Selector to RUN and back to STOP.
Electric Hydraulic Pump 3A..............................OFF ............... LSP
(Answered by LSP)
Red Beacon........................................................OFF ............... LSP
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FSTN BELTS...................................................... OFF ...............LSP
Make sure that the escape slides are disarmed before turning
OFF the fasten belts signs.
LSP should turn FASTEN BELTS switch to OFF after complete
engine stop.
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
LEAVING THE AIRPLANE
NOTE: This procedure applies when a power down is required.
Passenger Signs Panel .....................................OFF ...............RSP

(Answered by LSP)
Set EMERG LT, STERILE, NO SMKG (NO ELEC DEVICES in

some configurations) and FSTN BELTS to OFF.
Electronic Flight Bag (If applicable) ................OFF ...LSP & RSP
HGS Combiner Cover .......................................SET ...............RSP
Electrical........................................... OFF GPU/APU ...............RSP

(Answered by LSP)
− If APU is available turn OFF the APU by selecting the APU

selector knob to OFF. Wait until the APU shuts down and the
label OFF is displayed before turning off the GPU and both
batteries.
− If only GPU is available push out the GPU button.
Batteries 1 & 2....................................................OFF ...............RSP
(Answered by LSP)
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
ECS OFF TAKEOFF
NOTE: - APU BLEED valve will supply bleed air for both PACKS
operation during takeoff until 500 ft. If APU BLEED is
unavailable the PACKS will remain OFF until 500 ft AGL.
- The APU bleed cannot be used for the anti-ice system
operation. If the REF A/I is set to ENG or ALL for takeoff or
ice is detected during takeoff with APU BLEED, the APU
BLEED VALVE will close and the PACKS will switch OFF.
BEFORE START
REF ECS .................................................................. OFF ...LSP & RSP

Select REF ECS OFF on the MCDU Takeoff Data Set.
AFTER START
APU (if available) ..................................................... ON ...............RSP
AFTER TAKEOFF
APU .......................................................................... OFF ............... PNF
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
ENGINE CROSSBLEED START
BEFORE START
Operating Engine Thrust Lever .................. ADVANCE ............... LSP

Smoothly advance operating engine thrust lever to obtain the
recommended duct pressure required. The minimum recommended
bleed duct pressure prior to start is 40 minus 0.5 psi for every 1000 ft
above sea level.
Bleed Pressure
on ECS Synoptic Page ..................................... CHECK ...............RSP
Engine Start............................................ ACCOMPLISH ............... LSP
A bleed pressure drop is expected, but no thrust levers adjustment is
necessary.
AFTER START
Thrust Lever .......................................... AS REQUIRED ............... LSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
ENGINE GROUND PNEUMATIC START
This procedure is used to start the RH engine. For LH engine perform

a crossbleed start.
BEFORE START
PACKS .................................................... PUSHED OUT ...............RSP

Ground Cart............................................. CONNECTED ................ N/A
Duct Pressure
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.
SEA LEVEL
OAT (ºC) Pressure (psig)
-40 40
-20 39
-10 38
0 37
10 36
20 35
40 34
54 33
CORRECTION
Pressure (psig) minus 0.5 psig
Altitude (ft)
per 1000 ft ASL.
For instance, at an airport where the field elevation is 2000 ft
and the OAT is 10°C, the recommended bleed duct pressure for
engine start using a ground pneumatic cart is 35 psig.

Engine start using pneumatic cart usually presents higher ITT
values. Consider performing a crossbleed start on the second
engine.
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OPERATING
PROCEDURES
Ground Cart ....................................... DISCONNECTED ............... N/A
AFTER START
PACKS......................................................... PUSHED IN .............. RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
ENGINE BATTERY START
BEFORE START
Internal Safety Inspection ........................... PERFORM ...............RSP

Battery 1 ................................................................... ON ...............RSP
Battery 2 ............................................................... AUTO ...............RSP
Batteries Voltage .............................................. CHECK ...............RSP
FIRE EXTINGUISHER Panel............................. CHECK ...............RSP
Hydraulic ENG PUMP
SHUTOFF 1 AND 2 .......................................... PUSH IN ...............RSP
Electric Hydraulic
Pumps 1, 2, 3A and 3B ........................................... OFF ...............RSP
PACKS .................................................... PUSHED OUT ...............RSP
Pneumatic Source ...................... CHECK AVAILABLE ............... LSP

Minimum Duct Pressure
The minimum recommended bleed duct pressure prior to start is
40 minus 0.5 psi for every 1000 ft above sea level.
Ignition Selector Knob ........................................ AUTO ............... LSP
Red Beacon .............................................................. ON ...............RSP

If using pneumatic cart as bleed source, higher ITT are usually
presented. Use pneumatic carts to start only the RH engine. For LH
engine perform a crossbleed start.
Ground Cart (If applicable) .............. DISCONNECTED ................ N/A
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OPERATING
PROCEDURES
AFTER START
-------------------------------------WAIT 2 MINUTES--------------------------------
PACKS......................................................... PUSHED IN .............. RSP
After electrical PBIT is completed:

Hydraulic ENG PUMP
SHUTOFF 1 AND 2 ................................. PUSHED OUT .............. RSP
Electric
Pumps 1, Hydraulic
2 and 3B .............................................. AUTO .............. RSP
Electric Hydraulic Pumps 3A .................................. ON .............. RSP
SECOND ENGINE START

ENGINE CROSSBLEED START
Procedure ..................................................... PERFORM ...LSP & RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
SINGLE ENGINE TAXI
TAXI OUT
After one engine start up:

Before starting taxi out with engine 2 running:
Electric Hydraulic
Pump 1 Selector Knob.......................................... ON ...............RSP
Start the second engine with available time from takeoff to allow 2
minutes of thermal stabilization. Taxi time at or near IDLE can be
included in the engine warm up period.
Second Engine Start ........................... ACCOMPLISH ............... LSP
Electric Hydraulic
Pump 1 Selector Knob...................................... AUTO ...............RSP
TAXI IN
APU ........................................................ AS REQUIRED ...............RSP

Before shutting down engine 1 during taxi in:
Electric Hydraulic
Pump 1 Selector Knob.......................................... ON ...............RSP
After engines shutdown:
Electric Hydraulic
Pump 1 Selector Knob...................................... AUTO ...............RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
HOT WEATHER
The following procedures will improve cockpit and cabin cooling during
ground operations.
NOTE: When engine is shutdown, apply cool air from the air
conditioning cart whenever possible.
AIR COND RECIRC Button ....................... PUSHED IN ...............RSP
CKPT/PAX CABIN
Temperature Controllers ........................... MAX COLD ...............RSP
Doors and Windows ............................ KEEP CLOSED ...LSP & RSP
Passenger Cabin Gasper
and Cockpit Outlets............................................. OPEN ................ N/A
Window Shades on the
Sun-exposed Side of the Cabin..................... CLOSED ................ N/A
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
ICE CONDITIONS, COLD WEATHER AND
COLD SOAK
POWER UP
Batteries ............... CHECK INSTALLED/CONDITIONS ...............RSP

Battery temperature.........................MIN -20°C (-4°F)
Battery 2 voltage............................................ CHECK
Verify battery voltage at or above 22 V (ANAC/TCCA
certification) or 22.5 V (FAA/EASA certification).
External Power (if available)............................ CHECK ...............RSP
External electrical power
temperature ..............................MIN -54°C (-65°F)
Accomplish a normal power up.
After the electric PBIT is done and the message FLT CTRL TEST IN
PROG disappears:
Hydraulic System Warm Up..................ACCOMPLISH ...............RSP
Warm up must be accomplished before starting the engines in case
of reservoir temperatures below -18°C.
Electric Hydraulic Pumps Sys 1 and 3A................ ON ...............RSP
PTU............................................................................ ON ...............RSP
........................................ WAIT 30 SECONDS .....................................
PTU........................................................................AUTO ...............RSP
Electric Hydraulic Pump Sys 2............................... ON ...............RSP
SLAT/FLAP................................................... CHECKED ...............RSP
Fuel Temperature.............................................. CHECK ............... LSP

Jet A fuel........................................MIN -40°C (-40°F)
Jet A1 fuel......................................MIN -45°C (-19°F)
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STANDARD
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OPERATING
PROCEDURES
EXTERNAL SAFETY INSPECTION

Wheel Chocks................................................IN PLACE .............. RSP
Smart Probes/TAT.............................................CHECK .............. RSP

Free of ice and residual deicing and anti-icing fluids.
Air Conditioning Inlets/Outlets ........... CLEAR OF ICE .............. RSP
All Protective Covers.................... CHECK REMOVED .............. RSP

If required, leave engine covers installed until engine start.
Engine ................................ CLEAR OF ICE OR SNOW .............. RSP
Landing Gear........CLEAR OF ICE, UNOBSTRUCTED .............. RSP
Fuselage, Wing, Tail and Control

Surfaces........ FREE OF FROST, ICE OR SNOW .............. RSP
If ice accretion is suspected, perform a physical (hands on)
inspection to ensure that there is no ice accumulation.
APU Area............................ CLEAR OF ICE OR SNOW .............. RSP
Pressurization Static Port ................... CLEAR OF ICE .............. RSP
CABIN WARM UP
Doors................................................................CLOSED ............... N/A
Air Conditioning Pneumatic Panel........................SET .............. RSP
BEFORE START
TO DATASET MENU ...............................................SET ...... LSP/RSP
ADS Probe Heaters .............................. AS REQUIRED .............. RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
AFTER START
Engine Instruments ......................................MONITOR ............... LSP
Main Panel ......................................................... CHECK ............... LSP
Steering .......................................................... ENGAGE ............... LSP
Electric Hydraulic Pumps SYS 1 & 2 .................AUTO ...............RSP
ADS Probe Heater.................................. PUSHED OUT ...............RSP
AIRPLANE ANTI-ICING/DEICING FLUID APPLICATION WITH

ENGINES/APU RUNNING
CAUTION: APU OPERATION IS NOT RECOMMENDED DURING

THE AIRPLANE DEICING/ANTI-ICING PROCEDURE. IF
APU OPERATION IS ABSOLUTELY NECESSARY,
MAKE SURE DEICING/ANTI-ICING FLUID IS NOT
APPLIED DIRECTLY TO OR NEAR THE APU AIR INLET.
THAT THE APU BLEED AIR VALVE IS CLOSED, AND
THAT PACKS ARE SET TO OFF.
Parking Brake........................................................... ON ............... LSP
Doors ................................................. CHECK CLOSED .......LSP/RSP

Thrust Levers .........................................................IDLE ............... LSP
SLAT/FLAP.................................................. CHECK UP ...............RSP
Pitch Trim ...................................... FULL NOSE DOWN ............... LSP
Engine Bleed .......................................... PUSHED OUT ...............RSP
APU Bleed .............................................. PUSHED OUT ...............RSP
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STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
Packs....................................................... PUSHED OUT .............. RSP
After Deicing/Anti-icing Procedure is complete:
........................... WAIT AT LEAST 1 MINUTE......................................
APU Bleed Button ......................................PUSHED IN .............. RSP

Engine Bleed Buttons................................PUSHED IN .............. RSP
......................... WAIT AT LEAST 3 MINUTES......................................
Packs Buttons ........................................... PUSHED IN .............. RSP
TAXI
Ground Speed Taxi .................................MAX 10 KIAS ...............LSP
Engine Run-Up ..................................... AS REQUIRED ...............LSP

SLAT/FLAP .......................................... AS REQUIRED .............. RSP
WARNING: IF FLAPS/SLATS WE RE LEFT UP DURI NG TAXI,

COMPLETE AFTER START CHECKLIST BEFORE
TAKING OFF.
CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED

RUNWAYS TO AVOID SKIDDING THE AIRPLANE.
REDUCE SPEED FOR ALL TURNS AND USE CAUTION
WHEN TAXING WITH HIGH CROSSWINDS.
BEFORE TAKEOFF
Flight Controls...................................................CHECK ...............LSP

Pitch Trim.................................................................SET ...............LSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
SLAT/FLAP..............................................................SET ...............RSP
Takeoff Configuration ...................................... CHECK ...............RSP
Ice Accumulation.............................................. CHECK .......LSP/RSP
Engine Run-Up......................................AS REQUIRED ............... LSP
IN FLIGHT
Engine Parameters .......................................MONITOR ......... PF/PNF
Pitch Attitude and Airspeed ........................MONITOR ................. PF

If green dot is to be used, whenever the EICAS message
STALL PROT ICE SPEED is displayed, fly green dot + 10 kt.
DESCENT
If engine vibration increases reduce the thrust to idle, advance thrust
levers to obtain 70% N1 for 10-30 seconds and then return to the
desired setting.
HOLDING
Landing Gear.............................................................UP ................. PF
SLAT/FLAP................................................................UP ................. PF
Minimum Airspeed......................................... 210 KIAS ................. PF
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STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
TAXI-IN AND PARKING

Engine and Wing Anti Ice Protection. AS REQUIRED .............. RSP
SLAT/FLAP ........................................... AS REQUIRED .............. RSP
CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED

RUNWAYS TO AVOID SKIDDING THE AIRPLANE AND
THROWING SLUSH ON WHEEL AND BRAKE
ASSEMBLIES.
NOTE: - Make sure the slat/flap are free from snow, ice or slush
before retracting them.
- If any difference is felt while taxiing, verify if tires present any
flat spot which may indicate that the brake was blocked at
touchdown.
THROUGH-FLIGHTS
Doors and Windows .......................................CLOSED ............... N/A
APU (if available)...................................................... ON ............... N/A
Wing, Tail and Control

Surfaces........ FREE OF FROST, ICE OR SNOW .............. RSP
Air Data Smart and TAT Probes ......... CLEAR OF ICE .............. RSP
Engine/APU Air Inlet ......... CLEAR OF ICE OR SNOW .............. RSP
Landing Gear........CLEAR OF ICE, UNOBSTRUCTED .............. RSP
Air Conditioning
Inlets and Outlets....................... CLEAR OF ICE .............. RSP
Fuel Tank Vents ................ CLEAR OF ICE OR SNOW .............. RSP
Pressurization Static Port ................... CLEAR OF ICE .............. RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
LEAVING THE AIRPLANE - SECURING FOR COLD SOAK OR AN

EXTENDED PERIOD
SLAT/FLAP................................................................UP ...............RSP
Pitch Trim ................................................. FULL DOWN ...............RSP
Wheel Chocks ................................. CHECK IN PLACE ...............RSP
Emergency/Parking Brakes. ............... AS REQUIRED ............... LSP
Protective Covers ........................CHECK INSTALLED ...............RSP
Water and Waste System................CHECK DRAINED ...............RSP
Batteries .........................................CHECK REMOVED ...............RSP
Doors .................................................CHECK CLOSED ...............RSP
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
LIGHTNING STRIKE
ON GROUND OPERATIONS
IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING:
External Safety Inspection
Holes, Punctures,
Discoloration and De-lamination
throughout the Whole Airframe ...................... CHECK ............... LSP
Loose, Melted or Missing Rivets..................... VERIFY ............... LSP

Verify that there are no loose, melted or missing rivets.
Static Dischargers ...........NUMBER AND CONDITION ............... LSP
Verify 3 static dischargers on each aileron and 6 static dischargers
on each winglet.
elevator and 1 on vertical stabilizer.
elevator, 3 on each horizontal stabilizer and 1 on vertical stabilizer.
Landing and Taxi Lights ........................... CONDITION ............... LSP

Wing Inspection, Landing

and Taxi Lights .......................................... CONDITION ............... LSP
Navigation, Strobe
and Red Beacon Lights............................. CONDITION ............... LSP
Smart Probes/TAT Sensor/Ice Detectors ....... CHECK ............... LSP

Radome.............................................................. CHECK ............... LSP
Antennas .................................................... CONDITION ............... LSP
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STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
Maintenance proceed is in
accordance with AMM

before the airplane MPP
next 05-50-01/601 CONFIRM ............... LSP
flight......................
IN FLIGHT OPERATIONS
IF A LIGHTNING STRIKE IS LIKELY TO OCCUR
Indication of imminent lightning strike event:
− Buildup of static discharge which causes interference on ADF
indicators or noise in communication receivers.
− Elmo’s Fire, which is visible at night as small electrical
discharges running across the windshields and sparking on
the wings.
Penetration of Thunderstorm ........................... AVOID ................. PF

Visual Contact with
Thunderstorm and Lightning...................... MAINTAIN ................. PF
Weather Radar ............. CHECK FOR PRECIPITATION ................. PF
NOTE: Remember that radar detects only liquid droplets, not the cloud
itself.
Thundercloud Detected............... CIRCUMNAVIGATE ................. PF
Circumnavigate the detected thundercloud or area by 25 miles or
more when traffic conditions permit.
All Cockpit Lights ................. ON/FULL BRIGHTNESS ..... PF & PNF
Sunglasses ..................................... CONSIDER WEAR ..... PF & PNF
Consider wearing sunglasses to protect your eyes from the flash or
have one pilot keep eyes downward.
IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING
Apply
arises the
afterassociated
a lightning emergency/abnormal
strike. If the situationprocedure if any after
is under control failure
a
lightning strike, apply the following procedure to ascertain whether the
flight may proceed safely.
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
Altitude ......................................................... MAINTAIN ................. PF
If not required stop

contingencies, by performance, obstacle
climbing during clearance
airplane check. or operational
Circuit Breakers ................................................ CHECK ......PF & PNF
Navigation Systems.......................................... CHECK ............... PNF
Check magnetic compass and heading system for normal
indications.
Engine Indication.............................................. CHECK ............... PNF
Check engine for normal indications. In case of engine shutdown,
the flight crew shall analyze the circumstances of the event and
consider an engine airstart.
Pressurization................................................... CHECK ............... PNF
Check for no evidences of pressurization leaks.
Flight Controls .................................................. CHECK ................. PF
Check all flight controls for freedom of movement. Verify that

slats/flaps and speed brakes are working properly.
Fuel System....................................................... CHECK ............... PNF
Check fuel system for normal operation. Monitor fuel remaining and
fuel consumption to ascertain that no fuel leak exists.
All Other Airplane Systems ............................. CHECK ............... PNF
Check for EICAS

panel scan messages
sequence and that
to ascertain airplane
safetyinstruments following a
of flight prevails.
Communication Systems................................. CHECK ............... PNF
NOTE: Consider discontinuing the flight and land at the nearest

suitable airport if any unsafe condition is revealed after
checking systems operation.
AFTER LANDING
Lightning
Strike Event ................... REPORT TO MAINTENANCE ............... LSP
Report the lightning strike to maintenance personnel, by filling out
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OPERATING
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
TURBULENT AIR PENETRATION
If possible, flight through severe turbulence must be avoided. If not

possible, the following procedure is recommended for turbulent air
penetration.
Airspeed ................................................... ADJUST......................... PF
The recommended turbulent air penetration target speeds are:

Below 10000 ft.....................................Max 250 KIAS
At or above 10000 ft ............................Max 270 KIAS/0.76 M
WHICHEVER IS LOWER
Severe turbulence causes large and often rapid variations in

indicated airspeed. Do not chase the airspeed.
NOTE: - Do not extend flaps except for approach and landing.

- Do not chase altitude. Let both altitude and airspeed vary
and maintain attitude.
- If severe turbulence cannot be avoided disconnect
Autothrottle and make an initial thrust setting for the target
speed. Maintain Attittude and Pitch Trim setting.
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OPERATING
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NORMAL PROCEDURES
STANDARD
(SUPPLEMENTARY)
OPERATING
PROCEDURES
WINDSHEAR
Windshear escape maneuver due to EGPWS announcement:

Thrust Levers ................................................. MAX......................... PF
When moving the thrust levers press either GA switch.
Flight Director Escape Guidance Cue ......... FOLLOW ................. PF
Maintain the actual configuration (landing gear and flaps) until 1500 ft
AGL and with terrain clearance assured.
The windshear escape guidance mode does not automatically revert
to any other flight guidance mode. The pilot must manually select
another mode in order to exit windshear escape guidance.
Windshear escape maneuver without EGPWS announcement:
Autopilot ................................................... DISENGAGE ................. PF

Thrust Levers ......................................................... MAX ................. PF
When moving the thrust levers press either GA switch.
Pitch ................... 20° OR PLI WHICHEVER IS LOWER ................. PF
Maintain the actual configuration (landing gear and flaps) until 1500 ft
AGL and with terrain clearance assured.
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OPERATING
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STANDARD
TECHNIQUES
OPERATING
PROCEDURES
SECTION 3
PROCEDURES AND TECHNIQUES

TABLE OF CONTENTS
Block Page
General .............................................................................. 3-05-01..... 01
Definitions .....................................................................3-05-01..... 01
Philosophy of Operation ............................................... 3-05-05..... 01

Safety Priority .......................................................... 3-05-05..... 01
Team Mentality ........................................................3-05-05..... 01
Captain’s Authority .................................................. 3-05-05..... 01
Use of Automation ................................................... 3-05-05..... 01
Areas of Responsibility ............................................3-05-05..... 02
Dark and Quiet Cockpit Concept............................. 3-05-05..... 02
Briefings...................................................................3-05-05..... 02
Communications......................................................3-05-05..... 02
Buttons Concept ...................................................... 3-05-05..... 02
Checklist Philosophy ............................................... 3-05-05..... 03
Normal Checklist ..................................................... 3-05-05..... 03
Emergency/Abnormal Procedures .......................... 3-05-05..... 04
Non-Annunciated Procedures ................................. 3-05-05..... 06
Smoke Procedures .................................................. 3-05-05..... 06
Electronic Checklist (ECL)....................................... 3-05-05..... 06
Monitoring of Operational Performance .................. 3-05-05..... 07
Legal Coverage .......................................................3-05-05..... 07

Security Issues ........................................................3-05-05..... 08
Operating Policies ........................................................3-05-10..... 01
Crew Coordination................................................... 3-05-10..... 01
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PROCEDURES AND SOPM-1755-001-REV15-FULL
STANDARD
TECHNIQUES
OPERATING
PROCEDURES
Block Page
Automatic Flight .......................................................3-05-10 .....01
Use of the Flight Director.........................................3-05-10.....02
Use of the MCDU.....................................................3-05-10.....02
Use of the Autopilot .................................................3-05-10.....02
Use of the Autothrottle .............................................3-05-10 .....03
Use of the HGS........................................................3-05-10.....03
Weather Radar ........................................................3-05-10 .....04
PFD/EICAS..............................................................3-05-10.....04
TCAS .......................................................................3-05-10.....04
Windshear................................................................3-05-10.....07
ETOPS.....................................................................3-05-10.....08
Areas of Responsibility ............................................3-05-10 .....10
Communications ......................................................3-05-10 .....12

Briefings...................................................................3-05-10.....13
Flight Deck Access ..................................................3-05-10 .....13
Meals .......................................................................3-05-10.....13
Shoulder Harness ....................................................3-05-10 .....13
Headphones ............................................................3-05-10 .....14
Lights .......................................................................3-05-10.....14
Pilot Incapacitation...................................................3-05-10.....14
Approaches..............................................................3-05-10.....15
Brakes Usage ..........................................................3-05-10 .....15
Thrust Reverser .......................................................3-05-10 .....15
Tow Bar....................................................................3-05-10 .....15

Ground Operations ............................................................3-10 ..........01
Engine Start ..................................................................3-10 ..........01
Engine Warm Up .....................................................3-10 ..........01
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OPERATING
PROCEDURES
Block Page
No Break Power Transfer (NBPT)........................... 3-10.......... 01
Icing, Cold Weather and Cold Soak Conditions ...... 3-10.......... 01

Push Back..................................................................... 3-10.......... 04
Flight Controls Check ..............................................3-10.......... 04
Taxi ...............................................................................3-10.......... 06
General....................................................................3-10.......... 06
Taxi Speeds and Braking ........................................3-10.......... 06
Influences on Tire Wear .......................................... 3-10.......... 08
Thrust Use During Taxi ...........................................3-10.......... 08
Rudder/Steering Use and Turning Radius .............. 3-10.......... 09
Single Engine Taxi................................................... 3-10.......... 12
Taxi Under Adverse Weather .................................. 3-10.......... 13
Engine Fire (On Ground) ..............................................3-10.......... 14
Emergency Evacuation................................................. 3-10.......... 16
Takeoff ...............................................................................3-15-01..... 01
General ......................................................................... 3-15-01..... 01
Takeoff with LNAV, VNAV and FMS Speeds ............... 3-15-01..... 02
Slat/Flap Retraction ...................................................... 3-15-01..... 02
Flex Takeoff ..................................................................3-15-01..... 03

Takeoff Run and Thrust Settings.................................. 3-15-01..... 05
After Takeoff Actions and Callouts ............................... 3-15-01..... 07
Rejected Takeoff - RTO................................................ 3-15-05..... 01
Crosswind Takeoff ........................................................3-15-05..... 04
Tail Wind Takeoff.......................................................... 3-15-05..... 04
Tail Strike Considerations.............................................3-15-05..... 06
Close-in Turns Takeoff ................................................. 3-15-05..... 07
Noise Abatement Procedures....................................... 3-15-05..... 09
HGS Takeoff System.................................................... 3-15-05..... 13
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STANDARD
TECHNIQUES
OPERATING
PROCEDURES
Block Page
Takeoff in Adverse Conditions......................................3-15-05.....15
Windshear.....................................................................3-15-05.....15
Engine Failure...............................................................3-15-10.....01
Engine Failure at or Above V1
Actions and Callouts................................................3-15-10.....04
Engine Fire, Severe Damage or Separation
(On Takeoff After V1) Actions and Callouts .............3-15-10..... 09
Climb ..................................................................................3-20 ..........01

General .........................................................................3-20 ..........01
Initial Climb ...................................................................3-20 ..........01
Climb Speed .................................................................3-20 ..........01
Climb Thrust Selection..................................................3-20 ..........03
Enroute Climb ...............................................................3-20 ..........04
Engine Ice Climb...........................................................3-20 ..........05
One Engine Inoperative Climb......................................3-20 ..........06
Cruise.................................................................................3-25 ..........01
General .........................................................................3-25 ..........01
Speed Selection............................................................3-25 ..........01
Cruise Speed Management ..........................................3-25 ..........01
Altitude Selection ..........................................................3-25 ..........02
Wind Altitude Trade ......................................................3-25 ..........03
Step Climb ....................................................................3-25 ..........04
Flight Controls Trimming...............................................3-25 ..........05
Fuel Imbalance .............................................................3-25 ..........06
Throttle Technique ........................................................3-25 ..........06

Turbulent Air Penetration ..............................................3-25 ..........07
Driftdown.......................................................................3-25 ..........08
RVSM............................................................................3-25 ..........13
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OPERATING
PROCEDURES
Block Page
Emergency Descent ..................................................... 3-25.......... 13
Holding.......................................................................... 3-25.......... 19
Airspeed Unreliable ...................................................... 3-25.......... 21
Upset Recovery Maneuver...........................................3-25.......... 22
Nose-Up Recovery .................................................. 3-25.......... 22
Nose-Down Recovery .............................................3-25.......... 23
Stall Recovery Maneuver ........................................ 3-25.......... 24

Descent..............................................................................3-30.......... 01
General......................................................................... 3-30.......... 01
Descent Speeds ........................................................... 3-30.......... 01
VNAV Operation ........................................................... 3-30.......... 02
Idle Descent.................................................................. 3-30.......... 02
Initial Distance to Descent ............................................3-30.......... 03

Ice Condition................................................................. 3-30.......... 05
Approach ........................................................................... 3-35-01..... 01
General......................................................................... 3-35-01..... 01
Fuel Consumption ........................................................3-35-01..... 01
Instrument Approaches ................................................ 3-35-01..... 03
Initial Approach............................................................. 3-35-01..... 09
Procedure Turn............................................................. 3-35-01..... 10
Precision Procedures ................................................... 3-35-01..... 10
ILS CAT I ...................................................................... 3-35-01..... 11
Steep Approach............................................................ 3-35-01..... 11
Autoland CAT I ............................................................. 3-35-01..... 13

ILS CAT II / III ............................................................... 3-35-01..... 14
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STANDARD
TECHNIQUES
OPERATING
PROCEDURES
Block Page
Descent and Precision Approach
Actions and Callouts ................................................3-35-01 .....15
Low Visibility Approach.................................................3-35-05 .....01
Autoland........................................................................3-35-05.....04
HGS ..............................................................................3-35-05 .....06
Low Visibility Approach
One Engine Inoperative Precision Approach................3-35-05.....16

Non Precision Procedures ............................................3-35-10.....01
Descent and Non-Precision Approach
One Engine Inoperative Non Precision Approach ........3-35-10.....10
Circling Approach..........................................................3-35-10.....12
One Engine Inoperative Circling Approach ..................3-35-10.....14

Visual Approach............................................................3-35-10.....15
Go-Around ....................................................................3-35-10.....19
Engine Failure During Final Approach..........................3-35-10.....26
Abnormal Slat / Flap Configuration...............................3-35-10.....27
EGPWS Warning Corrective Maneuver........................3-35-10.....29
Landing ..............................................................................3-40 ..........01
General .........................................................................3-40 ..........01
Landing Procedure........................................................3-40 ..........01
Brakes Usage ...............................................................3-40 ..........04
Landing on Wet, Slippery or Contaminated Runways..3-40 ..........05
Crosswind Landing .......................................................3-40 ..........06
Recovery From Offset Position.....................................3-40 ..........07
Windshear.....................................................................3-40 ..........08
Low Visibility Landing ...................................................3-40 ..........09
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TECHNIQUES
OPERATING
PROCEDURES
Block Page
Rejected Landing.......................................................... 3-40.......... 09
Bounced Landing.......................................................... 3-40.......... 11
Tail Strike During Landing ............................................ 3-40.......... 12
Overweight Landing...................................................... 3-40.......... 13
Touch and Go Landing................................................. 3-40.......... 14
Ditching.........................................................................3-40.......... 17
Forced Landing............................................................. 3-40.......... 21
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TECHNIQUES
OPERATING
GENERAL
PROCEDURES
GENERAL
DEFINITIONS
ABNORMAL
When abnormal is used to describe a procedure or checklist, it refers
to a non-routine operation in which certain procedures or actions must
be taken to maintain an acceptable level of airworthiness for a
continued safe flight and landing. When associated with a caution
damage to message,
condition equipment itif not
will followed.
indicate procedures that
The abnormal may result
procedures in
have
been written assuming oxygen masks will be donned and
communications established between crewmembers whenever oxygen
deficiency or contamination is suspected.
ACCELERATION ALTITUDE
It is defined as Level off Altitude where the climb configuration (flaps
up, final segment climb speed) is reached, with the critical engine
inoperative, and takeoff thrust on operating engines. It is the takeoff 3rd
segment and is used for level flight, acceleration and flap retraction at
a height of at least 400 ft.
ADVISORY
Used to indicate a condition that requires crew awareness and may
require subsequent or future crew action.
AFE
Above field elevation.
AREAS OF RESPONSIBILITY
Cockpit areas operated by a specific pilot. These areas exist to
improve crew coordination and a pilot must always advise the other
pilot if he is intending to operate something outside his area of
responsibility. Refer to the Operating Policies section to determine
what areas are assigned to which pilot.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
ASAP
Aviation Safety Action Program encourages voluntary reporting of
mistakes and incidents by promising no reprisals.
AUTOMATION COMPLACENCY
Failure to monitor airplane systems due to overconfidence in
automation.
CABIN CREW
Crewmembers that report to the Pilot-in-Command and are in charge
of assuring the safety of the occupants that are not crewmembers in
all circumstances. The cabin crew is composed of Flight Attendants.
CALLOUTS
Callouts are aids in maintaining awareness of the crew as to the status
of given tasks. They are extremely important in aiding situational
awareness. Made to indicate that a system has deviated from the
assigned parameters or to describe tasks or events requiring a high
level of monitoring on highly dynamic and unstable events.
CAPTAIN OR PILOT IN COMMAND
Pilot legally responsible for the operation of the airplane and who
commands the operation of the airplane. He has the authority to take
actions, to request or to delegate any crewmember action as he finds
appropriate to improve the safety of the flight.
CAUTION
Used to indicate a hazard that if ignored could result in damage to an
airplane component or system which would make continued safe flight
improbable (Immediate crew awareness and subsequent corrective or
compensatory crew action required).
CLIMB SEQUENCE
Actions to be performed by the Pilots during initial climb phase.
CONTAMINATED RUNWAY
A runway is considered to be contaminated when more than 25% of

the runway surface area (whether in isolated areas or not) within the
required length and width being used is covered by the following:
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
- Surface water more than 3 mm (0.125 in) deep, or by slush, or

loose snow, equivalent to more than 3 mm (0.125 in) 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); or
- Ice, including wet ice.
CRITICAL PHASES OF FLIGHT
High workload phases of flight. Flight phases below 10000 ft AFE (not
including cruise flights), Takeoffs, Landings, Taxi procedures and all
parts of the flight operation considered as critical by the flight crew.

CRM
Crew Resource Management. The effective use of all resources to
include human and other aviation system resources.
ACRM: Advanced Crew Resource Management - a package including
CRM procedures, training of the instructor/evaluators, training of the
crews, a standardized assessment of crew performance, and an
ongoing implementation process providing an integrated form of CRM
by incorporating CRM practices with normal and emergency SOP.
DARK AND QUIET COCKPIT
A concept used to design and operate an airplane based on the
assumption that in flight all systems are normal when the overhead,
main, glare-shield and control pedestal panels have no lights on, and
no aural warnings are taking place. This concept enforces the need of
a quiet environment inside the cockpit during most phases of flight.
DERATED TAKEOFF THRUST

A takeoff thrust level less than the maximum takeoff thrust approved
for which a separate and specific set of data exists. When operating
with a de-rated takeoff thrust, the thrust setting parameter used to
establish thrust for takeoff is presented in the AFM and is considered
an operating limit for that takeoff.
DO AND VERIFY
A checklist usage technique that consists of completing all the

checklist actions by memory and verifying them afterwards by reading
and replying.
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ELECTRONIC FLIGHT BAG (EFB)

The EFB is a touch screen device that can support different
applications such as electronic documents and electronic charts.
EMERGENCY
When emergency is used to describe a procedure or Checklist, it
refers to a non-routine operation (warning) in which certain procedures
or actions must be taken to protect the crew and the passengers, or
the airplane, from a serious hazard or potential hazard. When
associated with a warning EICAS message, will indicate procedures
that may result in personal injury or loss of life if not followed. The
emergency procedures have been written assuming oxygen masks will
be donned and communications established between crewmembers
whenever their use is required.
EXTENDED OPERATIONS (ETOPS)
It is a special operational certification to permit flights with twin-engine
airplanes to fly on routes beyond certain distances at approved OEI
cruise speed (standard conditions in still air) from an adequate airport.
ETOPS Regulations are applicable to over water routes, as well as
remote land areas.
EXPANDED PROCEDURES
A description of sequential procedural steps with detailed explanatory
descriptions and/or instructions accompanying each step.
FIRST OFFICER (FO) OR SECOND IN COMMAND (SIC)
A pilot that is not in command but can carry out the duty of flying the
airplane under the circumstances established by company rules.
FLEX TAKEOFF THRUST
Refer to SOP-1755 – Section 3-15 - TAKEOFF.
FLIGHT ATTENDANT
Crewmember that reports to the Pilot-in-Command and is in charge of
assuring the safety of the occupants that are not crewmembers in all
circumstances. The Purser is the flight attendant responsible for
coordinating with other flight attendants the efficient handling of non-
crewmember occupants. The Purser must handle all relevant matters
needing coordination with the flight crew.
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FLIGHT CREW
Crewmembers that conduct the airplane’s flight operation. The flight
crew will be composed of Captain and First Officer.
FOQA
Flight Operations Quality Assurance, monitors flight data recorder in
order to monitor safety issues. New generation airplanes flight
recorder data are monitored for airplane performance exceeding
specific limits. There is no jeopardy to flight crews' jobs.
IMMEDIATE ACTION
An action that must be taken in response to a non-routine event so
quickly that reference to a checklist is not practical because of a
potential loss of airplane control, incapacitation of a crewmember,
damage to or loss of an airplane component or system, which would
make a continued safe flight improbable.
INSTRUCTOR PILOT
Pilot that acts as Flight Instructor to a not-yet qualified pilot or to a
qualified pilot undergoing flight instruction for refreshment or for any
other reason.
LAND AT THE NEAREST SUITABLE AIRPORT
Some checklists require landing at the nearest suitable airport. This
statement may be presented below the associated
emergency/abnormal characterization or at the beginning of a task that
requires so. When the crew determines that significant threat to safety
is present, they should always accomplish the earliest possible
descent, land at the nearest suitable airport regardless of having this
statement present in the checklist.
LOFT
Line Oriented Flight Training: simulator training session where the
focus is on reproducing an environment as similar as possible to the
airline operating environment with similar workload and routine. The
objective of these sessions is to identify areas of difficulty related to
crew coordination and ergonomics. LOFT sessions may include
abnormal and emergency situations that require knowledge-based
actions by the crew.
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LOSA
Line Operations Safety Audit: provides a process for analyzing the
safety of normal line operations. Rather than focusing on events and
finding fault, it offers a systemic and non-punitive assessment by
trained observers of everyday operational flights. The LOSA process
consists of a family of methodologies. In addition to the observations,
crewmembers are interviewed and complete questionnaires on safety
practices, organizational culture and cockpit management.
NON-ANUNCIATED
When Non-Annunciated is used to describe a procedure or checklist, it
refers to a non-routine operation requiring flight crew action, due to a
condition not capable to be sensed by the airplane avionics system
(e.g.: Smoke, Emergency Descent, etc.).
OBSERVER
Person (crewmember or check airman) seating at the jump seat.
PILOT FLYING (PF)
Pilot who is controlling the path and thrust setting of the airplane in
flight (it is the primary responsibility of each pilot to monitor the
airplane).
PILOT INCAPACITATION
Situation where one of the pilots is not able to perform his duties.
PILOT NOT FLYING (PNF)
Pilot who is actively assisting/monitoring Pilot Flying during operation
of the airplane. The active monitoring concept must be implemented,
trained, practiced and must have its effectiveness evaluated in order to
provide benefits. It is the primary responsibility of each pilot to monitor
the airplane and the other pilot.
PRECISION-LIKE APPROACH
Technique to fly all non precision approaches with a stabilized vertical
descent path to the runway end.
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RAPID DEBOARDING
There are situations that require passengers to leave the airplane in
an expeditious
those cases themanner
Pilot In but do not justify
Command an Emergency
may command Evacuation.
a Rapid In
deboarding
procedure.
Rapid Deboarding consists of leading the passengers out of the
airplane by using normal means of deboarding such as stairways or
jetways.
READ AND DO
A checklist usage technique that consists of reading and

accomplishing each of the checklist items. The Checklist items will
follow the sequence corresponding to the sequence of actions
required.
MEMORY ITEMS
Items of the checklist that must be memorized by the flight crew and
whose execution must be carried out immediately should the
corresponding checklist become applicable (immediate action).

REJECTED TAKEOFF
A takeoff that is discontinued after takeoff thrust is set and initiation of
the takeoff roll has begun.
SILENT CHECKLIST
Performed during high workload periods. The procedure reduces the
amount
contend ofwith.
activity
Theon crewmember
the flight deckexecuting
that the pilots
the normally
checklist have to
should
announce "_______ Checklist completed" when all checklist items
have been accomplished.
The only silent checklist is the After Takeoff.
SITUATIONAL AWARENESS
Refers to the fact that the crew should be conscious of the airplane's
condition under specific operational and environmental circumstances.
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SPEEDS
− Approach Climb Speed (V AC) – The speed to be used in case
of a single engine go-around with Go-around Flaps and
Landing Gear retracted.
− Approach Speed (V AP) – The speed on the final approach, in
landing configuration.
− Decision Speed (V1) – The maximum speed during takeoff at
which the pilot may abort the takeoff to stop the airplane within
the accelerate-stop distance available, V1 is also the minimum
speed at which the pilot can continue the takeoff and achieve
the required height above the runway or the clearway within
the takeoff distance available, when a failure of the critical
engine is identified immediately after V1.
− Landing Reference Speeds (VREF) – A reference for V AP
calculation. It is the minimum recommended speed at 50 ft
over the threshold. It is the speed used in the landing distance
calculations.
− Final Segment Speed (VFS) – The speed to be achieved during
the final takeoff segment, with landing gear up and flaps
retracted.
− Rotation Speed (VR) – The speed at which the pilot initiates
action to raise the nose in order to takeoff.
− Takeoff Safety Speed (V2) – The speed to be attained at the
screen height (e.g. 35 ft) when rotation is initiated at VR,
following a failure of the critical engine at VEF.
STABILIZED APPROACH
Criteria used to judge an approach according to the capability of the
airplane to perform a safe landing after a determined point at the
approach procedure (on the Approach Speed plus applicable
additives, on the proper flight path, on the proper sink rate and with the
thrust stabilized no lower than 1000 ft AFE when operating on IMC
and 500 ft AFE for VMC operations).
STATUS
Used to indicate a condition that requires cockpit indications, but not
necessarily as part of the integrated warning system.
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STERILE COCKPIT
Sterile Cockpit is the establishment of an environment at the cockpit in

which the crewmembers can concentrate on airplane operation during
certain phases of the flight.
SUPPLEMENTARY PROCEDURES
Used to describe a non-routine procedure that may be employed in

addition to a normal procedure. Infrequently used procedures should
be performed by reference (read and do).
WARNING
Used to indicate a hazard that if ignored could result in injury, loss of

airplane control, or loss of life (immediate corrective or compensatory
crew action required).
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INTENTIONALLY BLANK
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PHILOSOPHY OF OPERATION
SAFETY PRIORITY
Passenger and public safety are the highest priority.
TEAM MENTALITY
The flight 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.
CAPTAIN´S AUTHORITY
The Captain is ultimately responsible for whatever happens to the
occupants, to the airplane or to any goods or persons outside the
airplane as result of the flight operation under his command.
The Captain must use crew resources in the most effective way and
must encourage the other crewmembers to engage in teamwork by
allowing them to participate and give suggestions whenever useful for
the execution of the flight. He must treat all crewmembers with respect
and consideration at all times.
USE OF AUTOMATION
On highly automated airplanes monitoring is as important as acting.
Monitoring skills and discipline must be enforced and checked during
training.
Pilots must be alert and avoid “automation complacency” generated by
the highly automated airplane systems. Usage of automation must be
well trained
correlate the in order to
different provide and
scenarios workload reduction and the ability to
systems.
Monitoring is an active role that should be placed on the same level
of importance as in acting, when task sharing is the issue.
The pilot is the most capable component during the flight and he must
determine the optimal use of automation.
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This manual establishes areas in the cockpit that are placed under the
responsibility of each specific cockpit crewmember.
Ground operations are divided between the Left Seat Pilot (LSP) and
the Right Seat Pilot (RSP) while in-flight operations are divided
between Pilot Flying (PF) and Pilot Not Flying (PNF). Actions outside
the crewmember’s area of responsibility may be sometimes applicable
and are properly indicated in this manual or are initiated at the
discretion of the Captain.
DARK AND QUIET COCKPIT CONCEPT
The design philosophy of the airplane states that under normal flight
operation of its systems the pushbuttons and annunciators on the
overhead, main, glare-shield and control pedestal panels must be
dark (no lights).
No visual or aural warnings mean normal operation of the systems.
BRIEFINGS
All members of the crew have the right to be informed regarding
matters that affect their functions. Therefore, preflight briefings with the
cabin crew are highly recommended, as are in-flight briefings when
special non-routine procedures are to be carried out.
COMMUNICATIONS
Non-essential conversation should be avoided during high workload
flight phases.
BUTTONS CONCEPT
The normal operating position of the push in/out buttons is identified
with no light bar illuminated, regardless of switch position.
Some knobs on the overhead panel have detent protection and must
be pulled out to allow knob rotation. Knob stationary positions are
marked with a white rectangle, and knob momentary positions are
marked with a white triangle. To assure proper signal transmission
when using the selector knobs that have momentary positions, hold
the knob for at least two seconds at the positions before releasing it.
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CHECKLIST PHILOSOPHY
The use of the on board checklist is based on the assumption that
both pilots have been properly trained on the type of airplane and
therefore have a thorough knowledge of the airplane’s systems and
procedures.
It further assumes that they know the consequences of not performing
the right actions at the right time and in the correct order.
The crew should exercise judgment to establish the proper
coordination between Normal and Emergency/Abnormal procedures
towards the safest course of action.
NORMAL CHECKLIST
The crew must accomplish all the AOM Normal Procedures.
The Normal Checklist is just a memory aid to assist the pilots so they
do not forget actions which, if not carried out, can result in some type
of risk to the airplane, to any of its systems, to its occupants, to the
operational environment or can affect passenger comfort. Specific
regulations also ask for items to be included in the checklist.
The Normal Checklist has been divided and named according to its
specific phase.
In order to reduce the amount of activity in the cockpit during high
workload flight phases, After Takeoff checklist will be a Silent
Checklist.
In case of interruption the pilot should halt the reading, and when he
restarts it he must be sure of where he stopped. If not, the Checklist
must be read from start again.
Airplane alerting systems will attract the attention of the crew and
direct them to the appropriate action providing means for controlling
the status of the systems.
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EMERGENCY/ABNORMAL PROCEDURES
MEMORY + READ AND DO
The Emergency/Abnormal Checklist will provide the procedural steps

required to resolve non-normal situations on the ground or in flight.
On modern airplanes, situations for which there are no written
procedures are likely to occur. It is not possible to develop checklists
for every condition, especially when multiple failures occur. Full
knowledge of the memory Items is mandatory. Abnormal procedures
have been written assuming oxygen masks will be donned and
communications established between crewmembers whenever oxygen
deficiency or contamination is suspected.
If multiple messages are displayed on EICAS the possible failure is
more likely to be an electrical bus, MAU or SPDA in this order of
priority.
To help identifying the root cause of these messages find on the
EICAS any message related to the systems mentioned above and
follow the procedure related to the highest priority system message.
Post-Mod. LOAD 21.2

The Root EICAS messages are highlighted by a preceding
chevron “>”. These messages are possible root causes for other
failures and the corrective action in most cases is to perform the
QRH procedure for these messages first.
As it does not upgrade the priority of the message, whenever a
WARNING message is triggered together with a Root EICAS
message, the procedure for the WARNING message must be
performed first.
If multiple messages are displayed on EICAS the possible failure
is more likely to be an electrical bus, MAU or SPDA in this order
of priority.
EMERGENCY/ABNORMAL PROCEDURES HANDLING

PHILOSOPHY
− The crewmember recognizing the malfunction calls it out.
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− No action should be taken until the airplane flight path and
configuration are properly established and a safe altitude (400 ft or
above) has been attained.
− Procedures have to be initiated on the pilot command.
− Some emergency/abnormal checklists state that if a go around is
required, maintain VREF FULL + CORRECTION until the acceleration
altitude is reached. In these cases the Flight Director guidance
(VREF corrected + 20 kt in AEO condition) may be used for go
around.
− In case of engine failure, fire, damage or separation at or above V1
and should there be enough time, the Captain will brief the cockpit
crew and Purser:
CAPTAIN  PURSER  FLIGHT ATTENDANTS
In this briefing, the Captain will give the following information:
T ime available.
E mergency (type).
S ignals conventioned.
T ransmit additional instructions (structural damages, restricted
exits, loss of landing gear, etc).
− When airborne, items referring to throttles, fire handles, IDG switch
and engine start/stop selectors should be confirmed by both pilots
prior to be accomplished.
− Exercise common sense and caution when accomplishing checklists
for multiple failures.
− If more than one EICAS messages appear at same time, the crew
should perform the required checklists following the message
priority: WARNING (red), CAUTION (amber) and ADVISORY (cyan).
− If more than one EICAS messages, within a category, appear at
same time the crew should analyse and define which one should be
dealt first.
− In case of abnormal/emergency situation, both crew members
systematically and without delay should accomplish all memory
items in their area of responsibility.
− When the flight is under control and all memory items are completed,
the PF calls for the appropriate abnormal/emergency procedure in
the QRH.
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− After the procedure is completed, the pilot should revert back to the
normal checklist, and amend it with the appropriate items requested
in the abnormal checklist (e.g. different flap setting). Only the
Ditching, Forced Landing and One Engine Inoperative Approach and
Landing checklists already incorporate the normal checklists, not
requiring a reversion.
− Any time an engine shutdown is needed in flight, good coordination
is essential, to avoid shutting down the incorrect engine.
NON-ANUNCIATED PROCEDURES
The Non-Annunciated checklists describe procedures referring to a
non-routine operation requiring flight crew action, due to conditions
that are not sensed by the airplane’s avionics system such as an
emergency descent or emergency evacuation.
SMOKE PROCEDURES
The Smoke that

malfunctions checklists
lead to adescribe
smoke inprocedures
the cockpit,associated with
cabin or cargo
compartments condition. The procedures are written with bigger size
letters for easier reading.
ELECTRONIC CHECKLIST (ECL)
The main purpose of the ECL is to assist the flight crew in controlling
airplane operations. The ECL has the same contents of 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 minimized with the use of
this tool.
All emergency and abnormal checklist items must be manually
checked.
Certain
position,normal checklist
hydraulic items (landing
pump knobs, gear lever, thrust
brakes temperature) levers IDLE
are automatically
checked by the ECL software based on information received from the
airplane systems and sensors, other items must be manually checked.
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MONITORING OF OPERATIONAL PERFORMANCE

All efforts must be made to encourage crewmembers to report any
difficulty related to human factors. This is fundamental to spot potential
flight standard deficiencies before they result in incidents or accidents.
Granting confidentiality in this process will respect the importance of
these reports. Using reports to correct and improve flight standards is
an important process of assuring the quality of flight operation.
Operational difficulties related to human factors observed during
simulator sessions, during en route supervision or anytime during
normal operation must be collected and a review board of assigned
pilots should periodically examine these reports. When the occurrence
of a difficulty in statistically significant numbers is detected, this board
must suggest changes in the training procedures or in the operating
procedures to prevent this difficulty from happening. If it becomes
evident that a crewmember or a group of them needs additional
training, he or they must be immediately removed from flight duty.
FOQA, ASAP and LOSA are examples of quality assurance processes
in use worldwide.
“IF YOU CAN’T MEASURE IT, YOU DON’T KNOW ABOUT IT.
IF YOU DON’T KNOW ABOUT IT, YOU CAN’T FIX IT”
LEGAL COVERAGE
The Company must provide information regarding legal crewmembers’
responsibilities, especially that of the pilot-in-command, when it comes
to liabilities resulting from legal violations, incidents and accidents.
The crewmembers must be informed about the legal implications of
their acts and statements as well as how to proceed in case of
abnormal situations such as in case of incidents and accidents as well
as in situations involving law enforcement authorities. The information
made available to crewmembers is especially important in case of
flights to countries other than the country the company is located at.
Should a legal dispute arise as a consequence of the operation of a
company airplane, the company must take all measures to make sure
that crewmembers are not unfairly or improperly charged and do not
suffer negative consequences that are unduly or unfairly imposed
upon them. This company attitude is important to encourage flight
crews to act in a rightful rather than in a "trouble-avoiding" manner.
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SECURITY ISSUES
The flight and cabin crewmembers must be trained to handle unruly
passengers or passengers demonstrating offensive or anti social
behavior. Additionally, they must be trained to know when special
passengers such as deportees and criminals can be accepted on
board and on how to proceed in such cases (when to board, request
for law enforcement escort, etc.).
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OPERATING POLICIES
CREW COORDINATION
The Flight Crew must be trained on coordination with the Cabin Crew.
Cabin crewmembers must understand situations such as sterile
cockpit, calls from the cockpit, pilot incapacitation, emergency
evacuation, hijacking and other specific in-flight situations where the
participation of the Cabin Crew is essential. It is recommended that
joint training sessions be carried out to practice this coordination.
These joint-training sessions can be LOFT sessions.
These procedures must be trained jointly with Cabin Crew.
AUTOMATIC FLIGHT
Plan to be synchronized with the airplanes’ automation. Being “ahead”
of the airplane is essential for smooth operation of the automated
systems, since auto-flight systems may receive faulty inputs from the
flight crew or may contain database errors. When the airplane does
not perform as expected, the autopilot must be disconnected and a
manual flight promptly established.
PFD
HOLD AP ROLL TO
N
G
D
.
TO AT A
2
2
CAPTURE 0
0
8
AUTOTHROTTLE 9
M
MODE O
A
0
ARMED AUTOTHROTTLE 7
1
AUTOTHROTTLE ENGAGED M
E
MODE STATUS
The FMA must be monitored at all times by both pilots.
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USE OF THE FLIGHT DIRECTOR

Flight Director should be used and updated at all times. The PF can
request the PNF to perform the tasks required to maintain the Flight
Director updated with the maneuvers performed.
If the Flight Director is not synchronized with the actual airplane’s
maneuver it must be updated or turned off.
Removal of the FD cue pressing FD Button on the Guidance Panel
does not turn off the Flight Director.
Post-Mod. LOAD 23.1
When the FD is selected OFF with the Autopilot disengaged on

the source side, the Flight Director modes are disengaged and
the autothrottle reverts to the basic default control mode (SPDt).
When FPA is the active mode you need to press FPA button once to
deactivate the FD.
Having any other vertical mode active, select ALT SEL to an altitude
different from the actual altitude, and press FPA button twice. Then
select ALT SEL to the altitude applicable to the flight phase.
This will remove all FD modes from the FMA.
USE OF THE MCDU
MCDU usage must be coordinated in all flight phases (VHF frequency
tuning and 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. It is recommended that one pilot enter the
flight plan and the other pilot check the data entered.
Below 10000 ft AFE, MCDU changes should be made by the PNF and
executed only after confirmation by the PF. If necessary, revert to
basic Autopilot/FD modes to avoid heads down time during high
workload flight phases.
USE OF THE AUTOPILOT
Pilots should use the autopilot as much as possible, allowing effective
monitoring of the flight.
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It is recommended the engagement of the autopilot after first vertical

mode is engaged and disengagement at traffic pattern altitude for a
visual approachanorauto
not performing at MDA/DA/DH during an instrument approach (if
land or a go around).
The amount of automation to be used during each phase of flight
should be determined by the PF.
Pilots must always be alert and monitor the autopilot. Normally high
level of automation induces crews to stay out of the loop, with
excessive confidence on auto flight systems.
USE OF THE AUTOTHROTTLE
The autothrottle should be used during the entire flight, engaged just
prior to takeoff and disengaged after touch down or at the PF’s
discretion.
Pilots must always be alert and monitor the autothrottle operation
checking the movement of the thrust levers in the correct direction.
Normally high level of automation induces crews to stay out of the
loop, with excessive confidence on automatic flight systems.
USE OF THE HGS
The HGS system interfaces with other aircraft systems to generate
and project information to be used as a supplemental primary flight
display in all phases of flight.
The task sharing between PF and PNF remains unchanged.
SINGLE CONFIGURATION
In a single configuration the LSP uses the HGS as a primary flight

display and when acting as PNF includes the MFD and EICAS on the
monitoring scan.
If the HGS fails in flight above 1000 ft AGL, the PF should immediately
transition to the PFD and continue the flight. In this case the penalties
and type of approaches available must be considered and discussed
on the approach briefing.
If the failure on the HGS occurs below 1000 ft AGL, the PF should
transition to the PFD and perform a go-around unless a visual contact
with the runway has been established.
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DUAL CONFIGURATION
In a dual configuration the PF uses the HGS as the primary flight
display and PNF uses the HGS as the primary flight display and
includes the PFD, MFD and EICAS on the monitoring scan.
If the HGS fails in flight above 500 ft AGL, the PF should immediately
transition to the PFD until the PNF is able to take over the controls and
continue the flight.
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, the pilot operating the radar
should inform any change before its execution, since it will affect the
other pilots´ presentation as well. If the radar is to be operated in any
mode other than STBY while the airplane is on the ground, some
restrictions listed in the AOM apply.
In heavy weather areas where the use of radar is essential for the
safety of the flight, the display refresh rate may be improved turning
the PNF side to slaved mode.
PFD/EICAS
Precision approaches should be flown with ILS indications on both
sides. VOR and NDB approaches should use some form of raw data
to cross check FMS information. RNAV and GPS approaches should
always be done after making sure equipment performance is within
limits and local regulations were considered.
EICAS messages should always be announced when displayed.
When more than one message is displayed careful consideration
should be applied in order to prioritize actions.
TCAS
Compliance with TCAS resolution advisory is required unless the pilot
considers it unsafe to do so. Maneuvers that are in the opposite
direction of the RA are extremely hazardous, especially RAs involving
altitude crossing and thus are prohibited unless it is visually
determined to be the only means to assure safe separation.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE

INSUFFICIENT AIRPLANE 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 5300 FT MSL
OR TEMPERATURES GREATER THAN ISA + 28°C
(58°F).
− ENGINE INOPERATIVE.
− FAILURE TO CONFIGURE THE AIRPLANE TO GO-
AROUND FOLLOWING A CLIMB RA IN LANDING
CONFIGURATION.
− FAILURE TO AD VANCE THRUST TO MA XIMUM
CONTINUOUS THRUST FOLLOWING A CLIM B RA
AT REDUCED THRUST.
− SPEEDS LESS THAN NORMAL OPERATI ON
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.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES

ACTIONS AND CALLOUTS
PF PNF
• Place hands on • Turns all external
control column and lights ON.
Upon receiving thrust levers to be • Communicates with
TCAS TRAFIC prepared to react to ATC.
ADVISORY or a TCAS resolution.
• Turns FSTN
possible conflict is (1)
BELTS ON.
advised by ATC
• Scans for visual • Scans for visual
contact with the contact with the
intruder. intruder.
• Disengages the • Monitors the

Autopilot and airspeed and
Autothrottle. altitude and calls
PF attention for
Upon receiving • Immediately guides
altitude or airspeed
TCAS RESOLUTION the FPA symbol to
too low or airspeed
ADVISORY the FLY-TO ZONE close to maximum.
(green rectangle).
(2) (3) • Keep scan for

visual contact with
the intruder.
• In the absence of an
amended clearance,
CLEAR OF
return to the last
CONFLICT
ATC assigned
altitude and course.
(1)
Pilot should Turn ON the FSTN BELTS at pilot discretion and/or

company police.
(2)
AT is OFF then attention:
Commanding nose down, reduce engine thrust;
Commanding nose up, increase the engine thrust.
(3)
Under certain conditions, such as pitch greater than 10°, the FLY-
TO ZONE may not be completely visible. In this case, accurate pilot
guidance is provided by VSI RA.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
WINDSHEAR
The most important policy is to avoid a windshear. Although windshear
detection and annunciation system is installed, pilots may not perceive
that an area of a potential windshear could be encountered ahead.
Therefore some aids must be used by flight crews to develop an
awareness of windshear causes and perceive danger signals to
successfully avoid it. The following information can be used:
- Presence of thunderstorms, microburst, convective clouds or
squall lines;
- Visual observation of strong winds near the ground;
- Onboard weather radar;
- Pilots or Air Traffic Services reports;
Windshear escape guidance is provided by the FGCS Flight Director
function, and is annunciated as WSHR in green in the vertical flight
mode annunciator field when active. ROLL becomes the active lateral
mode and the autopilot disconnects when windshear escape guidance
is activated.
Windshear detection is enabled between 10 ft and 1500 ft AGL, and

escape guidance may be initiated when the following conditions are
met:
- Manually when a windshear Caution or Warning is detected
and the pilot presses the TOGA pushbutton;
- When a windshear Warning is detected and Thrust Lever
Angle > 70 degrees (70 degrees TLA is the TOGA detent/flat);
- Automatically when the AFCS flight director mode is in Takeoff
or Go-Around mode and a windshear Warning is detected.
another mode in order to exit windshear escape guidance, and the
ability to successfully transition to another vertical guidance mode
requires that the activation criteria described above be false.
When a windshear Caution or Warning is issued by the EGPWM, the
FADEC cancels any flex or derated thrust requirements.
When following the windshear escape guidance, moving the thrust
levers to MAX position will set the engine thrust to GA-RSV.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
ETOPS
It is a special operational certification to permit flights with twin-engine
airplanes to fly on routes beyond certain distances at approved OEI
cruise speed (standard conditions in still air) from an adequate airport.
ETOPS Regulations are applicable to over water routes, as well as
remote lands areas.
The very first benefit of ETOPS rules is the allowance of more direct
routes, as well as fuel saving and time for routes with points beyond
certain distances. Another ETOPS benefit is the possibility to fly routes
previously denied for twin engine airplanes.
The type-design reliability and performance of the EMBRAER 190
(airplane-engine combination) has been evaluated under 14 CFR
25.1535 and found suitable for 120 minutes extended operations
(ETOPS) when the configuration, maintenance, and procedures
standard contained in the Document CMP-2925 “Configuration,
Maintenance and Procedures for Extended Range Operations” are
met.
ETOPS PROCEDURES
The first crew procedures recommended for ETOPS operation is to
select ETOPS on MCDU to prepare all aircraft systems for ETOPS,
start the APU after powering up and make it run throughout the whole
ETOPS area until the exit point. If HF is the valid communication
system adequate for the intended route, test its capability. Before
Engines start, once a day, a check of the Ejector Fuel Pump Check
Valve is required.
However, the responsibility for preparing and following a perfect flight
plan, as well as monitoring weather, fuel and system status has
increased importance.
During cockpit preparation, verify that ETOPS maintenance or check is
required before dispatching and that it was carried out. Verify if known
failures are relieved by MEL entries.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
Before starting, a systematic flight plan check is recommended. As the

flight progresses, before any ETOPS entry point, the crew must check
airplane
according systems general– condition,
to the AOM evaluate PROCEDURES
SUPPLEMENTARY ETOPS capability–
ETOPS and obtain weather reports and forecasts for ETOPS
alternates for the times established in the regulations. Landing
distances, airport services and facilities at designated en-route
suitable alternates should also be evaluated. If any conditions are
identified, such as weather forecast below landing minima, which
would preclude safe approach and landing, then the pilot should be
notified and acceptable alternates selected where safe approach and
landing can be made.
Fuel monitoring in-flight is just like airline policies even though there
are no requirements in the ETOPS rules to reach the critical point with
the Fuel On Board being at least equal to the fuel required by the
critical fuel scenario.
As in any ordinary flight, any situation arising will make the crew to
decide whether to proceed, divert or turn back. The crew must
evaluate the conditions and decide the proper course of action to take.
In the decision making process, considerations like loss of
communication and navigation capability, excessive fuel consumption
exceeding available fuel reserves and diversion airport becoming
unsuitable should be taken into account. Some failure cases, however,
will render the divertion inevitable, such as engine fire or flameout,
APU flameout for ETOPS 120-minute, cargo compartment fire, and
loss of pressurization. If weather forecasts are lower than the normal
crew minima, then re-routing is required, or turnback if no route at the
authorized distance from an en-route alternate airport can be used.
The diversion airport, the diversion speed and altitude are also crew
choices. If it is the crew conclusion that it is better to fly at a speed
different from that prescribed by the ETOPS diversion, then they may
deviate and fly at the best speed for the prevailing conditions. If time is
constraining, flying at the Maximum Continuous rating at the highest
possible altitude is the best choice. If time is not the constraint, flying
at the lower thrust will result in longer diversion time at lower altitude.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
ON GROUND
Flow sequence and areas of responsibility for ground procedures.
Unshaded areas are under the responsibility of the pilot seated on the
respective side. The Left Seat Pilot will handle Communications with
ground personnel while the Right Seat Pilot communicates with ATC.
Checklists refer to LSP and RSP. Due to the low workload concept, no
major actions are expected during taxi. If necessary the pilot not
taxiing will perform the required actions.
1 2 3 4 5
C 8
B 7
E 10
F 11
9
D
G 12
A 6
13 N
G
D
.
7
1
0
0
8
9
M
O
A
LEFT SEAT PILOT A, B, C, D, E, F, G, H. 0
7
1
M
RIGHT SEAT PILOT 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13. E

The numbers and arrows indicate the recommended flow sequence.

The LSP must follow the letters, and the RSP must follow the
numbers.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
IN-FLIGHT
Flow sequence and areas of responsibility for in-flight procedures with
the autopilot engaged. Unshaded areas are under the responsibility of
the pilot seated on the respective side. The PNF should handle
communications. He/she should operate the Flight Guidance Panel, at
the direction of the PF, when the airplane is manually flown. Checklists
refer to PF and PNF.
N
G
D
.
A
6
1
0
0
8
9
PF AIRCRAFT THRUST SETTING AND FLIGHT PATH M
O
A
0
CHECKLIST READINGS 7
PNF 1
COMMUNICATIONS M
E
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
COMMUNICATIONS
Normal communications between the airplane and ATC should be
performed by the PNF. Whenever the PNF is performing a read and
do checklist, ATC communications should be performed by the PF in
order to minimize interruptions.
Communications from the flight crew to the passengers and between
the flight and cabin crew can be performed by any flight crewmember
at Captains discretion.
Whenever the Captain believes that an emergency situation can
develop into an accident, he will have the flight attendants preparing
the cabin for emergency landing over land or water in order to assure
maximum safety of the airplane’s occupants. Should there be enough
time, the Captain will brief the cockpit crew, Purser, and when
applicable, cabin supervisors.
CAPTAIN  PURSER  FLIGHT ATTENDANTS

In this briefing, the Captain will give the following information:
T ime available.
E mergency (type).
S ignals conventioned.
T ransmit additional instructions (structural damages, restricted exits,
loss of landing gear, etc).
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
BRIEFINGS
Briefings should be conducted with casual language and personal
style to prevent the repetitious use of sentences and terms. Preflight
briefings are recommended on the first flight of the day and with any
crew changes. Briefings to the cabin crew should include:
• Significant weather.
• Status of relevant airplane systems.
• Refueling.
•
Information on the terrain/water to be over flown.
• Flight Routes/Cruising Altitudes/Flight Time/Alternate Airports.
• Special procedures (like hijacking, ditching…).
Takeoff and approach briefings are detailed in the normal procedures.
The Captain must make sure the passengers receive a briefing
covering procedures for all flight phases. The cabin crew usually
makes that briefing. All special, non-routine operations have to be
briefed.
A debrief allows feedback of crew performance and planning of non-
critical issues such as airplane servicing. Debriefs also allow closer
interaction among crewmembers on future common assignments.
FLIGHT DECK ACCESS

Check local regulations.
MEALS
Each flight crewmember should try to have his/her meal separately. It
is recommended that they choose different menus.
SHOULDER HARNESS
Must be on from engine start to transition altitude and from the start of
descent until the engines shut down procedures have been finished.
Its use is also recommended in the presence of moderate or severe
turbulence and any time at crews’ discretion.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
HEADPHONES
Use of headphones is mandatory from engine start to the top of climb
and from the top of descent until engine shut down.
LIGHTS
NAVIGATION Lights must be ON whenever the airplane is energized.
LOGO lights must be ON when below 10000 ft AFE from sunset to
sunrise and during low visibility procedures.
RED BEACON must be ON whenever one or more engines are
running or during airplane movement.
TAXI (NOSE) light must be ON during airplane ground movement.
TAXI (SIDE) lights may be used to assist taxi. Taxi (side) lights may
be used to assist from takeoff to 10000 ft AFE and from 10000 ft AFE
to the point where the airplane leaves the runway after landing at pilots
discretion.
STROBE lights must be ON from the moment the airplane enters the
runway for takeoff to the point where the airplane leaves the runway
after landing.
LANDING lights must be ON for takeoff and landing, when below
10000 ft AFE and inside congested areas.
INSPECTION lights must be used when visual inspection of the wing
surfaces is required.
PILOT INCAPACITATION
Pilot incapacitation is a possibility in all age groups and during all flight
phases, ranging from sudden death to partial loss of mental or
physical performance. Proper crew coordination involves checks and
crosschecks using verbal communications and standard operating
procedures to detect this problem.
Failure of any crewmember to respond to a second request or a
checklist will be considered a pilot incapacitation condition and crew
action is immediately required.
CREW ACTION
If one pilot confirms that the remaining pilot is incapacitated, he/she

shall take over checking the position of essential controls and
switches. An emergency should be declared and the autopilot used to
reduce crew workload.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
After the autopilot is engaged and the airplane is under control, notify
and utilize the cabin crew. If practicable, try to restrain the
incapacitated pilotlock
shoulder harness andmay
slide
be the
usedseat to the the
to restrain full incapacitated
back position. The
pilot.
Request assistance from any medically qualified passenger and
consider using help from other pilots or crewmembers who may be
among the passengers.
Consider landing at the nearest suitable airport.
APPROACHES
The airplane must be on a stabilized approach, that is, on the
Approach Speed plus applicable additives, on the proper flight path,
with the proper sink rate and with the thrust stabilized no lower than
1000 ft AFE when operating under IMC and 500 ft AFE for VMC
operations. A go around is required anytime these criteria are not
satisfied.
BRAKES USAGE
In order to reduce carbon brake wear, avoid applying the brakes too
often during taxiing “cold brakes” procedures. Wear is far more related
to the number of applications than to the energy applied. Carbon
brakes wear less when operated at high temperatures.
THRUST REVERSER
Upon landing, if thrust reversers have been used, reverser should be
set to MIN REV at 60 kt, and be closed by 30 kt. Full thrust reverser
should be used when landing on contaminated runways. During RTO
the thrust reverser can be used until the airplane comes to a complete
stop.
TOW BAR
If towing is to be performed without trained ground personnel, the pilot
is responsible for orienting and following the tow bar installation,
correct usage and stowage.
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STANDARD
TECHNIQUES
OPERATING
GENERAL
PROCEDURES
INTENTIONALLY BLANK
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
GROUND OPERATIONS
ENGINE START
Prior to engine start, obtain ATC and ground personnel clearance and
check if the jet way and stairs are removed and the doors are closed.
Engine start may be performed simultaneously with the push back
procedure, requiring the parking brake released and disengagement of
the steering (verify STEER OFF EICAS message). In case of a static
engine start be sure that the parking brake is set.
ENGINE WARM UP
In order to allow thermal stabilization of the engines, operate them at

or near to IDLE for at least 2 minutes before selecting higher thrust
settings. Taxi time at or near IDLE can be included in the warm up
period.
NO BREAK POWER TRANSFER (NBPT)
To avoid power interruptions, it is recommended to wait 30 seconds
after the N2 stabilizes before shutting the APU down or GPU
disconnection, or to use the Electrical Synoptic Page to follow the
power transfer.
ICING, COLD WEATHER AND COLD SOAK CONDITIONS
Do not start the engine until it has been checked that all ice deposits
have been removed from the air inlet.
Perform normal engine start. If the 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).
During start with low oil temperatures, the oil pressure may drop below
the minimum oil pressure levels temporarily after start. If the oil
pressure remains below minimum levels for more than 2 min, the
engine must be shut down and the oil heated. In this case, in order to
improve the chances of a successful engine start, the oil temperature
should be raised to at least -20°C. During the subsequent start after
heating the oil, if the oil pressure does not recover, the engine must be
shut down and the cause investigated.
NOTE: - For EMBRAER 190/195 equipped with FADEC Version 5.32,
during a cold soaked start in ambient temperatures lower
than -2°C, dual ignition and increased starting fuel flow
schedule take place to provide greater torque during engine
on ground starts.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
CAUTION: • TO PREVENT DAMAGE TO NACELLE COMPONENTS,

DO NOT ALLOW THE HOT AIR FROM THE GROUND
CART TO EXCEED 100°C (212°F).
• 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 NORMAL OPERATING RANGE, THE ENGINE
SHOULD BE SHUTDOWN AND THE CAUSE
INVESTIGATED.
TAILWIND
Before engine start, tailwind can cause the fan to rotate in the opposite
direction. During engine start procedure, the airflow through the core
engine overrides the tailwind effect and gradually turns the fan in the
correct direction. If possible, the airplane should be repositioned to
minimize tailwind effects.
If it is necessary to perform an engine start with tailwind, monitor N1
indication. If there is no positive increase of N1 indication before
starter cutout (50% N2) the engine start must be manually aborted.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
ENGINE START - ACTIONS and CALLOUTS
LSP RSP
“STARTING ENGINE 1
(2)”
• Turn the
START/STOP
selector to START
momentarily and
back to RUN, keeping
the hand on the
START/STOP
selector to abort the
engine start if
necessary.
• Start Clock.
ENGINE START • Check N2 rising. • Check N2 rising.
SEQUENCE
• Monitor IGN A (B) at • Start Clock only if fuel
7% N2, fuel flow at flow is initiated but
approximately 20% with no ITT indication.
N2.
• Make sure that N2 • Verify the
and N1 accelerate annunciation IGN A
normally and that (B) goes out at
positive oil pressure approximately 50%
is indicated. N2.
• Stop clock at 50% N2
(Starter limitation).
• Verify that the engine
stabilizes at idle and
call out “NORMAL
START”.
NOTE: - Callouts are shown in bold text.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
PUSH BACK
Pushback procedure is used to move the airplane from the terminal
gate beforeIt flight

taxiways. and also to facilitate
is recommended ground
to complete movement
the on ramps
Before Start and
Checklist
prior to start the maneuver. Assure with ground personnel that area is
clear and the nose gear towing light showing green.
One towing supervisor is necessary to control the towing operation.
The towing supervisor should establish communication with towing
personnel and flight crewmembers at all times.
The engines can be started before, during or after the push back
maneuver.
Power back is not allowed.
FLIGHT CONTROLS CHECK

With all three hydraulic systems pressurized the Hydraulic P-BIT starts
and takes about one minute to complete. Performing the flight controls
check while the Hydraulic P-BIT is running may interrupt the P-BIT.
Perform the test with Flight Controls synoptic page open:

- Elevator - full up, neutral, full down and neutral;
- Aileron - full left, neutral, full right and neutral;
- Rudder - full left, neutral, full right and neutral.
A full green box indication on the synoptic page is not a requirement
for a successful check.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES

AFTER START- ACTIONS and CALLOUTS
LSP RSP
“SELECT TAKEOFF • Move flap lever to
FLAPS ___, FLIGHT the desired position
CONTROLS and verify EICAS
CHECK”. indication.
“TAKEOFF FLAPS
___ SET”.
• Presses the • Turn off the APU if

STEERING its use is not
DISENGAGE required.
SWITCH.
• Checks the flight • Checks flight
controls before taxi. controls free travel
ELEVATOR, to the deflected
AFTER ENGINE
AILERON and position on the MFD
START IS
COMPLETE RUDDER should be synoptic page and
checked for free calls out any
AND
travel to their full discrepancy.
AIRPLANE IS
deflection stops.
STOPPED • Perform the rudder
• Selects MAP on check following the
MFD and presses LSP movement.
the steering handle.
“AFTER START •
CHECKLIST”. Reads theand

check list after start
calls.
“AFTER START
CHECKLIST
COMPLETED”.
• Verify left side of • Verify right side of
the airplane. the airplane.
“LEFT SIDE
CLEAR”.
“RIGHT SIDE
CLEAR”.
NOTE: Callouts are shown in bold text.

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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
TAXI
GENERAL
Before the taxi out sequence the flight crew shall have the After Start
Checklist completed thoroughly. This procedure is also applied for
single engine taxi out.
Prior to taxi both pilots have to:
- Adjust the seats and rudder pedals;
- Check the actual airplane parking position;
-- Verify the airport

If applicable writerelated charts
and brief for possible
the taxi taxi
clearance routes;
when received;
Turn on the taxi light and after parking brake release check normal
brakes.
During taxi:
- Follow the ATC taxi instructions and check the differences
from the initial briefing when applicable;
- Use standard phraseology and read back ATC instructions.

Flight crews should minimize “heads-down” activities such as entering
data into the FMS while the airplane is moving. Briefing the taxi route
will reduce the cockpit workload. ATC should be contacted anytime
there is a concern about a potential conflict.
Avoid taxiing closely behind other airplane where FOD may be blown.
LOAD SHED EICAS message may be displayed on ground if airplane
is
or powered
above 50by
kt.only one AC power source and indicated airspeed is at
TAXI SPEEDS AND BRAKING

Recommended taxi speed:
- Straight / DRY: 30 kt
- Straight / WET or CONTAMINATED: 10 kt
- Turns / DRY: 10 kt
- Turns / WET or CONTAMINATED: 5 kt
For EMBRAER 190/195 at speeds between 17 kt and 21 kt, a slight

vibration may occur. If this vibration occurs, accelerating or reducing
the speed to exit this speed range will improve passenger comfort.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
At idle thrust, the airplane may accelerate to a higher taxi speed than
desired.
CARBON BRAKES
The carbon brake assembly on the E-JETS family has a carbon brake
heat sink. This differs from traditional steel brakes since carbon brake
wear is strongly affected by brake temperature. Carbon brakes wear
less when operated at high temperatures while steel brakes wear less
when operated at low temperatures.
Overnight or long period parking in cold weather:
−
Avoid leaving
chances the parking
of having brake brake
stacksset. This together
frozen will decrease the
in case
moisture was present prior brake application.
General rules for carbon brakes:
− During taxi, minimize the duration of each brake application
when practical by using shorter applications with higher
pressure on the pedals.
− Avoid using brakes asymmetrically.
Number of brake applications:
− Minimize the number of brake applications when practical.
The number of brake applications governs carbon brake
wear.
Taxi when brakes are cold:
− Do not intentionally use the brakes solely to heat them.
− Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed, then use the brakes in one
increasingly firm application to slow the airplane. Then
release the brakes and allow the airplane to accelerate
again. Less frequent use of brakes with higher braking
pressure improves brake life.
Taxi when brakes are warm:
−
Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed then use brakes in a short but firm
application. This will help keep the brake within operating
temperature range limits by allowing more cooling time and
less brake friction time.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
INFLUENCES ON TIRE WEAR

− Tire inflation: An increase or decrease in pressure from the
specified operational value can cause deterioration on the tire,
and have the most important effect on the tire life.
− Airport conditions: Pavement surfaces texture significantly
contributes to tire wear, which tends to increase when runways,
taxi strips, ramps and other paved field areas are in bad
condition, strewn with debris, contaminated (with hydraulic fluid,
fuel, oil, grease, etc) or poorly maintained. Tires are more
susceptible to increase wear in airports where longer taxi
distances are required.
− Environmental conditions: Tires are more susceptible to a higher
wear rate when the aircraft operates in hot temperatures
combined with low relative humidity.
− Average takeoff and landing weight: Tires are more susceptible to
a higher wear rate when the aircraft operates regularly at higher
average take-off and landing weight.
− Flight leg time and turn around time (TAT): Lower flight leg time
and lower TAT have influence in the Tire wear rate. In this
scenario the tires work in higher temperatures.
− Temperature between departure and arrival airport: High
differences of temperature between departure and arrival airports
could also influence in the tire wear when proper inflation
adjustment is not observed.
THRUST USE DURING TAXI

Taxi can normally be initiated without increasing thrust at light to
medium weights. Increase the thrust smoothly until the airplane starts
moving to avoid a setting higher than needed.
For economic and environmental reasons, FOD prevention, damage to
other airplane and equipment in close proximity of the airplane, etc., it
is desirable to limit the thrust to 40% N1 as much as possible and
avoid rapid accelerations and decelerations. For normal operations a
setting around 30% N1 will be enough for ground maneuvering.
Use reverse thrust during taxi only if really necessary.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
RUDDER/STEERING USE AND TURNING RADIUS

For straight ahead taxiing or for small changes of direction, the use of
rudder pedal steering mode may be used. The maximum steering
angle of rudder pedal is +/- 7°.
At speeds between 20 kt and 40 kt use the steering handle only if
necessary and exercise care as at these speeds the steering handle is
very responsive.
Handwheel steering mode should be used for wider turn angles. To
operate in this mode the handle must be kept pressed otherwise the
system reverts to rudder pedals. Whenever the handle is pressed, the
system reverts back to the handwheel steering. The wheel deflection
as function of handle deflection is not linear. For detailed information
refer to AOM section 14-13.
Let the airplane move a little forward before starting a turn and avoid
stopping the airplane in a turn as excessive thrust will be required to
start taxiing again. After completing a turn and prior to stopping, center
the nosewheel and allow the airplane to roll straight ahead for a short
distance.
Nosewheel skidding may occur with:
- Excessive steering angle;
- High taxi speed during turns;
- On wet surfaces during turn.
When taxiing, make turns with the largest feasible turn radius possible.
The minimum turn radius should still allow the tire closer to the center
of the turn to continue rolling. When making a tight turn, the tires are
subject to high lateral loads and can experience damage. Asymmetric
thrust may be used in tight turns to minimize side loads on gear and
tires.
Minimize thrust assist from outboard engine in 180° turn, particularly if
outboard engine overhangs dusty areas next to the taxiway.
The tail tip has the largest arc while turning and determines the
minimum obstruction clearance path.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
R 15.56M
51ft 0in
R 16.55M
R 5.65M 54ft 3in
18ft 6in
76°
R 14.85M
R 11.01M
48ft 9in
36ft 1 in
N
16.66M G
D
.
54ft 8in 0
8
(RUNWAY R10.73M 1
0
MINIMUM WIDTH) 35ft 2in 4
1
R 5.13M
M
16ft 10in O
A
0
7
1
M
E

MINIMUM TURNING RADII FOR EMBRAER 170 MODELS
R 16.35 m
53 ft 8 in.
R 17.47 m
54 ft 4 in.
R 5.97 m
19 ft 7 in.
76°
R 15.80 m
51 ft 10 in.
R 11.78 m
38 ft 8 in. N
18.04 m G
D
59 ft 2 in. R 12.07 m .
A
(RUNWAY 39 ft 7 in. 4
7
6
MINIMUM WIDTH) R 5.45 m 0
4
1
17 ft 11 in. M
O
A
0
7
1
M
E

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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
R 18.39m
60ft 4in
R 20.51m
67ft 4in
R 6.44m
21ft 1in
76°
R 18.12m R 7.04m
59ft 5in 23ft 1in
R 14.07m
46ft 2in N
G
D
.
B
21.40m R 14.36m 9
3
70ft 3in 47ft 1in 5
0
4
(RUNWAY 1
MINIMUM M
O
WIDTH) A
0
7
1
M
E

R = 18.61 m
(61 ft 1 in)
R = 21.90 m
(71 ft 10 in)
R = 6.66 m
(21 ft 10 in)
76°
R = 19.13 m
(62 ft 9 in)
R = 7.29 m
(23 ft 11 in)
R = 15.10 m
(49 ft 7 in)
22.68 m
(74 ft 5 in) N
RUNWAY G
D
.
MINIMUM B
WIDTH R = 15.39 m 7
4
9
(50 ft 6 in) 0
4
1
M
O
A
0
7
1
M
E

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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
SINGLE ENGINE TAXI

To improve fuel savings a single engine taxi can be used, delaying the
start of the second engine prior to takeoff and/or shutting one engine
just after landing when taxiing in.
Single engine taxi may be performed when operating under icing
conditions provided that the Engine Run-Up procedure is used before
takeoff. However, single engine taxi should be avoided when operating
on slippery or contaminated taxiways.
When performing a single engine taxi with the engine 2 running, the
Electric Hydraulic Pump 1 Selector knob must be set to ON to ensure
that the hydraulic system 1 is pressurized.
Consider airplane weight, uphill slopes, time to warm up and cool
down the engine and time to the active runway to perform this
procedure. Smoothly increase thrust to move the airplane until
sufficient forward speed has been attained. If possible, start slight turn
in the direction of the non-operating engine. There will be less stress in
nose gear structure, otherwise a higher thrust setting will be necessary
with the incoming risks of the jet blast and foreign object ingestion in
the engine. Consider to evaluate the turns along the taxi route for the
election of the engine to be shut down when taxing.
Maintain constant pressure on the tiller, due to asymmetric thrust
during taxi. The appropriate taxi speed depends on the turn radius and
surface condition.
If performing the Flight Controls Check with one engine only, check
one surface at a time (aileron, rudder or elevator) to avoid spurious
FLT CTRL NO DISPATCH message display.
SECOND ENGINE START
The engine start should be preferably performed with the airplane
static to avoid heads down condition during taxi.
Prior to takeoff, the second engine warm up cycle must be performed
by keeping the engine running at or near IDLE for at least 2 minutes
before selecting high thrust settings.
TAXI IN
When taxiing in, engines cool down cycle must be performed by
keeping the engines running at least 2 minutes after IDLE thrust has
been set before engine shutdown to allow engine thermal stabilization.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
ENGINE 2 SHUTDOWN
The APU start cycle must be performed as follows:
- The APU start must be accomplished with the engine 2
running or after the engine 2 shutdown cycle has been
completed.
This procedure is necessary to ensure that battery 2 is available to the
airplane’s electrical network as a back-up and not isolated for APU
start only.
ENGINE 1 SHUTDOWN
In order to maintain hydraulic pressure on both brake systems the
Electric Hydraulic Pump 1 must be kept ON throughout the taxi.
For single engine taxi procedure, refer to AOM 1502 – Section 3-70.
TAXI UNDER ADVERSE WEATHER

Taxi on a wet or contaminated surface requires lower speeds. Use the
nose wheel steering with caution to avoid skidding during turns.

During cold weather, use minimum thrust for breakaway and taxiing, to
avoid blowing snow or slush on personnel or airplanes nearby.
Use firm brake pressure on taxi stops whenever pavement conditions
permit in order to warm up the brakes and dry moisture buildup within
the disk stack. Anti-skid protection is not provided below 10 kt, so
apply brakes accordingly.
For EMBRAER 170/175 during ground operations of more than 30 min
(including taxi in and taxi out) in icing conditions, or if increased fan
vibration due to fan ice accumulation is present, it is recommended
that the engine thrust level be increased at 30 min intervals to
approximately 54% N1 and held at that thrust level for 30 s or until fan
vibration level returns to normal. If airport surface conditions and the
concentration of airplanes do not permit the engine thrust level to be
increased to 54%, then set a thrust level and time at that thrust level
as high as practical.
For EMBRAER 190/195 during ground operations of more than 30 min
(including taxi in and taxi out) in icing conditions or if increased fan
vibration due to fan ice accumulation is present, the engine thrust level
must be increased momentarily to a minimum of 54% N1 and held at
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
that thrust level for 30 s or until fan vibe level returns to normal. The
engine must be run up momentarily at intervals not to exceed 30 min.
During taxi, “cold set” (the condition where the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi. Turns should be performed at the largest turning radius,
preferably at a speed which do not required braking during the turn.
Maintain a greater than normal distance behind other airplanes while
taxiing in snow or slush-covered runways, to avoid contamination by
snow blown by jet blasts.
During
markingslowand
visibility or unfamiliar
consider requestingairport operation
a FOLLOW MEobserve
vehicle the ground
to proceed
taxiing safely.
ENGINE FIRE ON GROUND

When a fire condition is detected by the Engine Fire Detection System,
the associated EICAS messages and alarms are generated. Although,
the ENGINE 1 (2) FIRE procedure is designed to guide the pilots on
the right path to solve this emergency situation in all conditions, it has
some peculiarities when this event happens on ground.
ENGINE FIRE ON GROUND PROCEDURE

Disengage Autothrottle and reduce thrust levers to idle. Whenever
possible, stop the airplane on a position so that the fire is on the
downwind of the fuselage. After the complete stop of the airplane,
apply parking brakes, alert cabin crew, shutdown the affected engine;
pull the associated Fire Extinguisher Handle. Accomplish the ENGINE
1(2) FIRE CHECKLIST.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES

ENGINE FIRE ON GROUND - ACTIONS AND CALLOUTS
LSP RSP
• The pilot first noticing the malfunction identifies
With the and announces it.
airplane static,
“ENGINE ___ FIRE”.
taxing in,
taxing out or “MEMORY ITEMS”
after a RTO • Disengage AT.
• Reduce thrust levers
to idle.
• Sets Parking Brake
ON.
• Alerts cabin crew
(P.A.):
With the ”ATTENTION CREW,

WAIT FOR
airplane static
or when the INSTRUCTIONS”.
airplane has • Sets affected engine
stopped START/STOP
• Pulls the associated
selector to STOP.
engine Fire
Extinguisher Handle.
“ENGINE 1 (2) FIRE • Accomplish
CHECKLIST” checklist.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
EMERGENCY EVACUATION
An evacuation can be classified as planned or unplanned. A planned
evacuation allows the crew to revise the procedures and to prepare
the passengers during flight. An unplanned evacuation occurs
suddenly with almost no time for briefing.
In case of a planned evacuation, like in a partial or gear up landing,
the planning, communication, speed and the application of the
procedures are essential for the success of the operation.
EMERGENCY EVACUATION PROCEDURE

After the complete stop of the airplane, set flap lever to 5, apply
parking brakes, set thrust levers to idle, shutdown the engines, pull
and rotate the Fire Extinguisher Handles, press the APU Emergency
Stop Button and discharge the APU Fire Extinguisher Bottle.
Depressurize the cabin and notify the ATC. At this moment, pilot
should verify which side(s) is(are) clear for evacuation, notify the cabin
crewmembers and command the emergency evacuation through the
P.A. system. In case the pilot is unable to do so, the command will be
given by the next ranking and capable crewmember. After fire
extinguishing agent discharge, in case of the fire alarm persistence,
the fire should be visually confirmed by the crew or confirmed by
requesting ground personnel's help. The crewmembers must identify if
an engine remains on fire; the associated exit door(s) should not be
used.
Before leaving the airplane the pilot must turn off the batteries and
from this moment, the alert system, and the P.A. will be off. In case of
ditching, after completing the QRH procedures, pilots must dress the
lifejackets and should go to the passenger cabin to assure the
complete evacuation of the airplane and to supervise the after
evacuation tasks. If it is not possible to reach the passenger cabin,
both pilots have to evacuate the airplane through the cockpit window.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES
EMERGENCY EVACUATION - ACTIONS AND CALLOUTS

LSP RSP
“EMERGENCY
EVACUATION”.
“MEMORY ITEMS” • Set Flap Lever to 5.
• Sets Parking Brake
ON.
• Sets Thrust Levers to
idle.
• •
Sets both Pulls and

(1L/2R) rotates
both engine
START/STOP
selectors to STOP. Fire Extinguisher
• Alerts cabin crew Handles.
(P.A.): • Presses APU
“ATTENTION CREW, Emergency Stop
WAIT FOR Button.
When airplane
INSTRUCTIONS”. • Presses APU Fire
has stopped Extinguisher Button.
• Presses the DUMP
Button.
• Set Fasten Belts OFF.
• Alerts cabin crew
(P.A.): • Notifies ATC.
“ATTENTION CREW,
INITIATE
EMERGENCY
EVACUATION”.
• Selects Batteries OFF.
• Accomplish checklist.
“EMERGENCY
EVACUATION “EMERGENCY
CHECKLIST”. EVACUATION
CHECKLIST
COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
GROUND OPERATIONS
PROCEDURES

- For EMBRAER 170/175 the selection of flaps 5 is not
necessary since the airplane does not have emergency
overwing exits.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
TAKEOFF
GENERAL
Before the takeoff sequence the flight crew shall have the Before
Takeoff Checklist completed thoroughly.
Takeoff briefing shall be performed prior to engines start in order to not
interfere with takeoff preparation. The briefing shall cover all actions
for both normal, such as flaps and autobrake settings, and non-normal
takeoff procedures expected to be used during the takeoff phase.
Additional briefing items may be required when different elements
exist, such as adverse weather, runway in use, runway conditions,
noise abatement requirements, dispatch using the Minimum
Equipment List (MEL), terrain clearance, special engine failure
departure procedure or any other situation or special consideration
that differ from routine.
Some types of techniques can be used in the takeoff phase, the types
described below are definitions used in the day by day operation.
Normal Takeoff
the runway, up tobrakes
applies 10 kt and
tailwind: Pilot
adjusts lines to
thrust up 40%
the airplane
N1, whenon
engines stabilize at 40% N1, releases brakes and advances thrust
levers to TOGA detent.
NOTE: For normal takeoff with tailwind up to 10 kt, performance
data is valid from the point where takeoff thrust (N1 target)
is achieved.
Normal Takeoff with tailwind above 10 kt (If allo wed by AFM):
Refer to TAIL WIND TAKEOFF of this section.
Static Takeoff: Pilot lines up the airplane on the runway, applies
brakes, adjusts thrust to 40% N1, when engines stabilize at 40% N1,
advances thrust levers to TOGA detent. Release the brakes when the
takeoff thrust (N1 target) is achieved.
NOTE: Due to the possibility of compressor stall, a static takeoff is
not recommended with a crosswind greater than 25 kt.
Rolling Takeoff : Pilot lines up the airplane with the centerline and, if
cleared for takeoff, adjusts thrust Levers to 40% N1 without applying
the brakes. When engines stabilize at 40% N1, pilot moves thrust
levers to TOGA detent.
NOTE: For rolling takeoffs, performance data is valid from the point
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where takeoff thrust (N1 target) is achieved.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
TAKEOFF WITH LNAV, VNAV AND FMS SPEEDS

After takeoff LNAV will engage at 200 ft AGL and VNAV at 400 ft AGL
with engine thrust mode changing to CLIMB. FMS speeds should be
adjusted at V2 + 10 kt at DEP/APP Speeds page on MCDU during its
preparation on ground. The acceleration height also should be
inserted at this page and the distance increased to avoid acceleration
below the intended height. Considering a Normal Takeoff that, upon
liftoff the landing gear is retracted and after passing 400 ft the AP can
be engaged, the only action will be the flap/slat retraction.
In case of engine failure/fire at V 1, select HDG/BANK after LNAV
engagement. At 400 ft select manual speed and set speed bug to the
current speed (V2 to V2 + 10 kt). At acceleration height set V FS and
follow the standard procedure for engine fail/fire.
NOTE: - When using VNAV, if any altitude constraint is presented on
the MCDU and ATC clear to climb with no restrictions, the
constraint should be deleted to avoid a non intended level
off.
- A different climb speed schedule for initial climb can be
modified on the FMS to allow a continuous operation of FMS
speeds whenever it is intended.
CAUTION: TAKEOFF WITH VNAV ENGAGED ON GROUND MUST
BE USED ONLY WHEN ACCELERATION ALTITUDE IS
400 FT.
SLAT/FLAP RETRACTION
Flap retraction should be accomplished after the specified acceleration
altitude is reached. The minimum acceleration altitude for Slat/Flap
retraction is 400 ft.
The flaps should be retracted using the flap retraction speed reference
“F-BUG” and pitch angle adjusted to maintain a slight rate of climb.
After Slat/Flap retraction is complete, accelerate to normal en route
climb speed.
In case of “F-BUG” disappears before total accomplishment of
Slat/Flap retraction, retract Slat/Flap following Green Dot + 10 kt.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

FLEX TAKEOFF
This method is also known as assumed temperature takeoff thrust. A
Takeoff with less thrust than the maximum takeoff thrust will be used.
When operating with flex takeoff thrust, thrust setting parameters used
to establish thrust for takeoff are not considered as operating limits;
thrust may be restored to the maximum available level during the
takeoff if REF ATTCS was set to ON during takeoff data setting and at
least one of the following events occur:
- Difference between both engine N1 values is greater than
15%;
- OEI (One Engine Inoperative);
- Associated Thrust Lever is moved to MAX detent;
- Windshear is detected.
This method may be combined with derated takeoff thrust in order to

provide larger thrust reductions and thus reducing severity of
operations. Less severe operation means lower:
- Fuel flow degradation rate, reducing fuel burn over the on-
wing life of engine;
- Inter Turbine Temperature (ITT) degradation rate (Increases
time-on-wing);
- Maintenance costs, reducing shop visit rate and cost per shop
visit.
NOTE: The use of this method is prohibited on contaminated
runways.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
TAKEOFF RUN AND THRUST SETTINGS

Align the airplane using as reference the runway center line. During
takeoff run, steering

nose wheel pedals should
is not be used to steer
recommended the airplane.
during The
takeoff run use of
because
of its high efficiency, which might lead to airplane overreaction. As the
groundspeed increases, nose wheel steering authority decreases and
the rudder becomes more effective.
The takeoff (TO) mode is a FD only mode and is represented by
crossbars on the PFD. The TO mode commands the airplane to
maintain a pitch attitude reference.
NOTE: AP should be engaged after selecting a lateral and vertical

mode in order to prevent the AFCS from reverting to the
basic modes, ROLL and FPA.
When the airplane is lined up and ready for takeoff, arm the AT.
Advance the thrust levers to 40% N1, the engines should stabilize
momentarily and power settings shall be verified before both throttles
are advanced beyond 50° TLA. Advance thrust levers to TOGA detent
and verify that N1 reaches takeoff thrust (N1 target), engine
parameters are normal and ATTCS set as required.
The AT will take over above 50° TLA advancing the thrust levers to the
TOGA detent. If any AT malfunction occurs, the AT should be
disconnected and desired thrust set manually. If manually setting the
thrust, advance thrust levers smoothly towards takeoff thrust and
make the final thrust adjustment. ROLL indication changes to TRACK
when the airplane is above 100 kt during takeoff run.
The
duringENG TLA NOT
the takeoff withTOGA EICAS
the thrust message
levers out of theisposition
displayed anytime
TO/GA.
Make sure that the thrust levers are set to TOGA position before 60 kt,
when HOLD mode is activated, even if the N1 has already reached the
takeoff thrust (N1 target). In this case the thrust levers can be
advanced without increase in N1.
After takeoff thrust has been set, the LSP will take control over the
thrust levers until V1 is announced as he/she is always responsible for
aborting the takeoff. All abnormalities during the takeoff run must be
called out in a loud and clear voice.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
NOTE: FUEL 1 (2) LO LEVEL message may appear spuriously

(EICAS quantity indication green) when flying with high
pitch and/or bank angles especially during takeoff and
climb out with fuel quantity above the expected to trigger
low level EICAS message.
TAKEOFF – ACTIONS and CALLOUTS
PF PNF
• Advance thrust levers
to 40% N1 to allow
engines stabilization.
• Advance, or make
sure the AT has
advanced, the thrust
levers to the TOGA
Airplane on the detent before 60 kt.
runway
“CHECK THRUST”.
•
Verifies that the N1
reached is the target
N1, the engine
parameters are
normal and that
ATTCS is as desired.
“THRUST CHECKED”.
Airplane “EIGHTY KNOTS”.

accelerates past “CHECKED”.
80 KIAS
Airplane passes “V1”.
V1 and VR “ROTATE”.
• Verifies positive rate
of climb.
“POSITIVE RATE”.
Positive Rate of •
Confirm positive rate
Climb of climb.
“GEAR UP”.
• Positions gear lever
up.
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REVISION 11
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

TAKEOFF – ACTIONS and CALLOUTS
PF PNF
“SELECT HEADING • Selects or verifies
At 400 ft AGL (1)
(NAV)”. Lateral Mode.
“CLIMB SEQUENCE”. • Selects VNAV and
(1)
FMS Speeds .
• Retracts flaps on
Acceleration schedule.
Altitude •
When flaps are zero
calls:
“FLAP ZERO”.

(1)
- Select the appropriate mode if it was not selected on
ground.
AFTER TAKEOFF ACTIONS AND CALLOUTS

AFTER TAKEOFF - ACTIONS and CALLOUTS
PF PNF
“AFTER TAKEOFF
CHECK LIST”. • Performs the after
UPON takeoff checklist and
SLATS/FLAPS calls out.
RETRACTION “AFTER TAKEOFF
CHECK LIST
COMPLETED”.
The After Takeoff Checklist should be read in silence by the PNF.

Upon completing the After Takeoff Checklist the PNF must call out:
“AFTER TAKEOFF CHECKLIST COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
INTENTIONALLY BLANK
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REVISION 10
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
REJECTED TAKEOFF - RTO
During the takeoff phase, a RTO procedure should be initiated, prior to

V1, if any adverse or abnormal event occurs that could affect the safety
of flight. Many faults can cause a decision to reject, like engine fire,
engine failure and some other system faults or events. As adequate
decision to reject is taken, the RTO should never be delayed, due to
the risk of a runway overrun, because it takes a few seconds for the
engines to spool down to idle thrust.
A successful RTO depends on:
- Accurate alert and monitoring during all takeoff phase;
- Captains timely decision;
- All callouts made on a loud, clear and precise communication
way;
- Adequate briefing, procedures and coordination.
RESPONSIBILITY
Whoever
announce first identifies
it, but the undesirable
the decision event
to perform or malfunction
a RTO must
is the captain’s
responsibility. The RTO must be immediately initiated.
ACTIONS
- Actions are to be taken considering that, during all takeoff
procedures, the LSP should keep his hand on the thrust levers
until V1 has been reached;
- Once the RTO decision has been made, the first action is to
set thrust levers idle , disconnect the Auto Throttle, verify Auto
Brake actuation or manually apply maximum brakes and apply
reverse thrust as required;
- The use of maximum manual braking on wet or dry runways
generally improves the allowable takeoff weight but requires
immediate braking action by the pilot during a rejected takeoff.
However, operationally speaking the Autobrake set at RTO
will help the pilot reducing the workload on the initial reject
takeoff maneuver. If the takeoff runway available is limited by
performance, the pilot shall manually override the Autobrake
as soon as practical and apply maximum braking.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
NOTE: If a RTO is performed below 60 kt (before HOLD is

announced) and AT is not disconnected, Autothrottle will move
the thrust levers back to TOGA detent if both throttles are
moved to a position above 40 degrees TLA. If throttles are
moved below 40 degrees TLA or reverse thrust is applied
during a RTO, the AT will disconnect.
- Directional control must be kept by applying rudder pedal
steering;
- Monitor airplane deceleration, cancel any aural warnings upon

malfunction identification, verify reverse thrust status and
advise ATC;
- At 60 kt or below, thrust lever (s) can be smoothly returned to
minimum reverse, then to idle at 30 kt, or kept on reverse until
airplane comes to a complete stop, considering airplane
speed, runway length available, slippery surfaces with ice,
snow etc;
- The airplane should remain on the runway until it is absolutely

clear that an emergency evacuation is not necessary and the
whole scenario analyzed. If necessary, external aids should
be requested or the runway vacated to a safe position
according to ATC instructions;
- If RTO decision was taken due to fire, take into consideration
to position the airplane so that fire is on the downwind of
fuselage;
- If a decision to proceed to a new take-off is made just after a
RTO all the
confirmed FMS
if the initialization
80 KIAS has beendata has to be verified and
exceeded.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

LOW AND HIGH ENERGY SPEEDS
- The sooner an RTO decision is taken, the greater is the

chance to safely stop within runway limits. RTO above V1 may
lead to a runway overrun and is the main cause of overrun
accidents;
- Low energy speed is considered up to, approximately, 80 kt;
- During takeoff, the 80 kt callout has three main proposes: pilot
incapacitation check, airspeed crosscheck and the transition
from Low to High Energy speed;
- For High energy speeds only reject the takeoff if there is a
malfunction that severely affects the flight safety;
- Upon reaching V1 and if no decision has been taken, continue
the takeoff since there is no assurance that the airplane is
capable to stop within the remaining runway length.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
INTENTIONALLY BLANK
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REVISION 13
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

REJECTED TAKEOFF - ACTIONS AND CALLOUTS
LSP RSP
The pilot first noticing the malfunction
•
identifies and announces it.
“REJECT”
• Reduce thrust levers
to idle, disconnect • Monitor airplane
AT and apply deceleration.
If decision was
REJECT reverse as required. • Verifies the reverse
Apply or verify
• status.
maximum braking.
• Cancels any aural
Use reverse as
• warnings.
necessary, and
• Calls out
Smoothly return
• “SIXTY KNOTS”.
thrust levers to idle.
• Advise ATC stating
the abort.
Set parking brake

•
ON.
Alert cabin crew
•
(P.A.):
When airplane has “ATTENTION CREW,
stopped WAIT FOR
INSTRUCTIONS”.
Request appropriate
•
checklist if
• Perform appropriate
applicable.
checklist.
If emergency Comply with Emergency Evacuation

•
evacuation is Procedures.
required
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
CROSSWIND TAKEOFF
The airplane has a good crosswind control capability during takeoff.
There is no special related procedure, just maintain directional control
using positive rudder and small control wheel inputs.
Runway alignment and smooth symmetrical thrust application are
strongly recommended when operating at contaminated runways.
At low speed use the rudder pedal steering to maintain runway
centerline until the rudder becomes effective. Directional deviation
should be corrected immediately with smooth and positive control
inputs.
The ailerons become more effective as the airplane accelerates.
Command control wheel into the wind to maintain wings level
throughout the takeoff run. This control wheel input will decrease as
speed increases. Over control can be avoided by using smooth rudder
control and small control wheel inputs.
In case of strong crosswind, small lateral control wheel input may be
used. Control wheel displacement greater than 4° results in increase in
drag due to spoilers deployment. During rotation, maintain control
wheel in the displaced position to keep the wings level during liftoff
and smoothly recover from the sideslip by slowly neutralizing the
control wheel and rudder pedals after liftoff.
TAIL WIND TAKEOFF

The tailwind takeoff technique is basically the same as for any other
takeoff. Use normal rotation rate and target pitch to avoid fuselage
body contact with the runway and consider the use of full takeoff
thrust.
Special attention should be given if tailwind component increases
during liftoff.
TAKEOFF WITH TAILWIND ABOVE 10 KT

This procedure is applied to EMBRAER 190 and EMBRAER 195
airplanes
10 kt to 15certified
kt. for takeoff and landing operations with tailwind from
- Line up the airplane on the runway and apply brakes (do not
set the parking brake);
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
- Keep AT disarmed;
- Adjust Thrust Levers to 60% N1;
- When engines stabilize at 60% N1, release the brakes, arm

AT and slowly advance or make sure the AT has advanced
both Thrust Levers to TOGA detent before 60 kt.
TAKEOFF WITH TAILWIND ABOVE 10 kt – ACTIONS and

CALLOUTS
PF PNF
With AT disarmed:
Applies brakes.
•
Advances Thrust
•
Lever to 60% N1 to
allow engines
stabilization.
• Arms the AT.

• Releases the brakes.
• Advances or makes
Airplane on the
sure the AT has
runway advanced both Thrust
Levers to TOGA
detent before 60 kt.
“CHECK THRUST”.
• Verifies that the N1
reached is the target
N1, the engine
parameters are
normal and that
ATTCS is as desired.
“THRUST CHECKED”.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
TAIL STRIKE CONSIDERATIONS

Although tail strikes are more common during landing phase of flight, it
may also occur during takeoff and may cause extensive structural
damage. The major causes identified of a tail strike during takeoffs
are:
- Improper Stabilizer Trim
A mistrimmed stabilizer may be a result of an erroneous input
data, like loading weights for load sheet calculation or even an
incorrect stab trim setting. In any case, the stabilizer could be
wrongly set to nose up which may induce the airplane attempting
to fly before V1.
- Improper Rotation Speed
Wrong speed computations or early rotation could result in nose
up without wing lift enough to fly exposing the airplane to a tail
strike.
- Excessive Rotation Rate
Initiate rotation at VR at approximately 3°/sec, smoothly, towards
the flight director angle. Rotation at a pitch higher than normal
and inappropriate flight director use during rotation increase the
risk of tail strike.
TAIL STRIKE AVOIDANCE (TSA)

Tail Strike Avoidance (TSA) function is a fly-by-wire feature designed
for EMBRAER 190 and EMBRAER 195 to avoid tail strikes. During
Takeoff TSA function controls airplane pitch angle by reducing control
column authority in the nose up direction.
Be aware that TSA function is not capable to protect the airplane from
tail strikes in over abused rotation.
TSA operation is limited up to 20 ft.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
CLOSE-IN TURNS TAKEOFF

In case of an immediate turn after takeoff due to noise abatement,
obstacle or special departure procedures, initiate the turn as required
with V2+10 kt. At or above acceleration altitude, select VNAV. When
the turn is completed, accelerate the airplane and retract flaps using
the Flap Retraction Speed Reference “F-BUG”.
To use FMS speeds, insert V2+10 kt, distance and height in the
DEP/APP SPD page on the MCDU.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
CLOSE−IN TURN TAKEOFF
NOT TO
SCALE
ACCELERATION ALTITUDE
− VNAV
DURING THE TURN
− MAINTAIN FD BANK ANGLE LIMITS

− MAINTAIN V2+10 Knots
WHEN THE TURN IS COMPLETED
− CLIMB SEQUENCE
− RETRACT FLAP ON SCHEDULE
N
G
D
.
C
6
0
1
0
8
9
M
O
A
0
7
1
M
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
NOISE ABATEMENT PROCEDURES

Noise abatement procedures minimize the overall exposure to noise
on the ground and at the same time maintain the required levels of
flight safety. There are several methods, including preferential
runways and routes, as well as noise abatement procedures for take-
off, approach and landing. The appropriateness of any of the
procedures depends on the physical layout of the airport and its
surroundings, but in all cases it must be given all priority to safety
considerations.
Pilots are required to adhere to the noise abatement procedures
published specifically for each airport. There are different procedures
for noise abatement, and the items listed below are just a guide to help
pilots to perform a takeoff with noise reduction:
- Set speed required for the procedure on SPEED Selector Knob
or FMS DEP/APP SPD page.
- If using FMS SPEED, set on FMS DEP/APP SPD page 3000 ft as
the vertical limit and 15 NM as the horizontal limit.
- Fly
Modethewhen
airplane manually
takeoff thrust is and selectrequired.
no longer a Flight Director Vertical
- If the Autopilot is to be used, the Autopilot can be engaged only
after selecting the desired vertical mode.
The DEPARTURE SPEED page is accessed on the MCDU trough the
DEP/APP SPD prompt on the PERFORMANCE INIT page 1/3. This
page is used to enter departure speed restriction and vertical and
horizontal limits. This data is used to compute FMS speed commands
during departure.
The DEPARTURE SPEED on the MCDU has the following fields:
- Speed Limit: The crew should adjust this value to speed limit
of the applicable noise abatement procedure.
- AGL Limit: This field is used to enter the vertical limit of the
departure area.
- NM Limit: This field is used to enter the horizontal limit of the
departure area.
NOTE: - The FMS departure speed limit functionality will command

the speed restriction during takeoff only when the airplane is
flying inside the vertical and horizontal limits defined on the
DEPARTURE SPEED page.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
If an engine failure occurs, the noise abatement procedure should be
terminated. In this case an engine failure procedure and profile should
be performed.
NOTE: Some charts make reference to ICAO A or ICAO B procedures

which are similar to NADP 1 and NADP 2 respectively.
The characteristic difference between ICAO A and ICAO B, resides on
the location of the noise relief area. The difference is maintained for
NADP 1 and NADP 2. ICAO A and NADP 1 are procedures to protect
areas located close to the airport and ICAO B and NADP 2 are
procedures to protect areas located distant from the airport.
NADP 1 / ICAO A procedure

- Climb at V2 + 10 to 20 kt until 800 ft (NADP1) or 1500 ft (ICAO A)
AFE.
- At 800 ft (NADP1) or 1500 ft (ICAO A) AFE select VNAV and
verify climb thrust is set, then continue climb at V 2 + 10 to 20 kt
until 3000 ft AFE.
- At 3000 ft AFE, set VFS, accelerate and retract SLAT/FLAP on
schedule or following the F-BUG.
Climb Path
3000 ft AFE
t
i
m
i
L
l
a
c
i
t V2 + 10 to 20
r
e
V
a 800 ft (NADP1) 1500 ft (ICAO) −
e
r
A
VNAV/Climb Thrust
e
r
u
t
r
a
p
e
D N
V2 + 10 G
D
.
B
6
5
1
8
0
9
M
O
A
0
Departure Area Horizontal Limit 7
1
M
E

NOISE ABATEMENT TAKEOFF NADP1 / ICAO A
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REVISION 15
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
N
G
D
.
B
3
1
0
0
8
9
M
O
A
0
7
1
M
E
D
E
R
I E
L
U U
Q D
E E
R H
S C
A S
T N
E O
G
R S
A P
T A
L
E D F
F E T
A E C
0 P A
0 S
0 T R
T
3 E E
T S R
A

A · ·
O
A E
C F
A
I
/ )
A

1 O
A s
C t
I o
P (
t
f
n
k
D 0 2
0
0
A 5 2

1
+
N R
V

O O
F ) T
1 0 F
E
F 1
P V + A
2 t
O D A
A N V
f
0
E N
( V
t T
N
I
0
0
K f
C
0 E
A 3
T L
I
A 8 E
N
0 L I T
A N
T T
A S
· M
· U
s
t
o
T n
k
N 0
2
E E
T 2
+
M A V

R O

E P
E U T
T V 0
I R
T 1
I A +
A E
S E 2
B T
A
O G V
P · ·
A T
O
R
1
E V
S
I
O
N
s
t
o
n
K
0
8
T
S
U
R T
H E
T S
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
NADP 2 / ICAO B procedure

- Climb at V2 + 10 to 20 kt until 800 ft (NADP2) or 1000 ft
(ICAO B) AFE.
- At 800 ft (NADP2) or 1000 ft (ICAO B) AFE, retract
SLAT/FLAP on schedule, select VNAV, verify climb thrust is
set and maintain VFS + 10 to 20 kt until 3000 ft.
- At 3000 ft AFE, set and accelerate to the en route climb
speed.
Climb Path
3000 ft AFE
t
i
m
i
L
l
a
c
i
t
r VFS + 10 to 20
e
V
a 800 ft (NADP2) 1000 ft (ICAOB) −
e
r VNAV/Climb Thrust
A
e
r
u
t
r
a
p
e
D N
V2 + 10 G
D
.
C
7
5
1
0
8
9
M
O
A
Departure Area Horizontal Limit 0
7
1
M
E

NOISE ABATEMENT TAKEOFF NADP2 / ICAO B
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REVISION 15
201/366
STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
N
G
D
.
B
0
2
0
0
8
9
M
O
A
0
7
1
M
E
D
E
R
I
U
Q
E
R
S
A
T
E
G
R
A
T
E D
F E
A E
0 P
0 S
0 T
3 E
T S
B

A ·
O
A E
F
C
I
A
)
B

/
2
O
A E n
C
t
s
o
k
I L
(
P U 0
t D 2
f +
D 0 E S
0 H F
A 0 C V
1 S
N R N O
O O
T
0 E
F )
2 S 1
P + F
F P A S A
D L F t
f
O A F V
N T V N
0
0
E ( A
t C
f
I 0
A 3
K 0 R
N
A T L
V I
N
0 T T I
A 8 E E A
T
N
T T R S M U
A · · ·
s
t
o
n
T k
0
N E
2
+
E T 2
A V
M R O
P
E U T
E V 0
I R
T T 1
I A +
S E
A E
O G
2
V
P · ·
B T
A
A T
O
R
1
E V
S
I
O
N
s
t
o
n
K
0
8
T
S
U
R T
H E
T S
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
HGS TAKEOFF SYSTEM
The procedures
installation. arecase
In the basically
of thethe same
dual forinstallation,
HGS either a single
bothorpilots
dual HGS
have
the advantage of including the HGS display in their normal scan of
instruments and outside view.
HGS REPEATER
The HGS as a repeater is a supplementary display of the PFD. No
HGS unique procedures are required. Use the HGS display to
enhance the situational awareness.
HGS EQUIPPED FOR LVTO
The following table presents the low visibility takeoff approved for the
E-JETS family:
E-JET EMBRAER EMBRAER EMBRAER EMBRAER

170 175 190 195
LVTO
HGS HGS HGS
(LVTO) - (LVTO) (LVTO)
NOTE: Some configurations may not be approved in all Certifications.

Refer to the AFM for further information.
In case of a single-HGS installation, it is assumed that the left-seat
pilot is the pilot flying (PF). For dual HGS airplane, either pilot may
assume the pilot flying responsibility, assuming that the operator-
training program supports this assignment. Successful low visibility
takeoff requires crew coordination.
To maintain proficiency, it is recommended to use HGS low visibility
takeoff procedures where conditions allow. This is generally anytime
the departing runway has a localizer available and traffic allows for the
proper execution of the procedure.
The Ground Roll Reference symbol provides a reference for the
Ground Roll Guidance Cue during low-visibility takeoff operations. The
symbol is positioned below the airplane reference symbol until
rotation. As the pitch attitude increases during takeoff rotation, the
Ground Roll Reference is held on the Zero-Degree Pitch Line until the
airplane is in the air. At this point the Ground Roll Reference is
replaced by the FPA.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
During a low-visibility takeoff, taxiing the airplane into takeoff position

over the runway centerline, given that all requirements for the display
of
in the
the HGS Guidance
center Cue areRoll
of the Ground present, the Guidance
Reference symbol. Cue is displayed
Rolling takeoffs
are not recommended during LVTO operations. Advance power and
using normal control inputs, visually track the centerline while
monitoring the Guidance Cue and Ground Localizer Symbols. These
can be especially beneficial in the event of an engine failure during the
takeoff run to assist in maintaining lateral control while either aborting
or continuing the takeoff. Monitor the low visibility takeoff remaining on
instruments and call out any observed discrepancies:
- Any localizer deviation, calling out “STEER LEFT” or
“STEER RIGHT” as necessary;
- Any Flight Director malfunction.
In case of a LVTO CAUTION the takeoff may be continued upon pilot
discretion using visual cues. A LVTO WARNING should lead to a
rejected takeoff.
In the event of a rejected takeoff, the pilot continues to follow the HGS
Ground Roll Guidance Cue until the airplane comes to a stop. To
monitor the V-speed bugs during takeoff, it is necessary to display the
Altitude and Airspeed Tapes. These tapes will be automatically
displayed when the Combiner Mode selection is in AUTO. To monitor
excessive lateral displacement from the runway centerline, guidance is
provided by the position and direction of the Ground Excessive
Deviation symbol whenever laterals deviation ≥ 27 feet. The triangle
points in the direction to correct the orientation of the airplane.
LOW VISIBILITY – ACTIONS and CALLOUTS

TAKEOFF
PF PNF
• Adjusts the HGS • Adjusts the HGS
Aligned on the combiner brightness. combiner brightness.
runway center • Checks for the LVTO • Checks for the LVTO
line mode engaged. mode engaged.
“HGS SET”. “HGS SET” (dual HGS).
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
TAKEOFF IN ADVERSE CONDITIONS

For snow pellets, snow grains, ice pellets, moderate and heavy
freezing rain and hail the anti-ice fluids have little or no effect. If these
conditions exist, perform a careful pre-takeoff check shortly before
takeoff.
For takeoff in icing conditions, it is recommended that takeoff power be
set to approximately 54% N1 and held at that thrust level for
30 seconds or until fan vibration level returns to normal just before or
in conjunction with the final takeoff power setting.
WINDSHEAR
The policy is always to avoid potential windshear areas. Takeoff
briefing can include recent weather reports, visual observations and
crew experience with the airport prevailing weather. Consider to delay
the takeoff until conditions improve.
Whenever a windshear is suspected during takeoff the following
precautions should be taken:
- Use maximum takeoff thrust instead of reduced thrust;
- Select flaps 1 unless limited by other takeoff considerations
such as obstacle or runway length;
- Increase airspeed (or V2) to get the best performance
compromise during windshear;
- Use the longest runway available with the lowest possibility of
a windshear encounter;
- Turn ON the radar using the FSBY OVRD on the Weather
Radar Virtual Controller Panel to enable it before initiating the
takeoff run;
- Crew should monitor airspeed trend during takeoff run. In case
of any evidence of windshear before V1, evaluate the
possibility to reject takeoff;
- Develop an awareness of normal airspeed, attitude and
vertical speed. The crew should closely monitor the vertical
flight path instruments, such as, vertical speed and altimeters,
and call out any deviations.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
Crew must comply with the following actions if a windshear is

encountered after V1 and during initial climb:
- Advance thrust levers to MAX;

- Follow the flight director guidance cue if a windshear warning
is given by the EGPWM during takeoff (automatically
activates). When windshear caution is active, the pilot has the
option of continuing the flight using the current flight director
mode, or selecting windshear escape guidance mode pressing
the TOGA button. The windshear escape guidance mode
does not automatically revert to any other flight guidance
mode. The pilot must
to exit windshear manually
escape select another mode in order
guidance.
- Do not change flaps or landing gear configuration until out of
the windshear condition and terrain clearance is assured;
- Reduce thrust to climb power, retract landing gear and
flaps/slats when the airplane is out of the windshear condition.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
INTENTIONALLY BLANK
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
ENGINE FAILURE
RECOGNITION
The first principles to best manage an engine malfunction are to
identify the affected engine correctly and take the correct action,
considering airplane on ground or in flight.
There are several ways to recognize engine failures, including
messages and airplane reactions:
- Airplane heading change (differential “moment force” );
- Engine Failure – loss of thrust, EICAS indication FAIL in

amber on N1 indication; the Oil Pressure indication will turn
red;
- Engine seize – EICAS N1 indicates 0;
- Engine separation – EICAS indicates amber dashes, thrust
rating mode will disappear;
- Engine Fire – on EICAS, FIRE in red on ITT indicator and Fire
Handle illuminates.
ON GROUND
Engine Failure below V1
If an engine failure occurs prior to V 1 a reject takeoff procedure (RTO)
has to be accomplished. (Refer to RTO Procedures).
Engine Failure above V1

If an engine failure occurs above V 1, airplane direction and thrust
levers must be controlled, aiming to keep airplane on runway
centerline by smoothly applying rudder.
As soon as an Engine Failure or FIRE is recognized (not always
accompanied by loss of thrust) and the affected engine is identified,
check maximum thrust on EICAS.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
IN FLIGHT
Rotation must be done at a slower rate, slightly less than on a normal
takeoff, setting aileron in neutral and use rudder and yaw trim to keep
wings level, as high ailerons inputs will raise spoilers and increase
drag.
As a reference, the slip / skid indicator shall be approximately ½ to ¼
off center and between 0° to 5° of bank, according to speed, gross
weight and altitude. Generally the control wheel in the neutral position
is a good indication of the lowest drag for single engine.
Crew must keep close attention at first positive rate of climb to retract
landing gear, monitoring airplane profile.
The TO mode first guidance is based on takeoff weight and flap
setting, limited to a minimum pitch of 8° and maximum of 18°.
Crew must follow the flight director guidance to maintain V2 to
V2 + 10 kt up to acceleration altitude, according to the three different
conditions below:
- Engine failure below V2: pitch for V2.
- Engine failure between V2 and V2 + 10 kt: pitch for the present
speed.
- Engine failure above V2 + 10 kt: pitch for V2 + 10 kt.
Takeoff thrust is limited to 5 (optionally 10) minutes after takeoff, and
it’s recommended that emergency procedures be accomplished as
soon as safe altitude has been attained (at least 400 ft AGL or
according to local minimums).
When engine failure occurs after takeoff, noise abatement procedures
no longer apply.
Following an Engine Failure, ATTCS adjusts operating engine thrust to
its respective RSV mode. In event the maximum thrust is not reached
for any reason, advance the thrust levers to maximum thrust.
On departure procedures with acceleration altitudes above 1000 ft,
during takeoff briefing, emphasize that, in the event of an Engine
Failure,
requiringEngine
Fire item,
(with actions
loss ofcan
thrust) or any otherat malfunction
a memory be commanded an altitude
lower than the acceleration altitude, but not lower than 400 ft. Airplane
must be stabilized and on the profile.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
For One Engine Inoperative, limit the bank angle to:

- 15° at V2;
- 20° at V2 + 5 kt (*)
- 25° at V2 + 10 kt (*)
(*) According to FAR 121.189(f), the maximum bank angle with one
engine inoperative is 15°.
According to EU OPS 1.495 (c), for bank angles greater than 15°,
the airplane’s net path must clear all obstacles after the banked
turn by 50 ft instead of 35 ft.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
ENGINE FAILURE AT OR ABOVE V1 ACTIONS AND CALLOUTS
ENGINE FAILURE AT OR ABOVE V1 - ACTIONS AND CALLOUTS
PF PNF
“ENGINE ___ FAILURE”.
(pilot first noticing the engine failure).
• Controls airplane • Cancels aural

Before VR using rudder. warnings.
•
“CHECK THRUST”. Verifies

thrust onmaximum
operating
engine.
“THRUST
CHECKED”.
“ROTATE”.
At VR • Rotate to Appropriate
pitch.
• Verifies positive
rate of climb.
• Confirms positive rate
of climb.
“GEAR UP”.
• Positions gear
lever UP.
After lift-off • Climbs at V2 to V2 + • Monitors speed
10 kt. and attitude.
• Controls the airplane
using rudder and yaw
trim in the amount
necessary to keep
the aileron control in
neutral position to
avoid roll spoilers to
be deployed.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS AND CALLOUTS
PF PNF
“SELECT HEADING,
BANK”.
400 AGL
• Selects HDG and
BANK.
“SELECT FLCH”.
• Selects FLCH
(verifies or set
VFS).
“ENGAGE
AUTOPILOT”. • Engages AP.
• At flaps retraction • Retracts flaps on

speed: schedule upon
“FLAPS ___”. PF’s command
At Acceleration
Altitude until flap 0 then
calls.
• “FLAPS ZERO”.
• Reaching VFS:
“CONTINUOUS”.
• Sets or verifies
thrust rate to
continuous.
• Climbs at VFS to a • Advise ATC.
safe altitude
defined on the take • Monitor thrust,
off briefing or as attitude and speed.
assigned by ATC.
Climbing to Safe
Altitude
“(APPLICABLE
ABNORMAL)
CHECKLIST, I
HAVE ATC”.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS
PF PNF
Reads the checklist

aloud:
“THRUST LEVER 1(2)
IDLE”.
• Places his (her)
hand on failed
engine Thrust
Lever: “THRUST
LEVER 1(2) IDLE
CONFIRM?” • Confirms that the
failed engine is being
reduced.
“CONFIRMED”
•
Reading and Reduces affected
performing the engine Thrust
Engine Failure Lever to idle.
Checklist “1(2) IDLE”. “START/STOP 1(2)
STOP CONFIRM?”
• Places his (her) hand
over the failed engine
• Confirms the failed START/STOP
engine
START/STOP Selector.
selector:
“CONFIRMED” • Selects the
START/STOP
Selector to STOP.
• Completes the Engine
Failure Checklist.
“(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

ENGINE FAILURE AT OR ABOVE V 1 - ACTIONS and CALLOUTS
PF PNF
“AFTER TAKE OFF • Accomplish the

CHECKLIST”. procedures and
When Engine Failure checklist.
Checklist is completed
“AFTER TAKEOFF
CHECKLIST
COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
N
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES
ENGINE FIRE, SEV ERE DAMAGE OR SEPARATION

(ON TAKEOFF ABOVE V1) ACTIONS AND CALLOUTS
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF ABOVE V1) – ACTIONS and CALLOUTS
PF PNF
“ENGINE ___ FIRE”.
(pilot first noticing the engine failure).
• Controls airplane using • Cancels aural
Before VR rudder. warnings.

“CHECK THRUST”. • Verifies maximum
thrust on operating
engine.
“THRUST
CHECKED”.
“ROTATE”.
At VR •
Rotate to Appropriate
pitch.
rate of climb.
• Confirms positive rate of
climb.
“GEAR UP”. • Positions gear

lever UP.
After lift-off • Climbs at V2 to V2 + • Monitors speed
10 kt. and attitude.
• Controls the airplane
using rudder and yaw
trim in the amount
necessary to keep the
aileron control in neutral
position to avoid roll
spoilers to be deployed.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

(ON TAKEOFF ABOVE V1) – ACTIONS AND CALLOUTS
PF PNF
“SELECT HEADING,
400 ft AGL BANK”.
• Selects HDG and
BANK.
“SELECT FLCH”.
• Selects FLCH.
(verifies or set
VFS).
“ENGAGE AUTOPILOT”.
• Engages AP.
• At flap retraction speed:
“FLAPS ___”.
At Acceleration
Altitude schedule upon
PF’s command
until flap 0 then
calls.
• Reaching VFS:
“FLAPS ZERO”.
“CONTINUOUS”.
thrust rate to
continuous.
(1)
“MEMORY ITEMS”.
(1)
For acceleration altitudes higher than 1000 ft the PF may indicate
on take off briefing an altitude lower than acceleration altitude, but
not lower than 400 ft, where the memory items will be commanded.
Upon crossing the briefed altitude, with the airplane stabilized and
on the proper flight path, the PF commands to initiate the memory
items. After they are completed, climb to the acceleration altitude, at
the acceleration altitude retract flaps. Reaching the VFS set
CONTINUOUS and ask for the checklist.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES


PF PNF
• Climbs at VFS to a safe • Advise ATC.
Climbing to Safe altitude defined on the
• Monitor thrust,
Altitude take off briefing or as
attitude and speed.
assigned by ATC.
• Disengages the
AUTOTHROTTLE.
•
IDLE CONFIRM?” Confirms that the

affected engine is
going to be
reduced by PF:
• Reduces affected “CONFIRMED”
engine thrust lever to
idle.
“START/STOP 1(2)
“1(2) IDLE”
STOP CONFIRM?”
• Confirms the failed • Place hand over
engine Start/Stop the AFFECTED
Performing selector : engine Start/Stop
Engine Fire, SELECTOR.
“CONFIRMED”
Severe Damage
or Separation • Selects the
MEMORY Items affected engine
Start/Stop selector
to STOP.
“FIRE HANDLE 1(2)
PULL CONFIRM?”
• Confirms his (her) • Place hand on the
hand on the affected affected engine
engine Fire Fire Extinguisher
Extinguisher Handle. Handle and wait
“CONFIRMED” PF confirmation.
• Pulls the affected
engine Fire
Extinguisher
Handle.
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STANDARD
TECHNIQUES
OPERATING
TAKEOFF
PROCEDURES

PF PNF
“ENGINE FIRE,
SEVERE DAMAGE
OR SEPARATION
CHECKLIST, I HAVE
ATC”. • Reads the
Performing Engine Checklist.
Fire, Severe damage
•
or separation check Takes the ATC
communications.
list reading
“ENGINE FIRE,
SEVERE DAMAGE
OR SEPARATION
CHECKLIST
COMPLETED”.
“AFTER TAKE OFF •

Accomplish the
CHECKLIST”. procedures and
When Engine Fire, checklist.
Severe Damage or
Separation Checklist “AFTER TAKEOFF
completed CHECKLIST
COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
CLIMB
GENERAL
The climb phase has a significant impact in fuel consumption when
considering short and medium range flights since it represents from
20% to 40% of the trip time, registering fuel flows 40% greater than on
cruise phase.
When considering trip fuel, the climb phase shall not be analyzed
separately. The impact over the total trip fuel is the best way to check
a climb schedule.
EMBRAER provides information in the AOM Flight Planning section for
Maximum Climb Angle, Maximum Rate of Climb and recommended
Standard Speed Schedule.
INITIAL CLIMB
Best fuel and time efficiency is obtained by retracting flaps and slats
as soon as practicable, considering that a quick climb is important to
maximize efficiency. After selection of a vertical AFCS mode, verify
that climb thrust (CLB) is selected and displayed on the EICAS.
After flaps and slats retraction, the initial climb speed should be
chosen based on the operational requirements (obstacles, SID tracks
and constraints, weather conditions, noise restrictions, etc.) and
company policies, as well as local regulations.
With VNAV engaged the ALT SEL adjustments should always be
made in compliance with ATC instructions.
In order to avoid unwanted level offs, and when cleared of climbing
restrictions, the altitude constraints may be deleted or amended on the
FMS ACTIVE FLIGHT PLAN page at pilot’s discretion.
CLIMB SPEED
The climb speeds may be adjusted using the following criteria:
− Obstacle Clearance: recommended VFS until MSA or above;

− Weather Conditions: recommended VFS + 50 kt to clear low
altitude turbulence;
− Specific Regulations: use the local limitation;
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STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
− If the takeoff heading offset from the route track is greater than
120°, it is recommended to use VFS until reaching a heading
within 30° from the desired track;
− If none of the considerations above are applicable or have been
cleared, accelerate to the altitude limited airspeed (usually
250 kt below 10000 ft) or climb speed.
If FMS speeds are in accordance with the desired speeds, select the
SPEED Selector to FMS on the Guidance Panel if it was not
previously selected.
The FMS speeds are default to the guidance mentioned below. If a
different
PERF CLIMBspeed is orrequired
page the change may
on the PERFORMANCE INITbe made on the
page.
− Up to 10000 ft: 250 kt.
− Above 10000 ft: 270 kt up to the IAS/MACH transition then
Mach 0.73.
High speed climbs can significantly increase fuel burn, as the flight
time in a high thrust, higher drag condition is prolonged.
Maximum Angle of Climb Speed

With flaps retracted, the recommended best Angle of Climb Speed for
all operational gross weights and takeoff altitudes is V FS. It provides for
a maximum altitude gain at a minimum ground distance.
Maximum Rate of Climb Speed
Maximum rate of climb (MROC) speed provides a maximum altitude
gain
grossinweights.
a minimum flight time, with flaps retracted and all operational
VFS added by 50 KIAS is approximately the maximum rate of climb

speed. As it is a function of gross weight and altitude, refer to AOM
Vol.I - Flight Planning Section, for accurate speeds and Mach number.
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STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
CLIMB THRUST SELECTION
The CF34 Engines have two modes of climb thrust:

- CLB-1: Maximum Available Climb Thrust;
- CLB-2: Reduced Climb Thrust at sea level, corresponding to
approximately 90% of Maximum Climb Thrust at sea level.
The difference between CLB-1 and CLB-2 decreases with altitude.
The CLB-1 mode provides higher rates of climb and, consequently, the
airplane will spend less time to reach a desired altitude when
compared with CLB-2 thrust. As a result, considering fuel conservation
aspects, the CLB-1 mode would produce the lowest trip fuel burn.
It must be said that the main benefit in using reduced climb is related
to maintenance costs. Using reduced climb, the engine will work at
cooler temperatures, thus minimizing deterioration of engine
components.
This will lead to:
- Reduced maintenance costs;

- Lower Thrust Specific Fuel Consumption (TSFC) deterioration;
- Longer periods between shop visits (wing removal for
maintenance).
Each operator must evaluate the trade-offs of maintenance costs and
TSFC impact versus trip fuel impact.
Set climb thrust by selecting FLCH or VNAV on the Guidance Panel.
The FADEC will maintain the correct thrust setting automatically
throughout the flight.
During aircraft power up, CLB-1 is the default mode setting. Whenever
the selected takeoff thrust is lower than CLB-1, the CLB-2 mode
becomes the default until the next airplane power down/power up.
On ground the CLB-1 mode is inhibited if the take off thrust selected is
lower than CLB-1 thrust.
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STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
ENROUTE CLIMB
The enroute
match climb speeds
their operational should
practices andbe selected by the operators to
requirements.
In general, the enroute climb speeds should be attained as soon as
practical to improve the flight efficiency, even at altitudes below
10000 ft where the local rules allow.
Usually a constant IAS is selected as enroute climb speed. This IAS is
maintained until a certain altitude where this speed intercepts a
selected Mach number that should be maintained until cruise altitude.
The altitude where the speed reference changes from IAS to Mach
number is called “crossover altitude” and is around 29000 ft.
CLIMB - ACTIONS and CALLOUTS

PF PNF
“TRANSITION
ALTITUDE”.
• Pushes the • Pushes the
Transition Altitude
BARO SET BARO SET
(PUSH STD) and (PUSH STD) and
crosschecks (*). crosschecks (*).
“TEN THOUSAND”.
“TEN THOUSAND • External lights OFF,
CHECKED”. except NAV,
Upon passing STROBE and red
beacon.
10000 ft AFE
• FSTN BELTS signs
may be switch OFF
upon Captain’s
consent.

- (*) The IESS STD button should be pushed at the Transition
Altitude by the LSP.
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STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
ENGINE ICE CLIMB

During climb monitor pitch attitude and airspeed continuously,
performance changes such as airspeed decrease, reduced climb rate
and/or higher than normal pitch angle may be an indication that ice
has already accreted on to the airframe. If ice related performance
decreases are noted, ensure that all icing systems are selected ON.
Make sure the required thrust and attitude are being properly
maintained.
Operation in moderate to severe icing conditions may allow ice to build
up on the fan spinner and/or blades. If allowed to accumulate,
asymmetrical ice shedding may result in high fan vibration. If fan ice
build-up is suspected (high indicated or perceived vibration)
accomplish the following periodic engine run up (one engine at a time).
Reduce one thrust lever at a time towards idle, than advance to a
minimum of 70% N1 for 10 to 30 seconds. Than return the thrust lever
to the position required for flight conditions.
Monitor anti-ice procedure

AFM abnormal systems forinproper
case ofoperation.
system Apply
failure.the
If associated
the failure
persists, exit and avoid icing conditions. Make the air traffic controller
know you are requesting a change due to icing conditions and keep
him informed about it.
NOTE: Engine and Wing Ice Protection Systems operation is
automatic and based on the primary ice detection system.
However, the crew remains responsible for monitoring icing
conditions and conditions

system if icing for manualareactivation of the
present and the ice
ice protection
detection
system is not activating the ice protection system.
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7/26/2019
STANDARD
TECHNIQUES
OPERATING
CLIMB
PROCEDURES
ONE ENGINE INOPERATIVE CLIMB

After flaps and slats retraction, VFS and Maximum Continuous (CON)
thrust should be set or verified until all obstacles have been cleared.
After reaching a safe altitude, higher climb speeds can be employed to
improve aircraft controllability.
The use of speed mode in FMS is prohibited for one engine
inoperative condition.
NOTE: Keeping the airplane trimmed at all times will minimize drag
increment.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
CRUISE
GENERAL
This section presents information that is pertinent to the cruise phase
of the flight. More in depth performance information is provided in the
AOM Vol. 1 - Flight Planning section.
SPEED SELECTION
MAXIMUM CRUISE SPEED
Maximum Cruise Speed provides the maximum True Air Speed (TAS).
It is achieved when maximum cruise thrust is used. Using maximum
cruise speed, the trip time is reduced and fuel burn increased.
MAXIMUM ENDURANCE
Maximum Endurance Speed provides the maximum time in-flight and
the minimum fuel flow. This speed mode is used when the trip time
has to be prioritized. As example, when the airplane is performing a
Holding or the arrival time at destine airport needs to be delayed for
any reason.
LONG RANGE CRUISE SPEED
In the Long Range Cruise Speed mode, the airplane is flown at a
speed corresponding to a specific range equal to 99% of maximum
specific range. It is used when range is the main factor in a given
route.
MAXIMUM RESERVE SPEED

Maximum Reserve Speed provides the maximum TAS while ensuring
the destination airport can be reached with the proper fuel reserves.
CRUISE SPEED MANAGEMENT

Speed variations above the planned speeds may lead to significant trip
fuel burn as speed has a large impact on specific range.
The crew should ensure, during walk around that the smart probes
delimited area is clean and free of obstructions, so that it may provide
correct speed, Mach number and TAT calculations.
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7/26/2019
STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
ALTITUDE SELECTION
Tables of Altitude Capability, Flight Level, and the Wind Altitude Trade
are presented on AOM 1 Flight Planning section. These tables will be
helpful in enabling to use the aircraft more efficiently.
ALTITUDE CAPABILITY
For a given speed, weight and thrust, there is a maximum altitude at
which straight and level flight is possible. This “Maximum Altitude” is
also called "Airplane Ceiling".
The altitude capability can be verified on AOM flight planning section
for LRC and Mach 0.78 based on initial cruise weight for various ISA
conditions and all engines operating with a residual rate of climb of
300 feet per minute. The computed ceiling altitude based in
performance initialization data is also displayed in the FMS
PERF DATA page.
The maximum altitude at which an airplane can fly is limited by three
factors:
-
Engine thrust.
- Capacity of the wing to generate enough buffet-free lift.
- Operational envelope.
OPTIMUM ALTITUDE
The Optimum Cruise Altitude is the pressure altitude, for a given
weight and center of gravity, speed, air temperature that gives the
maximum specific range.
Many times, it is not possible to fly at the optimum altitude because the
available flight level depends on the direction of the flight or may not
be cleared by the ATC. In addition, the aircraft may not have enough
buffet margin to fly at that altitude.
The default for INIT CRZ ALT is OPTIMUM when the performance
mode is FULL PERF. The FMS calculates the optimum cruise altitude
based on the performance initialization data. After performance
initialization is complete, the calculated optimum altitude is displayed
in small characters on this page.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
The optimum altitude, as defined above, is based on the cruise

specific range only, and does not consider the overall fuel
consumption during anthe

more sense defining entire flight. For
Optimum shorter-range
Cruise Altitude asflights, it makes
the altitude at
which the entire flight fuel burn is minimized (i.e., minimizing
Climb+Cruise+Descent fuel).
It must be observed that on short flights the leveled cruise segment
may be very small, or non-existent at all (descent starting immediately
after the climb to cruise altitude is completed). Embraer publishes on
its Airplane Operations Manual (AOM) a cruise altitude table based on
a combination of minimum fuel consumption and at least 5 minutes in
cruise.
CRUISE
CLIMB
UP DESCENT N
G
D
.
B
8
0
0
0
6
0
M
O
A
AT LEAST 5 MINUTES 0
7
OF CRUISE 1
M
E

WIND ALTITUDE TRADE

In order to maintain the same ground specific range at another altitude
than the one planned initially, Embraer publishes on its Airplane
Operation Manual (AOM) tables which allow the determination of the
break-even wind.
The optimum altitude is normally calculated for zero wind, but wind is a
factor that may justify operations considerably above or below the
optimum altitude.
If the optimum altitude headwind is stronger than lower altitude
headwind, for example, it might be advantageous to fly at a lower
altitude (and weaker headwind) in order to save fuel. This is called
wind-altitude trade.
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7/26/2019
STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
STEP CLIMB
Step
levels Climbs areoptimum
closer to employed as means
altitudes for as for
longmaintaining
as possiblecruise flight
throughout
the flight.
(Air Traffic rules and restrictions)
Next ATC N

Flight Level G
D
.
A
Cruising 1
Altitude 4
1
0
8
9
M
O
A
Optimum 0
7
Altitude 1
M
E

As general rule, optimum altitudes for the EMBRAER 170/190 family

(in ISA and zero wind conditions) increase in a rate of 15 to 20 ft/min,
which corresponds to approximately 2000 ft for every 100 minutes of
flight time.
In the AOM Vol. 1 – Flight Planning section, Flight Level tables provide
optimum cruise altitudes for both, Long Range Cruise and 0.78 Mach.
Additionally, in the AOM Vol. 1 - Flight Planning section, Altitude
Capability tables are provided for quick determination of maximum
altitude as a function of gross weight.
NOTE: FMS Step Increment function is prohibited according to AFM

