Embraer Erj 170 Pilot Operating Handbook Poh

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ERJ-170 Pilot Operating Handbook Volume 5

ERJ-170 Pilot Operating Handbook Highlights

Volume 5

Highlights Revision 8 • Establishes procedures for use of the Quick Reference Checklist (QRC). • Establishes procedures for use of the Quick Reference Handbook (QRH) when used in conjunction with the QRC. • Modifies protocols for the Pilot Flying (PF) and the Pilot Monitoring (PM) during non-normal operations. • