Professional Documents
Culture Documents
Farretones-3 6-14 08 2017
Farretones-3 6-14 08 2017
14/8/2017
www.aviationforall.com/docs/erj
@ejetguide
Review
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Table of contents
Introduction ...................................................................................................................................................... 6
Abbreviations ................................................................................................................................................... 7
Safety and Power-Up Checklist.................................................................................................................... 11
Safety ........................................................................................................................................................... 11
Power-Up ..................................................................................................................................................... 12
Receiving Checklist ....................................................................................................................................... 13
Exterior Inspection ........................................................................................................................................ 14
Cockpit Preparation ....................................................................................................................................... 15
F.O. ............................................................................................................................................................... 15
CAPT ............................................................................................................................................................ 16
Before Start To the Line ................................................................................................................................ 17
Takeoff Briefing .............................................................................................................................................. 18
Below the Line ................................................................................................................................................ 19
Engine Start .................................................................................................................................................... 20
Exterior lights ................................................................................................................................................. 21
After Start ........................................................................................................................................................ 22
Before Takeoff ................................................................................................................................................ 23
Below the Line ................................................................................................................................................ 24
Takeoff............................................................................................................................................................. 25
Setting Takeoff Thrust ............................................................................................................................... 25
Initial Steering ............................................................................................................................................. 25
Aft Center-of-Gravity Effects .................................................................................................................... 25
Crosswind Takeoff ..................................................................................................................................... 25
Rotation and Liftoff .................................................................................................................................... 25
Initial Climb ................................................................................................................................................. 25
Clean-Up and Acceleration ....................................................................................................................... 25
Close-in turn after takeoff ......................................................................................................................... 26
ECS off Takeoff........................................................................................................................................... 27
Noise Abatement Takeoff .......................................................................................................................... 28
Takeoff Limitations .................................................................................................................................... 28
After Takeoff ................................................................................................................................................... 29
Climb ............................................................................................................................................................... 30
Transition Altitude ......................................................................................................................................... 30
FL 100 .............................................................................................................................................................. 31
Cruise .............................................................................................................................................................. 32
Descent Preparation ...................................................................................................................................... 33
Descent ........................................................................................................................................................... 34
Idle Descent example in the MCDU:......................................................................................................... 34
Descida por Instrumentos em Locais Desprovidos de Órgãos de Controle de Tráfego Aéreo ....... 35
Razão de Descida ....................................................................................................................................... 35
Holding Speeds Tables – DOC8168 ......................................................................................................... 35
Approach Speed Table .............................................................................................................................. 36
Equipment and Minimums needed for Approach Procedures ............................................................. 36
Corrections in case of equipment failure – ILS CAT I & II ..................................................................... 36
FL 100 .............................................................................................................................................................. 37
Transition Level ............................................................................................................................................. 38
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Approach Procedures ................................................................................................................................... 39
Stabilized Approach Criteria ..................................................................................................................... 39
Minimums / Go-Around Altitude Selection ............................................................................................. 40
Approach Switch Selection and Display Guide ...................................................................................... 41
Using GD (Green Dot) ................................................................................................................................ 41
Precision Approaches (ILS, ILS/DME) ......................................................................................................... 42
Determining Decision Altitude/Height ..................................................................................................... 42
ILS Approach Sequence CAT I Profile ..................................................................................................... 42
BARO VNAV ................................................................................................................................................ 43
Non-Precision Approach ........................................................................................................................... 44
Display Controller Panel and Bearing Pointers Selection .................................................................... 44
Setting Minimums ...................................................................................................................................... 44
Continuous Descent Flight Path (LOC, BARO VNAV, RNAV, VOR and NDB approaches): ............. 45
RNAV Approaches ..................................................................................................................................... 46
Required Navigational Performance (RNP)............................................................................................. 46
Discontinuing the Approach ..................................................................................................................... 46
VNAV Approaches ..................................................................................................................................... 46
RNP-AR APCH ............................................................................................................................................ 46
Circling Approach ...................................................................................................................................... 47
Side-Step Maneuver ................................................................................................................................... 47
Visual Approach ......................................................................................................................................... 48
Prior to the “Landing” Callout .................................................................................................................. 48
Landing Callout .......................................................................................................................................... 48
HUD A3 (CAT II) ILS Approach (Applicable only for certified crew) .................................................... 49
HUD A3 (CAT II) Approach Procedure ................................................................................................. 49
HUD A3 (CAT II) ILS Approach Sequence Profile ............................................................................... 49
Standard Braking, Reverse and Flap Configurations ............................................................................ 50
Reverse Thrust Reduction ........................................................................................................................ 50
Braking. ....................................................................................................................................................... 51
Crosswind Landing .................................................................................................................................... 51
Bouncing at Touchdown ........................................................................................................................... 51
Nosewheel & Rudder Inputs after Touchdown ....................................................................................... 51
Go-Around ...................................................................................................................................................... 52
DISCONTINUED APPROACH ........................................................................................................................ 53
Rejected Landing Maneuver ..................................................................................................................... 53
After Landing .................................................................................................................................................. 54
Parking ............................................................................................................................................................ 55
Securing .......................................................................................................................................................... 56
Power-Down ................................................................................................................................................... 57
Limitations ...................................................................................................................................................... 58
NON-NORMAL PROCEDURES ..................................................................................................................... 60
Memory Items and Checklists .................................................................................................................. 61
Memory Items.......................................................................................................................................... 61
QRC Procedures ..................................................................................................................................... 61
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
QRH Procedures ..................................................................................................................................... 61
Critical Actions ....................................................................................................................................... 61
Interrupting a Checklist ......................................................................................................................... 62
Emergency Cockpit / Cabin Signal ....................................................................................................... 62
Circuit Breaker ........................................................................................................................................ 62
Rejected Takeoff......................................................................................................................................... 64
Loss of Thrust at or Above V1 .................................................................................................................. 64
Engine Failure or Fire Recognition / Callout. ......................................................................................... 65
Engine Failure in Cruise ............................................................................................................................ 67
Descent at 0.76M/265kt .......................................................................................................................... 67
“DRIFTDOWN” - Descent at Green dot speed .................................................................................... 68
Emergency Descent ............................................................................................................................... 68
Single Engine Approaches ....................................................................................................................... 69
Evacuation .................................................................................................................................................. 69
Crew Duties ............................................................................................................................................. 69
Evacuation on Land ............................................................................................................................... 69
Evacuation after Ditching ...................................................................................................................... 69
Unwarranted Evacuation ....................................................................................................................... 69
TCAS ............................................................................................................................................................ 70
RA During an Approach ......................................................................................................................... 70
TCAS Commands ................................................................................................................................... 70
Windshear ................................................................................................................................................... 71
Windshear Precautions ......................................................................................................................... 71
Takeoff ..................................................................................................................................................... 71
Approach ................................................................................................................................................. 71
Windshear Recovery .............................................................................................................................. 72
Wake Turbulence........................................................................................................................................ 72
Unusual Attitudes....................................................................................................................................... 73
Stalls ............................................................................................................................................................ 73
Stall Recovery Actions and Callouts ................................................................................................... 73
EGPWS ........................................................................................................................................................ 75
Adverse Weather Operations.................................................................................................................... 76
Low Visibility Taxi and Takeoff ............................................................................................................. 76
LVTO Briefing Guide: ............................................................................................................................. 76
LVTO Warning:........................................................................................................................................ 77
LVTO Caution:......................................................................................................................................... 77
Additional Procedures for visibility below 400m: .............................................................................. 77
Emergency Frequencies ........................................................................................................................... 78
Emergency Radio Call ............................................................................................................................... 78
Distress Call ............................................................................................................................................ 78
Standard Distress Call ........................................................................................................................... 78
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Minimum Fuel (Not Emergency) ........................................................................................................... 78
Mayday, Mayday, Mayday Fuel ............................................................................................................. 78
Standard Urgency Call ........................................................................................................................... 78
PERFORMANCE ............................................................................................................................................. 79
PESO DE PASSAGEIROS E TRIPULANTES............................................................................................ 79
GALLEY ....................................................................................................................................................... 79
Descrição da Loadsheet EPOP (E-Jets) .................................................................................................. 80
LAST MINUTE CHANGE ............................................................................................................................ 81
COMBUSTÍVEL MÍNIMO REQUERIDO PARA DESPACHO .................................................................... 82
CONSUMO NO TAXI - OPERAÇÃO BIMOTOR ........................................................................................ 82
LMC PARA PLANO DE VOO ..................................................................................................................... 82
REDESPACHO ............................................................................................................................................ 82
AERÓDROMO DE ALTERNATIVA ............................................................................................................ 83
Alternativa próxima (Close-in Alternate) ................................................................................................. 83
CATEGORIA DE INCÊNDIO ....................................................................................................................... 83
Redução de categoria de incêndio da aeronave ................................................................................ 83
Redução de categoria de incêndio do aeroporto por NOTAM .......................................................... 84
ANÁLISE DE DECOLAGEM (E-JETS)....................................................................................................... 84
LIMITANTES DE PERFORMANCE DE DECOLAGEM (E-JETS) ............................................................. 86
FLAP ÓTIMO DO EPOP - APLICÁVEL AOS PILOTOS (E-JETS) ........................................................... 86
ANÁLISE DE POUSO (E-JETS) ................................................................................................................. 86
OPERAÇÃO EM NARROW RUNWAYS (E-JETS) .................................................................................... 87
LIMITAÇÕES ............................................................................................................................................ 87
CÁLCULO DE PERFORMANCE ............................................................................................................ 87
Dúvidas frequentes sobre Narrow Runways ...................................................................................... 87
OPERAÇÃO EM PISTAS DE TAXI (E-JETS) ............................................................................................ 87
RESISTÊNCIA DO PAVIMENTO – MÉTODO ACN-PCN .......................................................................... 87
TABELAS DE ACN / PCN - Informação de resistência de pavimento (E-Jets) ............................... 89
INSTRUÇÃO DE USO DAS TABELAS (E-Jets) .................................................................................... 89
ADITIONAL...................................................................................................................................................... 91
Work Limit Voyage ..................................................................................................................................... 91
Pre Flight Briefing ...................................................................................................................................... 92
Briefing entre Pilotos ................................................................................................................................. 92
Documentação necessária para o voo: ................................................................................................... 92
Briefing com a Tripulação de Cabine ...................................................................................................... 93
Capacidade Física e Psíquica dos Tripulantes ...................................................................................... 93
LIMITATIONS QUICK GUIDE E190 / E195 ................................................................................................... 94
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Introduction
This manual has been prepared by the Aviation For All Company. All content is based in the Aircraft Operations Manual,
manuals provided by the Embraer 190 operators, current regulations and personal experience.
• provide tips and guide for operating limitations, procedures, performance and systems information the user needs to
safely and efficiently operate the Embraer 190;
• serve as a comprehensive reference for use during training for the Embraer 190;
• serve as a review guide for use in recurrent training and proficiency checks in the Embraer 190;
• review standardized procedures and practices to enhance the operational philosophy and policy;
This manual contains operational procedures and information, which apply only to the Embraer 190. Changes to the
delivered configuration are incorporated when covered by revisions.
Owners/operators are solely responsible for ensuring the operational documentation they are using is complete and
matches the current configuration of the aircraft. This includes the accuracy and validity of all information furnished by
the owner/operator or any other party.
The manual is periodically revised to incorporate pertinent procedural and systems information. In all cases, such
revisions and changes must remain compatible with the approved AFM with which the operator must comply. In the
event of conflict with the AFM, the AFM shall supersede.
This manual is written under the assumption that the user has had previous multi–engine jet aircraft experience and is
familiar with basic jet airplane systems and basic pilot techniques common to airplanes of this type. Therefore, the
operations manual does not contain basic flight information that is considered prerequisite training.
This manual can not be used to real flight or real airplane operation, it is restricted to be used as information only.
This manual is not suitable for use for any real aircraft operation.
Any questions about the content or use of this manual can be directed to:
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Abbreviations
The following abbreviations may be found throughout the manual. Some abbreviations may also appear in lowercase
letters. Abbreviations having very limited use are explained in the chapter where they are used.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
DC . . . . . . . . . .Direct Current GA . . . . . . . . . Go-Around
DCTC . . . . . . .Direct Current Tie Contactor GCU . . . . . . . . Generator Control Unit
DDPM . . . . . . .Dispatch Deviation Procedures Manual GD . . . . . . . . . Ground Distance
DET . . . . . . . . .Detector GEN . . . . . . . . Generator
DGRAD . . . . . .Degraded GMAP . . . . . . Ground Mapping
DH . . . . . . . . . .Decision Height GMT . . . . . . . . Greenwich Mean Time
DISC . . . . . . . .Disconnect GND . . . . . . . . Ground
DIM . . . . . . . . .Dimmer GP . . . . . . . . . Guidance Panel, Glide Path
DLK . . . . . . . . .Datalink GPS . . . . . . . . Global Positioning System
DME . . . . . . . .Distance Measuring Equipment GPU . . . . . . . . Ground Power Unit
DMU . . . . . . . .Data Management Unit G/S . . . . . . . . . Glide Slope
DN . . . . . . . . . .Down GS . . . . . . . . . Ground Speed
DOW . . . . . . . .Dry Operating Weight
DU . . . . . . . . . .Display Unit
DVDR . . . . . . .Digital Voice and Data Recorder
UNLK . . . . . . .Unlock
UTC . . . . . . . .Universal Time
V . . . . . . . . . . .Volt
V1 . . . . . . . . . .Takeoff Decision Speed
V2 . . . . . . . . . .Takeoff Safety Speed
VA . . . . . . . . . .Volt-Ampere
VA . . . . . . . . . .Design Maneuvering Speed
VAC . . . . . . . . .Approach Climb Speed
VALT . . . . . . . .VNAV altitude hold mode
VAP . . . . . . . . .Approach Speed
VASEL. . . . . . .VNAV altitude capture
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Safety and Power-Up Checklist
General: This checklist is used on an unpowered aircraft to ensure the application of electrical power and air conditioning
is properly performed. This is a Read and Do checklist
This is a silent checklist with no established flows. Each item is read and accomplished silently.
Safety
AUTO / NO LIGHT
MAINTENANCE
STATUS
T.L.B.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Power-Up
FIRE TEST:
-FIRE HANDLES IN
EMER LT TEST: -PUSHBUTTONS GUARDED
*CABIN CREW* GPU or APU -PUSH TEST:
OFF -> ON 6 LIGHTS OVERHEAD
CAS: 5 MSG CAS
EMER LT ON ENG 1 FIRE
EMER LT NOT ARMED ENG 2 FIRE
ON -> ARMED APU FIRE
CARGO FWD SMOKE
CARGO AFT SMOKE
2 WARNING/ 2 FIRE ITT
EICAS MSG
BATT 1 & 2
NONE 5sec
22.5 MIN
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Receiving Checklist
General: This checklist is used for the first flight in an aircraft or when the Crew for an aircraft has changed and after it
has been left unattended by the flight crew for any period of time. If an item was already checked on the Power Up
checklist, it does not have to be reaccomplished if the cockpit prep steps are identical.
FIRE TEST
IF POWER UP DONE, DO NOT RE-TEST.
Maintenance
Oxygen
Ropes
Extinguisher
Flashlight
CBs
Life vest
Axe
Pbe
T.L.B.
Gear/Rat pins (4)
CBs (CAPT & FO)
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Exterior Inspection
General: The exterior inspection, or walkaround, ensures the overall condition of the aircraft and its visible components
and equipment are safe for flight.
Who: Accomplished by PM. When: This inspection must be accomplished before every flight
Procedures - Before beginning the inspection, review the Maintenance Log and if electrical power is not established,
complete the Power-up Checklist. Wear reflective vest (if not available report to Maint. and TLB). Prior to commencing
the inspection, turn on NAV lights and inspection lights at night. In case of adverse meteorological conditions, the
Captain can delegate the external inspection to the maintenance technician.
Conditions/Discrepancies - Verify the aircraft is acceptable for flight. Even though not noted individually, the aircraft
and its visible components must be checked for the following:
— Proximate area is free of potential foreign object damage (FOD) items In-Transit External Inspection
— Customer walkway and boarding stairs are safe and clear PM must check the wheels, tires,
— Flight control surfaces are unobstructed and free from contamination brakes and surfaces.
— Tire condition and pressure are acceptable
— All covers, plugs, picket/mooring lines removed
— All vents, pitot and static ports, intakes, and exhausts are not damaged or obstructed
— Pay attention to any evidence of fluid leaks from components, drains, panels, aircraft skin, and in ground vicinity
— Condition of aircraft structure or structural components: skin (visible damage) on Radome section, fuselage, wings,
nacelles, pylons and empennage.
— All access panels and doors not actually involved in maintenance are secure
— Pitot static probes for evidence of freezing, severe discoloration, condition, and security
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Cockpit Preparation
F.O.
BARO
FMS
&
-EFB: ON.
Data base.
Dep/Arv/Alt
Charts.
ATIS freq.
ATIS
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
CAPT
-ALT: _____ FT
-SPD: FMS
-SRC: PF SIDE
-BARO
-FMS ++
-EFB: ON.
Data base. -If PF: Flight Plan->FMS. ->
Dep/Arv/Alt
Charts.
DOCS.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Before Start To the Line
General: These flows and checklist are used to prepare for starting the engines.
EPOP begin
-Insert tail
-Insert MEL/CDL if applicable
TAKEOFF PAGE:
-Departure and Destination
RWY (insert NOTAM if applicable)
-Airplane Config - Thrust and Flaps in Optimum
-Environmental - set from ATIS/METAR or ATC
information
DISPATCH PAGE:
-Fuel - Total, Taxi, Trip and Ballast
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Takeoff Briefing
General: Designed to follow the phase of flight through the normal progression from taxi to cruise with full compliance
with all ATC procedures.
When: At the gate, prior to calling for the Before Start Checklist (To the Line). Changes to the Takeoff Brief will be
discussed prior to the Before Takeoff Checklist (Below the Line).
The departure brief consists of the following items which must be verified and cross-checked by both pilots:
• Airport Briefing
— Immediate Return / EO-SID / Divert Plan
— Unique Airport Procedures / Considerations
— Windshear, Anti-ice, Radar usage
— Terrain / Obstacles
— Any other risks and intentions
FLIGHT 1234 SBAA-SBBB A/C: PRABC FLIGHT 1234 SBAA-SBBB A/C: PRABC
ATIS DEP [ NOTAM ]
P 120/5 ILS17R 25/19 1025 -------------------------
====================
[ Airport WX List ] DEPARTURE AIRPORT:
------------------------- ====================
Captain Guidance Departure: DESTINATION AIRPORT:
-CRM METAR + TAF ====================
Destination: ALTERNATES AIRPORTS:
-EXPERIENCE
METAR + TAF ====================
-SPECIAL CONSIDERATIONS Alternates: [ Airline NOTAM ]
METAR + TAF -------------------------
Airport Briefing RTO 10-3 10-9 QRH
-EO-SID -BRIEFED BY -IFR SID, or -ENG START
-AIRPORT DATA PILOT FLYING -VFR DEP -TAXI ROUTE -LVTO
-WINDSHEAR, ANTI-ICE IN THE FIRST
-MSA -TAKEOFF
FLIGHT OF
-RADAR USAGE -RTO -RUNWAY
THE DAY.
-TERRAIN & RISKS
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Below the Line
General: These flows and checklist continue with the preparation for starting the engines.
Who: Initiated by the Captain; read by the First Officer.
When: Completed just prior to pushback, or if a pushback will be not accomplished, just prior to engine start.
STEER OFF
DOORS
DOORS
XPDR
TRS
-EPOP: Finish.
-ZFW: Xcheck CAPT & Set PERF.
T.L.B. -FMS: Set Vspeeds + Flap.
-TRS info: Inform CAPT & check N1%.
-TRIM: SET PITCH, center, center.
-GP: VNAV (if req) + SPEED FMS + NAV + AT.
-EPOP: Inform FO: -TO/GA.
>Pantry.
-DOOR LOCKED “CLACK”
>Pax (A/C).
>Cargo. **Below the line**
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Engine Start
Engine #1 should be started first. The starting cycle should be intiated 30 seconds prior to the end of pushback.
When directed by the Captain, the First Officer starts the engine and monitors the start process. Start the engine
using the following procedures:
During engine start, the First Officer will guard the STOP/START Switch by placing a finger on top of the closed cover.
Engine Abnormal Start
First Officer responsibility to monitor engine parameters and
manually abort the start in the cases described below:
— N1 and/or N2 failing to accelerate to stable idle speed
(hung start)
— N1 rotation is not confirmed or decreases
— No ITT indication 15s after the FADEC commands both
ignitors on and fuel is re-applied.
— ITT rapidly increasing approaching 740° (hot start)
— If oil pressure stabilizes below the engine minimum limits
— No positive oil pressure 10 seconds after N2 indication
— An intermittent electrical pneumatic or starter malfunction
The following parameters indicate a stable engine at ISA, occurs before the starter disengagement
the First Officer will announce “Good Start”: — 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.
Crews are required to single engine taxi out (conditions and engine warmup time permitting) to reduce fuel consumption.
— Captain should announce the intention to single engine taxi out to the FO and MAINT prior to first engine start.
— Consider gross weight, temperature, ramp congestion, taxiway surface conditions and special airports (Airport
Briefing) before deciding to single engine taxi away from the gate.
SETO is authorized in icing conditions ( <10°C and Visible Min. Start Press:
moisture) except when: 1. Contamination is present on ramps
and taxiways and/or 2. Snow or freezing precipitation is falling. • Normal: 33 PSI
• Crossbleed: 40 PSI
• - 0.5 PSI/1.000ft
Jeppesen Taxi Speed Dry Wet
High Speed Taxiway 60 Kt 15 Kt -High thrust settings required to initiate taxi can
damage equipment in close proximity to the aircraft.
Straight Limit breakaway thrust to 40 % N1.
20 Kt 10 Kt -Do not start an engine in a turn as nose-wheel
Recommended
steering effectiveness could be degraded.
Maximum 30 Kt 15 Kt -When performing a single engine taxi with engine 2
running, the Electric Hydraulic Pump 1 Selector knob
Aprons or Turns must be set to ON in order to pressurize the Hydraulic
10 Kt 5 Kt
Maximum System 1.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Exterior lights
• When aircraft is stopped and parked the light selection can be done by the CA.
• During movement is done by the FO.
2. Captain´s discretion to leave strobe light off while in T/O position and hold if a distraction to other aircraft
nearby may occur.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
After Start
General: These flows and checklist are used to conclude the engine start procedure.
When: Single Engine Taxi Out (SETO) - Complete the flow after starting the first engine. (If not
performing a Crossbleed start procedure, shut down the APU after starting the second engine).
- or -
Two Engine Taxi - Complete the After Start flow following the start of the second
engine. The Before Takeoff (To The Line) checklist is always completed after BOTH
engines are started.
No steps of either the Captain or First Officer flow shall be commenced until AFTER the Captain has acknowledged
the wave-off from the Ground Crew. This signals the First Officer to begin the After Start flows.
ELECTRICAL
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Before Takeoff
General: These flows and checklist is used to ensure the aircraft is ready for takeoff.
When: After BOTH engines are started and both pilots’ flows are complete.
STATUS
FLT
CNTRL
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Below the Line
MFD
MFD
MAP
MAP
-XPNDR: TA/RA.
MCDU
-PF: FLT PLAN
-MFD: MAP. -PM: RADIOS
-MFD: MAP.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Takeoff
Setting Takeoff Thrust
Once the aircraft is aligned with the runway center line, advance thrust levers to approximately 40% N1 and
verify the engines are spooled. After the engines are stabilized (ITT decreases), PF advances the thrust levers to
approximately 60° TLA confirm (A/T engagement or thrust levers in TOGA detent) and call "Check Thrust". PM
verifies autothrottle engagement (TO & AT annunciates green and visually confirm thrust levers at TOGA detent),
N1 is equal to target N1, ATTCS is displayed in green (except for item Engine Thrust), speed increasing and
and call "Thrust Set, Airspeed Alive". At this moment Captain will guard the thrust levers. Any discrepancies
should be announced. At 80 KIAS PM call " eighty knots" and PF "Checked". At this moment verify if ATTCS
remains green. Once the “V1" takeoff callout is made, the Captain will let go of the thrust levers to indicate passing
maximum reject speed.
-Check 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.
-If ATTCS remains white, PM must call "No ATTCS" and takeoff must be rejected.
-If “ENG TLA NOT TOGA” displayed on EICAS during TO or GA with the thrust levers out of the position TO/GA, throttles
must be advanced forward to the correct position (TO/GA) and FADEC will adjust power automatically.
Initial Steering
Keep the aircraft on the runway centerline using the rudder pedals. Be aware that initial direction control depends on
the rudder pedals controlling the nose gear, and above 40-60 KIAS the rudder will became aerodynamically effective.
Normally the handwheel steering mode should not be used above normal taxi speeds (30 KIAS) and for takeoff roll.
Crosswind Takeoff
Directional deviations should be corrected immediately with smooth and positive control inputs. Control wheel inputs
greater than 4° will increase drag due to spoiler deployment. The ailerons become effective as the aircraft accelerates
through approximately 80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain center line.
Initial Climb
With all engines operating, adjust the pitch attitude to maintain V 2 + 10 knots to the acceleration altitude. Continue as:
— FD Operative - Fly the flight director pitch commands. — FD Inoperative - Fly a maximum pitch attitude of 12°.
At acceleration altitude, adjust the pitch attitude to maintain a slight climb rate while accelerating
automatically to 210 KIAS (FMS speed set) and retract flaps at F-Speed. After Flaps and Slats are retracted,
maintain 210 KIAS until reach MSA, than accelerate to normal enroute climb speed. It´s recommended 250KIAS
until FL100, but if necessary and airspace classification allows speed can be increased. Flaps and Slats are
considered retracted when SLAT/FLAP digital READOUT indication “0”
If the "F-BUG" disappears before total Slat/Flap retraction, retract Slat/Flap following Green Dot + 10 Kt.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Close-in turn after takeoff
When there is a need for a turn after takeoff for a divergent path in more of 180°, adopt the procedure with the smallest
curve radius with the best climbing performance. A "Close-In Turn" should be initiated above 400ft AFE. The DEP/APP
SPEED should be set on FMS to V2+10, or manual speed and appropriate altitude.
TO green
ATTCS green
Both speed tape alive
PM: “Airspeed alive”
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
MGO – Dep VFR: Quando um procedimento de decolagem acontecer em um Circuito de Tráfego Visual, o piloto poderá
optar por realizar as curvas conforme o padrão do circuito de tráfego do aeródromo, ou também pode escolher por
subir na proa do eixo da pista e somente realizar curva após 2500 pés AFE de forma a interceptar a rota do voo.
On the MCDU Takeoff Data Set Menu the ECS ON or OFF option is displayed. Selecting ECS ON commands the ENG
BLEED to remain ON and selecting ECS OFF commands the ENG BLEED to OFF until the first 500 ft AGL.
When REF ECS is selected ON in the MCDU T/O DATASET MENU page, the caution EICAS message ENG REF
ECS DISAG may be temporarily displayed after both engines have started and are stabilized at idle.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Noise Abatement Takeoff
The E-Jets satisfies Stage III noise abatement regulations. Therefore, all normal takeoffs can be considered noise
abatement takeoffs. However, at some international airports, NADP 1 and 2 takeoff procedures are mandated. When
chart has "execute specific noise abatement procedure of the aircraft" consider satisfactory for the E-Jet.
— NADP 1: This procedure involves a thrust reduction at 1.000 ft (above aerodrome elevation), delay of flaps/slats
retraction and speed V²+10 until the prescribed maximum altitude is attained. At the prescribed maximum altitude
3.000 ft (above aerodrome elevation), the aircraft is accelerated and the flaps/slats are retracted on schedule while
maintaining a positive rate of climb, to complete the transition to normal climb speed.
— NADP 2: This procedure involves a thrust reduction and initiation of flaps/slats retraction at 1.000 ft (above
aerodrome elevation). The flaps/slats are to be retract on schedule while maintaining a positive rate of climb
accelerating to Vfs. At the prescribed maximum altitude 3.000 ft (above aerodrome elevation), the aircraft is
accelerated to normal climb speed.
Takeoff Limitations
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
After Takeoff
General: This checklist is used to confirm that the aircraft is configured for climb/cruise.
Who: Initiated by the PF; PM reads and accomplishes silently; however verbalizes “After Takeoff Checklist Complete”.
PM (yellow); PF (red).
-PF: “After takeoff checklist” -PM: “Speed checked, flaps zero (0)”
- CLB 1 can be retarded if there is any altitude restriction after the reading of checklist.
- CLB 1 can be selected even if the Flap position is different from 0 (zero).
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Climb
Altitude selection Guidance Panel: At or Below constrains must be set on the Guidance Panel. When within 5 NM
and 2.000ft of other aircraft, reduce the rate of climb to 1.000 fpm to avoid the generation of TAs and RAs.
Climb Speed Determination: Maintain flaps-up maneuvering speed until passing MSA or to clear convective zones.
Maneuvering: If considerable maneuvering is required during the departure, the flaps-up maneuvering speed is
recommended until the maneuvering phase is complete and the aircraft is enroute toward the destination.
Climb Thrust: The power will be set automatically when passing the acceleration altitude, if selected prior to
departure. If not selected, set VNAV passing the acceleration altitude. The Engines have two modes of climb thrust:
— CLB-1: Maximum Available Climb Thrust;
— CLB-2: Reduced Climb Thrust at sea level, approximately 90% of Maximum Climb Thrust at sea level.
Transition Altitude
PF PM (yellow); PF (red).
“Transition, Standard”
STD STD PM
“Standard”
STD
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
FL 100
These flows are used to configure the aircraft’s exterior lights for cruise and notify the Cabin Crew the flight is leaving
the sterile cockpit environment. There is no checklist.
Who: Initiated by PF
When: Leaving FL 100 or 10.000 if Transition Altitude is above FL100 or at cruise level below FL100.
For airports with elevation above 5.000ft, consider FL 150 instead of FL 100.
PM (yellow); PF (red).
FL100
-PF: “One zero zero” FL100
OPTM -MAP:
CRZ WX
ALT
Conditions depending, the Captain will turn off the FSTN BELTS as his discretion, even below FL 100.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Cruise
These flows ensures aircraft systems are checked once level at cruise altitude, an initial fuel check conducted, and
wind entries completed if desired. Workload permitting, these duties should be completed as assigned after level off;
however, both pilots should actively monitor these items during the flight.
PM (yellow); PF (red).
CHART OPEN ON
FLIGHT SECTOR
Altimeters
RVSM 200 FT MAX
NON RVSM 300FT MAX CRZ - 90 SEC
Speed ALL
LRC or ATC PAGES
-EVERY
HOUR-
Flight Progress:
Pilot Flying: Destination and alternates weather conditions (ACARS and VOLMET).
— Manage the optimum flight level considering best fuel consumption, wind and turbulence;
— Flight Monitoring: After the first flight hour ACARS free text message must be sent with the following information:
LAST WAYPOINT+TIME OVER_DESTINATION+ETA Exemple: FERMA1003 SSA1103
After the first message, last position and ETA must be updated every two hours of flight.
Whenever a "direct to" is used last way point information is missed, in this case the message must sent with NEXT
WAYPOINT+ETO... Changes in ETA greater than 10 minutes, message should be updated.
Pilot Monitoring: The following items must be monitored in accordance with the Flight Release:
— Time
— Fuel: For flights shorter than 90 min, OFP must be crosschecked with actual performance and deviations must be
noted for TOC and TOD. For flights greater than 90 min, OFP must be crosschecked with actual performance and
deviations must be noted for TOC and every 1 hour of flight time.
— Grid MORA;
— ATC frequency boundaries;
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Descent Preparation
General: These flows and checklist are used to set up the aircraft for a descent and approach. Descent preparation
and approach briefing should begin approximately 100 NM before top of descent.
Who: Initiated by the PF When: Completed prior to top of descent (TOD). Checklist is performed leaving cruise level.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Descent
PM (yellow); PF (red).
LANDING
DATA
Speedbrakes:
-Limit the use to half extension for
passenger comfort whenever possible;
-Keep a hand on the lever, except while
performing other specific function;
-Use in disagreement with thrust, speed
configuration, or considered critical to
safety, PM state "check speedbrake" and
PF close and state "speedbrake closed".
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
-The feature early descent (descent now) should be avoided.
-If the STALL PROT ICE SPEED message is present, or icing conditions are anticipated on any portion of the arrival or
approach, check on QRH Performance, the correct table for Anti-ice ON or set in the Idle Descent Software.
-To decelerate using VNAV PTH or FPA, it’s recommended to determine a point during the descent, close to FL120.
Razão de Descida
Quando voando abaixo de 5.000ft os Pilotos deverão evitar a utilização de razões de descida elevadas*. Uma boa
referência é considerar como razão máxima a metade da diferença entre a altitude inicial e a pretendida:
• 5.000ft para 2.000ft – razão máxima de 1.500 fpm;
• 3.000ft para 2.000ft – razão máxima de 500 fpm.
*(E-JET) - O uso do modo FLCH deve ser evitado nestes casos.
Abaixo da MSA manter razão de descida máxima de 2500fpm.
JET
1-2 PANS
LEVEL PROP
Table IV-
NORMAL TURBULENCE
OPS
200 KT
6.001 – 14.000 ft 230 KT Above 14.000 ft
Above 14.001 ft 265 KT 01:30 Leg
If necessary to change the altitude during hold, use 500 – 1000 ft/min rate, or ATC request.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Approach Speed Table
During an Instrument Approach Procedure, it is important to maintain the aircraft speed in order to meet the obstacle
protection area. The Embraer ERJ 190 is considered a category C aircraft.
Missed Approach
CAT Initial Approach Final Approach Circling Departure in Turn
Intermediary Final
C 160/240 115/160 180 160 240 265
Verify in the tables bellow the lateral and vertical limits as well the aircraft minimum equipment that must be operating
normally for each approach.
LATERAL LIMIT
APPROACH EQUIPMENT VERTICAL LIMIT
UNTIL 1000FT UNTIL 500FT
NDB 1 ADF 30 15 VS < 1.000 FT/MIN
VOR 1 VOR 30 15 VS < 1.000 FT/MIN
VOR-DME 1 VOR + 1 DME 30 15 VS < 1.000 FT/MIN
LOC 1 LOC 1 DOT ½ DOT VS < 1.000 FT/MIN
RNAV (GPS/GNSS) 1 GPS + 1 FMC + RNP 0.3 1 NM 0.3 NM VS < 1.000 FT/MIN
GPS
2 GPS + 2 FMC 1 NM 0.3 NM VS < 1.000 FT/MIN
RNP on Final <0.3
BARO VNAV 1 GPS + 1 FMC + RNP 0.3 1 NM 0.3 NM VS < 1.000 FT/MIN
1 DOT
ILS 1 LOC + 1 GS 1 DOT 1 DOT
VS < 1.000 FT/MIN
½ DOT up to 1/3 DOT ½ DOT
ILS CAT II 2 LOC + 2 GS
200ft bellow 200ft VS < 1.000 FT/MIN
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
FL 100
General: These flows are used to configure the aircraft’s exterior lights for descent and notify the Cabin Crew that the
flight is entering the sterile cockpit environment.
FL100
-PF: “One zero zero”
-MAP:
TERRAIN
-It´s recommended 250KIAS below FL100, but if necessary and airspace classification allows speed can be higher.
External factor must be evaluated, like incidence of bird strike, low performance airplane flying in VFR, and others.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Transition Level
PF will call “One zero one five twice set”. The Captain is required to announce “twice” on the altimeter callout to verify
that the PFD and IESS altimeter settings are set.
When changing altimeters setting crosscheck the primary barometric altimeters against one another. Executing Baro-
VNAV procedure the difference between the altimeter indications must not exceed ±100ft. If the difference exceeds
±100 ft, the approach may be continued with LNAV minimums only.
Callout: PF will call when passing the IAF “Passing Five thousand five hundred now”.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Approach Procedures
Flaps Extension: In order to optimize flaps life and fuel consumption, extend flaps on the Green Dot speed (Whenever
possible). 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.
Plan the flight approach to configure the Flaps 2, Green Dot and gear up, in the intermediate segment of the Instrument
Approach Procedures (or about 7nm from the runway in procedures without intermediate segment) This configuration
will be kept till 5nm from the runway. At this point, initiate the final configuration of the aircraft to land to be stabilized:
- 300ft AFE for SDU approach;
- 500ft AFE during VFR approach (only when executing VFR circuit pattern or circling approach) night/day;
- 1.000ft AFE night/day/IMC/VMC;
- 1.500ft AFE CAT II / HUD A3.
Excessive or uncorrected deviations inside the FAF/FAP, or below 1000 ft AFE, require a go-around unless that
deviation results from an ATC restriction and has been briefed.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Minimums / Go-Around Altitude Selection
Use Category C minimums, except where noted.
The speeds given in the following profiles are recommendations. At heavy weights, higher speeds may be appropriate.
The preferred maximum speed for extending Flaps is V FE-20 Kt. However, this is not a limitation;
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Approach Switch Selection and Display Guide
The recommended source and AFCS mode selections for the types of instrument approaches:
1. The preferred vertical mode is VNAV GP, but it is acceptable to use FPA or V/S.
2. The preferred vertical mode is FPA but it is acceptable to use V/S.
3. 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.
4. The preferred vertical mode is VNAV GP, but it is acceptable to use FPA. VNAV without GP shall not be used.
-VOR/NDB approaches not contained in the FMS database must also be flown using the Step-Down Approach
procedure. In this case, HDG mode is used to control the lateral flight path.
-Preview is applicable only for ILS and LOC procedures.
Using GD (Green Dot)
Depending on the software load the Green Dot can momentarily be removed during flaps surface movement and
reappears when the new flap position is reached. For software loads 25.5.0.1 and on, the green dot will stay on until the
new flap position is reached.
-Whenever a speed reduction below minimum clean speed is necessary, extend flaps at the GD.
-The speed can only be reduced when green dot is in the new position.
-Use this procedure again for further flaps extension as flaps extension at GD may reduce fuel consumption.
-It's considered normal Vap below GD on final.
-If Holding under ice conditions, use 210 KIAS or Green Dot whichever is greater.
-If flying under turbulent air condition, use Green Dot + 10 kt.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Precision Approaches (ILS, ILS/DME)
Determining Decision Altitude/Height
HUD A3 - radio altimeter (RA). CAT I - barometric altimeter (BARO).
ILS Approach Sequence CAT I Profile
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
BARO VNAV
The final approach path vertical angle (VPA) is safeguarded against the effects of low temperature by the design of the procedure.
-The Baro-VNAV can not be executed with temporary displaced threshold.
-The use of Temperature Compensation is not authorized.
-Remote altimeter settings are not allowed.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Non-Precision Approach
When the weather is below 1500 ft/5 km, the autopilot will be used from at least the FAF/FAP until:
— Leveling at MDA;
— 40 ft above the MDA with a continuous descent flight path;
— Until a “Landing” call is made during non-precision approaches.
If the weather is above these minimums, the use of the autopilot is at the pilots discretion. Use of the autopilot reduces
Crew workload with respect to flight path control, and allows more time for management and monitoring of the approach.
-To use GP is necessary to check if the angle after FAF is in capital letters.
-If the outbound leg is time-based, use green dot speed.
-The use of FLCH inside the FAF/FAP is prohibited.
VOR/NDB approaches not contained in the FMS database must also be flown using the continuous descent flight angle
procedure with appropriate angle. In this case, HDG mode is used to control the lateral flight path.
Display Controller Panel and Bearing Pointers Selection
Setting Minimums
For all LOC approaches when the published MDA is not a multiple off 100 ft, round it up to the next 100 ft. (i.e 660ft is
rounded up to 700 ft). When setting MDA, set ajusted MDA in BARO MINIMUMS on PFD. This number now becomes
the "new" MDA fot the approach.
For RNAV (LNAV only), VOR and NDB approaches with continuous descent profile, add 40 ft in the published value
and round up to nearst 10 ft. Set the “adjusted” MDA in the BARO MINIMUMS on the PFD.
TCS permits the aircraft to fly through the selected altitude. The use of TCS is prohibited
when conducting an instrument approach in weather below 1000 ft./5 km.
Calculated VDP - The purpose of determining a ‘calculated’ VDP is to validate that the aircraft is at the proper position
on the approach corresponding to the point of intercept with a 3° profile to the touchdown zone. If using DME or FMS
mileage, the calculated VDP can be derived by determining the distance to the runway and using the 3-to-1 rule. For
each one mile from touchdown the normal glide path is a multiple of 300 ft. above the TDZ elevation. For example,
assume the MDA places you 480 ft. above the TDZ elevation. That means the normal glide path intercepts the MDA
approximately 1.6 NM from the arrival end of the runway. At this point during the approach you should be at the proper
location to begin normal pitch and thrust adjustment to establish a 3° profile (700-800 fpm descent rate).
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Continuous Descent Flight Path (LOC, BARO VNAV, RNAV, VOR and NDB approaches):
When the VGP mode is available select APP. If VGP is NOT available, select FPA or V/S.
VGP NOT Available VGP Available
ACTIVE FLT PLAN 2/4 ACTIVE FLT PLAN 2/4
VIBOT 1100Z VIBOT 1100Z
352 19.2NM 352 19.2NM
EGAP 1107Z 261/15000 EGAP 1107Z 261/15000
329 41.2NM 500 DES 329 41.2NM 500 DES
CF10 1115Z 3.0/2000A CF10 1115Z 3.0/2000A
103 2.3NM 500 DES 103 2.3NM 500 DES
FF10 1116Z 3.0/1500A FF10 1116Z 3.0/1500A
103 F 3.5NM 500 DES 103 F 3.5NM 500 DES
RW10 1118Z 3.1/0320 RW10 1118Z 3.1/0320
After selecting the vertical mode, set heading and go-around altitude (only after passing by this altitude).
Using FPA or V/S set go-around altitude only after descending below the published go-around altitude, to avoid an
expected altitude captured. CDFA is the preferred method to be used for LOC ONLY approaches.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
RNAV Approaches
Pilot modifications to the stored procedures (fixes, altitudes or angles from the FAF to the runway) are not permitted.
Vertical Glide Path (VGP) profile is authorized when conditions below are satisfied:
— FMS is the selected Nav source;
— Non-localizer based approached selected in the active flight plan;
— Aircraft is within 30 NM of destination;
— Altitude and angle constraint values have not been changed;
— Vertical direct-to the FAF has not been executed;
— VGP Unavailable message is not displayed on the scratpad of the MCDU.
VNAV Approaches
The vertical guidance when flying based on FMS is the VNAV. The VNAV possible mode to fly a non-precision approach are VGP.
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. 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. 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).
VGP UNAVAILABLE: Whenever the VGP mode is not available all non-precision approaches are to be flown like the
continuous descent flight angle using V/S or FPA with appropriate angle.
RNP-AR APCH
This procedures is applicable for Approaches with RNP ≥ 0.3, Missed Approach RNP ≥ 1.0 and RF Legs
Pre-Flight:
— Confirm both Pilots are qualified
— No MELs preventing RNP AR APCH
— RNP Availability Forecast
Before Approach:
Approach :
The use of Autopilot is mandatory, with LNAV and VNAV engaged. Don´t change Approach Altitudes loaded from the Database.
However "At or Above" altitudes, can be manually set to the "At" value. Vectors Direct To an RF-leg can NOT be accepted.
Go-Around:
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Circling Approach
Circling approach minimums are ceiling and visibility as published. The circling maneuver is accomplished using Flaps
5 or Full.
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.
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.
Side-Step Maneuver
The side-step maneuver is authorized since the aircraft is stabilized at 500 ft AFE.
Definition - A side-step maneuver is a visual maneuver accomplished at the completion of an instrument approach to
permit a straight-in landing on a parallel runway not more than 365 m (1200 ft.) to either side of the runway to which the
instrument approach was conducted.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Visual Approach
To assist in situational awareness, enter the best available approach to the landing runway into the FMS. If an approach
is not available, enter the landing runway, then create an intercept leg to the runway with the runway heading as course.
-Autopilot and flight director use is at pilot discretion.
Initial Approach - Fly at an altitude of 1500 ft. AFE and enter downwind with Flaps 1 at approximately GD Speed.
Select Flaps 2 abeam the approach end of the runway of intended landing at approximately GD Speed. Extend
downwind for 30 seconds (+/- 1 sec. for each knot of HW/TW).
Turning Leg - When turning onto base leg, select Flaps 3, extend the landing gear, slow down to GD Speed. If the
approach pattern must be extended, delay extending gear and selecting Flaps 3 until approaching the normal visual
approach profile. Extend landing Flaps 5 before turning to final.
On Final - Roll out on runway centerline and maintain the appropriate approach speed. Stabilize the aircraft on the
selected approach airspeed with a constant rate of descent between 500 fpm and 700 fpm on the desired glide-path
(approximately 3°), in-trim. The autopilot must be disengaged no later than 500 ft AGL. Align with the runway
approximately 5 miles on final at 1500 ft. AFE or 3 miles on final at 1000 ft. AFE.
Engine-Out Visual Approach: An ILS approach is recommended for any engine-out approach and landing. It provides
a stable framework and familiar cues for configuration, deceleration, and descent.
Flap Settings: Preferred landing flap setting is 5.
Setting Minimums: For visual approaches, minimums of 500 ft. AFE will be used for approaches with no instrument
back up. When using an instrument approach as a back up, set the appropriate minimums for that approach.
Go-Around Altitude: Flight Crew will set 1500 ft. AFE rounded to the nearest hundred feet.
When it is determined a CAT II approach is necessary, the Captain will review with the First Officer required actions and
callouts IAW procedures in this chapter. The QRH contains a HUD A3 (CAT II) ILS Approach Briefing Guide which
outlines the requirements to fly these approaches.
The approach is hand flown with guidance from the HGS system, using Flaps 5, with the specified approach speeds to
provide increased go-around performance. Autobrake must be set to MED.
The Captain will be the PF for the approach, the First Officer will be the PM.
Lateral and vertical tracking must be closely monitored. Call out any observed deviations.
Both pilots ensure the autopilot is OFF by 1000 ft. AFE and the HUD A3 annunciates green on the FMA by 650 ft. RA.
Pilots must check this status no later than 500 ft.
80 Ft. Above Minimums - When “Approaching Minimums” call is announced, the Captain will scan the HUD to acquire
the flare guidance cue.
Minimums - When the “Minimums” callout is announced, one of the following occurs:
— If the proper HUD A3 (CAT II) cues are present, and a descent to landing can be made at a normal descent rate
which will allow touchdown within the touchdown zone, the Captain calls “Landing” and lands the aircraft. The First
Officer continues to monitor the flight instruments until touchdown, warning of deviations from the normal descent and
speed profile.
— If the proper HUD A3 (CAT II) cues are not present, or if the aircraft is not in a position from which a descent to the
runway can be made, or an “APPR WARN” is present on the HUD, and there´s no visual contact with the runway the
Captain calls “Go-around, flaps,” selects TO/GA and executes the go-around. The First Officer monitors the instruments
for deviation from a normal go-around profile.
— If there is no response from the Captain at the “minimums” callout, the First Officer will state "My Controls" and
execute a go-around by pushing the TO/GA button and stating “Go-around, flaps” or land if deemed to be the more safe
course of action.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Landing
General: This checklist is performed after the aircraft is in the landing configuration
PM (yellow); PF (red).
-CHECK: 5 or FULL.
FLAP 5 or FULL
LDG FLAPS
-PF: “Landing checklist”
-PM: “Tripulação, preparar para o pouso”.
Flap 1 + Belts ON (10nm)
Auto brake must be set to HI when MED is not sufficient according to EPOP analysis.
¹ If Runway Occupancy is a concern and a rapid exit near the apron is available. Refer to Airport Briefing.
² Check proper deceleration of the aircraft on HGS Deceleration Scale and in the perception of slippage immediately overcome the
Autobrake using Maximum Manual Brake.
³ If directional control is a concern consider using less than maximum reverse.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Go-Around
Maximize the use of the automation during go-around procedures. Pilots must remain mentally prepared to execute a
F/D or raw data go-around in the event of equipment failure or malfunction.
TO/GA Button: During approach after passing the FAP / FAF or if configured for landing, all go-around procedures
begin by pressing either TO/GA button. The TO/GA button engages the AFCS Go-Around (GA) mode, sequences the
FMS to the MISSED APRCH display, and changes the HGS display mode back to FULL.
Executing the Go-Around
Sufficient visual cues must exist to continue the approach below DH or MDA. If visual cues are lost after DH or MDA,
the pilot shall immediately initiate a go-around and fly the missed approach procedure. Go-arounds, when properly
executed, involve little loss of altitude below the altitude at which the go-around is initiated.
Conducting a missed approach when not established 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 (this maneuver will position the aircraft over
the airport and climbing).
— Make an initial climbing turn toward the landing runway and continue the turn until established on the missed
approach course.
Go-Around Maneuver
To initiate the go-around press either TO/GA button. If an automatic approach has been flown, the autopilot and
autothrottle can remain engaged. If the approach has been flown manually, rotate smoothly to a 12° pitch attitude and
then follow flight director commands. Verify thrust levers move to TO/GA thrust.
Verify the GA modes are annunciated on the FMA. The GA pitch mode initially commands a go-around attitude and
then transitions to speed as the rate of climb increases. This speed is normally between VAC and VAC + 15 knots. The
GA roll mode maintains existing ground track.
Accomplish the missed approach procedure. If a turning missed approach procedure is required, accomplish the missed
approach procedure through gear up before initiating the turn. Delay further flap retraction until initial maneuvering is
complete and a safe altitude and appropriate speed are attained.
At 1000 ft. AFE, accelerate to flap retraction speed by selecting FLCH and VFS. As the airspeed increases, retract
flaps on schedule, and complete the After Takeoff checklist.
For aircraft equipped with Auto LNAV when TO/GA is pressed the primary source is automatically reverted to FMS
and lateral mode (LNAV) is armed.
If the TO/GA button is pressed, a Go-around must be performed!
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
DISCONTINUED APPROACH
During the initial phase of the approach, there may be a situation where the approach needs to be discontinued. If the
airplane is close from the missed approach altitude, far from missed approach point and not fully configured for landing,
a go around procedure may not be adequate. The “Go Around flaps” callout leads to an excess of thrust that may be
unnecessary, sometimes risking the airplane to overshoot the missed approach altitude. For this situation, a
discontinued approach is recommended.
Whenever a discontinued approach is necessary, the pilot calls out “Discontinued Approach” and the following actions
should be taken:
— Adjust or verify ALT Preselector
— Select the most appropriate vertical mode (VS, or FLCH)
— Select FMS if it is not the navigation source and select HDG / NAV to comply with ATC instructions or to follow the
missed approach profile.
— Resume proper airplane configuration (gear and flaps) and speed as desired.
Rejected Landing Maneuver
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.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
After Landing
General: These flows and checklist are used to configure the aircraft for taxi to the gate.
Who: Initiated by the CA, read and accomplished silently by the FO, who verbalizes “After Landing Checklist Complete”.
When: After the aircraft has cleared the active runway the F/O will perform the after landing procedures and checklist.
Short taxi with backtrack: FO can initiate the flow on CA request but checklist will be read only after vacating runway.
If starting the APU during taxi-in, the APU speed must be above 95%
for 10 seconds or Electrical Synoptic Page must be checked (APU GEN
ready to load - green) prior to shutting down an engine. Conversely if
an engine is shut down wait 10 seconds until the electrical system
has stabilized on the remaining IDG before starting the APU.
-MFD: STATUS.
-TRIM: UP 2.0
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Parking
General: These flows and checklist are required to ensure the aircraft engines can be safely shutdown and that the
Crew can perform their required post-flight duties. Thrust levers MUST be at idle for engine shutdown.
PARKED AT GATE
-Captain should check OFF icon on N1 for
both engines and state "OFF"
-In case of using GPU, wait 10 seconds or
check Electrical Synoptic Page (GPU
supplying one side) before an engine stop.
MFD
E.C.S.
XPDR……2000 STBY
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Securing
General: This checklist ensures that the aircraft is properly secured during extended periods on the ground (more
than two hours).
Who: Initiated by the CA, read and accomplished silently by the FO who verbalizes “Securing Checklist Complete.”
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Power-Down
General: This checklist ensures that the aircraft is properly powered-down during system resets, or other extended
periods on the ground..
Who: Initiated by the CA, read and accomplished silently by the FO who verbalizes “Power-Down Checklist Complete.”
When: When the aircraft is ready to be powered-down.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Limitations
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
NON-NORMAL PROCEDURES
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
have caused injury or alarm in the cabin require communication with the Cabin Crew. Use the EMER call button to the
contact Cabin Crew during non-normal situations.
Nearest Suitable Airport
The nearest suitable airport may not always be the closest airport geographically. Crews must use their judgment when
selecting which available airport is most suitable based on the following factors:
1. Severity of the non-normal situation
2. Type of airport facilities required to support the aircraft approach and landing (to include emergency services)
3. Weather and terrain
4. Pilot’s proficiency and familiarity with the airport
Critical Actions
Some non-normal procedures require actions involving certain critical cockpit controls, where an erroneous action could
cause irreversible harm. In flight, critical controls will only be operated with the direct confirmation of BOTH
crewmembers. These controls and actions are:
— Retarding THRUST LEVERS1
— Turning off START/STOP switches1
— Pulling Elevator/Aileron disconnect handles 2 1. PF will physically guard
— Pulling Engine Fire EXTG handles 2 2. PF will visually guard
— Changing the position of an IDG switch 2
The verbiage to be used for confirming these actions shall be as follows: PM “Confirm number one (or two).” PF “Number
one (or two) confirmed.” See the example below for further clarification. In the following example the Captain is the PF.
The First Officer executes the “Engine Fire/Severe Damage” QRC then aircraft control is transferred to the First Officer
and the Captain continues with the checklist procedure. In the case of Aileron/Elevator handles, confirmation shall be
as follows: PF "Aileron Jammed" or "Elevator Jammed." PM "Confirm Aileron" or "Confirm Elevator". PF "Aileron (or
Elevator) confirmed". Aileron/Elevator disconnection should be accomplished by PM.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Interrupting a Checklist
Do not skip items. If it becomes necessary to interrupt a procedure at any time, for a timely configuration change for
example, the flying pilot will state, “Stop checklist.” After the configuration change is accomplished, the pilot flying will
state, “Continue checklist.” The reading of the checklist should resume by reading the last completed item before the
interruption occurred. If for any reason there is any doubt as to the last completed item, the entire checklist will be re-
accomplished from the beginning.
— If an item is inoperative due to an MEL, the response will be, “INOP.”
— If an item is not applicable on a particular flight the response will be, “NOT REQUIRED.”
— After completion of checklists, the pilot reading the checklist will say”________ checklist complete.”
Emergency Cockpit / Cabin Signal
In the event of an emergency, the Flight Crew will notify the cabin by pressing the emergency call button, via the all call,
or via the interphone. This signals an emergency that requires immediate communication with the Cabin Crew. The
Leader Flight Attendant will immediately contact the Captain for instructions and, if directed, may be required to proceed
to the Flight Deck for instructions.
The briefing for the Leader Flight Attendant should include information regarding the emergency, in a format using the
acronym, T.E.S.T.
T Type of Emergency (i.e. ditching, gear-up landing, hydraulic failure, etc.)
E Evacuation; A statement of whether or not preparation for an evacuation is required or likely to be needed.
S Signal; Define the signals to be used during the emergency (i.e. Brace for Impact). Review the use of the “Echo
Victor” sequence and the aircraft’s evacuation signal equipment.
T Time; The amount of time remaining until the landing, ditching or evacuation.
Captain should ask for acknowledge from Cabin Crew.
Circuit Breaker
A tripped circuit breaker is usually a result of an abnormality in the electrical load or in associated wiring.
Circuit breakers must not be reset in-flight, unless the checklist specifically directs to do so or if it is imperative for the
safe completion of the flight.
Careful consideration must be given to the timing and duration of the reset. Should the circuit breaker trip again, no
further attempt should be made to reset that circuit breaker.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Rejected Takeoff
Only the Captain will make the decision to reject a takeoff, and will execute the reject. When the Captain calls “Reject”,
the Captain immediately assumes PF duties and the First Officer assumes the PM duties, regardless of who was
performing those roles previously. (No additional callout of “My controls” is made.)
The Rejected Take Off (RTO) system shall be selected for every takeoff.
Below 80 knots
Eighty knots separates the low and high speed regimes and is based on the inhibit logic of the E-Jets Crew Alerting
System. The Captain should reject at these speeds for any CAS message that can’t be quickly judged as unworthy
of a reject or if visibility drops below the minimums. When in doubt, a reject should be initiated below 80 knots.
Above V1
The V1 call takes precedence over any other callout during takeoff. This ensures that the takeoff will be continued
regardless of any non-normal condition. Rejecting a takeoff above V1 may be extremely hazardous to the aircraft.
-During RTO, the thrust reversers can be used at maximum reverse thrust until the aircraft comes to a complete stop.
The “Atenção aguardem instruções” PA announcement should be made as soon as possible. Delaying this
announcement could result in an unintended evacuation and possible injury to Customers and Crew.
-Consider the condition of the aircraft and the reason for the rejection. If the potential for an evacuation exists, stop on
the runway. The runway provides crash, fire and rescue vehicles better access to the aircraft. If the situation is stable,
taxi clear of the runway before stopping the aircraft.
-Request assistance from the tower, ground personnel or the Flight Attendants in evaluating the situation. If it is safe to
taxi, check the brake temperatures and tire condition when time permits.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Rotation: At VR, the PM will announce “Rotate”. The PF will rotate with one continuous motion at a rate slightly less
than for a normal takeoff, or approximately 2° per second. After liftoff continue the rotation rate as follows:
FD Operative - flight director pitch commands. FD Inoperative - fmaximum pitch angle limited to approximately 8°.
Directional Control After Liftoff: The first indication of engine failure will be a bank towards the failed engine. If an
engine failure occurs after liftoff, apply rudder in the direction the control wheel is displaced. In flight, correct rudder input
will approximately level the control wheel. Set rudder trim as required.
Initial Climb: When safely airborne, and when time and conditions permit, the PM will notify ATC. When at or above
400 ft. AFE, the PF will call for HDG/Bank appropriate to:
— comply with airport specific ‘Engine Failure - Takeoff’ procedure, if published
— execute the SID
— fly the runway heading
Bank Limit must be used until reaching V2+10kt.Above V2+10kt NAV mode can be activated.
Acceleration and Clean-Up: At acceleration altitude, accelerate and clean up on schedule. For the last flap retraction,
the PF will request “Flaps zero, After Takeoff Checklist” and the PM will retract the flaps. When the flaps reach zero the
PM will accomplish the After Takeoff Checklist and announce “After Takeoff Checklist Complete.”
As the flaps are retracted and the aircraft accelerates, adjust the rudder pedal position to maintain the control wheel
level and apply trim to relieve rudder pedal pressure.
Maximum Continuous Thrust: After the PM announces “After Takeoff Checklist Complete” the PF will request “Set
CON.” The PM will select CON on the MCDU TRS page and verify CON is displayed on the EICAS, and verify that CON
thrust is set (chevron and pointers ajusted).
Follow-Up Actions: Once CON thrust is set, the Captain will assign the PF duties. Both pilots will analyze the situation
and decide on the appropriate procedure to accomplish.
The Captain will then call for the appropriate QRH procedure if immediate actions apply.
Altitude - Climb to the assigned/safe altitude at VFS.
Autopilot Usage - While the autopilot may be engaged at or above Acceleration Altitude, it is recommended that the
A/P be engaged after FLCH is selected or engaged (VNAV armed on ground).
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Engine Failure in Cruise
Descent at 0.76M/265kt
This procedure is intended to optimize time to reach the destination when obstacle clearance is not a factor. Fuel
consumption is not penalized by this procedure.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
“DRIFTDOWN” - Descent at Green dot speed
This procedure is performed when obstacle clearance is a factor. It provides the lowest flight path angle during the
descent, increasing terrain clearance throughout the route. This procedure consists in descending with CON thrust and
green dot speed If ice accretion not displayed. If ice accretion is displayed, refer to table from QRH - MISC. - Driftdown.
Emergency Descent
This procedure is designed to take the aircraft down as quickly as possible from high altitudes to safe flight levels.
Although there might be other events which would require quick altitude loss such as fire and smoke, the main reason
to perform an Emergency Descent would be a rapid decompression of the cabin.
There are two different procedures in the QRC/QRH:
— Without Cas Message (“EMERGENCY DESCENT”); — With Cas Message (“CABIN ALTITUDE HI”).
A cabin altitude rising with less than rapid rate (SLOW DECOMPRESSION) does not necessarily demand an Emergency
Descent. In such a case it might be reasonable to perform a rapid descent using standard flying techniques with ATC
coordination. This could avoid the cabin altitude to rise above 14.000 ft. Maximum speed, deployed speed brakes and
idle thrust (vertical mode FLCH) should be used. Other reasons for such a rapid descent maneuver could be events like
medical emergencies or time-related bomb threats.
If flying in RVSM airspace, pilot shall notify ATC and follow the appropriate RVSM contingency procedure. Use TCAS
as a reference in this situation.
Use autopilot and autothrottle whenever possible.
Once the oxygen masks are donned and the communication is established, the procedure is started by using the QRC.
But any crew member should know the items by heart in case of incapacitation or difficult communication.
Rapid loss of cabin pressure: most important to get the flight crew supplied with oxygen immediately in order to stay conscious.
For this it is not necessarily required to initiate this procedure by identifying and verifying the problem. As soon as any
flight crew member realizes a rapid loss of cabin pressure by any means, the flight crew must don their oxygen masks
immediately and establish crew communication followed by the appropriate QRC “CABIN ALTIDUDE HI”.
After the immediate threat is parried and the situation can be analyzed. If an Emergency Descent is required, decide whether to keep
high speed during descent or to slow down to 240kias if a structural damage is suspected and execute the Structural Damage QRH.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Single Engine Approaches
Engine-out approach procedures are identical for a two-engine approach, except that Flaps 5 is used for approach and landing.
Fuel XFEED: “EICAS….Checked” is included in the Landing Checklist as a defense to prevent the crew from landing
with the Fuel XFEED open. The Fuel XFEED should be closed prior to calling for the Landing checklist.
EICAS Checked is included in the After Takeoff checklist to ensure the crew re-selects the Fuel XFEED open to prevent
a fuel imbalance after a GA. Above 400ft AFE, any delay in the use of the Fuel XFEED could result in a fuel imbalance.
Manual Thrust: Due to large autothrottle corrections associated with speed and configuration changes, it is
recommended that manual thrust be used when configuring for a single engine approach. This technique reduces pilot
workload and dampens out pilot induced oscillations apparent in these scenarios. Once the aircraft is fully configured
for landing, re-engaging the autothrottle system is recommended.
Engine Failure on Final: 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.
If landing, maintain present configuration. If Go-Around evaluate to follow EO-SID.
Evacuation
The evacuation checklist is accomplished differently from other non-normal checklists. In order to allow the Captain to
coordinate with the cabin, ATC and fire crews, the First Officer will read and do most of the checklist without waiting for
Captain confirmation. However, the Captain must not initiate the evacuation command until the First Officer calls for that
step in the checklist.
The Captain should be prepared to terminate the evacuation at any time that the situation changes to the extent that
evacuation may not be necessary. In this case, the Captain should make a PA announcement beginning with
“Tripulação, situação controlada”.
Crew Duties
Evacuation on Land
Pilots will assist in the evacuation after completing required cockpit duties. The First Officer exits the aircraft, and directs
the passengers to regroup in a safe location upwind of the aircraft. The Captain takes the cockpit fire extinguisher,
oversees the evacuation, verifies that all Customers and Crewmembers are safely off of the aircraft, then exits and takes
command of the situation outside of the aircraft.
Evacuation after Ditching
Pilots will assist in the evacuation after completing required cockpit duties. The First Officer assists the Captain as
directed. The Captain goes to the cabin and takes charge of Customer evacuation. After all possible assistance has
been rendered, the Captain exits, mans the raft at the 1R door, and assumes command outside of the aircraft.
Unwarranted Evacuation
Failure to provide information to the Flight Attendants and Customers during a non-normal situation can lead to an
unwarranted evacuation. Without a timely PA announcement from the Captain, Flight Attendants or Customers may
initiate an evacuation. To help ensure that this does not occur, the Captain should make a PA announcement beginning
with “Tripulação, situação controlada...”
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
TCAS
When required, TCAS issues visual and aural instructions for vertical maneuvers to increase separation from
transponder equipped aircraft known as intruders. The PF executes these vertical maneuvers with primary reference to
escape guidance displayed on the PFD. The PM will assist the PF by visually searching for the conflicting traffic and
advise ATC of any clearance deviations.
To minimize potential RAs resulting from nearby traffic at adjacent cruise altitudes, consider reducing climb or descent
rates within 1000’ of level-off when nearby trafic is present.
RA During an Approach
If an RA is encountered during an approach, the Captain must decide to either initiate a go-around or continue the approach once
clear of conflict. If a decision is made to continue the approach, stabilized approach criteria must be satisfied.
A go-around must be performed when a “Climb” or “Increase Climb” RA is triggered on final approach.
TCAS Commands
The INCREASE DESCENT command is inhibited at altitudes below 1450 ft AGL during descent, or below 1650 ft AGL during climb.
The DESCENT command is inhibited at altitudes below 1000 ft AGL during descent, or below 1200 ft AGL during climb.
The TCAS automatically reverts to TA ONLY mode and inhibits RAs for altitudes below 900 ft AGL during descent, or below 1000 ft
during climb.
The TAs are inhibited for airplanes at altitudes below 380 ft AGL.
TCAS aural advisories are inhibited when the present position altitude is below 400ft AGL during descent, or 600ft AGL during climb.
No Climb commands or Increased Climb commands are issues at or above 34000 ft MSL. No other inhibits are implemented for the
Climb or Increased Climb functions.
If stall warning occurs during an RA maneuver, immediately abandon the RA and execute stall recovery procedures.
TCAS II will continue to provide RAs during stall warning and recovery procedure.
The Pilot should promptly return to the previous ATC clearance after the TCAS voice message "Clear of Conflict” is
announced.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Windshear
Windshear Precautions
Takeoff
— Use TO-1 instead of reduced thrust.
— Flap Setting: Normal flap setting per EPOP.
— Use the longest runway available with the lowest possibility of a windshear encounter.
— Be alert for any airspeed fluctuations during takeoff and initial climb.
— Minimize reductions from the initial climb pitch attitude until terrain and obstructions clearance is assured.
— Be alert for abnormal airspeed, attitude, vertical speed, and acceleration. The PM should closely monitor the
vertical flight path and call out any deviations from normal.
Approach
— Achieve a stabilized approach at or before attaining 1000 ft. AGL or three miles to runway.
— Avoid large thrust reductions or trim changes in response to sudden airspeed increases, as these may be followed
by airspeed decreases.
— Use the longest runway available with the lowest possibility of a windshear encounter.
— Use Flaps 5.
— Consider using the autopilot and autothrottle for the approach to provide more monitoring and recognition time.
— Develop an awareness of normal air speed, vertical speed, thrust and pitch values.
— Cross-check flight director commands, using vertical flight path indications.
— The PM Pilot should closely monitor the flight path and call out any deviations from normal.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Windshear Recovery
The windshear recovery maneuver should be performed whenever the following happens:
— A warning windshear is annunciated during approach or after lift-off.
•HGS: Boxed WSHEAR.
•PFD: WSHEAR (red).
•Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR”.
— A caution windshear is annunciated during approach and the crew decides to perform the windshear recovery
maneuver.
•HGS: Unboxed WSHEAR.
•PFD: WSHEAR (amber).
•Voice message: “CAUTION WINDSHEAR”.
— Whenever the Crew decides to perform the recovery maneuver due to the presence of windshear clues without
EGPWS announcement.
Windshear recovery maneuver due to EGPWS announcement:
Wake Turbulence
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Unusual Attitudes
Stalls
Stall Recovery Actions and Callouts
Landing Gear - If the entry has been made with the landing gear extended, do not retract the landing gear until after
the recovery.
Flaps - Do not retract flaps during the recovery. Retracting the flaps from the landing position, especially when near the
ground, causes an altitude loss during the recovery. Flap extension above 20,000 ft is not permitted.
If Terrain Contact is a Factor - At the first indication of a stall (buffet or stick shaker), disconnect the autopilot,
advance the thrust levers to MAX thrust while leveling the wings. Control pitch as smoothly as possible. As the
engines accelerate, the aircraft nose will pitch up. To assist in pitch control, add more nose down trim as the thrust
increases.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
STALL RECOVERY ACTIONS & CALLOUT
PF PM
“STALL” (FIRST PILOT NOTICING)
STICK SHAKER AUTO THROTTLE ….....……… OFF Checks AT and AP disengaged.
NOSE ……………………….. DOWN
OR WINGS ………………………. LEVEL Monitors ALT and SPD, performs any
THRUST ……..……. AS REQUIRED necessary callout.