FMS supplement. Although, WHAT-IF INIT FMS page 2 of 3
step increment can be used to optimize the airplane
performance.
Step climbs use the cruise speed command when using the FMS
speeds, the altitude change is 5000 ft or less. Climbs greater than
5000 ft use the climb speed commands.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
FLIGHT CONTROLS TRIMMING

AIRPLANE TRIMMING
The autopilot trims the airplane for pitch using the stabilizer trim
function. Roll and yaw trimming is achieved manually through
dedicated switches.
If the airplane is not properly trimmed for roll and yaw, the autopilot
applies primary control displacements to compensate for tendencies,
which under some conditions, may significantly increase drag and
consequently affect fuel performance.
TRIMMING TECHNIQUE
Yaw Trimming:
With the auto pilot engaged, ensure the fuel is properly balanced,
engine thrust is symmetric, and HDG mode is selected.
Proper monitoring of the Sky Pointer, Roll Pointer and Slip/Skid
Indicator is fundamental for a correct airplane trimming.
The yaw trim switch should be actuated in the direction that
corresponds to the Slip/Skid Indicator position and in most cases, only
small and brief actuations are sufficient.
ROLL SCALE ROLL POINTER
SLIP/SKID
INDICATOR
N
G
D
.
A
2
4
1
0
1O 1O 8
9
M
O
A
0
7
1
M
E

To avoid over trimming, allow approximately three to five seconds

between actuations and observe the results. As the Slip/Skid Indicator
gets closer to the center (below the Roll Pointer) only sharp, brisk
actuations are required.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
Roll Trimming:
Roll trimming should be performed after the airplane has been
trimmed for yaw. An exception to this rule would be a wing heavy
condition in manual flight when the slip/skid indicator is centered.
In this case, Roll Trim should be actuated in the same direction where
pilot’s inputs are needed or towards the down side of the control wheel
if a deflection is noticeable. Both parts of the Roll Trim Switch should
be pressed simultaneously and in most cases, only sharp, brisk
movements are required.
FUEL IMBALANCE
Fuel efficiency can be significantly affected as primary control surfaces
are deflected by the auto pilot in order to compensate for the
imbalance condition.
A fuel imbalance for which no EICAS message is displayed and has
not yet exceeded 360 kg (800 lb) may be regarded as a normal
procedure and corrected without the use of the QRH. It is
recommended however, to assure no fuel leak is in place.
With both engines operative, this can be done by comparing both fuel
quantity indications on EICAS with fuel remaining information
indication on FMS Fuel Management page before attempting a fuel
crossfeed.
NOTE: If the FUEL IMBALANCE caution message is not displayed on
the EICAS and a crossfeed is performed, the advisory
message FUEL EQUAL - CROSSFEED OPEN will be
displayed regardless of the imbalance value, which may lead
to an additional imbalance condition.
THROTTLE TECHNIQUE
Rapid and large thrust lever excursions should be avoided, as they
can be detrimental to various engines components and can accelerate
engine deterioration.
When
should feasible, large
be planned in speed
advance.changes with speed
Excessive Auto Throttle engaged
adjustments may
cause thrust levers to completely retard and accelerate, which also
contributes to engine deterioration and fuel consumption.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
TURBULENT AIR PENETRATION
Flight through severe turbulence must be avoided. If not possible,

reduce altitude to increase buffet margin.
AIRSPEED
Severe turbulence will cause large and often rapid variations in
indicated airspeed. Do not chase the airspeed.
The maximum recommended turbulence air penetration speed can be
obtained from the following chart.
45000
40000
M RA = 0.76
35000
30000
t
f
− 25000
E
D
U
T
I
T
L 20000
A VRA
15000
10000
N
G
5000 D
.
B
1
1
0
3
0
M
O
0 A
0
7
190 200 210 220 230 240 250 260 270 280 290 1
M
E
AIRSPEED − KIAS

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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
ATTITUDE
Maintain wings level and pitch attitude. Use attitude indicator as the
primary instrument. Do not use sudden large control inputs.
PITCH TRIM
Maintain control of the airplane with the elevators. After establishing
the trim setting for penetration speed, do not change pitch trim.
ALTITUDE
Large altitude variations are possible in severe turbulence, do not
chase altitude. Allow altitude and airspeed to vary and maintain
attitude.
THRUST SETTING
If severe turbulence cannot be avoided disconnect autothrottle and
make an initial thrust setting for the target airspeed. Change thrust
setting only in case of unacceptable airspeed variation.
NOTE: Do not extend flaps except for approach and landing.
MANUAL FLIGHT IN SEVERE TURBULENCE

The Autopilot should be maintained engaged when flying in severe
turbulence. At pilot’s discretion, if the crew reverts to manual flight in
severe turbulence, trim the airplane for penetration speed and do not
change stabilizer position. Control the airplane pitch attitude with the
elevators using the attitude indicator as the primary instrument. Do not
make sudden large elevator control inputs. Corrective actions to regain
the desired attitude should be smooth. Control de airplane attitude
first, then make corrections for airspeed, altitude and heading.
LEVELS OF TURBULENCE
The following table presents definitions that could be used to

determine the level of turbulence encountered in flight. The use of
these definitions is useful when reporting weather conditions to ATC,
or when creating an entry on the airplane logbook.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
LEVELS OF TURBULENCE
EFFECTS ON
INTENSITY AIRPLANE REACTION
OCCUPANTS
Passengers and crew
can fell a small strain
against seat belts.
Small, erratic changes in Loose objects can be
Light altitude and/or attitude. slightly displaced.
Food can be served.
Little or no difficult to
walk.
Changes in altitude Passengers and crew
and/or attitude occur, can fell a small strain
but the airplane stays in against seat belts.
a positive control at all
Loose objects are
times.
Moderate dislodged.
Usually causes Food can not be

variations in the served.
indicated airspeed. There is difficulty to
walk.
Large, abrupt changes Passengers and crew
in altitude and/or are forced against
attitude. seat belts.
It usually causes large
Severe variations in the Loose
tossed objects
about. are
indicated airspeed.
It is not possible to
Airplane may be serve food or walk.
momentarily out of
control.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
DRIFTDOWN
Following an engine failure or inflight engine shutdown, an airplane
may not be able to maintain its cruise altitude. The driftdown profile
assures the airplane altitude is kept as high as possible throughout the
descent. The driftdown speed is represented by the Green Dot and
provides the lower descent gradient.
During a driftdown, the available thrust increases as the aircraft

descends. Eventually, at a certain altitude the available thrust will
become equal to the airplane drag, and the airplane will level off. This
altitude is called the

when corrected bygross
the level
1.1%off(2altitude. The 1.4%
engines), gross level off altitude,
(3 engines) or
1.6% (4 engines) gradient margins, is called the net level off altitude
and will depend on the atmospheric temperature and the airplane
weight.
Regulations (FAR 121.191/JAR-OPS 1.500) require that the airplane
be able to clear all terrain by a given margin when an engine fails. Two
means of compliance for en-route obstacle clearance are allowed:
- The net level-off altitude must clear all en-route obstacles by

at least 1000 ft; or
- The net flight path must clear all en-route obstacles between
the point where the engine is assumed to fail and an airport
where a landing can be made by at least 2000 ft.
GROSS DRIFTDOWN PATH
NET DRIFTDOWN PATH
2000 FT N
G
D
.
NET LEVEL−OFF A
3
4
1
0
1000 FT 8
9
M
O
A
0
7
1
OBSTACLE OBSTACLE M
E
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
DRIFTDOWN PROCEDURE
After an engine failure or inflight engine shutdown during cruise, if drift
down procedure is required, pilots should select AT OFF and place
thrust lever of operational engine in TO/GA, set or verify thrust rating
to “CON”, adjust altitude selector to appropriate altitude in accordance
with route analysis and set driftdown speed. When reaching driftdown
speed, pilots select FLCH, perform applicable checklist, notify ATC
and monitor descent.
NOTE: Follow the Green Dot displayed on the speed tape (Load 21.2
and on) for driftdown.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES

ENGINE FAILURE / FIRE, SEVERE DAMAGE OR SEPARATION

(IN FLIGHT) ACTIONS AND CALLOUTS
PF PNF
Failure “ENGINE _ FIRE/ FAIL”
Identification (Pilot first noticing the Engine Failure/Fire)
• Disengages Autothrottle.
• Sets operative engine
Thrust Lever to TO/GA
position.
“CONTINUOUS”.
• Sets Altitude capability thrust rate to
(OEI) on Altitude Selector continuous.
and Driftdown speed.
Preparation for • Informs ATC:
Descent NOTE: For airplanes report emergency
Post. Mod. type and
LOAD 21, the intentions.
Green Dot
indicates •
Turns fasten belts
Driftdown speed. to ON.
• Press FLCH.
RVSM: take heading in
accordance with established
emergency procedures.
“MEMORY ITEMS”.
• Disengages the
AUTOTHROTTLE.
Performing
“THRUST LEVER 1 (2) IDLE
Engine Fire, Confirms that the
CONFIRM?” •
Severe Damage affected engine is

or Separation going to be
MEMORY Items reduced by PF:
“CONFIRMED”
• Reduces affected engine
thrust lever to idle.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES

PF PNF
“START/STOP 1(2) STOP
CONFIRM?”
• Place hand over the
AFFECTED engine
Start/Stop selector.
• Confirms the failed
engine Start/Stop
selector:
Performing “CONFIRMED” • Selects the affected
Engine Fire, engine Start/Stop
Severe selector to STOP.
Damage or “FIRE HANDLE 1(2)
Separation PULL CONFIRM?”
MEMORY
• Places hand on the
Items
affected engine Fire
• Confirms his (her) Extinguisher Handle
hand on the affected and wait PF
engine Fire confirmation.
“CONFIRMED”
• Pulls the affected
engine Fire
“ENGINE FIRE, SEVERE
DAMAGE OR
Performing SEPARATION
Engine Fire, CHECKLIST, I HAVE
Severe ATC”.
Damage or • Takes the ATC • Reads the Checklist.
Separation communications.
“ENGINE FIRE, SEVERE
checklist
reading. DAMAGE OR
SEPARATION
CHECKLIST
COMPLETED”.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES

ENGINE FAILURE (IN FLIGHT) ACTIONS AND CALLOUTS
PF PNF
“(APPLICABLE
ABNORMAL)
CHECKLIST, I HAVE
ATC”.
• Reads the checklist
aloud:
•
Places his (her) IDLE”
hand on the failed
engine Thrust Lever:
“THRUST LEVER
1(2) IDLE • Confirms that the failed
CONFIRM?” engine is being
reduced.
“CONFIRMED”
Reading
performingand
the • Reduces affected
Engine Failure engine Thrust Lever
checklist reading to idle.
“START/STOP 1(2)
STOP CONFIRM?”
• Place his (her) hand
• Confirms the failed on the failed engine
engine Start/Stop selector.
START/STOP
selector:
“CONFIRMED”
• Selects the Start/Stop
selector to STOP.
• Completes the Engine
Failure Checklist.
•
“(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED”.
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REVISION 15
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
RVSM
Before entering RVSM airspace, the flight crew should review the
status of the required equipment. If any required equipment fails prior
to entering RVSM airspace, a new ATC clearance should be obtained.
While flying in RVSM airspace:
- Crew should increase the vigilance to prevent deviations from
the assigned flight level;
- When changing flight levels, the airplane should not overshoot
or undershoot FL by more than 45 m (150 ft);
- The autopilot should be operative and engaged during level
cruise, except for circumstances such as the need to re-trim
the airplane or when it must be disengaged due to turbulence;
- Crew should notify ATC of contingencies (equipment failures,
weather conditions) which affect the ability to maintain the
current flight level;
- If unable to notify ATC and obtain a clearance prior to
deviating from the cleared flight level, follow established
contingency procedures and obtain ATC clearance as soon as
possible.
EMERGENCY DESCENT
This maneuver is designed to bring the airplane down to a safe
altitude in the minimum amount of time when experiencing a rapid
depressurization or any other situation requiring immediate and rapid
loss of altitude. This procedure should be accomplishing by the crew
members from memory.
During an emergency descent, a permanent communication in the
cockpit should be maintained in order to identify a possible pilot
incapacitation.
If structural damage is suspected, use flight controls with care, limit
speed as appropriate and evaluate the use of landing gear to expedite
the descent. When turbulence is encountered, reduce to turbulent air
penetration speed.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
LOSS OF ALTITUDE
If descending due to cabin depressurization the crew members should
don masks and establish communication immediately after, accurately,
verifying cabin is depressurizing uncontrollably.
Opening the mask’s stowage box automatically initiates the oxygen
flow. Pressing the harness inflation control valve will inflate the
harness, enabling its quick donning. Releasing the button will deflate
the harness firmly fitting it to the head. The mask is designed to be
donned within 5 seconds.
When the oxygen mask’s stowage box door is opened the mask’s
microphone is automatically activated and the headset boom
microphone is deactivated.
The speakers are also automatically activated and the communication
reception is possible through the speakers or the headsets.
Oxygen masks are operated at three selectable modes: The NORMAL
mode is to be used as a supplemental, when a regular amount of
oxygen, diluted with cabin air is capable to maintain a safe physiologic
level until a preset altitude, where the user inhales 100% oxygen. The
100% mode is mandatory during an emergency descent, as it’s not
diluted with cabin air, regardless cabin altitude. The EMER mode is
useful to remove smoke and fumes, as it is non-diluted oxygen
regardless of cabin altitude with a slightly positive pressure. When the
mask is on emergency mode, the air pressure and flow make
communication more difficult. To avoid communication disruption it is
recommended not to use the EMER setting continuously, selecting the
mode back to 100% or Normal after the mask is clear of smoke, fumes
or condensation.
Once mask usage is not necessary, pilots must close the oxygen
mask stowage box doors and press reset button, enabling
hand/headset microphone booms.
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REVISION 12
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
DESCENDING WITH AUTOPILOT ENGAGED

Use of automated resources is recommended.
FLCH mode is recommended vertical mode due to airspeed and

altitude protection, as well as low crew workload.
As crew decision is to perform the emergency descent, crew must
alert via PA, select (counter clockwise rotation) 10000 ft ASL or MEA,
whichever is higher, selects FLCH (if VNAV is engaged, press VNAV
button on the guidance panel, then press FLCH), set or verify thrust
levers IDLE and extend speed brake, selects speed selector knob to
manual and target speed to maximum appropriate.
Crew must descend straight ahead or initiate turn with maximum 30°
bank. HDG mode can be used to turn the aircraft off the airway, it’s
recommended to start a turn before commencing the Emergency
descent. Then sets seat belts and no smoking signs ON, advises ATC
(EMERGENCY DESCENT), monitors cabin altitude, squawks 7700 on
transponder, checks all instrument and engines parameters.
If flying in RVSM airspace, pilot shall notify ATC and follow the
appropriate RVSM contingency procedure. Use TCAS as a reference
in this situation.
If cabin reaches 14500 ft or above, set immediately MASKS DEPLOY
selector knob to OVRD.
During descent, crew must perform the EMERGENCY CHECKLIST,
flight profile must be monitored and TERRAIN set on MFD. At 1000 ft
to MEA or 10000 ft ASL crew must close speed brake and reduce to
appropriate speed.
Altitude callouts are performed every 10000 ft (30000 ft / 20000 ft /
10000 ft) by the PNF to check crew awareness.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
MANUAL DESCENT
Exceptionally, an emergency descent can be performed manually, but
additional recommendations must be considered due to an expected
high crew workload.
After selecting (counter clockwise rotation) 10000 ft ASL or MEA,
whichever is higher, crew must disconnect the auto throttle and set
thrust settings to idle. Then, smoothly open speed brake and turn
FD OFF.
If flying in RVSM airspace, pilot shall notify ATC and follow the
appropriate RVSM contingency procedure. Use TCAS as a reference
in this situation.
To start descend, smoothly lower the nose to initial descent attitude
(approximately 10 degrees nose down). Approximately 10 kt before
achieving target speed (VMO/MMO), slowly adjust pitch attitude to
maintain this speed. If structural integrity is in doubt, especially after
an explosive depressurization, use flight controls with care, and
maintain current speed.
To better keep airplane speed and thrust control, it’s recommended to

use FLIGHT PATH VECTOR SPEED ERROR TAPE and FPA
ACCELERATION POINTER chevron.
If cabin reaches 14500 ft, set immediately MASKS DEPLOY selector
knob to OVRD.
Altitude callouts are performed by crew member every 10000 ft during
descent to check crew situational awareness. At 2000 ft above the
level off altitude, crew must reduce speed to 250 kt, and at 1000 ft
above the level off altitude must reduce to appropriate airspeed.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES

(1)
EMERGENCY DESCENT/RAPID DEPRESSURIZATION -
PF PNF
“EMERGENCY –
DESCENT”.
• Don crew oxy masks and check
(1)
communications.
“MEMORY ITEMS” • Selects seat belts

• Alerts cabin crew sign ON.
(P.A.): • Selects no
“ATTENTION CREW, smoking sign ON.
EMERGENCY
DESCENT”.
• Selects altitude (MEA • Selects squawk
or 10000 ft whichever 7700.
is higher).
• Monitors cabin
In flight • If VNAV is engaged altitude.
presses VNAV button
on the GP;
• Selects FLCH.
• Verifies thrust levers • Advises ATC:
IDLE. “(CALL SIGN)
EMERGENCY
• Sets speed brake
lever to FULL. DESCENT”.
• Checks flight
• Selects Speed
instruments and
Selector Knob to
engine
MANUAL and target
parameters.
speed to maximum
appropriate.
(1)
NOTE: If descending due to cabin depressurization the crew
members should don masks and establish communication
immediately.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES

(1)
EMERGENCY DESCENT/RAPID DEPRESSURIZATION -
PF PNF
• Monitor descent
path and speed.
• Select MFD
TERRAIN and
monitor terrain
In flight
clearance.
• After all memory • Accomplish
items complete, call checklist.
for the appropriate
QRH procedure.
2000 ft to MEA or “TWO THOUSAND

10000 ft TO LEVEL OFF”.
1000 ft to MEA or “ONE THOUSAND

TO LEVEL OFF”.
10000 ft • Retract speed
brakes.
• Inform cabin crew.
At Safe Altitude “ATTENTION CREW
WE HAVE REACHED
SAFE ALTITUDE”.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
HOLDING
In order to achieve maximum fuel economy, holding should be
performed at clean configuration, gear up and minimum fuel
consumption speed (Maximum Endurance speed), even if flying under
turbulence conditions.
The holding tables for clean configuration are provided in the AOM
Vol.1 - Flight Planning Section. They are calculated for the minimum
fuel consumption condition, further providing minimum maneuver
margin of 1.27 Vs (EMBRAER 170/175) and 1.29 Vs (EMBRAER
190/195) with A/I OFF or 210 KIAS for A/I ON.
Considering fuel conservation aspects, performing a holding pattern
with flaps extended should be avoided, since it significantly increases
fuel flow. In case the minimum Flaps Up maneuvering speed exceeds
maximum holding pattern speed, pilot should obtain ATC clearance to
maintain present speed or use minimum flap/slat setting to comply to
speed restriction. For flaps 1, fuel flow increases by approximately
20%.
Crew
10 NMshould
beforestart slowing
entering the to the appropriate
HOLD holding speed,
Pattern, configured at least,
with: Flaps UP
and Gear UP.
FMS HOLDING CALCULATIONS
The default holding is a standard holding pattern at the designated
holding fix with the inbound course set to the flight plan course into the
holding fix. Leg times are defaulted to 1 minute below 14000 ft and 1.5
minutes at or above 14000 ft. However, those values can be modified
by the pilot.
Inbound Course:
Inbound course, turn direction and quadrant can be modified by the
pilot. Entry procedure entries are not permitted.
If a new inbound course and/or turn direction are entered by the pilot,
a new quadrant will be set automatically by the FMS.
Quadrant entries
new quadrant, are will
FMS not set
recommended, because
the new inbound whentopilot
course the entries a
cardinal
heading associated with the entered quadrant. This procedure will
overwrite any other inbound course set previously.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
Leg Time & Distance:

Leg time or distance can be also entered by the pilot. If a leg time is
entered, FMS computes the leg distance. When leg distance is
entered, leg time is computed.
FMS calculations for leg time and distance use a ground speed of
200 kt for holding patterns above or below 14000 ft.
Speed:
The FMS displays a speed for holding at 1R on the HOLDING
PATTERN page. FMS computations are based on the Performance
Mode selected on PERFORMANCE INIT page:
- If FULL PERF is active, the speed from the aircraft database
(when available) is displayed. Otherwise, the predicted
maximum endurance speed is displayed;
- If PILOT SPD/FF or CURRENT GS/FF is selected, the speed
is the predicted speed at the holding fix waypoint from the
flight plan. If flight plan speed is not available, a default of
200 kt is displayed.
NOTE: In ice conditions, maintain Maximum Endurance speed or 210
KIAS, whichever is higher.
EFC (Expect Further Clearance)

EFC time (ZULU time) can be entered at 4R in this case, all time and
fuel predictions for waypoints beyond the Hold are based on remaining
in the hold until the expected clearance time has elapsed.
NOTE: All entries are inhibited 1 minute prior to holding.
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REVISION 15
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
CONTROLLER TO PILOT DATA LINK

COMMUNICATION SYSTEM (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.
NOTE: In order to use CPDLC functionalities, the operator should
have received operational approval to use datalink
communications from the local aeronautical authority.
The current CPDLC implementation is intended to be used in the en

route environment for non-time critical situations. Data link
communications coexists with VHF voice radio communications. When
using CPDLC data link for ATC communications, the crew should
monitor the appropriate ATC frequency and revert to voice when
appropriate.
AOM section 14-09-15 presents a description of each MCDU CPDLC
page.
Log-on and data link co nnection
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.
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:
- ATC
Receiving a data linkor;message confirming the identity of the
unit concerned,
- They are in voice communication with that ATC station.
When transferring from one ATC center to another, the log-on
information will be forwarded via the ground system.
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The CPDLC connection to the new ATC center is automatic, and

appropriate information is displayed to the flight crew.
Operating Principles
The use of data link communication should be in accordance with the
following operating principles:
- Prior to flight the flight 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.
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Loss of Communication
In case the CPDLC datalink 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
applicable of loss of communications procedure.
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 in inverse video.
Once the aural “MESSAGE ATC” is triggered both pilots should check
the display of “ATC” on PFD. The PNF access 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 PNF should readback
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
PNF 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 PNF 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.
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STANDARD
TECHNIQUES
OPERATING
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PROCEDURES
CPDLC UPLINK MESSAGES ACTIONS AND CALLOUTS
PF PNF
•
Checks “ATC” •
Checks “ATC”
annunciation on PFD. annunciation.
• Press DLK key on
the MCDU.
Upon receiving an
• Readback the
ATC uplink
received message
message with ATC
content.
aural and ATC
annunciation on
PFD.
• Both pilots confirm understanding the

message contents.
• Confirms the
applicable response
message.
After both pilots • Select the

have agreed about applicable response.
message content
and applicable
response. • Verifies message
status changed to
CLOSE on the ATC
MSG LOG page.
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CPDLC Downlink Messages

The crew should use the downlink messages to perform a request or a
report
accesstothe
theATC
ATC REQUEST
using CPDLC.
pageToon
perform a request
ATC MENU on the
the PNF should
MCDU. To
send a report the PNF should access ATC REPORT page on ATC
MENU.
To maintain the same level of situational awareness, the PNF 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 PNF selects VERIFY on the applicable ATC
REQ/REPORT page on the MCDU.
Once both pilots have agreed with the request/report message content
the PNF 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.
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STANDARD
TECHNIQUES
OPERATING
CRUISE
PROCEDURES
CPDLC DOWNLINK MESSAGES ACTIONS AND CALLOUTS
PF PNF
•
Access ATC
REQ/REPORT
page. Perform the
applicable action.
• Select VERIFY on
the ATC
REQ/REPORT
page.
Before sending a • Confirms the content

request/report of request/report
message to ATC message.
via CPDLC.
• Select SEND on
the ATC MSG
VERIFY page.
• Verifies message
status changed to
SENT on the ATC
MSG LOG page.
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CRUISE
PROCEDURES
UNRELIABLE AIRSPEED
Unreliable airspeed indications usually are associated with partial pilot

static system blocking, damage or frozen as well deterioration of
system parts.
The flight crew can recognize an unusual indication monitoring
airspeed indications and crosschecking PFD 1, 2 and IESS. IAS and
ALT miscompare monitor annunciations can be also used to aid pilots
to identify this condition.
When this scenario occurs the Autothrottle and Autopilot must be
disengaged once these systems use the airspeed indications to adjust
their gains. The Flight Director may be also unreliable and should not
be followed.
With the Autothrottle and Autopilot disengaged the crew must maintain
proper control of the airplane by means of pitch attitude and power
settings.
AOM Vol.1 and QRH - Emergency and Abnormal Procedures sections
present Unreliable Airspeed tables to be used on each flight phase.

The use of Speedbrake should be avoided since the capacity of the
flight crew to monitor the speed change might be compromised.
Under an Unreliable Airspeed scenario, Altitude and/or Vertical Speed
indications may also be unreliable.
Ground Speed indication available on PFD and GPS altitude may also
be used as reference if PFD indication is unreliable.
At pilot´s discretion, when the airplane is stabilized under correct pitch
attitude and power setting, instruments should be crosschecked in
order to help identifying any possible reliable instrument. In case a
reliable source is identified, ADS reversion should be attempted.
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CRUISE
PROCEDURES
UPSET RECOVERY MANEUVER
NOSE-UP RECOVERY
PF PNF
• Disengages the
Autopilot and
Upon recognizing the Autothrottle.
upset situation •
Reduces the
airplane pitch
(1)
angle.
When the airplane • Levels the wings and
pitch is back to resumes normal
normal level flight.
(1)
If the airplane pitch is too high, consider:
Using pitch trim or reducing engine thrust to lower the nose;

−
Banking the airplane 45° to 60°, or maintaining the bank angle if

−
in a turn, until pitch angle is reduced, then level the wings.
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NOSE-DOWN RECOVERY

PF PNF
Disengages the
•
Autopilot and
Autothrottle.
• Levels the wings.
• If the airspeed is too
high, reduces
engines thrustboth
and
Upon recognizing the deploys the Speed
upset situation Brakes.
• Pulls the Control
Column and, if
required, use Pitch
Trim to bring the
airplane back
level flight to
avoiding
high load factors.
When the airplane • Resumes normal
pitch is back to level flight.
normal
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PROCEDURES
STALL RECOVERY MANEUVER

The lift force generated on a surface is a result of its angle of attack
(AOA), the dynamic pressure of the air moving around it, which is a
function of the airspeed and air density, and the size and shape of the
surface. As the AOA increases, lift increases proportionally.
The lift increases until the wing reaches its maximum AOA, named
critical AOA. Beyond the critical AOA the air flown around the upper
side of the wing separates, lift decreases, instead of increasing, and
the airplane stall. To sustain a lifting force on the wing, the pilot must
ensure the surface is flown at an angle below the stall angle .
Remember that the angle of attack is the angle between the relative
wind and the chord line of the airfoil, which should not be confused
with the flight path angle or the pitch attitude. You can estimate the
AOA value at the EADI (either in the PFD or HGS combiner),
according to the figure below. You can also check an impending stall
via the LSA (Low Speed Awareness) and PLI (Pitch Limit Indicator)
indication and the proper color code of the symbology.
FLIGHT PATH
VECTOR
2O 2O
1O 1O
ANGLE OF ATTACK IS THE -3.O
DIFFERENCE BETWEEN PITCH

ATTITUDE AND FLIGHT PATH ANGLE 1O 1O
(ASSUMES NO WIND).
2O 2O
K
TA C
O F A T
L E
A N G PITCH
ATTITUDE
C I T Y
V E L O N
G
FLIGHT PATH ANGLE D
.
A
3
5
1
HORIZON 0
8
9
M
O
A
0
7
1
M
E
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It is important to note that, being the lift generation directly related to
the airplane AOA, the stall phenomenon can occur at any point of the
airplane flight envelope. At high speed cruise, or during descents,
when it seems that there is plenty of airspeed, the wing can be stalled.
In other words, the stall can occur at any attitude, any altitude, at any
speed and at any load factor.
HIGH
AOA
Y
C I T
L O
E
HIGH V
V E AOA
L O
C I T
Y
THE WING ONLY "KNOWS"

ANGLE OF ATTACK (AOA).
Y
C I T
V
L O
E
L
O E
V
C
I
T
Y
N
HIGH HIGH G

D
.
AOA AOA A
4
5
1
0
8
9
M
O
A
0
7
1
HORIZON M
E

Speed and altitude will affect the stall as follows: as altitude increases,
the indicated airspeed at which low speed buffet occurs increases; as
altitude increases, high speed buffet speed decreases. Using buffet
boundary charts or referencing to g margins allow pilots to determine
how high or how fast they can go.
The aerodynamic stall, especially at high speed, is characterized by
buffeting, combined or not with some loss of lateral control. In low
speed situations, an artificial stall warning is provided in advance to
the aerodynamic stall in the form of stick shaker. During flight in icing
conditions, the airplane may stall at much higher speeds and lower
angles of attack than normal. In icing conditions, the activation of the
stick shaker is anticipated and the PLI and LSA indication are adjusted
to cope with the altered stall onset characteristics.
The emphasis of the stall recovery maneuver is to effectively reduce
the AOA by putting the airplane in a nose down attitude.
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STANDARD
TECHNIQUES
OPERATING
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PROCEDURES
Upon recognizing a stall condition, stick shaker activation or feeling
the stall buffeting, the crew must initiate the stall recovery procedure
immediately.
NOTE: Stick shaker activation will cause the automatic disengage of

the autopilot. Beware that, in icing, the autopilot may mask
heavy or asymmetric control forces due to airframe icing. The
autopilot may even disconnect earlier because of excessive
roll rates, roll angles or excessive pitch.
The PF must disengage the autothrottle and simultaneously reduce
the AOA by pushing the control column to apply nose down, level the
wings and adjust the thrust as required. The PNF must confirm
autopilot and autothrottle disengaged and monitor the altitude and
speed of the airplane.
NOTE: In direct mode, no fly-by-wire functionality available, more

control column input may be required to get the same pitch
change.
The PF must retract the speed brake and maintain the nose down
command until the airplane is effectively out of the stall condition. With
the airplane out of stall the stall warnings will be deactivated.
Due to the nose down attitude, during the recovery the airplane will
accelerate. The PNF should monitor the speed to avoid the airplane
flying above the VMO/MMO or other applicable speed limit. The PNF
should also monitor and inform any other airplane limitation
exceedance. At high altitudes, normally smooth and small control
inputs are required so as to keep speed and rate of climb within
reasonable values.
Once out of stall, return the airplane to the normal flight path. Apply
commands gradually to avoid secondary stalls. It may take less force
to generate the same load factor as altitude increases.
Although a common template to deal with stall recoveries to all types
of airplanes is desirable, the EJETS automatism provided by the fly-
by-wire system in the normal mode helps to reduce the workload in
certain scenarios.
With the airplane flying in the normal mode, the fly-by-wire
functionalities automatically neutralize any pitch up tendency caused
by engine thrust. In this case applying MAX thrust during the stall
recovery procedure should not result in any pitch up tendency. If any
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tendency appears maintain the nose down command and reduce
engine thrust.
Additionally, when in the normal mode, setting the thrust levers to
MAX position will automatically disengages the autothrottle and
retracts the speed brakes, reducing the workload during the recover
maneuver.
PF PNF
“STALL”
(Pilot first noticing the stall situation).

• Disengages
Autothrottle. • Checks Auto
Throttle and Auto
• Applies nose down
Pilot disengaged.
and levels the wings
until out of stall.
• Monitors altitude
• Applies thrust as and speed.
required. Performs any
• Accelerates the necessary callout.
airplane to a safe
speed.
Upon Stick Shaker
• Retracts speed
activation or feeling
brakes.
the stall buffeting
• After recovery,
return to the normal
flight path.
• Reconfigures the
airplane as
necessary.
After recovery, if the airplane is in landing or takeoff configuration,

retract landing gear and flaps as in a normal go-around procedure.
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INTENTIONALLY BLANK
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STANDARD
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OPERATING
DESCENT
PROCEDURES
DESCENT
GENERAL
Even thought descent fuel consumption has a minor impact comparing
with other flight phases, it is important to plan a correct descent profile.
Good descent planning is also necessary to arrive at the desired
altitude with correct speed and configuration.
DESCENT SPEEDS
If the FMS speeds are in accordance with the desired, the descent
may be made on FMS speeds. Any change to these speeds must be
made on the PERFORMANCE INIT page or on the PERF DESCENT
page.
The default descent speeds on the FMS are:
- Between 41000 ft and the altitude to CAS/Mach transition:
Mach 0.76.
- Between
290 kt. the altitude to CAS/Mach transition and 12000 ft:
- From 12000 ft down to 10000 ft the speed decreases linearly
from 290 kt down to 250 kt.
The altitude where the FMS commands the deceleration
depends on the descent angle and airplane performance. For
angles close to 3° the anticipation occurs by 2000 ft before the
constraint.
- From altitudes lower than 10000 ft: 250 kt up to the
deceleration to the approach speeds.
If necessary, use speedbrakes to correct the descent profile. For small
adjustments, allow the airspeed to vary initially, using the speed
brakes at a lower altitude if further speed adjustments are required.
The pilot should keep a hand on the speedbrakes lever anytime the
speedbrakes are used. This will prevent the speedbrakes from being
left extended when no longer required.
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STANDARD
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OPERATING
DESCENT
PROCEDURES
VNAV OPERATION
The FMS calculates the TOD based on the speeds and angle entered
on the PERFORMANCE INIT page. The default angle is 3°. Any
change can be made on the PERFORMANCE INIT page or
PERF DESCENT page during the FMS initialization 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 if the lateral mode is other than LNAV.
If any lateral change needs to be executed during descent with

VPATH engaged, revert the vertical mode to FPA, execute the lateral
direct to, the vertical direct to and return back to VNAV.
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 on
function of the
a late or early descent make use of the Descend Now
FMS.
Under radar vector it is suggested to disengage VNAV and set Speed
Selector Knob to MANUAL.
IDLE DESCENT
AOM/QRH present tables of angle/speed pairs which establish a
condition to perform a descent with idle power setting until 12000 ft.
The speeds published in these tables must be inserted on the FMS in
order to guarantee the idle descent. These speeds are not speeds that
the airplane will actually fly; they are used just as reference in
conjunction with a flight path angle.
The flight path angle is calculated based on a certain weight at the top
of descent and also must be compensated for wind effects and/or ice
forecast on descent. Headwinds cause steeper flight path angles while
tailwinds have the opposite effect.
This procedure for idle descent will achieve the expected results only if
it is possible to perform a constant descent, without step downs, and
with the airplane initiating the descent on the calculated TOD. The
flight path angle is calculated based on a certain weight at the top of
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FMS VPATH engaged. This mode always prioritizes angle over speed.
The feature early descent should be avoided.
This procedure for idle descent provides a most efficient descent in
terms of fuel savings and also enhances the cabin rate of descent
variation.
INITIAL DISTANCE TO DESCENT

Use this guidance when VNAV is not available.
The initial distance to descent can be found as follows:
If descent is accomplished in idle:
1. Calculate the difference between actual flight level and the

desired flight level. Divide this value by 10.
2. Multiply the value found in item 1 by 2 and adds 15.
⎛
FLDifference ⎞
Dist = 2 × ⎜⎜ ⎟⎟ + 15
⎝ 10 ⎠
If a descent angle of 3° is taken:
− Calculate the difference between actual flight level and the
desired flight level. Divide this value by 10 and multiply by 3.
FL
Difference
Dist = 3 ×
10
NOTE: - Deceleration from normal descent speed to 250 kt was
considered.
- Deceleration segment and wind effects were not considered.
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STANDARD
TECHNIQUES
OPERATING
DESCENT
PROCEDURES
Example:
Cruise flight level = 350.
Desired flight level = 070.
If descent is accomplished in idle:
− 70) ⎞
⎛ (350
Dist = 2 × ⎜ ⎟ + 15 = 71 NM
⎝ 10 ⎠
If a descent angle of 3° is taken:
(350 − 70)
Dist = 3 × = 84 NM
10
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STANDARD
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DESCENT
PROCEDURES
ICE CONDITION
Observe normal procedures contained in the approved AFM.
When using the autopilot, monitor pitch attitude and speed
continuously.
CAUTION: EVEN SMALL ACCUMULATIONS OF ICE ON THE WING

LEADING EDGE MAY CHANGE THE STALL
CHARACTERISTICS OR THE STALL PROTECTION
SYSTEM WARNING MARGIN.
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OPERATING
DESCENT
PROCEDURES
N
G
D
. D
3
3
0
0
8
9
M
O
A
0
7
1
M
E
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t
f I t
f t
f N N
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S F D W X
0 H N S 0 0 I
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STANDARD
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APPROACH
PROCEDURES
APPROACH
GENERAL
This chapter outlines recommended normal and abnormal operating
practices and techniques for precision, non-precision, circling and
visual approaches, as well as missed approach and go-around
maneuvers.
FUEL CONSUMPTION
The fuel consumption during the approach phase is influenced by two
main factors:
- ATC requirements;
- Pilot’s flying techniques.
ATC requirements, such as accomplishing of the entire range of IFR
approach procedures and holdings are external factors that are a
function of airspace capacity and traffic flow management. They are
beyond flight crew control.
THRUST USE
Thrust should be maintained in idle as much as possible during the
approach, as the airplane enters the final approach proper thrust
should be established (monitored) to guarantee a stable approach.
Approaching the touch down point, reduce the rate of descent and
monitor A/T Retard mode reducing thrust levers to idle at 30 ft RA.
Knowledge of the deceleration rates of the airplane is essential to
perform an optimum idle approach planning. The table below shows
the deceleration distances required for IDLE thrust, for speed brakes
up or down, with clean configuration:
1000 ft/min DESCENT

CONFIGURATION LEVELED FLIGHT
FLIGHT
SPEEDBRAKES DOWN 1 NM for each 10 kt 2 NM for each 10 kt

(STOWED) Speed reduction Speed reduction
SPEEDBRAKES UP 0.5 NM for each 10 kt 1 NM for each 10 kt

(DEPLOYED) Speed reduction Speed reduction
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PROCEDURES
For example, deceleration from 250 KIAS to 200 KIAS requires 5 NM

in level flight or 10 NM while descending at 1000 ft/min with speed
brakes down (stowed).
FLAPS AND GEAR EXTENSION

In order to optimize flaps life and fuel consumption, extend flaps on the
“Green Dot” or “Green Dot+10 kt (ice speeds)” speed. Approximately 8
NM are required to extend all the flaps down to FULL position.
The Green Dot provides the minimum speed for the current
configuration. The next flap position should be selected before
reducing the speed below the current Green Dot located along the
right edge of the airspeed tape.
The use of the Green Dot as reference for flaps extension reduces the
fuel consumption.
When the Green Dot is not available the flaps maneuvering speeds
table may be used for flaps extension.
SPEED
FLAP (KIAS)
UP 210
1 180
2 160
3 150
4 140
5 140
FULL 130
FLAP MANEUVERING SPEEDS
NOTE: These speeds allow an inadvertent 15° overshoot beyond the
normal 25° bank and provide 1.3 g margin over stick shaker
speed. They are valid for all weights up to the maximum
structural landing weight.
FLAPS CHOICE
The use of
approach Flaps
noise 5 provides
levels. lower fuel
In a comparison, consumption
a final and reduced
approach segment with
flaps 5 will burn 10 kg less than a flaps FULL landing.
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PROCEDURES
The use of FULL flaps should be considered when the field length
renders its use and also at pilot’s discretion when additional runway
limitations exist, such as known slippery conditions.
Additionally, flaps full should also be considered when the STALL
PROT ICE SPEED is present in the EICAS (even without actual icing
conditions) and a combination of high landing weights short field
lengths exist.
INSTRUMENT APPROACHES
Approximately 50 NM before descent, pilots should perform the
approach briefing.
It’s recommended to set instruments before the briefing.
The items to be covered by the briefing are:
- Weather and NOTAM’s at destination and alternate airports;
- Instrument Approach plates, checking MSA, frequencies,
courses, MDA/DA, selecting raw data sources (CDIs/needles
– VOR/FMS/ADF);
- FMS/MCDU settings, checking each leg on FPL page and

HOLDING patterns at HOLD page;
- Missed approach procedures – check if it’s set on FMS
according to the plate;
- Runway length, width and best taxiway to vacate;
- Apron facilities and stands;
- Check MORA/MEA.
Pilots must keep close attention to the altitude and speed restrictions
according to the charts. Some airports are provided with contingency
and special procedures.
Speeds must be set according to the weight and flap selection,
considering weather status (CAT II, ICE conditions etc).
The Autobrake must be selected according to runway conditions and
type of operation. Also the use of Thrust Reversers must be briefed in
order to decide
runway. which evaluate
Pilots must taxiway isrunway
supposed to be used
conditions like to vacate and
slippery the
contaminated. It is necessary to discuss the outcome on the landing
distance during the approach briefing. This detail, together with wind
gusts on surface will affect the landing distance in case of crew
planned to use additional speed for the approach.
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Airplane status and operational restrictions must be discussed during

the briefing. If any failure that affects the required landing distance
occurs in the final approach, consider a missed approach in order to
better evaluate the situation and an appropriate runway length.
Failures that affect the landing distance are commonly associated to
brakes, ground spoilers and/or thrust reversers.
It’s recommended to perform an instrument crosscheck as soon as
cleared by ATC to intercept the final approach course. At this time
pilots crosscheck radios and minimums for that specific approach. For
far ILS captures, verify if intercepted course is in accordance with the
MARKERS indications and the PFD MAP display. If any discrepancy is
found disengage the AP and take the appropriate corrective action.
The altimeter setting must be done when passing Transition Level, or
according to ATC.
BASIC APPROACH MODES
− Pilot is responsible for monitoring all phases of the approach
and calls out any observed discrepancies:
−
Any deviation from the flight director guidance –
“GUIDANCE” .
− Rate of descent in excess of 900 ft/min – “SINK RATE”.
− Airspeed above Target Speed + 10 kt – “SPEED”.
− Airspeed below Target Speed - 5 kt or below VRF, whichever
is higher – “SPEED”.
− Localizer deviation in absence of flight director - “LOC”.
−
Glide Slope or FMS vertical deviation in absence of the
flight director “GLIDE”.
− Any Autopilot malfunction – calls the failure.
− Flight director failure to arm or to engage the next expected
mode – calls the failure.
− Perform the callouts in case the EGPWS fails to do so
automatically – calls the crossing altitude.
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APPROACH CONDUCT
The recommended source and AFCS mode selections for the types of
instrument approaches are presented in the following table:
FINAL FMA
APPROACH INITIAL PRIMARY INDICATION
PREVIEW ARMING
TYPE MODE SOURCE
LATERAL VERTICAL
(5)
LNAV FMS YES APP LOC GS
(5) (5)
ILS HDG FMS YES APP LOC GS
HDG V/L NO APP LOC GS
(4)
FPA
LOC HDG V/L NO NAV LOC
V/S
FPA(4)
LNAV FMS YES APP BC
V/S
BC (4)
FPA
HDG V/L NO NAV BC
V/S
(3)
GP
(1) (3)
LNAV FMS YES APP LNAV FPA
V/S
VOR (3)
GP
HDG FMS YES(1) NAV/APP(3) LNAV FPA
V/S
(3)
GP
(3)
LNAV FMS NO APP LNAV FPA
V/S
NDB (3)
GP
(3)
HDG FMS NO APP LNAV FPA
V/S
(6) GP(6)
LNAV FMS NO APP LNAV
RNAV FPA
(GNSS) GP
(6)
(6)
HDG FMS NO APP LNAV
FPA
NOTE:
(1) The preview mode can be used as a method to monitor the course
bar for the VOR while LNAV is the primary display on the HSI. The
VOR
Primusmode
EPICcannot
system.be captured as this is not a capability of the
(2) Arming is not applicable (N/A) as LNAV is already the captured
mode.
(3) The preferred vertical mode is VNAV GP, but it is acceptable to use
FPA or V/S.
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(4) The preferred vertical mode is FPA but it is acceptable to use V/S.
(5) If cleared to intercept final, but not for the ILS, it is recommended to
use LNAV or alternatively display V/L and arm it by pressing NAV.

(6) The preferred vertical mode is VNAV GP, but it is acceptable to use
FPA. VNAV without GP shall not be used.
DECISION ALTITUDE/HEIGHT
The ILS CAT I decision altitude is based on barometric altimeter
(BARO) and CAT II / III decision height is based on the radio altimeter
(RA).
STABILIZED APPROACH
The airplane should be stabilized by 1000 ft AFE if in IMC conditions
and no lower than 500 ft AFE if in VMC conditions. An approach is
considered stabilized when all of the following criteria are met:
- The airplane is on the correct flight path;
- Only small changes in heading/pitch are required to maintain
the correct flight path;
- The airplane speed is not more than VREF + 20 kt indicated
airspeed and not less than VREF;
- The airplane is in the correct landing configuration;
- Sink rate is no greater than 1000 ft/min; if an approach
requires a sink rate greater than 1000 ft/min, a special briefing
should be conducted;
- Power setting is appropriated for the airplane configuration;
- All briefings and checklists have been conducted;
- ILS approaches should be flown within one dot of the glide
slope and localizer.
USING GD (GREEN DOT)

Whenever a speed reduction below minimum clean speed is
necessary, extend flaps at the GD. The GD is removed momentarily
during flaps surface movement and reappears when the new flap
position is reached. At this point, the speed can be reduced to the GD
for the new flap setting. Use this procedure again for further flaps
extension as flaps extension at GD may reduce fuel consumption.
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NOTE: In case of loss of IAS, loss of flap/slat position or position

disagreement the GD is removed and the Flap maneuvering
speeds table should be used for flaps extension.
CAT I, NON-PRECISION, AND VISUAL APPROACHES SPEED

SETTING
SLAT/FLAP setting: 5 or FULL.
VRF setting
The Performance Approach section of AOM Vol.I (5-30), presents
tables for VRF and VAC speeds for SLAT/FLAP 5 or FULL.
NOTE: Anytime the EICAS message STAL PROT ICE SPEEDS

becomes active during approach on normal or abnormal
conditions, the speeds must be adjusted for ICE ACCRETION
table regardless of the icing condition on landing.
For landings in abnormal conditions a new VRF must be defined with

information derived from the AOM/QRH, where:
V = V + abnormal speed correction
RF NEW RF FLAPS FULL
NOTE: Performance values calculated by the CAFM consider the

threshold is passed at the screen height and at VRF or VRF NEW
according to the inputted reference speed.
VAP setting
The following method may be used for wind additive corrections to
define VAP:
VAP = VRF + 1/2 steady headwind component + gust increment
− Minimum VAP = VRF + 5 kt and maximum VAP = VRF + 20 kt.
− With STALL PROT ICE SPEEDS active, the minimum
VAP = VRF + 0 kt and maximum VAP = VRF + 20 kt.
− For landings in abnormal conditions with or without the EICAS
message STAL PROT ICE SPEEDS active, the minimum
VAP = VRF NEW + 0 kt and maximum VAP = VRF NEW + 20 kt.

VAC setting
− FAA/ANAC requires V AC to be higher than VRF.
− EASA requires V AC equal to VRF.
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AUTOLAND, CAT II AND CAT III APPROACHES
The Approach Block (5-30) in the Section 5 of AOM Vol.I presents

tables for VRF and V AC speeds for CAT III.
SLAT/FLAP setting: 5.
VRF setting
The reference speed for CAT II and CAT III approaches or
AUTOLAND procedures are the same and regardless
STALL PROT ICE SPEEDS message is displayed on EICAS.
NOTE: - FAA/ANAC considers VRF for CAT II approach to be equal to

VRF CAT I with ice accretion.
- EASA considers VRF for CAT II approach is higher than V RF
CAT I.
For landings in abnormal conditions a new VRF must be defined with
information derived from the AOM/QRH, where:
VRF NEW = VRF FLAPS FULL + abnormal speed correction

threshold is passed at the screen height and at VRF or VRF NEW
according to the inputted reference speed.
VAP setting
The following method may be used for wind additive corrections:
VAP = VREF + 1/2 steady headwind component + gust increment
− Minimum VAP = VRF + 0 kt and maximum VAP = VRF + 20 kt.
− For landings in abnormal conditions with or without the EICAS
message STAL PROT ICE SPEEDS active, the minimum
VAP = VRF NEW + 0 kt and maximum VAP = VRF NEW + 20 kt.
VAC setting
− FAA/ANAC requires V AC to be higher than VRF.
− EASA requires V AC equal to VRF CAT III.
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INITIAL APPROACH
Both pilots
in high should
density avoid “heads-down” during the approach, especially
traffic.
The initial approach procedure may be flown using LNAV (preferred)
or HDG mode for lateral tracking, and VNAV, VGP, FPA or V/S mode
for altitude changes.
VNAV is the preferred mode for the initial approach when the FMS
flight plan is programmed for the intended arrival.
For Non-precision approaches using FMS as the navigation source,

the APPR annunciator on the HSI display must turn on 2 NM before
the FAF. It remains displayed for the remainder of the approach. This
is a positive cue to the flight crew that the sensor configuration is
correct and sensor integrity is within limits for the approach. The
approach annunciator is not displayed during localizer based
approaches since the FMS as the navigation source is not authorized
to be coupled during localizer approaches.
The DGRAD annunciator must be off throughout the approach. If the

DGRAD turns on, the FMS as the navigation source must not be used
for the remainder of the approach. The flight crew continues the
approach using raw data or performs the missed approach procedure.
NOTE: FMA should be observed after changing a flight mode to

ensure that the correct mode has been selected and is being
reflected by the airplane behavior.
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MALFUNCTIONS
Any airplane malfunction requiring crew action below 1000 ft AFE
under IMC should lead to a go around.
Malfunctions above 1000 ft AFE are to be evaluated by the crew and
should lead to a go around if necessary procedures can not be
completed before reaching 1000 ft.
NOTE: - In case of any failure that affects the flight director approach
mode capability or the ability to continue on the same
approach category above 1000 ft AFE, the decision to
continue on a downgraded approach category must be made
if the missed approach considerations and the new approach
minimums have been set at or above 500 ft AFE, and no
other checklists or procedures are required below 1000 ft.
- In case of go-around follow the normal go-around procedure
and a new approach may only be performed when the
appropriate action is accomplished and malfunction
consequences properly evaluated.
Following an Autothrottle failure below 500 ft the approach may be
continued if the airspeed is under control and stabilized.
ENGINE FAILURE DURING FINAL APPROACH
If an engine failure occurs during final approach it will be the captain’s
responsibility to decide to continue the approach or initiate a go
around. In case of any doubt that the landing can be conducted safely,
a go around must be accomplished.
FLAPS 5 Landing:
When landing with flaps 5 the airplane will already be in the required
configuration for an OEI landing. Only a speed adjustment is
necessary to continue the approach.
Crew must be sure that runway distance is enough to complete
landing safely; taking into account the speed additive and the fact that
only one thrust reverser will be available.
In most cases a 15 kt (No Ice) or 10 kt (Ice) additive will be enough to
comply with the speed requirement for an OEI approach
(V REF FULL + 20 kt). But differences are expected depending on the
airplane type and certification authority. The operator should evaluate
his specific characteristics to define the best policy.
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FLAPS FULL Landing:

Considering a landing with flaps FULL, a reasonable increase in
workload will thrust

retraction and occur,increments
including to
MCDU
reachsettings (heads
the target speed.down), flaps
Usually it is recommended to go around, unless there is plenty of time
to reconfigure the airplane, or if the crew judges that the safest course
of action is to continue the approach in the same configuration.
PROCEDURE TURN
Procedure turns are used to reverse course during an approach. A
procedure turn is only available from approaches in the navigation
database or via raw data. Using the FMS constructs the procedure
turn with an outbound leg, a turn out leg, an arc leg, and an inbound
leg. Only the outbound leg and the procedure turn angle are
adjustable.
If a full procedure turn is required, select flap 1 reducing to flap 1
maneuvering speed one minute before the aircraft passes the fix.
Approximately 30 seconds after station or fix passage, select flap 2
and reduce to flap 2 maneuvering speed.
A normal outbound leg is 45 seconds to 1 minute. Some procedures
turns are specified by a procedure track in the NAV charts. The turns
must be flown as depicted and monitor in the PFD. The ground speed
and the airplane position relative to the procedure turn should be
monitored.
PRECISION PROCEDURES
If a complete arrival procedure to the localizer and glide slope capture
point is intended, the initial approach phase may be completed using
LNAV and VNAV. Ensure the FLIGHT PLAN (FPL) pages sequence,
altitude restrictions and the MAP DISPLAY reflects the air traffic
clearance.
Last minute air traffic changes or constraints may be managed by
appropriate use of the HDG mode, ALT mode and FPA, FLCH or V/S
for vertical mode. Updating the FMS sequencing should be
accomplished only as time permits.
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Both pilots should avoid “heads-down” during the approach. Under

radio vectors to intercept the localizer, select the ACT VECTORS at
FMS (automatic available, if within 30 nm to the destination airport).
PREVIEW FEATURE
The preview feature allows the capture of an ILS course while still
using the FMS as the active NAV source. Preview automatically
selects the ILS course if the ILS arrival is inserted on the MCDU.
ILS CAT I
When performing an ILS CAT I, pilot’s should use the autopilot and
autothrottle to minimize crew workload.
When starting the deceleration segment, approaching the airport while
either being radar vectored or using own navigation, slow the airplane
to 210 KIAS, at base leg select flap 1 reducing to flap 1 maneuvering
speed. When maneuvering to intercept the localizer, select flap 2
reducing to flap 2 maneuvering speed.
When cleared for the approach and airplane is established on an
intercept
mode on heading of less
the guidance than to
panel 90° of the
arm the inbound
LOC andtrack, select
GS and setthe APP
vertical
speed using VNAV/FPA/FLCH or VS as required to capture the glide
slope.
Once captured, the glide slope will become active and the go-around
altitude may now be set on the Guidance Panel. When One dot to
intercept the glide slope, extend landing gear, select flap 3 reducing to
flap 3 maneuvering speed. At GS capture, select landing flaps,
reducing to the V . For far ILS captures, the gear extension and
AP
landing flaps can be delayed, however the airplane must be configured
with gear down and landing flaps prior to FAF or 5 NM from the
threshold, whichever comes first.
If the aircraft cannot meet the stabilized approach criteria, execute a
missed approach.
STEEP APPROACH
The Steep Approach procedure is applicable to approaches where the
angle of descent on final path for landing is greater than or equal to
4.5°. The maximum tail wind for steep approach is 5 kt.
It must be flown following the standards applicable for the type of
approach Precision or Non-Precision.
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The use of AP and AT is recommended, but no restrictions apply for

Steep Approaches with autopilot and (or) autothrottle disengaged.
STEEP APPROACH OPERATION

The rate of descent during the steep approach will be influenced by
variation of the thrust setting. The steeper the approach, the less
thrust is needed. But remember, approaches with idle thrust should be
avoided. When an engine is at idle, spooling it up to a high thrust
condition takes far more time than when this engine is functioning
above idle.
Plan to be in landing configuration before intercepting the final
approach descent path because of the lower deceleration rate
attainable during steep descents.
The airplane should reach Final Approach Fix configured for landing,
with landing gear DOWN, SLAT/FLAP FULL, Steep Approach Mode
ENGAGED and at VREF for steep approach. The aircraft must be fully
stabilized on approach when it is three miles or 1000 ft from
touchdown, whichever happens first.
Make sure the airplane is properly trimmed during the approach. This
maximizes the authority for the flare or in the event of a missed
approach.
The approach configuration with steep mode engaged provides a
slight nose up pitch attitude which makes the flare maneuver almost
identical to those observed during a 3 degree approaches. Anyway,
good flare-thrust coordination is essential, either on a normal or on a
steep approach.
Any failure of the steep approach mode on final should lead to a go-
around, unless the remainder of the approach is possible to be
conducted without the steep approach capability.
ENGINE FAILURE
An engine failure above DA (MDA) should lead to a go around.
Below DA (MDA) the approach may be continued maintaining the
current airplane configuration.
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STEEP APPROACHES ACTIONS AND CALLOUTS

PF PNF
•
Presses the STEEP button • Confirms the
Approach on pedestal panel. STEEP arm
Briefing annunciation on
FMA.
• In landing configuration.
“BEFORE LANDING • Check STEEP
CHECK LIST”. engaged
annunciation and
Before final performs the
glide path BEFORE
interception LANDING
checklist.
• “BEFORE
LANDING
CHECKLIST
COMPLETED”.
AUTOLAND CAT I
To engage the Autoland mode is required the BARO/RA knob to be
selected to RA. As CAT I approaches are designed for BARO
minimum altitude, it is needed first to engage AUTOLAND mode with
RA selected on the knob and then change the selection to BARO. For
more information on Autoland operation, refer to SOP section 3-35-05.
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ILS CAT II / III

In case CAT II or CAT III approach, use the same approach procedure
describe in the ILS CAT I (section 3-35-01). Only flap 5 should be
used for landing.
The selection of RA minimums on the PFD identifies that CAT II or
CAT III approach is intended.
The pilots ensure correct approach mode (APPR2, AUTOLAND or
HUDA3) is annunciated on the FMA, and monitors the ILS APP mode.
During approach the pilot places one hand on the throttles guarding
the TOGA
adjacent button
to the and other
autopilot hand button.
disconnect on the At
control columnDH,
80 ft above near or
when
“Approaching Minimums” call is announced the pilot responds
continuing the approach and diverts his scan to outside visual cues.
When the “Minimums” automatic callout is announced, one of the
following occurs:
- If the proper CAT II/III visual cues are not present, or if the
aircraft is not in a position which a descent to the runway can
be made, the pilot selects TOGA button and executes the go-
around. The pilots should monitor the instruments for deviation
from a normal go-around profile.
- If the proper CAT II/III visual cues are identifiable, and a
descent to landing can be made at a normal descent rate
which will allow touchdown within the touchdown zone, the
pilot should proceed to land (or monitor the Autoland system, if
it is the case). Flight instruments should continuing be
monitored until touchdown and any deviations from the normal
descent and speed profile should be warned.
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DESCENT AND P RECISION APPROACH ACTIONS

AND CALLOUTS
ACTIONS and CALLOUTS

PF PNF
• Calculates approach
speeds.
• Performs approach
briefing (aircraft status,
fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for the
approach, work
distribution and taxi-in
route).
• Sets and crosschecks • Sets and crosschecks
the following items as the following items as
required for the required for the
Prior to start approach type: approach type:
descent − DH/DA: set − DH/DA: set
minimums at minimums at
RA/BARO RA/BARO
minimums; minimums;
− NAV approach − NAV approach
frequencies: set frequencies: set
ILS frequency on ILS frequency on
stand by; stand by;
− Approach course: − Approach course:
set using Preview set using Preview
mode. After the mode. After the
selection, remove selection, remove
the preview mode. the preview mode.
• Checks approach • Checks approach
speeds. speeds.
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PF PNF
“TEN THOUSAND”.
“TEN THOUSAND • Selects external lights
CHECKED”. ON.
• Selects sterile, No
10000 ft AFE
Smoking (NO ELEC
DEVICES) and Fasten
Belts ON.
Alerts cabin crew “CABIN
CREW, PREPARE FOR
LANDING”.
“TRANSITION LEVEL”.
• Sets and verifies • Sets and verifies
altimeters. altimeters.
Transition Level
• Verifies that all
altimeters are set
QFE/QNH.
• Speed Selector
knob as required.
• Verifies pre-
• Verifies pre-selected
selected final
final approach course,
approach course,
radios and DH/DA radios and DH/DA
minimums.
minimums.
Before starting the “APPROACH
approach CHECKLIST”.
checklist.
“APPROACH
CHECKLIST
COMPLETED”.
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PF PNF
• Presses the APP • Checks proper
When cleared for
button on guidance annunciation on
the approach
panel. FMA.
First positive “LOCALIZER ALIVE”.
inward motion of
localizer
“GLIDE SLOPE
Glide slope alive ALIVE”.
“LANDING GEAR
One dot to DOWN, FLAPS 3”. • Selects landing gear
intercept the glide down.
slope
• Selects flaps 3.
“SET GO-AROUND
HEADING AND
At Glide Slope ALTITUDE”. (1)
“_______ SET ”.
• Selects go-around
heading and altitude.
“FLAPS__, BEFORE
LANDING
CHECKLIST”. • Selects landing flaps.
Final approach fix
• Performs before
inbound or outer landing checklist.
marker
“BEFORE LANDING
CHECKLIST
COMPLETED.”
(1)
NOTE: - Go around heading and altitude.
For example: “HEADING 240, 5000 FEET SET”.
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PF PNF
• Verifies or calls out.
“CHECKED”.
“ONE THOUSAND”.
(1) Verifies
1000 ft RA •
instruments and no
flags. • Verifies instruments
and no flags.
• Callouts deviations:
•
“SINK RATE”.
• “GUIDANCE”.
Below 1000 ft RA
• “SPEED”.
• “LOC”.
• “GLIDE”.
“CHECKED”. “FIVE HUNDRED”.

NOTE: 500 ft • Starts to follow
(2)
RA thrust lever
movement or
continues
controlling thrust
manually.
•
80 ft to minimums Verifies or calls out.

EGPWS callout “APPROACHING
“APPROACHING • Starts looking for MINIMUMS”.
(3)
MINIMUMS” visual cues.
At DA - If visual
reference is “MINIMUMS”.
established at an
adequate position
a safe landing for
by PF. “LANDING”.
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PF PNF
At DA - If no visual • Verifies or calls out.
reference is “MINIMUMS”.
established or
“GO – AROUND”.
visual contact is
established at an Initiates go-around
•
inadequate position procedure.

for a safe landing.
(1)
NOTE: - Operator´s policy may standardize 1000 ft above airport
elevation due terrain area on final approach.
(2)
- Operator´s policy may standardize 500 ft above airport
(3)
- On a NO AUTOPILOT approach the PNF starts
scanning outside looking for visual cues, when visual
reference is established calls out “VISUAL”. The PF should
keep scanning the flight instruments and look outside when
receive the callout “VISUAL”. When reaching the MINIMA
altitude with no callout from the PNF, PF should callout
“MINIMUMS, GO AROUND”.
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LOW VISIBILITY APPROACH
A working
and knowledge
how they apply toofthe
approach
required lighting systems and
visual references regulations
is essential to
perform safe and successful approaches during low visibility
conditions.
A review of the approach and runway lighting systems available during
the approach briefing is recommended as the pilot has only a few
seconds to identify the lights required to continue the approach.
For all low visibility approaches, a review of the airport diagram,
expected runway exit, runway remaining lighting and expected taxi
route during the approach briefing is recommended.
BASIC STATEMENTS
− Successful low visibility approach requires crew coordination.
− Any doubt about the approach’s success must lead to a go
around.
−
Observe stricttoadherence
they are vital to approach.
a successful standard call-out procedures since
− The pilot should guard the controls and the throttles throughout
all phases of the automatic approach, landing and rollout and be
prepared to manually land or initiate a go around any time it is
considered necessary.
− Use of the external lights while in IMC:
− Strobe lights may cause disorientation;
− Landing lights and side taxi lights at night and/or during
precipitation could reduce the capability to acquire visual
references.
− The external lights may be turned off and as soon as visual
contact is assured, the pilot turns ON the external lights.
− It is recommended to adjust the cockpit overall illumination to
the minimum necessary.
−
Adjust seat according
central column to the visual reference located at the
of the windshield.
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WORK DISTRIBUTION
The pilot is responsible for monitoring all phases of the low visibility
approach remaining on instruments and calls out any observed
discrepancies:
Deviation Callout
Guidance Cue becomes
half circle excursion out of
Flight Path Vector (HGS) “GUIDANCE”
or any deviation from
Flight Director.
Rate of descent more “SINK RATE”
than 900 ft/min.
Localizer and/or Glide
Slope deviation greater “LOC” / “GLIDE”
than 1 dot.
Above
Target speed + 10 kt.
Below “SPEED”
Target speed – 5 kt; or
any speed less than VRF,
whichever is higher.
Any Autopilot or Flight Calls the failure
Director malfunction.
EGPWS callouts not Perform the expected

performed automatically. callouts
GO AROUND
− PILOT must immediately initiate a Go Around at minimums if:
− Not enough visual guidance is available.
− Visual guidance is obtained but the airplane’s position is
inadequate for a safe landing.
MALFUNCTIONS
− Any airplane malfunction requiring crew action below 1000 ft
AFE under IMC should lead to a go around.
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− Malfunctions above 1000 ft AFE are to be evaluated by the crew

and should lead to a go around if necessary procedures can not
be completed before reaching 1000 ft.

NOTE: - In case of any failure that affects the flight director approach
mode capability or the ability to continue on the same
approach category above 1000 ft AFE, the decision to
continue on a downgraded approach category must be made
if the missed approach considerations and the new approach
minimums have been set at or above 500 ft AFE, and no
other checklists or procedures are required below 1000 ft.
- In case of go-around follow the normal go-around procedure

and a new approach may only be performed when the
appropriate action is accomplished and malfunction
consequences properly evaluated.
− Following an Autothrottle failure below 500 ft the approach may
be continued if the airspeed is under control and stabilized.
The following table presents the low visibility configurations approved
for the E-JETS family:
EMBRAER
170 175 190 195
MODEL
HGS
AP AP (HUD A3) HGS
CAT II AL AL AP (HUD A3)
DUAL FD only FD only AL AP
FD only FD only
ENGINE
HGS HGS
CAT III AL AL (HUD A3)
(HUD A3)
AL
HGS
HGS
AP AP (HUD A3)
CAT II (HUD A3)
SINGLE AL AL AP
AP
AL
ENGINE
HGS
CAT III AL AL (HUD A3) HGS
(HUD A3)
AL
NOTE: - Some configurations may not be approved in all
Certifications. Refer to the AFM for further information.
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- On the table showed above, the following acronyms apply:

- AP: Autopilot
- AL: Autoland
- FD: Flight Director
- HGS: Head Up Guidance System
AUTOLAND
E-JETS can be optionally equipped with the Autoland capability.
AUTOLAND 1 consists of approach, touchdown and 5 seconds of roll
out and can be accomplished on CAT I, II or IIIa approaches.
AUTOLAND 2 complements the AUTOLAND 1 functionality with
additional rollout guidance up to a safe taxi speed and can be
accomplished on CAT I, II, IIIa and IIIb approaches.
Autoland can be performed with or without autothrottle and with one
engine inoperative.
AUTOLAND MODES
Five modes are related specifically to Autoland:

- Align (ALIGN): engages at 150 ft and maintains the lateral
guidance while the airplane aligns with the runway centerline
by means of aileron and rudder control.
- Flare (FLARE): engages at 50 ft and provides vertical
guidance for the transition from glide slope to main gear
touchdown.
- Retard (RETD): if the autothrottle is engaged, retard engages
at 30 ft and commands throttle to idle.
- De - Rotation (D-ROT): engages at main gear touchdown and
commands a nose pitch down, touching nose gear down.
- Roll Out ( RLOUT): engages at main gear touchdown and
provides lateral guidance to maintain airplane on the runway
centerline.
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AUTOMATIC PITCH TRIM LOGIC

Two automatic pitch trim logics are related to Autoland operations:
- A pre-trim up is commanded at 800 ft radio altitude in order to
prevent a nose down transient in an event of an autopilot
disconnection. In case of autopilot disconnection a pitch up is
expected due to the pre-trim, requiring pilot manual trimming.
- Automatic pitch trim inhibition below 50 ft.
PARALLEL RUDDER
In Autoland equipped(parallel)
airplanes, yawservo.
axis control is also provided
through an additional rudder
The parallel rudder servo engages at Autoland engagement and at go-
around with AP engaged. When parallel rudder servo is engaged a
self-test is accomplished by a small and slow movement of pedals in
both directions, but not causing any rudder movement.
During final approach (AEO or OEI) the system logic applies the crab
technique in case of crosswind landing until 150 ft, below 150 ft
sideslip is applied.
Loss of rudder servo during Autoland disengages the autopilot causing
the loss of Autoland capability.
GO AROUND
Perform the go around procedure in the order given. Be aware that if
the flaps are set out of position 5 before pressing the TO/GA button (to
engage the the
disengages, GO AROUND
flight director mode) thetrack
reverts to active
modeapproach mode
and the Rudder
Servo is de-energized requiring pilot input to maintain directional
control.
MALFUNCTIONS
If IMC, any malfunction that pilot judges would compromise the final
approach and also the flare maneuver below CAT II MINIMA should
lead to an immediate go-around.
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HGS
The HGS may be used during all approach and landing operations.
Profiles, configurations and speeds remain the same as for a similar
head-down approach. It is recommended that the HGS approach
procedures be used, whenever possible, to maintain proficiency. This
reinforces crew coordination and confidence in the system. HGS can
be performed with or without autothrottle.
As part of the functions of a primary flight display, the HGS echoes the
flight director commands provided by the airplane on board FCS.
Flight director commands are presented on the HGS in the form of a
guidance cue (circle), which is positioned with respect to the HGS
flight path symbol.
With the CAT III functionality, the HGS computer will be capable of
generating CAT III guidance to be displayed on the HUD combiner.
The head down display will duplicate the HGS CAT III mode
annunciations on the PFD FMA. Additional CAS Messages will exist in
case CAT III capability is not available or turned OFF. For HUD A3
approaches it is mandatory to disengage the autopilot after the landing
configuration is achieved above 500 ft.
For visual approaches, the HGS display is very nearly the same as the
Flight Director approach format. However, the Guidance Cue and ILS
deviation symbols are not included in the display. The HGS display
enhances the visual approach operation by allowing the pilot to
establish and maintain the aircraft on the proper glide path to the
runway without reference to a ground based landing system (ILS,
VASI, etc.). In a visual approach, Flight Path is used to control the
approach to the runway. This is particularly beneficial during nighttime
approaches or approaches with poor visual cues.
When approaching using HGS, pilot should concentrates on following
the HGS guidance and getting visual cues. Instruments should also be
monitored, EICAS and the HGS comprised in case of dual HGS
configuration or the EICAS and the PFD in case of single HGS
configuration.
GO AROUND
In case of APPR WRNG a Go Around must be performed, unless a
visual approach or an approach using other means than the HGS may
be safely executed.
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MALFUNCTIONS
On a dual HGS configuration, in case of PF HGS malfunction above
500 ft AFE under IMC, if local regulations permits and conditions are
safe, the controls may be transferred to the PNF and the approach be
continued at crew discretion. Go Around should be accomplished if
pilot considers that continuing the approach is unsafe or PNF has no
conditions to assume controls. In this case, do not transfer the
controls.
HGS approaches must be flown following the actions and callouts
applicable to the type of approach and, for a dual configuration, the
task sharing below is to be used in case of any failure that affects the
HGS displays.
PILOT FLYING HGS MALFUNCTION DURING APPROACH -

DUAL HGS CONFIGURATION (ONE SIDE FAILS)
PF PNF
“HUD FAIL”.
•
•
Immediately starts Checks forofnormal
operation his/her
flying head down
through the PFD. HGS and HUD A3
mode engaged and
safe conditions to
Above 500 ft – continue the
Able to transfer approach.
the controls
“HUD OK”.
“YOUR CONTROLS”.
• Monitors the “MY CONTROLS”.
instruments,
comprising the PFD,
MFD and EICAS.
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PILOT FLYING HGS MALFUNCTION DURING APPROACH -

DUAL HGS CONFIGURATION (BOTH SIDES FAIL)
PF PNF
“HUD FAIL”.
• Immediately starts • Checks for normal
flying head down operation of his/her
through the PFD. HGS and HUD A3
Above 500 ft –
mode engaged and
Unable to
safe conditions to
transfer the
controls and continue
approach.the
IMC
“HUD FAIL”.
“GO AROUND”.
• Initiates go around
procedure.
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LOW VISIBILITY APPROACH ACTIONS AND

CALLOUTS
DESCENT
PF PNF
• Calculates and sets
approach speeds.
briefing (aircraft
status, fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for
the approach, work
route).
Prior to start approach type: approach type:
descent − DH: set DH: set
−
minimums at RA minimums at RA
minimums; minimums;
ILS frequency
(1)
on ILS frequency on
stand by ; (1)
stand by ;
the preview the preview
(2)
mode . mode .
(2)
•
Checks approach • Checks approach
speeds. speeds.
(1)
NOTE: Both receivers must be on the same frequency.
(2)
Both approach courses must be on the same course.
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PROCEDURES


DESCENT
PF PNF
“TEN THOUSAND”.
CHECKED”. ON.
Smoking (NO ELEC
10000 ft AFE DEVICES) and
Fasten Belts ON.