STALL BUFFETING SPEED ……………..….. INCREASE
SPEED BRAKE ……………. CLOSE Reconfigures the airplane as necessary.
After recovery, return to the normal flight path.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
EGPWS
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Adverse Weather Operations
Flight Plan: Takeoff alternate required within 280 NM. See Airport Briefing.
ILS frequency must be operational.
Required items for LVTO-AR refer to MEL.
Check if there are work in progress (WIP) during taxi route. Check Safety Bulletins for this operation.
Weather requirements:
Normal Operations:
During normal LVTO operations, HGS provides lateral and vertical guidance for rollout and rotation to takeoff pitch angle
maneuvers.
Takeoff Requirements:
After the flight plan insertion:
During the “Before Start Below The Line” flow and after pressing TO/GA (FO duties):
LVTO armed: Check LVTO annunciation is shown in white color at the first row and first column of the PFD FMA
section.
Takeoff:
LVTO engages: After sensing ILS localizer tuned and locked, the LVTO mode is engaged. The “LVTO” annunciation
in green color will flash in inverse video for 5 seconds.
“LVTO” shows on the upper right part of the Combiner display. It also flashes on the Combiner display for the first 5
seconds and then is steady.
No Guidance Cue is displayed after takeoff until the airplane is at 50 ft or a vertical mode change occurs.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Abnormal Operations:
There are two failure possibilities during LVTO operation and they can be monitored through FMA annunciations on the
PFD.
Example 1: Failure between 40 and 80 kt.
If the LVTO mode fails while IAS is between 40 and 80 kt, the “LVTO” annunciation in red color will flash in inverse
video for 5 seconds in the first row and second column of the PFD FMA, then it stays in red color.
In this case of LVTO Mode disengagement (also occurs during failure to engage), the annunciation LVTO WRN will be
displayed on the PFD.
Also the “LVTO WRN” annunciations are displayed in both HGS & PFDs even if only one HUD detects this condition.
LVTO Warning:
ANNUNCIATION: LVTO WRN
NO LVTO
REJECTED TAKEOFF PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH
The rejected takeoff procedure must be performed unless the takeoff is continued under visual conditions and the
airplane position assures a safe takeoff.
Example 2: Failure below 49 kt or above 80 kt.
An amber “LVTO” is displayed on the PFD to indicate LVTO has lost capability below 40 kt or above 80 kt. This allows
the pilot to safely abort the takeoff at low speeds or continue the takeoff at his discretion for speeds approaching V1.
The annunciation is on the right side of the top mode line of the PFD. The annunciation flashes inverse video for the
first 5 seconds on the PFD and then is steady on its usual background (“NO LVTO” shows on the Combiner display).
LVTO Caution:
ANNUNCIATION: NO LVTO
The flight crew must establish visual cues in order to continue or reject the takeoff.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Emergency Frequencies
VHF – 121.5 MHz; UHF – 243.0 MHz; HF – 500 KHz, 2182 KHz and 8364 KHz.
Eg. “MAYDAY MAYDAY MAYDAY, Torre Campinas, Blue 4-2-8-8, perda de motor na decolagem, mantendo rumo da
pista subindo para 6 mil pés”
Use MAYDAY or PAN PAN at the beginning of subsequent messages (Annex 10 ICAO 5.3.1.3).
Eg. “Ciente, MAYDAY Blue 4-2-8-8 autorizado descida para 5 mil pés”
“Campinas, PAN PAN Blue 4-2-8-8 iniciando o procedimento”
In addition to the MAYDAY said 3 times, the distress call shall include the following elements in this order:
At the end of the distress situation, the pilot shall cancel the MAYDAY Call.
The pilot in command shall state Minimum Fuel when the remaining fuel at landing is equal to the reserve fuel.
The pilot in command shall state “Mayday, Mayday, Mayday Fuel” when the remaining fuel at landing is less than the
reserve fuel.
Reserve Fuel = 30 minutes
In addition to the PAN PAN said 3 times, the urgency call shall include the following elements in this order:
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
PERFORMANCE
PESO DE PASSAGEIROS E TRIPULANTES
GALLEY
PORÕES E-JET (máx Kg)
E190:
FWD 1850Kg
AFT 1191Kg
E195:
FWD 1900Kg
AFT 1136Kg
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Descrição da Loadsheet EPOP (E-Jets)
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
20)
• ZERO FUEL WEIGHT MAX
Peso máximo estrutural de zero combustível
• TAKE OFF WEIGHT MAX
Peso máximo de decolagem. É menor entre:
a. Máximo estrutural de decolagem
b. Máximo por performance de decolagem
c. Máximo por PCN da pista de decolagem
• LANDING WEIGHT MAX
Peso máximo de pouso. É o menor entre:
a. Máximo estrutural de pouso
b. Máximo por performance de pouso
c. Máximo por PCN da pista de pouso
21) Indica o peso máximo que limita o voo (é a linha que tem a menor diferença entre o peso real e o peso máximo,
ou seja, o underload, indicado no item 26)
22) Adjustment (campo não utilizado)
23) CG Zero Combustível
24) CG de Decolagem
25) Stab Trim
26) Peso disponível (é o que a aeronave ainda pode carregar no voo)
27) Informações de Last Minute Change
• DEST – Aeroporto de destino da LMC
• SPEC – Especificação da LMC (tipo de passageiro, bagagem ou carga)
• CL / CPT – Compartimento onde está embarcando a LMC (CL=classe, CPT=porão)
• WEIGHT = Valor em peso (sinal de + significa peso embarcando / sinal de – significa
peso desembarcando)
28) Envelope de balanceamento
NOTA
Em caso de alteração no número de PAX, corrigir o campo TTL, vide exemplo abaixo. Em caso de alteração devido
ocupação do(s) jumpseat(s), corrigir o campo CREW.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
COMBUSTÍVEL MÍNIMO REQUERIDO PARA DESPACHO
E-190 / E-195
• 9 kg/min
A. APU: 2 kg/min
valores abaixo como variação de peso limite para não haver necessidade de confecção de novo plano de voo.
E190 = 900KG
Consumo a mais por cada 500 kg de peso extra no voo = E190 = 16KG/H
REDESPACHO
Procedimentos do Comandante do Voo:
Ao receber a “Mensagem de Redespacho” com informações meteorológicas e do combustível mínimo requerido, o
Comandante decidirá sobre a possibilidade de prosseguir ou não para o destino, considerando todas as informações
disponíveis.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Caso a decisão seja de divergir para o Aeroporto Intermediário, o Comandante deverá imediatamente solicitar ao órgão
ATC uma nova Autorização de Tráfego Aéreo para o prosseguimento para aquele aeroporto e avisar o CCO fornecendo
novo ETA.
Sempre que houver modificação da rota ou do nível de voo, antes do “Ponto de Redespacho”, não previsto no FPL, o
Comandante deverá informar ao CDV, fornecendo também o peso previsto no Ponto de Redespacho para “refino” dos
cálculos do MFR.
AERÓDROMO DE ALTERNATIVA
Condições Gerais
Para a utilização de um aeródromo como alternativa, devem ser aplicadas as seguintes margens* sobre os mínimos
operacionais (teto e visibilidade) publicados nas cartas:
NOTA
Para efeito dessa distância considera-se a rota voada entre o destino e a alternativa e não o “great circle”.
A política de utilização da alternativa próxima está definida no MGO, Capítulo 3, Item E.1.5.1.
CATEGORIA DE INCÊNDIO
A categoria das aeronaves é obtida a partir da avaliação do seu comprimento total e da largura máxima da sua
fuselagem, sendo determinada conforme roteiro abaixo, com a utilização da tabela a seguir:
A. Enquadra-se o comprimento total da aeronave com os limites constantes da coluna (1), obtendo-se na coluna (3) a
categoria da mesma;
B. Verifica-se a largura máxima da fuselagem e compara-se ao correspondente na coluna (2) para a categoria já
selecionada; e
C. Se a largura máxima da fuselagem for superior à da coluna (2), a categoria da aeronave será uma acima da
selecionada anteriormente
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Redução de categoria de incêndio do aeroporto por NOTAM
Quando houver redução da categoria de incêndio do aeroporto por NOTAM é permitido manter a operação desde
que a desasagem seja de no máximo 2 níves abaixo em relação ao NPCR. Entretanto, a operação com o NPCE
defasado possui um prazo máximo, dependendo da classe do aeródromo, conforme tabela abaixo:
1. OBSERVAÇÕES
• O QNH desse tipo de análise é variável. Como é rodada em tempo real, será utilizado o QNH previsto para a
decolagem ao invés do valor fixo 1013,25 hPa.
• Velocidade de decolagem - As velocidades de decolagem são válidas para o peso da análise (MTOW) e também
para qualquer ATOW abaixo deste.
• Redução de potência - Através desse tipo de análise é possível redução de potência apenas pelo método
temperatura assumida (FLEX) limitado pela temperatura mais alta da análise.
• Anti-ice ON - O Takeoff Module não calcula performance com Anti-ice ON. Nesse caso o DOV deverá efetuar a
análise de pista via EPOP, que possui essa opção.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
1. Nome do aeroporto
2. Modelo da aeronave - Motorização
3. Código ICAO do aeroporto
4. Designador da pista
5. Condição de pista (DRY ou WET)
6. Elevação, dimensões da pista e tipo de superfície (Normal ou Grooved/Porous)
7. Condições para as quais a análise é válida
8. Obstáculos (distância em metros / altura em pés)
9. Peso máximo por PCN
10.MTOW - em função da OAT e componente de vento
11.Código do limitante de decolagem - lista abaixo
• (1) Structural weight
• (2) All engine takeoff distance limitation
• (3) One engine out takeoff distance limitation
• (4 ao 9) Não aplicável aos E-Jets
• (10) Tire speed limitation
• (12) Maximum brake energy limitation
• (13) Minimum certified V2 (VMCA)
• (14) First segment climb gradient limitation
• (15) Second segment climb gradient limitation
• (16) Não aplicável aos E-Jets
• (17) Acceleration segment (third segment) limitation
• (18) First segment climb gradient limitation
• (19) Obstacle clearence limitation
• (20) One engine out takeoff run limitation
12.Velocidades de decolagem (V1/VR/V2/VFS)
13.QNH para o qual a análise foi rodada pelo DOV
14.Altitude de aceleração
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
LIMITANTES DE PERFORMANCE DE DECOLAGEM (E-JETS)
A análise de decolagem calcula todos os limitantes listados e adota como MTOW pelo sempre pelo menor deles
todos.
NOTA
Para pista molhada o cruzamento do fim da pista é de 15 ft (não é considerada a clearway para WET)
R.9. Obstacle
Peso máximo que permite livrar na condição de perda de motor na V1 todos os obstáculos listados na análise de
decolagem (pela separação mínima regulatória).
NOTA
A tripulação poderá optar por um flap diferente do ótimo do EPOP sempre que julgar necessário para a manutenção
da segurança.
O flap ótimo do EPOP nem sempre é o mesmo da navegação/loadsheet porque ele tem uma lógica mais refinada,
conforme explicado a seguir.
• Lógica do Flap ótimo do EPOP: Flap que gera o maior MTOW para o rate de decolagem selecionado (T/O-1, T/O-2
ou T/O-3) e configuração de ECS utilizada (ON ou OFF).
• Lógica do Flap da navegação/loadsheet: Flap que gera o maior MTOW para a configuração fixa T/O-1 e ECS OFF.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
OPERAÇÃO EM NARROW RUNWAYS (E-JETS)
Caracteriza-se como Narrow Runways as pistas com menos de 30 metros de largura. Estão certificadas para operação
em Narrow Runways as aeronaves E-190 e E-195, devendo-se seguir as limitações e procedimentos a seguir.