Alerts cabin crew
“CABIN CREW,
PREPARE FOR
LANDING”.
“TRANSITION
• Sets and verifies LEVEL”.
altimeters. • Sets and verifies
Transition Level altimeters.
• Verifies that all
altimeters are set
QFE/QNH.
• Speed Selector knob
as required.
• Verifies pre-selected
•
Verifies pre-selected final approach course,
final approach course,
radios and DH
radios and DH
minimums.
minimums.
Before starting
the approach “APPROACH
CHECKLIST”.
checklist.
“APPROACH
CHECKLIST
COMPLETED”.
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APPROACH
PF PNF
• Presses APP button
on guidance panel.
• Checks the Autopilot
When cleared for Approach Status
the approach Annunciator and calls
out the armed
approach(1)mode.
“________ ARMED”.
“CHECKED”.
First positive “LOCALIZER ALIVE”.
inward motion of
localizer
“GLIDE SLOPE
Glide slope alive
ALIVE”.
On final inbound
before FAF
(2 NM) or one • Selects landing gear
dot to intercept “LANDING GEAR down.
the glide DOWN FLAPS 3”. • Selects Flap 3.
“SET GO AROUND
At Glide Slope

HEADING AND “_______ SET (2)”.
ALTITUDE”.
• Selects the go-around
heading and altitude.
(1)
NOTE: - “APPROACH 2”, “AUTOLAND 1”, “AUTOLAND 2”,
“HUD A3”.
(2)
- Go around heading and altitude. For example:
“HEADING 240, 5000 FEET SET”.
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PROCEDURES

APPROACH
PF PNF
“FLAPS 5, BEFORE
LANDING CHECKLIST”.
• Selects flaps 5.
• Performs the Before
• Checks the Autopilot Landing checklist
Between 1500 ft Approach Status and calls out.
and 1000 ft RA Annunciator and calls
“BEFORE LANDING
or out the engaged
approach mode CHECKLIST
outer marker, (1)
“_______ ENGAGED”. COMPLETED”.
whichever
• For Autoland slowly
comes first
adjusts the RUDDER
trim to zero.
• For HUD A3 “CHECKED”.
approaches, • For Autoland checks
disengages
autopilot. the rudder trim on zero.

“ONE THOUSAND”.
“CHECKED”.
(4)
At 1000 ft RA • Verifies instruments
• Verifies instruments
and no flags displayed.
and no flags
displayed.
• Calls out any
deviations:
“SPEED”.
Below 1000 ft (2)
“LOC” .
RA (2)
“GLIDE” .
(3)
“GUIDANCE” .
(1)
“SINK RATE”.
NOTE: - “APPROACH 2”, “AUTOLAND 1”, “AUTOLAND 2”,
“HUD A3”.
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PROCEDURES
(2)
- For APPR 1, APPR 2, AUTOLAND 1, AUTOLAND 2,
single HGS HUD A3 and NO AUTOPILOT NO HGS
approaches.
(3)
- For dual HGS HUD A3 approaches
(4)
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INTENTIONALLY BLANK
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PROCEDURES

APPROACH
PF PNF
(2) “FIVE HUNDRED”.

At 500 ft RA . “CHECKED”.
“FIVE • Starts to follow thrust

HUNDRED” lever movement or
continues controlling
thrust manually.
80 ft above • Verifies or calls out.
Minimums “APPROACHING
EGPWS callout: MINIMUMS”.
• Starts looking for
“APPROACHING (1)
visual cues.
MINIMUMS”
At DH (EGPWS • Verifies or calls out.
callout “MINIMUMS”.
“MINIMUMS”) –
If visual reference “LANDING”.
is established
and adequate
position for a safe
landing exists by
LSP.
(1)
NOTE: On a NO AUTOPILOT NO HGS approach the PNF starts
scanning outside looking for visual cues, when visual
reference is established calls out “VISUAL”. The PF
should keep scanning the flight instruments and look
outside when receive the callout “VISUAL”. When
reaching the MINIMA altitude with no callout from the PNF,
PF should callout “MINIMUMS, GO AROUND”.
(2)
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APPROACH
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APPROACH
PF PNF
At DH (EGPWS • Verifies or calls out.
callout “MINIMUMS”.
“MINIMUMS”) - If
no visual “GO AROUND”.
reference is • Initiates go around
established procedure.
and/or an
inadequate
position for a safe
landing exists
• Retards thrust levers
At 50 ft to idle if Autothrottle
disengaged.
• At nose gear
touchdown or after
For Autopilot
AUTOLAND 1:
disconnection,
assumes airplane
control.
• At a safe taxi speed,
For assumes airplane
AUTOLAND 2 control.
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PROCEDURES
N
G
D
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1
1
0
0
8
9
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A
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A A C Z L O
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A · · G
L ·

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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ONE ENGINE INOPERATIVE PRECISION APPROACH

In case of engine failure on approach, use the procedure describe in
the ILS approach section, on this chapter. Only flap 5 should be use
for landing.
APPROACH PREPARATION
- Plan to be stabilized on final in landing configuration at about
8 NM;
- Pilot should maintain the directional control using the rudder
pedals and trim;
- When stabilized and on short final, set the rudder trim to
neutral.
NOTE: If the approach is to be made on any AUTOLAND mode, the
pilot slowly adjusts the rudder trim to zero when rudder servo
engages.
GO AROUND
If the approach was made on any AUTOLAND mode, in case of a go

around be prepared to overcome the directional control since the
rudder servo disengages when the Flight Director GO AROUND mode
is changed to any other vertical mode.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
E
5
2
0
0
8
9
M
O
A
0
7
1
M
E
S
E
D
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M
L
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R
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T
A E
L R
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A O T
C R S
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L
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E E E P R N C
L
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( G E C S U H
T H T U I F G
T R C
N A
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T A U T O O
C A O R A
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INTENTIONALLY BLANK
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OPERATING
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PROCEDURES
NON PRECISION PROCEDURES
The procedures
and RNAV presented herein are applicable to VOR, NDB, GPS
approaches.
All approaches may be flown using the FMS as a primary source of
navigation.
When a final path descent angle is defined on a non precision
approach the use of VGP is recommended.
Use of the autopilot and autothrottle reduces crew workload and
allows
correct more
use oftime for approach
the altitude selectormanagement and monitoring.
can help prevent The
descents below
authorized altitudes.
Fly the intermediate approach conventionally, using HDG or NAV
mode.
Start the deceleration segment approaching the airport in radar
vectors or using own navigation. Plan to have flaps 2 on the heading
to intercept the final approach track.
When cleared for the approach and on an intercept heading of less
than 90° of the inbound track, arm the NAV mode or use the HDG
mode, once on final inbound course before FAF (2 NM), extend
landing gear and select flap 3. At FAF, select landing flaps, reduce to
VAP. If the aircraft cannot meet the stabilized approach criteria, execute
a missed approach.
FMS AS PRIMARY SOURCE
The FMS supports the following non-precision approach types: GPS

only, RNAV, VOR, VOR/DME, NDB and NDB/DME.
Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS, MLS,
Visual, and Radar final approaches using the FMS as the navigation
source for guidance are prohibited.
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OPERATING
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The FMS must be operated as at least a single system, with a

minimum of one PFD and one MFD operational prior to commencing
the approach. The signal of the station(s) that defines the approach
and on board equipment must be verified operational prior to
commencing the approach.
If required by local regulations to maintain a raw data crosscheck
throughout the procedure both pilots must select the bearing pointer
and radio frequency to the station where the procedure is based.
FMS DATABASE
The procedure to be flown must be retrieved from the FMS database
and a thorough verification of all waypoints, tracks, distances, glide
path angles, altitude constraints and threshold crossing altitudes must
be enforced and should be addressed on approach briefings.
VECTORS TO FINAL
When on vectors to a final approach to be flown using the FMS as a
primary source of navigation the following recommendation applies:
- Use HDG lateral mode and FPA or V/S vertical mode until
clear to intercept the final approach course;
- On downwind leg it is recommended to use the
ACT VECTORS prompt to extend the final approach
presentation;
- Arm LNAV through the APP or NAV button only when on the
last heading to intercept the final approach course.
LOC ONLY APPROACH

On LOC only approach when cleared to intercept the localizer, the
transition from FD modes LNAV, VNAV must be as follows:
- Select an appropriate FD vertical mode;
- Select FD HDG mode;
- Change the PFD primary source of navigation to V/L;
- Arm FD LOC mode pressing NAV mode on the Guidance
panel;
- Use FPA as a preferred vertical mode to perform the
approach.
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STANDARD
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OPERATING
APPROACH
PROCEDURES
VNAV APPROACH
The vertical guidance when flying based on FMS is the VNAV. The
VNAV possible modes to fly a non-precision approach are VPATH and
VGP (Post-Mod. LOAD 19.3).
For airplanes Post-Mod. LOAD 21.4 the TEMP COMP feature
compensates the approach altitudes from the FMS database
according to the destination temperature inserted on the landing page.
A compensated MDA (DA) is assigned on the TEMP COMP page and
must be used as current MDA (DA).
VPATH
With VPATH mode engaged the altitude selector must be set to
MDA for continuous VNAV descent.
VGP
Whenever the VGP mode is available all non-precision
approaches are to be flown in VGP mode.
Perform the approach conventionally and configure the aircraft in a
similar manner to an ILS approach.
On the heading to intercept the final approach track pressing the
APP button on the guidance panel arms the VGP mode. If preview
function is not presented and flying HDG mode, pressing APP
button also arms LNAV mode.
Intercepting the final approach descent path engages the VGP
mode and from this point the altitude selector can be set to the
missed approach altitude.
If it is the case the go-around is to be initiated from the glide path
at Decision Altitude rather than in a leveled MDA.
It is important to notice that pilots will fly the VGP as if they were in
a GS, but they have to go around in the DA or in the
MDA+something (depending on local authority). A reasonable
value for this “something” is 50 ft.
If a holding pattern is performed, VGP will only engage after the
FMS EXITING HOLD is active and with the airplane in the inbound
course of FAF.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
VGP permits a glide path capture when the airplane is above the
desired GP if the vertical mode is ALT. This condition may cause
excessive descent angles, which may lead to destabilized
approaches specially when the engagement occurs at or in close
proximity of the FAF. For all other vertical modes, the VGP
behaves like an ILS and will capture the glide path only within a
certain frame (about 100 ft above or below path).
DESCENT AND NON-PRECISION APPROACH ACTIONS AND
CALLOUTS
PF PNF
• Calculates approach
speeds.
briefing (airplane status,
fuel, NOTAMs, weather,
MORA/MEA/MSA, basic
statements, work
route).
approach type: approach type:
Prior to start − MDA/DA: set − MDA/DA: set
descent minimums at BARO minimums at BARO
minimums; minimums;
navaid frequency on navaid frequency on
stand by; stand by;
the preview mode. the preview mode.
• Checks approach • Checks approach
speeds. speeds.
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PROCEDURES

PF PNF
“TEN THOUSAND”.
CHECKED”. ON.
Smoking (NO ELEC
10000 ft AFE
DEVICES) and Fasten
Belts ON.
• Alerts cabin crew.
“CABIN CREW, PREPARE
FOR LANDING”.
“TRANSITION LEVEL”.
• Sets and verifies • Sets and verifies
Transition level altimeters. altimeters.
•
Verifies that all altimeters

are set QFE/QNH.
• Verifies pre- • Verifies pre-selected final
selected final approach course, radios
approach course, and MDA/DA.
radios and
MDA/DA.
• Speed Selector
Before starting
the approach knob as required.
“APPROACH
CHECKLIST”.
checklist.
“APPROACH CHECKLIST
COMPLETED”.
For VGP – • Presses the APP • Checks proper
On the heading button on annunciation on FMA.
to intercept final guidance panel.
approach course
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES

PF PNF
First positive “CDI ALIVE”.
inward motion of
radial (Final
approach course)
On final inbound “LANDING GEAR
before FAF DOWN, FLAPS 3”. • Selects landing gear
(2 NM) or one dot down.
to intercept
glide (VGP) the
•
Selects flaps 3.
“FINAL APPROACH FIX”.
• Start timer (if • Start timer (if applicable).

applicable).
(1)
“SET _____ ”. • Sets minimums or (go-
At FAF around altitude for VGP)
on altitude pre-selector.
• Verifies altimeters,
• Verifies altimeters, instruments and no
(2)
instruments and flags.
no flags.
(1)
NOTE: - “MINIMUMS” for FPA or V/S or “GO-AROUND” for VGP.
When not using VGP mode upon reaching MDA with
(2) ALT mode engaged set the go-around altitude.

- The RNP Data Block Indications window on PFD must be
monitored throughout final approach. If the APPR
annunciation is not displayed, revert to raw data or rely on
visual cues. If not possible, a missed approach must be
initiated.
If during the approach the DGRAD annunciation
appears, calls “DEGRADED” and proceed on the
approach basedthe
unable, perform onmissed
raw data or relyprocedure.
approach on visual cues, if
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OPERATING
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PROCEDURES

PF PNF
“FLAPS__, BEFORE
LANDING • Selects landing flaps.
CHECKLIST”.
• Performs the before
At FAF landing checklist.
“BEFORE LANDING
CHECKLIST
COMPLETED”.
“CHECKED”. “ONE THOUSAND”.
(1)
1000 ft RA • Verifies instruments
and no flags. Verifies instruments
•
and no flags.
Calls out deviations:
• “SINK RATE”.
• “GUIDANCE”.
Below 1000 ft RA
• “SPEED”.
• “LOC”.
• “GLIDE”.
“FIVE HUNDRED”.
(2)
At 500 ft RA . “CHECKED”.
“FIVE HUNDRED” • Starts to follow

thrust lever
movement or
continues
controlling thrust
manually.
80 ft to minimums • Verifies or calls out.
EGPWS callout “APPROACHING
“APPROACHING • Starts looking for MINIMUMS”.
MINIMUMS” (3)
visual cues.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
PF PNF
“SET GO AROUND
At minimums - If not HEADING AND (4)
“_______ SET ”.
using VGP mode ALTITUDE”.
when ALT mode Sets go-around
•
engages. altitude on Altitude pre

selector.
At latest at minimums “VISUAL”.
- If visual visual
reference is “LANDING”.
established at an
adequate position for
a safe landing.
At missed approach • Verifies or calls out.
point - If no visual “MINIMUMS”.
reference is
established or visual “GO–AROUND”.
contact is established Initiates go-
•
at an inadequate around procedure.

position for a safe
landing.
(1)
NOTE: - Operator´s policy may standardize 1000 ft above airport
(2)
(3)
- On a NO AUTOPILOT approach the PNF starts scanning
outside looking for visual cues, when visual reference is
established calls out “VISUAL”. The PF should keep
scanning the flight instruments and look outside when
receive the callout “VISUAL”. When reaching the MINIMA
altitude with no callout from the PNF, PF should callout
“MINIMUMS, GO AROUND” (for VGP) or “MINIMUMS” (for
FPA or V/S).
(4)
- Go around heading and altitude. For example:
“HEADING 240, 5000 FEET SET”.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
E
0
1
0
0
8
9
M
O
A
0
7
1
M
E
S
E
D
O
M
L
A
R
E
T
A E
L R
D U
N D
A E
L C
A O T
C R S
I
D T P P I
L
L R S U D K
E E
I E P R N C
F V H T D A A U E
S U L E O H
G E H C
T U T F G C
I
N T
A
I I C I R T D / R
A F
H R A W H T N E F
C P O S T A U T O O
A O R A D D O A G E
H O R P G N N R R E K
P / U U A E T A
C R P
P P A O
T O O O V L T
I
E
P A
· H A
R A
R G T M
I P E
R
A
O
A D S
E
S O
I U
S O
T S
E O O
T
F
P G G S P C A
R M · · · · · · ·
P
P
A E
V D
U
A T
S
I
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I
G T
N L
K E N L
I A
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C
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−
N
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S T O
P H
C
O
A I I P R
N
P
A G
A S
D I Y E E V
C A R
C F
L G
I O −
/
G
N
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P
M E
O R
T P
W E O
N T R T
N
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P
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G A H
N
U N
R · ·
N
I P S (
I M
S
I T
E
C
D R A
N O O
L
C P E F R
C R P N
E M
O
S E P
E P A )
O
I
T
R C
·
D · P
G
A
I
P V
(
C
N
− E
D
U
N
N F U
T
N
A
O A
F
I
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L
R
N A
P
P
D R T A
N O
U T I
S
L K
C
G O K E
N
I R C
E C H
D A L E C
A S O E H H
E S C C
H F A G
P
T 2 A L R E G A
R N O
P S F F O P I R
E P G G ) D P
E N
C A N N A
I D D A P
R L I
E F H D ( U L A
T T S
C N A I
N H A A D T E P
I T
I O L M L R G
G W R T T A O
F R
N
I T N P E E N E O
H P P S S O B F
E W A · · · ·
C
A C D O
D 3
O R N S
R E
T U R P
A
P I
N O E
B G A
L
F
A · N
I · ·

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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ONE ENGINE INOPERATIVE NON PRECISION

APPROACH
In case of engine failure, use the same procedure described in the non
precision approach section, in this chapter. Flap 5 should be used for
landing and during approach, when stabilized and on short final, set
the rudder trim to neutral.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
E
6
2
0
0
8
9
M
O
A
0
7
1
M
E
S
E
D
O
M
L
A
R
E
T
A E
L R
D U
N D
A E
L C
A O T
R S
H C
I
D T P P I
L
C L R S U D K
E E
I E P R N C
A F V
G E
H T
H C
D A A U E
S U L E O H
O N T
A
I I
T U T F G
I R C
C I R T D / A F
R H R
C P
A W H T N E F
O S T A U T O O
P A O R A D D O
P G
A G
R
E
P O R
R P
N N R E K
P / U U A E T A
A O V L T
E
A P P T O O O I
P A
A · H A
D S
E R A
R G T M
I P E
R
N S O
I U
S O
T S
E O O
T
F
O
I
P G G S P C A
M · · · · · · ·
S
I
C
E E T E
D
R V S
I I
T L
U
P A K
T
I
G T
− R C
E E E N L
I A
N P H
O C
K
I
L T D D
H N N
O N
I G − A
I L U )
G
N N
N
E I
I D
N
O
A I
S T O
N R P
I P A G
G N S
D I Y E E V
V
E
I
N L
E A
E D
C
M E
O R
A R
C F
L G
I
W E O
O
N T R T
−
N
O
T N N
O A
T P
G A H
N E N
U I P S (
A E H
T C
N
I M C
R · ·
R E A
D R A
N O O
E L O
P R E F R
C R P
P M
O
P
P
S E P
E P A
O C A
·
D ·
N
I )
P
G
E F
V
(
N
I
A
F
E
D R
U P
G T
I P
T R T A
N
E G
N
I
A O
L T I
S
L K
C
D C K E
E
N L C H
E D
A
U E E C
S H
N E
H F R
O H
− C C
O T 2
P S
A
F O
A E G A
R N O
P I R R
E P G G D P
C A N R E
I D N P O
T
R L
E F H O U A
L A I
A
T T E S C
C 5 A I
N H A D T R P N
I T
I O S M L G
R P O U
G W
N T P A T A F R N
I N L E N E O N
P F S O
H P
C E
W A · · B F A
· ·
O
D D 3
A C
O R N S
R E U R P
T A
N
P I O E
B A
L
G
F
A · N
I · ·

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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
CIRCLING APPROACH
A circling maneuver is a maneuver initiated by the pilot to align the
aircraft with a runway for landing, when a straight-in landing from an
instrument approach is not possible or is not desirable. This maneuver
is initiated only, after the pilot has established visual contact with the
airport.
During Circling approaches, maximum use of the autopilot and
autothrottle should be made to minimize crew workload. Fly the
approach conventionally and configure the aircraft in a similar manner
to a precision or non-precision approach.
At FAF set Circling minimum on altitude selector.

Enter downwind leg using HDG mode and maintain a track parallel to
the landing runway approximately 1.5 NM abeam. Maintain downwind
leg configured with landing gear down, flaps 3 and flaps 3
maneuvering speed.
Turn to base leg, approximately 20 seconds after passing abeam the
threshold, select landing flaps, reduce the speed to V , set go around
AP
altitude and perform the before landing checklist.
If the airplane cannot meet the stabilized approach criteria, execute a
missed approach.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
. D
2
1
0
0
8
9
M
O
A
0
7
1
M
E
D
E T
T S
H C I E
T E L
A N K D
P N C U
L E T
I
A
U C
O H
C T
L
S S
I I G
A
V D S N D
T T E P I N
P O S A D U
E L
I A L N O
C P B F A
L R
E A
R L R O G G E O
U A E
T T N N
I I R G
D N
I N U N D O
E F I A
· · R N F T
C U A E E
O T T L B S
· · ·
R S
P P I
L
S U D K
E P R N C
H T D A A U E
S U L E O H
H C I F G
T U T R C
I
C R T D / A F
A W H T N E F
S D
O A
R T D
A O
U A
T G
O O
E
P G N N R R E K
P / U U A E T A
A O V E T
T O O O I L
D R R G T P R
E H A A I E
S S O T S M T
H S U O
I P G G
E O O F
S P C A
C M · · · · · · ·
A
O
R
P
P
A E
D S
U E
G
N
I E
T G
L L
C
N
E
I A D R
L G
N
N
I
I W
R E
E F
C L N
C
T E
D E R
R
I R W
T I O
L M
O O
L
A
H C D H N U
C G T O
I A
S O S
E R I
S F T R H V
N
I F D H C N
E T I A
Y O
A L E M T T
E C A R N
I
W V O
N E R E A
T A
U L P B S M
R · · A · ·
N
O
I
T
A
R
U
G
I
F S
N M
O U
C M
I
H N
I
C
A M
O G
R N I
N
P W L
P O C
A D 3 R
L S I
A R P C
I
T A A T
I E L E
N
I G
· F
· S
·
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ONE ENGINE INOPERATIVE CIRCLING APPROACH

In case of a circling approach with one engine inoperative, the same
procedure for circling approach with all engines operating is to be
used, with some peculiarities due to the loss of one engine.
The down wind leg should be flow with landing gear up, flaps 2 and
flaps 2 maneuvering speed from the final approach fix until base leg.
Turning base leg, approximately 20 seconds after passing abeam of
the threshold, extend landing gear, select flap 3, reducing to flap 3
maneuvering speed.
Prior to intercept the final approach profile, select flaps 5, reduce to

V AP and perform the Before Landing Checklist.
When stabilized and on short final, set the rudder trim to neutral. If the
airplane cannot meet the stabilized approach criteria, execute a
missed approach.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
L
A
R T
S
D T I
H T
E E
U K
L
T C N C
A E O E
P N T H
L N C
A O M
I G
U C R N E
S I T I
I S S N
V D R D
N
A
T T E A B W
E
R P O D L G O 3
U 5 E L D N D S
C I E I R
D S P U R N A P
E L P R O R O R E A
A A E L
H C
O T I
T T T F
N L N U E E
U G
T · F
·
C R S
P P I
L
F F I A S B
· · · · ·
A S U D K
E P R N C
O H T D A A U E
S U L E O H
R H C I F G
T U T R C
P
P
I H
C W
A R T N
D /
E A F
O S T A U T O
A G
F
O
R A D D O E
A P G
/ N N R R E K
P U U A E T A
A O V E T
T O O O I L
G D R R G
E H A A I
S S O
T P R
T S M
E
N
I S U O
I P G G
E O O
T
F
S P C A
L M · · · · · · ·
C
R
I
C
−
E E
V
I D
U
T
I G
S
E
T T E
L L
C
N
A A D E
R
R G
N
N
I R E
E F
E I W
L N T E
D E R
P C
R W
T I O
L M
O O
L
A
O H C D
G T O
H N U
S O S
N
I
I A
S F T
E R I
R H V
N
I F D H C N
T I
E Y O E
A L E M T
A
T
N
I E C
W V O A R
E A
N
I
T A
N E R
G U L P
R · ·
B S M
A · ·
E
N N
E O
I
T
N A
R
O U
G
I
F S
N M
O U
C M
I
H N
I N
C G
A M D
O G .
R A
N
I 3
P L 2
0
P
A U 2 C
P 0
R 3
0
L S I M
A R P C
I O
T E
I A L
A E
T A
0
N
I G F S 7
1
· · · M
E
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
INTENTIONALLY BLANK
5
5
7
1
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REVISION 14
323/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
VISUAL APPROACH
Perform
elevationaor
visual approach
according at anauthority
to local altitude regulations,
of 1500 ft above
enterthe runway
downwind
leg with flaps 1. Maintain a track parallel to the landing runway
approximately 2 NM abeam.
Abeam the threshold, select flaps 2. Turning base leg, approximately
30 seconds after passing abeam of the threshold, extend landing gear
down and select flaps 3. At base leg, select landing flaps reducing to
V AP and complete the Before Landing Checklist.
The recommended final approach path is approximately 3°. During

manual flight (autopilot not engaged), the FPR mode may be used as
a reference.
If the airplane cannot meet the stabilized approach criteria, execute a
missed approach.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
B
9
0
0
0
8
9
M
O
A
0
7
1
M
E
E
R
D
U
E
C
O T
R S
P P I
L
S U D K
E P R N C
H T D A A U E
S U L E O H
H C
T U T F G
I R C
C I R T D / A F
D A W H T N E F
N
I O S T A U T O O
W R A D D O A G E
N P G N N R R E K
P / U U A E T A
W A O V L T
E
O T O O O I
D D R R G T P R
E H A A I E
G 1 S S O T S M T
O O
N
I I U
S
P G G
E O F
S P C A
R S
P M · · · · · · ·
A
E L
T
N F
E ·
H
C m
A n
2
O
R T
P F
0
P 0
5
A 1
D
A
L L
O
H
U S
E
S
I
R
H
T 2
V M S
A P
E A
L
B F T
A · F
0
T 0
S
I 5
L −
K 0
C 0
C E 7
E H
S C
0 G
3 N
S
P
A D
I
L N
F A
L
G E
N R
I
E N O
D
F
S A E
A L B
B · ·
E
S N
A W
B O
G D 3
I R S
N
N A P
R E A
L
U G F
T · ·
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REVISION 10
325/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ONE ENGINE INOPERATIVE VISUAL APPROACH

For engine out visual approach the pilot should accomplish all the
briefings and checklist prior to entering on the traffic, set an inbound
course and tune one appropriate navigation source for the landing
runway as reference if available. The approach should be performed in
a similar manner as in AEO visual approach except for the selection of
flaps 5 and the accomplishment of the before landing checklist which
are made on final approach.
The minimum traffic pattern altitude will be 1500 ft AGL, maintain a
track parallel to the landing runway approximately 2.5 NM.
Maximum use of the autopilot should be made to minimize crew
workload.
The pilot should consider the maximum bank angle of 30° while
turning to base and final.
When stabilized and on short final, set the rudder trim to neutral and
go-around altitude. If the aircraft cannot meet the stabilized approach
criteria, execute a missed approach.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
B
3
2
0
0
8
9
M
O
A
0
7
1
M
E
E
R
U
D
E
C
O T
R S
P P I
L
S U D K
E P R N C
H T D A A U E
S U L E O H
H C
T U T F G C
I
C I R T D / R
A F
D A W H T N E F
N
I O S T A U T O O
W R A D D O A G E
P G N R R E K
N P / N
U U T
A E A
W O
A O V E T
O T O O I L R
H D D R R G
E H A A I
S
T P
T S M
E
T
G 1 U G
O O E P
O O F
C
A
N
I
R S
E P
S P
I G S C A
M · · · · · · ·
O T A
L
N F
R E ·
P
P
A
E m
n
V
I
5
.
2
T
A T
F
R 0
0 T
E 5
1 S
I
L
P
O D
L
K
C
E
N
I
O
H
H
C
S
E H G N
E R
H
C I
A D
N
I
T 2
M S
O N
R A
A P P L
G E A
L
P 5 E
A S R
N B F
A · L P O
F
E A A
N L E
I F B
T
F
F · · 0
E 0
0
N C
E
1
S
0
O 3
E
S N
A W
B O
G D 3
N R S
I
N A P
A
U E
R L
G
F
T · ·
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REVISION 10
327/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
GO-AROUND
No approach should be initiated unless the prevailing conditions have

been understood and the crew found that landing is acceptable without
undue risk. Philosophically all approaches should be treated as
approaches followed by missed approaches, and landing should be
treated as the alternate procedure. This mindset depends on a good
approach briefing, on the knowledge of the missed approach
procedure and on proper programming of the FMS.
Sufficient visual cues must exist to continue the approach below
DA(DH)
flurries, ororheavy
MDA.precipitation,
If visual cuestheare
pilotlost
shalldue to shallowinitiate
immediately fog, snow
a go-
around and fly the published missed approach procedure.
Although the PF is initially the responsible for the go-around callout,
the PNF may also make this callout. The flying pilot’s immediate
response to this callout by the PNF is execution of a missed approach.
Go around, when properly executed, involve little loss of altitude below
the altitude at which the go-around is “started”. Conducting a missed
approach when not stabilized on a final approach course should be as
follows:
- If a go-around is required at any time while maneuvering in the
traffic pattern and visual conditions cannot be maintained,
perform a climbing turn toward the runway of intended landing.
- When over the airport and climbing, turn (in the shortest
direction) to the missed approach fix and proceed with
published procedure.
- To initiate the go-around press TOGA switch, ensure go-
around thrust is set (TOGA position) or manually apply go-
around thrust. Verify FMA annunciations (GA, TRACK and
GA). The TRACK mode is activated when TOGA button is
pressed and disengaged when another lateral mode becomes
active. The selection of another vertical mode de-activates the
GA mode. An automatic go-around cannot be initiated after
touch down.
- The GA pitch mode initially commands a go-around attitude
and then transitions to speed as the rate of climb increases.
The GA roll mode maintains existing ground track.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
- Select Flaps according to the table below and rotate the

airplane to the initial pitch of 8° nose up if flying manually or
follow the FD guidance and monitor the AP.
SLAT/FLAP Go Around
SLAT/FLAP Landing
ANAC/FAA/TCCA EASA
5 2 3 (2*)
FULL 4 4
(*) For airplanes with Improved Go Around Performance (IGAP),

the SLAT/FLAP setting for Go Around when landing with
SLAT/FLAP 5 is 2.
- With a positive rate of climb retract the landing gear and

maintain a minimum of VREF + 20 kt.
- At 1000 ft AGL or obstacle clearance altitude (OCA)
whichever is higher, accelerate to flap retraction speed by
selecting VNAV, or other vertical mode, and VFS. As the
airspeed increases, retract flaps according to “F” Bug, and
complete the After Takeoff checklist. Maintain “Mode
Awareness” by monitoring the FMA to determine the engaged
pitch and roll modes to ensure that the correct mode has been
selected and is being reflected by the airplane behavior.
If MISSED APPR is activated, the missed approach procedure from
the database is inserted into the FMS flight plan whenever the GA
mode is active and the airplane is position is between 2 NM outside
the final approach fix (FAF) and the missed approach point (MAP).
When MISSED APPR is selected, the APPR annunciator shuts off and
the FMS transitions from the approach mode to the terminal mode.
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REVISION 15
329/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES

NORMAL GO-AROUND - ACTIONS and CALLOUTS
PF PNF
“GO-AROUND”.
• Press either TOGA
buttons. • Verify GA
• Verify or move thrust annunciations.
levers to TO/GA detent.
Go-around
• With the airspeed • Verify engine at
greater than VREF. go-around thrust.
“FLAPS__”.
• Verifies rotation or • Selects GA flaps.

rotates towards GA
initial pitch attitude (8°).
• Verify positive rate
of climb.
•
climb.
Confirm positive rate of “POSITIVE RATE”.
Positive Rate of “GEAR UP”.