NOTA
Alguns aeroportos possuem pistas de taxi homologadas para pouso/decolagem. Como essas pistas possuem menos
que 30m de largura, também enquadram-se na operação em Narrow Runways. Essas taxiways estarão indicadas no
Airport Briefing da localidade.
LIMITAÇÕES
CÁLCULO DE PERFORMANCE
Decolagem
A operação em Narrow Runways resulta em um aumento da Vmcg visando diminuir o desvio lateral no caso de falha
de motor. Para que o EPOP considere essa performance na análise das velocidades de decolagem é necessário
selecionar YES no box Narrow conforme figura a seguir.
Pouso
Não há impactos no cálculo de performance de pouso.
A. É necessário que as pistas de táxi constem na tabela de Narrow Runways da EO (Especificações Operativas) para
que a operação possa ser realizada?
Não. A regra requer que na EO conste apenas as pistas relacionadas a operação regular. Não se enquadram nesse
critério portanto as pistas de táxi e as pistas operadas em voos não regulares.
B. Na EO é considerado como Narrow Runway as pista com menos de 45 metros de largura, enquanto que este Manual
informa que largura mínima para tal é 30 metros. Qual a explicação para essa divergência?
45 metros é o critério de Narrow Runway para a ANAC, qualquer que seja o modelo de aeronave. Para o Embraer
Narrow Runway é a pista com menos de 30 metros de largura. Portanto, aplica-se a necessidade do cálculo de
performance demonstrada nesse Manual somente para as pistas com menos de 30 metros de largura.
Seguir os procedimentos de Operação em Narrow Runways descritos neste manual visto que as pistas de taxi se
enquadram nesta categoria (<30 metros de largura).
Também deve ser lido o Airport Briefing do aeroporto, que contem informações importantes como mínimos
operacionais, meteorológicos e áreas de giro.
As pistas de taxi que constam no ROTAER para eventual operação de decolagem estão cadastradas no EPOP e
takeoff Module.
Generalidades
O método ACN-PCN tem por finalidade a aferição da resistência do pavimento em função das características da
aeronave (ACN) e do pavimento (PCN), sendo estruturado de maneira que um pavimento com um determinado valor
de PCN seja capaz de suportar, sem restrições, uma aeronave que tenha um valor de ACN inferior ou igual ao valor
do PCN do pavimento.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Z.1.1. PCN (Número de Classificação do Pavimento)
É um número que exprime a capacidade do pavimento de resistir às operações sem sofrer danos (que podem ir
desde da simples degradação precoce até o afundamento), sem especificar uma aeronave em particular.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
TABELAS DE ACN / PCN - Informação de resistência de pavimento (E-Jets)
Para se obter o peso máximo permitido em função da resistência do pavimento deve-se primeiramente obter-se a
Notificação Publicada da pista, que é encontrada nas cartas de aedródromo ou ROTAER. Exemplo 26 / R / B / W / T
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
E195
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
ADITIONAL
Work Limit Voyage
Table for the Work Limit Voyage, between the crew presentation and engine shutdown. Already lessen the 30 minutes
after engine shutdown. Source: SNA
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Pre Flight Briefing
As tripulações se encontram no Crew Desk, onde todos se identificam ao Comandante do voo, e aguardam
suas instruções para a realização do Briefing. Para voos de pernoite, esta identificação deve ser realizada
no hotel, antes da partida da condução para o aeroporto. Para Tripulantes assumindo um voo em trânsito,
a identificação deve ser feita na Cabine de Comando. Fica terminantemente proibido que o Tripulante solicite
que a escala realize sua apresentação remotamente, sendo este procedimento considerado indisciplina.
Cabe ao Comandante iniciar o Briefing Pre Voo e todos os tripulantes titulares do voo devem estar
presentes e atentos.
Ao se apresentar para uma programação, os Pilotos deverão, como uma equipe, efetuar o self-briefing para
seus voos. Deverão preparar a documentação do voo, imprimindo-a, evitando sempre o desperdício com
impressões desnecessárias.
• Flight Release;
• Flight Plan;
• Dispatch Release;
• ICAO Flight Plan;
• NOTAM;
A cada etapa, o piloto obterá os NOTAM ́s (quando se apresentar em crewdesk) ou entregue
pelos agentes de aeroportos a cada etapa que será realizada.
• NANU;
• METAR;
• TAF;
• SIGWX; e
• Imagem de Satélite.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
Briefing com a Tripulação de Cabine
Geral – permite que a Tripulação discuta fatores específicos que poderão afetar o voo;
Quem – Comandante;
Quando – início do voo ou troca de Tripulação de cabine.
Os Tripulantes devem estar gozando de boas condições físicas e psíquicas para compor Tripulação.
É proibido ser escalado, se apresentar e continuar uma programação se sua capacidade de saúde estiver
diminuída por:
• Gravidez;
• Doação de sangue – Não voar em um intervalo de 24 horas após a doação de sangue. Caso seja
necessário efetuar uma programação de voo antes de 24 horas após a doação, entrar em contato
com o Serviço Médico da Empresa para autorização;
• Mergulho Autônomo - Nunca voar dentro de 24 horas após a utilização de ar comprimido, nitrox, ou
misturas similares e evite voar por 12 horas se a profundidade tiver sido inferior a de 30ft. Mergulho
em apneia não requer interrupção para voo;
• Enfermidades;
• Traumatismos;
• Pós-operatório;
• Baixa condição física ou mental;
• Fadiga; ou
• Ingestão de medicamentos, álcool, drogas que afetem a capacidade de atenção ou os reflexos.
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
LIMITATIONS QUICK GUIDE E190 / E195
ALTITUDES
Cabin Altitude High 9.700 ft ¨CABIN, CABIN, CABIN!¨
Max takeoff and landing 10.000 ft
Dump valve open 12.400 ft (VS 2.000 ft/min)
Passenger oxy-masks deployment 14.000 ft
Max altitude for APU Bleed supply 15.000 ft
Max altitude for Flap extension/extended 20.000 ft
Max altitude for Gear/Flap extended (LRC - Alt Cap / Performance) 20.000 ft
Max altitude for APU to assist engine start 21.000 ft
Max altitude RAM AIR open 25.000 ft
Max altitude for APU Start 30.000 ft
Max altitude for single Pack operation 31.000 ft
Max altitude for APU electrical supply 33.000 ft
Single pilot without masks (quick donning) 35.000 ft
Max operating 41.000 ft
Mandatory Use of Headphones in the Cockpit (RBAC 121.359) Below FL180
Minimum altitude for Autopilot use:
Precision Approach 50 ft below DH/DA
Non Precision Approach MDA
Visual Approach 500 ft
Autopilot engagement (Takeoff) Acceleration Altitude 1000ft
Autopilot engagement (All other / Go-Around) 400 ft
Difference Allowed on the ground PFD 1 alt. and PFD 2 alt. +/- 20ft
Difference allowed PFD´s alt. and field elevation +/- 25ft
Max difference allowed for RVSM airspace PFD 1 and PFD 2 200ft
Max difference allowed for non RVSM airspace (ICA 100-12) 300ft
Max difference between altitudes and ADS’s:
PFD x PFD (on ground) 20ft
PFD x GND (on ground) 25ft
FAF 100ft (RNP)
SL to 9.999ft 50ft
10.000 to 19.999ft 120ft
20.000 to 41.000ft 180ft / 200ft ICAO - FAA
APU START
1st and 2nd attempt 60 seconds ON / 60 seconds OFF
3rd and subsequent 60 seconds ON / 5 minutes OFF
AUTOBRAKE
Do not take-off with brakes indication in AMBAR range.
Brake Cooling 22 min (wait 22 min for tire blowout).
BATTERIES
Minimum Voltage 22.5 VDC
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
ENGINE
Max N1 100%
Max N2 100%
Max ITT during engine start 740°C (620ºC quick rise = abort)
Max ITT during inflight start 875°C
Max ITT takeoff and go-around 943°C
Reserv, takeoff & go-around (5 min) 983°C
Max Continuous ITT 960°C
Min Oil Pressure 25 PSI
Max Oil Temperature 155°C
Min Duct Press for Start 33 PSI (-0.5 PSI for 1.000ft above MSL)
PNEUMATICS/PRESSURIZATION
Max differential pressure (Up to 37,000 ft) 7.8 PSI
Max differential pressure (Above 37,000 ft) 8.4 PSI
Max negative differential pressure -0.5 PSI (Valve acts)
Max positive differential pressure 8.6 PSI (Valve acts)
Max differential pressure for takeoff & landing 0.2 PSI
STARTING
1st and 2nd attempt 90 seconds ON (ground) / 120 seconds ON (in flight) 10 seconds OFF
3rd through 5th attempt 90 seconds ON (ground) / 120 seconds ON (in flight) 5 minutes OFF
Dry-Motoring Cycle
1st attempt 90 seconds ON 5 minutes OFF
2nd attempt 30 seconds ON 5 minutes OFF
TEMPERATURES
Min fuel temperature -37°C
Max ambient for takeoff and landing 52°C
Min ambient approved for takeoff -54°C
Min temperature for APU operations -54°C
Max temperature for operations ISA +35°C
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
SPEEDS
Max operating airspeed VMO (300 kt below 8,000 ft)
Max operating airspeed VMO (320 kt 10.000 ft / 29.000 ft)
Max operating Mach number 0.82 (MMO)
Max airspeed for RAT operation VMO/MMO
Min airspeed for RAT operation 130 kt (QRH)
Turbulent Airspeed 270 kt/ 0.76 (250 Kt below FL100)
Max windshield wiper operation speed 250 kt
Max speed with windshield wiper failed in non-parked position 320 kt
Tire limit ground speed 195 kt
Max gear extension speed VLO 265 kt
Max gear retraction speed VLO 235 kt
Max speed Flap position 1 230 kt
Max speed Flap position 2 215 kt
Max speed Flap position 3 200 kt
Max speed Flap position 4 and 5 180 kt
Max speed Flap position FULL 165 kt
Design maneuvering speed 240 kt
Maximum speed to open the Direct Vision Window 160 kt
Max Taxi Speed (Straight ahead) 30 Kt
Max Taxi Speed on High Speed Taxiway 60 Kt (Dry) 30 Kt (Wet)
Normal Taxi Speed (Straight ahead) 20 Kt (Dry) 10 Kt (Wet)
Max Taxi Speed (Turns & Aprons) 10 Kt (Dry) 5 Kt (Wet)
FMS SPD + 15nm landing AD
WIND
CAT II – HUD A3 25 kt headwind e 15kt crosswind
LVTO 25kt headwind, 15kt crosswind, 5kt tailwind
Max 90º crosswind component (STEADY)
(a) Takeoff and Landing 25 kt DRY RWY / SDU 15 kt DRY - 05 kt WET
(b) Takeoff 20 kt WET RWY
(c) Landing 15 kt WET RWY
(d) Takeoff and Landing 10 kt STANDING WATER GROOVED RWY
(e) Takeoff and Landing 05 kt STANDING WATER NON-GROOVED RWY
(f) Takeoff and Landing 15kt DRY RWY or TWY (1.700M x 40M or less)
(g) Takeoff and Landing 05kt WET RWY or TWY (1.700M x 40M or less)
Max takeoff and landing tailwind component 10 kt (05 Kt for SDU)
Maximum wind for passenger door operation 40 kt
Maximum wind for cargo door opening 40 kt
CALCULATION
ALT for short trips 10% distance + 5 (eg. 230nm = 23+5 = FL280)
MACH change 0.01 MACH = 6 KTAS
ERJ190 Gross Fuel Planning 37 Kg/min
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6
14/08/2017. v.11. DOES NOT REPLACE THE ORIGINAL PUBLICATIONS. DO NOT USE FOR FLIGHT!!! FARRETONES 3.6