Climb • Position gear lever
up.
• Selects VFS.
• Advises ATC.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES

NORMAL GO-AROUND - ACTIONS and CALLOUTS
PF PNF
(1)
“SELECT FMS
AND HEADING • Selects appropriate
400 ft AGL (NAV)”. navigation primary source.
• Selects Lateral Mode.
“CLIMB
SEQUENCE”.
•
• Selects VNAV and FMS
Executes
published missed Speeds.
Acceleration
approach or • Retracts flaps on schedule.
Altitude proceed as • At flap zero calls:
instructed by ATC. “FLAP ZERO”.
• Monitor missed approach
procedures.
(1)
NOTE: - Only applicable when FMS is not the navigation source.
- Callouts are shown in bold text.
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REVISION 15
331/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ONE ENGINE INOPERATIVE GO-AROUND

Perform the one engine inoperative go-around procedures in a similar
manner to AEO.
Control yaw with rudder and trim. Rotation must be done at a slower
rate, slightly less than on a normal go-around. Set aileron in neutral
and use rudder and yaw trim to keep wings level, as high ailerons
inputs will raise spoilers and increase drag.
As a reference, the slip/skid indicator shall be approximately ½ to ¼ off
center and between 0° to 5° of bank, according to speed, gross weight
and altitude. Generally the control wheel in the neutral position is a
good indication of the lowest drag for single engine.
Verify the GA pitch and roll modes annunciated on the FMA and ADI.
At a positive rate of climb, retract landing gear. The flight director
commands a pitch attitude that will maintain the selected speed. With
one engine inoperative the resulting vertical speed will depend on
temperature, available thrust and airplane gross weight. The GA roll
mode maintains a ground track.
Select HDG and BANK mode at or above 400 ft AGL, unless a specific
engine failure go-around procedure requires a turn prior to 400 ft.
The autopilot may also be selected at or above 400 ft AGL as the GA
vertical mode remains active upon AP engagement.
Advise ATC of your intentions. Either fly a published missed approach
procedure or fly the runway specific Engine Failure - Missed Approach
procedure.
At V FS with landing gear and flaps retracted, select thrust CON on the
MCDU TRS page and verify continuous thrust (CON) is displayed on
the EICAS.
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Page 23 332/366
7/26/2019
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES

ONE ENGINE INOPERATIVE GO – AROUND -
PF PNF
“GO-AROUND”.
• Press either TO/GA
buttons. • Verify GA
Go-around
becomes • Verify or move thrust annunciates.
necessary levers to the TO/GA • Verify engine thrust
detent. at GA RSV.
“FLAPS__”. • Selects GA flaps.
• Verify or rotate towards
GA pitch attitude.
rate of climb.
• Confirms positive rate
of climb.
“GEAR UP”. • Positions gear lever
up.
Positive Rate of • Climbs at VAC.
Climb • Selects VFS on the
• Controls the airplane Speed Selector
using rudder and yaw knob.
trim in the amount • Advise ATC.
necessary to keep the
aileron control in neutral
position to avoid roll
spoilers to be deployed.
“SELECT HEADING,
BANK”.
400 ft AGL
• Selects HDG and
BANK.
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REVISION 10
333/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES

ONE ENGINE INOPERATIVE GO – AROUND -
PF PNF
“SELECT FLCH”.
• Selects FLCH.
• At flap retraction
speeds:
“FLAPS ___”.
schedule upon PF
Acceleration command
flap 0 thenuntil
calls.
Altitude
“FLAPS ZERO”.
• Reaching VFS.
“CONTINUOUS”.
thrust rate to
continuous.
• Climbs at VFS to a safe • Advises ATC.
altitude defined on the
Climbing to Safe approach briefing or as • Monitor thrust,
Altitude assigned by ATC. attitude, speed and
missed approach
procedures.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
INTENTIONALLY BLANK
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REVISION 15
335/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
ABNORMAL SLAT/FLAP CONFIGURATION

If flap or slat fails at a specific position, select the desired flap or slat
position and use data according to QRH configuration tables. The best
performance combination of slat/flap is the one that gives the lower
landing coefficient factor.
The following items are valid for all abnormal flap/slat configuration
approaches and landings:
- Use of autopilot is recommended;
- If possible reduce gross weight to lowest practicable (burn off
fuel) to reduce VREF;
- Check landing distance (select the longest runway available);
- Limit bank angle to 20° maximum when maneuvering for
landing;
- Establish a long final approach, at least 8 NM at
recommended speed;
- Attitude and speed will be higher than normal;
- Establish
long final; landing configuration early, flight large patterns and
- Plan touchdown at 1000 ft touchdown zone, a go-around
should be made if landing occurs beyond touchdown zone;
- Flare enough just to reduce the rate of descent, do not float
and touchdown at the normal touchdown zone;
- Over threshold set thrust levers to IDLE;
- After touchdown, apply forward control column, reverse thrust
and brakes without delay.
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STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
N
G
D
.
B
4
2
0
0
8
9
M
O
A
0
7
1
M
E
E D E
R L
U
D O L
D
H I
E S S
C E L
O T R E
R S H V
P P I T E
U D L
K E L
E R N C H T
H T D A U E T S
S U E O U
H R R
H C T G C
T U I E H
C I R T / R
A F V T
D A W H T E F O ·
N
I O S T A T O O
W R A D D A G E
N P G N N R E K
P / U U E T A
W O
A O V E T
T O
D R R I
O L
D H T P R
I
E A A S M E
G S S O O
T
O
N
I I U
S
P G G
O F
P C A
R
E M · · · · · ·
T
N
E
G
N
I
D
N m
n
A 4
L
m
P n
5
A T
.
6
L F
F 0
0
5
1
/
T
L
D
O
H
A S
E T
L R S
I
S H
T
L
K
C
M
O A
E
E
H
N B
A
C
G
N
I T
D F
N 0
A 0
L 5
E 1
R
O
F
E
B
·
E
S
A
B
E
S N
A W
B O
G D
N
I R
N A
R E
U G
T ·

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REVISION 10
337/366
STANDARD
TECHNIQUES
OPERATING
APPROACH
PROCEDURES
EGPWS WARNING CORRECTIVE MANEUVER

PF PNF
Disengages the
• Communicates with
•
Autopilot. ATC.
• Turns FSTN BELTS
• Simultaneously ON.
advances thrust • Scans for visual
levers toand
position MAX sets reference.
• Calls out the Radio
pitch 20° to maintain Altimeter indication.
pitch on PLI.
• Reads MFD Terrain
• Maintain the present indications to check
airplane the obstacle height,
Upon receiving configuration guides for the best
EPGWS Warning (gear/flaps) until course of action
terrain separation is
achieved. and indicates when
obstacle have been
cleared.
• Climbs to the MSA
or MORA.
• Clear of terrain
resumes leveled
flight.
•
Engages Autopilot.
• Resumes normal
speed.
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TECHNIQUES
OPERATING
APPROACH
PROCEDURES
INTENTIONALLY BLANK
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REVISION 10
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
LANDING
GENERAL
This section presents information pertinent to the landing phase of
flight that will enhance the ability to make the air-to-ground transition
as smooth and safe as it should be.
The airplane must be fully stabilized by 1000 ft from touchdown under
IMC conditions and by 500 ft under VMC conditions. A stable
approach is a contributing factor to a successful flare and touchdown.
Unstable
sink rates,approaches
side loads may result inbacks.
or bounce difficult
Anlandings with
approach is unexpected
considered
stabilized when all of the following criteria are met:
- The aircraft is on the correct flight path;
- Only small changes in heading/pitch are required to maintain
the correct flight path;
- The aircraft is in the correct approach speed;
- The aircraft is in the correct landing configuration;
- Sink rate is not greater than 1000 ft per minute; if an approach
requires a sink rate greater than 1000 ft per minute, a special
briefing should be conducted;
- Power setting is appropriate for the aircraft configuration;
- All briefings and checklists have been conducted.
LANDING PROCEDURE
For a normal landing procedure, the landing configuration, gear down
and flaps should be established early on the final approach or at the
outer marker on an ILS or FAF on a non precision approach. Airspeed,
power and descent rate also should be stabilized early. Changes in
airspeed require changes in thrust and attitude. An airspeed deviation
is considered significant if it is 10 kt above target approach speed.
Indicated airspeed may not be less than the V REF or V AP.
A significant vertical speed deviation occurs when it is greater than
1000 ft/min (precision approaches) or 1500 ft/min (non-precision
approaches) when below 1000 ft AGL. If the stabilized approach
parameters are not met before reaching the stabilized approach
height, a go-around should be initiated.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
Make sure that the airplane is properly trimmed during the approach.
This maximizes elevator authority for the flare or in the event of a
missed approach.
Target approach speed is V AP, which is VREF plus wind correction. As
the airplane approaches the touch down point, initiate the flare
approximately 20 ft to 10 ft by reducing the rate of descent and slowly
reducing thrust levers to idle so that they are at idle when the airplane
touches down. Normally a 2° to 3° pitch change will be enough for the
flare.
Plan to touchdown at the runway touchdown zone, which is typically
located 1000 feet ahead from the runway threshold. Monitor the final
approach path using all reference available. Do not allow the airplane
to float in ground effect, which unnecessarily increases the landing
distance and risk of a tail strike.
After main wheel touches down, use autobrake or apply manual
braking as required for the runway condition and length available while
easing the nosewheel onto the runway. Pull thrust levers to reverse
and verify spoilers actuation. Autobrake will be disarmed by gradually
pressing brake pedals.
Reverse thrust should be selected consistent with runway conditions
and modulated as required. Apply thrust reversers cautiously and
observe how the airplane responds before full reverse is used.
Full reverse thrust should be used when landing over wet, slippery and
contaminated runways. Maintain maximum reverse thrust until the
airspeed is approximately 80 kt. Then smoothly reduce thrust reverse
to MIN REV at 60 kt and idle thrust at 30 kt. 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 airplane come to a complete
stop.
Rudder control is effective to approximately 60 kt. Rudder pedal
steering is sufficient for maintaining directional control during the
rollout. Do not use the nosewheel steering tiller until reaching taxi
speed.
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REVISION 15
341/366
STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
As soon as the airplane leaves the runway, the strobe lights must be
turned off. However LDG LIGHTS are switched off, the nose taxi light
must remain on throughout the taxi regardless of the time of the day.
threshold is crossed at the screen height and at V REF or
VREF NEW according to the inputted reference speed.
LANDING ROLLOUT - ACTIONS and CALLOUTS
PF PNF
• Use Autobrake or • Verify Ground Spoiler

apply manual braking deployed.
as required.
• Use Thrust reverser
• Monitors Thrust reverser
if required.
if it is being used.
• Monitors airspeed.
After Main
Wheel • At 60 kt reduces
Touches Thrust Levers to
down MIN REV if Thrust
reverser is being
used.
• At 30 kt sets Thrust
Levers to IDLE
(forward thrust) if
Thrust reverser is
being used.
Reaching
normal taxiing
“MY CONTROLS”. “YOUR CONTROLS”.
speed, if LSP
is not the PF
Clearing “AFTER LANDING

runway SEQUENCE”.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
BRAKES USAGE
The following actions will give the optimum manual braking for all
runway conditions:
- Pilot seat and rudder pedals should be adjusted so it is
possible to apply maximum braking with full rudder deflection;
- Apply the brakes with no delay after the main landing gear
wheels have touched down. Move directly to a single firm and
steady brake application and hold pedal pressure until
decelerated to taxi speed. Apply pressure up to a maximum
comfortable deceleration;
- Do not pump the brakes;
- If the landing weight is limited by runway length, full reverse
and brakes should be used simultaneously to stop the
airplane;
- Only use thrust reversers if necessary. Brake life is improved if
thrust reversers are not used;
- If thrust reversers are necessary, use simultaneously with
brakes and stow them as soon as possible.
AUTOBRAKE
With autobrake set to LO, MED or HI verify after touchdown the
normal operation of the braking system and proper deceleration of the
airplane.
At 80 kts press the brakes pedal to disengage the autobrake and use
the necessary braking force to reach a safe taxi speed.
The autobrake
NOTE: touchdown can be disengaged
by pressing at any suitable speed after
the brakes pedals.
During the landing roll, if deceleration is not suitable for the stopping
distance, manual braking must be used. Apply continuous increasing
pressure to the brake pedals. Manual braking should begin before the
use of reverse thrust. Pilot must be alert for autobrake disengagement
indications during the landing roll.
EMERGENCY/PARKING BRAKE
Some Emergency and Abnormal procedures require the pilot to use
the Emergency/Parking Brake to stop the airplane during landing.
When this happens, the following protections are not available:
- Locked Wheel Protection;
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
- Antiskid Protection; and
- Touchdown Protection.
At high speeds, apply the Emergency/Parking Brake handle to stop

the airplane monitoring the Emergency/Parking Brake light and
maintain steady pressure. The brake system provides sufficient
pressure to start braking. As speed decreases the required handle
deflection increases to maintain continuous braking.
If a tire burst occurs applying the Emergency/Parking Brake, do not
release the Emergency/Parking Brake handle until the airplane stops.
LANDING ON WET, SLIPPE RY OR CONTAMINATE D

RUNWAYS
Wet or contaminated runways have much lower friction levels than a
dry runway; Friction depends on the runway surface, materials and
conditions. Runway contamination may reduce friction to very low
levels. The FAA defines that a runway is contaminated whenever
standing water, ice, snow, slush, frost in any form, heavy rubber, or
other
arrivalsubstances
and were notare taken
present.
intoIf account
such conditions exist at the
during dispatch, time of
a landing
distance re-assessment must be conducted. The QRH presents tables
to aid this analysis.
Conduct a positive landing to ensure initial wheel spin-up and initiate
firm ground contact upon touchdown. Such technique avoids
hydroplaning on wet runways and reduces the strength of any ice
bond that might have been eventually formed on brake and wheel
assemblies during flight.

Stopping the aircraft with the least landing run must be emphasized
when landing on wet or slippery runways.
- Anticipate the approach procedures and speeds: a well-
planned and executed approach, flare and touchdown
minimize the landing distance;
- Immediately after touchdown, check the ground spoiler
automatic deployment when thrust levers are reduced to IDLE;
- Lower nose wheel immediately to the runway. It will decrease
lift and increase main landing gear loading;
- Do not use asymmetric reverse thrust on slippery and icy
runways;
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PROCEDURES
- Apply brakes with moderate-to-firm pressure, smoothly and
symmetrically;
- Do not apply Emergency/Parking Brake if the airplane has lost

the friction with the runway, as it will inhibit anti-skid protection.
Maintain runway centerline and keep braking.
CROSSWIND LANDING
Four methods for crosswind landing can be used:
- Sideslip: In the sideslip condition, the airplane's longitudinal
axis remains parallel to the runway course, but the airplane no
longer flies straight along its original track. Downwind rudder
combined with aileron applied into the wind. The upwind
wheels touchdown before downwind wheels.
- Crab: Proper rudder and upwind aileron. On very slippery
runways the crab may be maintained to touchdown, reducing
the drift toward the downwind when touchdown.
- De-Crab: On final approach the crab is accomplished, just
prior
align to touchdown
the whilethe
airplane with flaring, downwind
runway rudder
centerline is applied to
simultaneously
with aileron control (to keep wings level) into the wind. Both
main landing gear touchdown simultaneously.
- Crab and Sideslip: The crab method is applied until the
touchdown. When the upwind wheels touchdown, a slight
increase in downwind rudder simultaneously with aileron
aligns the airplane with the runway centerline while keep the
wing level. This combined method may be used during strong
crosswind.
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PROCEDURES
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 V REF using
maximum manual braking. In order to stay within the operational
margins of the required landing distance the crew must conduct a
stabilized approach and use the correct landing technique.
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 actual landing distance:
- Crossing runway threshold with airspeed above VREF;
- Crossing runway threshold above the screen height;
- Extended Flare;
- Unstabilized approach.
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%.
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 unstabilized approach, with the airplane crossing the
threshold at 100 ft, above V REF 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.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
The information above, and the graphic below, assumes an airplane
landing at maximum landing weight, on dry runway.
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
N
G
D
.
B
8
1 1.67 5
1
UNFACTORED LANDING REQUIRED LANDING 0
8
DISTANCE (DRY) DISTANCE (DRY) 9
M
O
A
0
7
1
M
E

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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
RECOVERY FROM OFFSET POSITION

According to ICAO, required visual references means the section of
the visual aids or of the approach area which should have been in
view for sufficient time for the pilot which made the assessment of the
aircraft position and rate of position change, in relation to the desired
flight path.
Lateral and vertical offset may occur during any kind of approach,
when pilot cannot assess horizontal and/or vertical flight path, which
requires major corrections on the final visual section of flight
Upon recognizing an offset position, the pilot determines whether a
correction can be safely performed.

NOTE: In case of any doubt about a safe approach and landing, an
immediate go-around should be done.
On lateral and/or vertical offset approach, adequate monitoring of pitch
attitude, bank angle and power settings is required, together with
cockpit raw data instruments available in order to prevent crew
disorientation.
Lateral Offset
For lateral offset recovering, pilot shall select a reference point on the
extension of the runway centerline which is about half the distance to
the touchdown point, and establish aircraft toward this point. Maintain
proper thrust, airspeed and flight path. Shortly before crossing the
aiming point, pilot shall start turning to get established start a turn
aiming for the extended inner edge line.
Vertical Offset
High sink rates at low thrust settings are unsafe and may result in a
touchdown short of the runway or a high landing. A flat approach at
high thrust settings, if too low, may lead to an extended flare and long
floating landing.
To correct a vertical offset, the following procedures shall apply,
considering that pilot must adjust the aircraft to stabilize on the correct
flight path as soon as practicable, taking immediate and precise
action:
- For a low offset position, establish level flight;
- For a high offset position use maximum permissible sink rate
until stabilized on the correct flight path.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
WINDSHEAR
The most important way to cope with windshear is to avoid areas of
known or potential windshear occurrence such as thunderstorms.
Severe windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15 kt or
vertical speed changes greater than 500 ft/min.
Whenever a windshear is suspected during landing the following

precautions should be taken:
- During approach maintain the Vap with the applicable wind

additive corrections.
- Select Flaps 5 unless limited by other landing performance
consideration.
- If possible plan to land on the longest runway available, with
the lowest possibility of a windshear encounter.
- Use the Weather Radar Virtual Controller Panel to adjust the
radar and get the best information about weather formations
on the airplane path.
- Crew should monitor airspeed trend during approach. In the
first evidence of Windshear initiate a Go Around. If necessary
perform the windshear escape maneuver procedure.
- Develop an awareness of normal airspeed, attitude and
vertical speed. The crew should closely monitor the vertical
flight path
and call outinstruments, such as, vertical speed and altimeters,
any deviations.
WINDSHEAR RECOVERY TECHNIQUES
The windshear escape maneuver should be performed whenever the

following happens:
- A warning
PFD: windshear
WSHEAR (red).is annunciated during approach.
Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR”.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
- A caution windshear is annunciated during approach and the

pilot decides to perform the windshear recovery technique.
PFD: WSHEAR (amber).
Voice message: “CAUTION WINDSHEAR”.
- Whenever the pilot decides to perform the recovery
techniques due to the presence of windshear clues without
EGPWS announcement.
Windshear escape maneuver due to EGPWS announcement:
Pilot advance thrust levers to maximum thrust and follow Flight
Director Escape Guidance Cue. When moving thrust levers press
either GA switch. Maintain the actual configuration (landing gear and
flaps) until 1500 AGL and with terrain clearance assured.
another mode in order to exit windshear escape guidance.
Windshear escape maneuver without EGPWS announcement:
Pilot disengage autopilot, advance thrust levers to maximum thrust
and maintain pitch angle 20° or PLI, whichever is lower. When moving
thrust levers press either GA switch. Maintain the actual configuration
(landing gear and flaps) until 1500 AGL and with terrain clearance
assured.
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TECHNIQUES
OPERATING
LANDING
PROCEDURES
INTENTIONALLY BLANK
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
LOW VISIBILITY LANDING
When flying under conditions of haze, smoke, dust, glare or darkness,

aircraft height may appear higher than it actually is. Shadows are one
of the key factors in depth perception.
This effect is also encountered during night landings, or when smoke
or dust appears lying low across the threshold. The effect varies with
individuals and is modified by the intensity and clarity of runway
lighting. Situational alert must be emphasized on precision
approaches, since pilots tend to reduce power and drop below glide
path as soon as the runway is in sight.
Moisture on windshield interferes with visibility and may cause any
type of glide path illusion. Light rays will refract (bend) as they pass
through the layer of moisture of the windshield. You can appear to be
above or below the glide path or left or right of centerline. This can be
as much as 200 ft error at one mile from the runway which, when
combine with effect mentioned above, could result in risk of landing
short of runway threshold or in a long landing.
Crosscheck VSI for rate of descent and fly to the touchdown aim point.
REJECTED LANDING
The rejected landing procedure is similar to the go-around procedure.

Auto spoilers will retract and autobrake will disarm as thrust levers are
advanced for a rejected landing initiated after touchdown. Attention
must be given to the intended flight path as the published missed
approach procedure may not be valid after passing the published
missed approach point.
After reverse thrust is initiated, a full stop landing must be made due to
the time the reverser requires to transition from reverse to forward
thrust and the possibility that it does not stow back in the forward
thrust position.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES

REJECTED LANDING - ACTIONS and CALLOUTS
PF PNF
“GO-AROUND”.
• Press either TOGA
buttons. • Verify GA annunciations.
• Verify or move thrust
levers to TO/GA • Verify engine at go-
detent. around thrust.
Go-around •
With thethan
airspeed
greater VREF.
“FLAPS__”.
• Selects GA flaps.
• Verifies rotation or
rotates towards GA
pitch attitude.
• Verify positive rate of
climb.
• Confirm positive rate
Positive Rate of climb.
of Climb
“GEAR UP”.
• Position gear lever up.
• Selects VFS.
• Advises ATC.
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OPERATING
LANDING
PROCEDURES

REJECTED LANDING - ACTIONS and CALLOUTS
PF PNF
• Selects appropriate • Selects appropriate
primary navigation navigation primary
source. source.
400 ft AGL “SELECT HEADING
(NAV)”.
• Selects Lateral Mode.
“CLIMB SEQUENCE”.
Executes published
•
• Selects FLCH.
missed approach or
• Selects VFS.
proceed as instructed
Acceleration by ATC. • Retracts flaps on
schedule.
Altitude
• At flap zero call:
“FLAP ZERO”.
• Monitor missed approach
procedures.
BOUNCED LANDING
The bouncing occurs more frequently during landings by one or a

combination of the following factors:
- Windshear;
- Low-level turbulence;
- High flare initiation;
- Excessive rate of descent;
- Late flare initiation;

- Incorrect flare technique;
- Excessive airspeed;
- Power on touchdown.
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OPERATING
LANDING
PROCEDURES
The key factor for a successful landing is a stabilized approach and

proper thrust/flare coordination. Do not extend the flare at idle thrust
as it will significantly increase landing distance. Reducing to idle
before the flare will also require an increase in pitch. Flaring high and
quickly reducing thrust to idle can cause the aircraft to settle abruptly.
Do not apply stabilizer trim during the flare.
Recovery from Light Bounce
When a light bounce occurs, maintain or re-establish a normal landing
attitude. Increasing pitch can lead to a tail strike. Beware of the
increased landing distance and use power as required to soften the
second touchdown. It is very difficult to evaluate landing distance
remaining and the airplane energy.
Recovery from a Severe Bounce
When a more severe bounce occurs, initiate a go-around and do not
attempt to land. Press the takeoff/go-around button and advance
thrust levers to TOGA. Hold the flare attitude until the engines spool
up and reset stabilizer trim, then follow normal go-around procedures.
If the airspeed has dropped below the V REF initiate the go-around
procedure and retract the flaps only when the airspeed becomes
greater than VREF.
TAIL STRIKE DURING LANDING
Tail strikes are more frequent during landings than takeoffs. In fact, tail
strikes occur more frequently during landings by a factor of two to one.
Based upon information gathered from tail strike occurrences,
deviation from the normal landing maneuver, below, is the main cause
of tail strikes. The mistakes most commonly made are:
- Approach at improper pitch, speed, thrust and glide path;
- Prolonged flare, hold-off for a smooth touchdown;
- Starting to flare the aircraft too high above the runway;
- Improper crosswind correction during flare;
- Over-rotation during a touch and go.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
Of these commonly made mistakes, flaring the aircraft too high above
the runway has the greatest potential for a tail strike and resulting
damage. When
airspeed will the flare
decrease belowis V
started too high above the runway,
APP causing the pilot to compensate.
When placed in this situation, the tendency is to continue to increase
pitch in an effort to arrest the excessive sink rate. The correct action to
take is to immediately lower the pitch attitude and fly the aircraft to the
runway before the airspeed dissipates any further. This corrective
action will prevent a tail strike.
Lack or poor handling could lead to a destabilized approach thus
increasing the tail strike exposure.
OVERWEIGHT LANDING
Overweight landing may safely be accomplished by using normal

landing procedures and techniques. There are no adverse handling
characteristics associated with heavier than normal landing weights.
Select the longest available runway, when feasible. Slope and wind
effects should also be considered.
Where possible avoid landing in tailwinds, on runways with negative
slope or runways with less than normal braking conditions.
Reduce the landing weight as much as possible. To save time and at
pilot discretion this can be done using high drag configuration (landing
gear and/or speed brake) and flying at a lower altitude (respect MORA
and MSA).
Wind additives may be impacted by flap placard speeds.

At weights above the maximum landing weight, the final approach
maximum wind correction may be limited by the flap maneuvering
speed.
Configure the aircraft earlier so you will have more time to get used to
the higher approach speeds.
Do not carry excess airspeed on final.
It is recommended to land under VMC. You will have more time to
focus on the handling of the aircraft rather than on the instruments
panel.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
Brake energy will not be exceeded for flaps 5 or FULL landing at all
gross weights. Although, give special attention to wet or slippery
runways. The brake energy limits may be exceeded when landing at
high gross weights at speeds associated with non-normal procedures
requiring flaps set at 5 or less.
Try a smooth landing. In the other hand, do not allow the aircraft to
float above the runway. Consider a go-around if a long landing is likely
to occur.
The maximum rate of descend is 300 ft/min at touchdown. Use
maximum reverse thrust down to 60 kt. If stop capability is in doubt
use it until certain that the aircraft will stop within limitations. Use
brakes consistent with runway length, auto brakes may be used.
Maintenance inspection is required after landing (report AGW and rate
of descent on the TLB).
NOTE: Alert ground crew if brake temperature is too high.
TOUCH AND GO LANDING
The primary objective of touch and go procedure is approach and

landing training practice and to reduce the amount of training time
wasted in taxing the aircraft back to the holding point.
In order to maintain a high level of safety, they must be conducted in a
proper disciplined manner.
BASIC CONSIDERATIONS
- Reverse thrust and brakes (auto or manual) will not be used

during touch and go procedures;
- At touch down and both thrust levers in idle thrust, the
Autothrottle automatically disconnects;
- Follow the published Visual Approach Pattern to configure the
airplane.
The following techniques are to be used:

- The trainee should accomplish a normal final approach and
landing;
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
- On final approach, the Altitude Selector should be set to

Traffic Altitude;
- The trainee will land the nose wheel after main landing gear
touchdown and track the runway centerline;
- The instructor move the flap handle to Flaps 4, configure pitch
trim so that the green pointer is indicating to the green takeoff
band, yaw and roll trim to neutral;
- The trainee will press TOGA button and manually advance the
thrust levers to TOGA position;
- The instructor will check thrust;
NOTE: The “ENG TLA NOT TOGA” CAS MSG may be displayed if the
TOGA levers position is not correctly reached.
- If the trainee is the PF, he/she will keep his/her hand on
throttles to prevent any inadvertent reduction of power or
unwanted stop;
- The trainee will rotate performing a normal TO procedure;
- At positive rate of climb, the instructor will retract the landing
gear, select
the F-bug forthe
thespeed
visualbug to pattern
traffic 160 kt, retract
at pilot flaps to flaps
discretion and2 re-
on
engage the Autothrottle.
General RTO guidance can be used to decide to interrupt the touch

and go pr ocedure. In case of emergency, the decision to abort is
solely at the instructor’s discretion. He/She will call "REJECT" and
simultaneously take control of the airplane and bring it to a halt using
maximum braking and reverse. Once the airplane has stopped, he/she
will call for any appropriate Emergency/Abnormal checklist.
The decision to discontinue a Touch and Go after the application of
TO power, must only be taken if the instructor is certain that the
airplane cannot safely fly.
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TECHNIQUES
OPERATING
LANDING
PROCEDURES
TOUCH AND GO - ACTIONS AND CALLOUTS

PF PNF
• Maintains the • Selects flaps 4.
airplane on the
After main wheels center line.
touch down • Sets trims.
• Continuously
checks the
remaining takeoff
distance.
• Presses the “GO”

With the pitch trim in TO/GA button.
the green band • Sets thrust levers
at TO/GA position.
“ROTATE”
Engines spooled up • Rotates the
and rotation speed airplane
the flight following
director
guidance.
“POSITIVE RATE”
“GEAR UP”
• Selects landing
Positive rate of climb gear up.
• Selects 160 kt on
speed selector.
“SELECT • Select Heading
HEADING” mode
400 ft AGL • Engages
Autothrottle if
desired.
“ACELERATION
ALTITUDE”
1000 ft AGL “CLIMB
SEQUENCE” • Selects FLCH.
schedule to flaps 2.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
DITCHING
This procedure is intended for use in case of emergency landing on

water and enough time is available to prepare the passengers.
If ATC contact is possible, set transponder code 7700 (if not transmit
in blind), transmit a distress messages “MAYDAY” with your present
position, course, altitude, speed, situation, time available and intention
of touchdown. If possible ditch near shorelines, offshore platforms or
boats.
When the decision has been made to ditch the airplane, using the
QRH, complete the ditching preparation checklist.
Pilot should inform pursers and passengers of the upcoming event and
passes the following information:
- Nature of the ditching;
- Review emergency checklist, landing and evacuation
procedures;
- How the flight crew will signal cabin crew to start evacuation;
- How much time is left;
- Exits available for evacuation and crew duties;
- Secure all loser equipment in cabin and cockpit;
- Any further instructions that might be deemed necessary;
- Advise crew and passengers to prepare for ditching and
assume protective position. It must be transmitted from the
cockpit 30 seconds before ditching or at any moment an
accident occurs, by using the phraseology:
“IMPACT/IMPACT/IMPACT”.
Plan to land with maximum flap available and burn off fuel to a
minimum onboard to increase buoyancy. Leave the gear UP.
Consider landing parallel to waves taking in account wind direction
and sea condition. If at all possible, land parallel to the swell, not
across it. The best location is along the crest of the swell which
minimizes the chance of a wingtip digging into the water. Second best
is in the trough or bottom of the swell.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
Maintain airspeed at VREF and 200 - 300 ft/min rate of descent or as

low as possible, rotate smoothly attitude (approx 10° to 12° nose up)
during flare and keep flying the aircraft at all times until touchdown.
After touchdown, reduce thrust to idle. If engine is not running maintain
minimum speed of 130 KIAS.
After the aircraft has come to rest, proceed to assigned ditching
stations and evacuate as soon as possible, assuring that all
passengers are out of the aircraft. Note that entry into water is always
considered "catastrophic" and the cabin crew will initiate evacuation
without further instructions from the flight deck.
Only for EMBRAER 170, in case of ditching the passenger and service
aft doors (doors 2L and 2R) are supposed to be under the water line.
Forward doors must be used to evacuate the airplane.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES

DITCHING - ACTIONS AND CALLOUTS
PF PNF
• Notifies cabin crew. • Sets transponder
to 7700.
• Notifies ATC.
• Pulls aural warning
CB (C31) (RSP).
In Flight CB (C7) (LSP).
• Selects
No Smoking/
Fasten Seat Belts
signs ON.
• Sets ELT to ON.
• Monitor cabin rate. • Presses the
pressurization
At 10000 ft AGL DUMP button.
• Adjust altimeters and set landing data.
• Checks that • Selects
passenger cabin pressurization
procedures are mode controller
completed. knob to MANUAL.
At 5000 ft AGL
• Monitors cabin • Holds down the
altitude. CABIN ALT knob
for 50 sec.
• Review After Ditching Procedures.
• Notifies ATC about
ditching position.
“FLAPS__”. • Sets slat/flap as

Before ditching (maximum available) required.
• Presses the APU
• Confirms landing Emergency Stop
gear UP. button.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES

DITCHING - ACTIONS AND CALLOUTS
PF PNF
• Adjusts landing • Alerts cabin crew:
profile. “IMPACT,
IMPACT,
• Maintains VREF and
IMPACT”.
Just before water minimum rate of
contact descent with thrust
available. If
engines are not
running maintain a
minimum speed of
130 kt.
• Reduces thrust
levers to idle. • Selects Start/Stop
• Alerts cabin crew: Selector knobs
“INITIATE STOP.
EMERGENCY
EVACUATION”.
•
Engines fire
extinguisher
After ditching handles PULL and
ROTATE 1L/2R.
• Sets Fasten Belts
OFF.
• Selects both
batteries knobs
OFF.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
FORCED LANDING
This procedure is intended for use in case of emergency landing

outside an airport and enough time is available to prepare the
passengers.
Set transponder code 7700, if ATC contact is possible (if not transmit
in blind), transmit a distress messages “MAYDAY” with your present
position, course, altitude, speed, situation, time available and intention
of touchdown.
- Plan to land with maximum flap available;
- Burn of fuel to a practical minimum reducing the touch down
speed;
- If engine(s) is(are) running perform a landing using thrust to
maintain a minimum rate of descent;
- An extended landing gear will absorb part of initial impact
load.
Pilot should inform pursers and passengers of the upcoming event and
passes the following information:
- Nature of the failure;
- Type of evacuation and crew duties;
- Review emergency checklist, landing and evacuation
procedures;
- How the flight crew will signal cabin crew to start evacuation;
- How much time is left;
- Secure all loser equipment in cabin and cockpit;
- Any further instructions that might be deemed necessary;
- The order to assume protective position must be transmitted
from the cockpit 30 seconds before landing or at any moment
an accident occurs, by using the following phraseology:
“IMPACT/IMPACT/IMPACT”.
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STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES

FORCED LANDING - ACTIONS AND CALLOUTS
PF PNF
• Notifies cabin crew. • Sets transponder
to 7700.
• Notifies ATC.
CB (C31) (RSP).
In Flight CB (C7) (LSP).
• Selects
No Smoking/
Fasten Seat Belts

signs ON.
• Sets ELT ON.
• Monitors cabin rate. • Presses
pressurization
At 10000 ft AGL DUMP Button.
• Adjust altimeters and set landing data.
• Review After Landing Procedures.
• Notify ATC about

“FLAPS__”. forced landing
(maximum available) position.
Before landing “LANDING GEAR • Sets slat/flap as

DOWN”. required.
• Extends landing
gear using landing
gear lever or
alternate gear
extension lever as
required.
5
5
7
1
-
M
3-40 P
O
S
Page 22
REVISION 15
365/366
STANDARD
TECHNIQUES
OPERATING
LANDING
PROCEDURES
FORCED LANDING - ACTIONS AND CALLOUTS

PF PNF
Before landing • Presses the APU

Emergency Stop
button.
• Adjusts landing • Alerts cabin crew:
profile. “IMPACT,
IMPACT,
• Maintain VREF and
IMPACT”.
Just before minimum ratethrust
descent with of
touchdown available. If
engines are not
running maintain a
minimum speed of
130 kt.
• Reduces thrust
• Start/Stop selector
levers to idle. knobs STOP.
• Alerts cabin crew:
“INITIATE • Pulls the engine
EMERGENCY fire extinguisher
EVACUATION”. handles and
After landing ROTATE 1L/2R.
• Sets Fasten Belts
OFF.
• Select both
batteries knobs
OFF.

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STANDARD OPERATING PROCEDURES

This manual is applicable to EMBRAER 170/175 and

STANDARD OPERATING PROCEDURES

This manual is applicable to EMBRAER 170/175 and

CUSTOMER COMMENT FORM

STANDARD OPERATING PROCEDURES MANUAL

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STANDARD OPERATING PROCEDURES MANUAL

Section/Page/Code: Revision of the Page:

Space reserved for Embraer CCF nº:

Comment received: Date Acknowledged:

Proposed date for implementation: Implemented:

edge of the page

REVISION 15 – JUL 16, 2012

Block Page Change Description

Changed the procedure steps sequence to improve

3 and Added information to clarifie that the inspection of

2-17 12 Editorial Correction.

2-35 2 Editorial correction.

REVISION 15 Page 1

Block Page Change Description

Block Page Change Description

REVISION 15 Page 3

Block Page Change Description

Updated the text of note (1) to clarify that the PF

Block Page Change Description

REVISION 15 Page 5

RECORD OF TEMPORARY REVISIONS

TR 15.1 ............................................................................ NOV 09, 2012

TEMPORARY REVISION 15.1 Page 1

LIST OF EFFECTIVE PAGES

ORIGINAL................ 0....................DEC 10, 2003

REVISION 15 Page 1

* Title ..............REVISION 15 * 3................... REVISION 15

2................... REVISION 10 2................... REVISION 10

REVISION 15 Page 3

3................... REVISION 13 * 12................. REVISION 15

REVISION 15 Page 5

3-30 * 11................. REVISION 15

REVISION 15 Page 7

REVISION 10 Page 1

Airplane Sophistication and Checklists ........................1-05.......... 02

Emergency/Abnormal Procedures are

REVISION 10 Page 1

PROCEDURAL DEVIATION AND ITS RELATION TO

AIRPLANE SOPHISTICATION AND CHECKLISTS

Power Up ........................................................................... 2-13.......... 01

Engine Crossbleed Start.................................................... 2-63.......... 01

REVISION 12 Page 1

Maintenance Status...........CKD .........................LSP/RSP

CAUTION: ENSURE THE AIRPLANE IS NOT MOVED

Battery 1 ............................ON ................................... RSP

Battery voltage...................CKD................................. RSP

Pax signs panel ................. SET .................................. LSP

Doors & windows...............

Brakes temp ...................... CKD .................................LSP

Landing gear...................... UP ....................................PNF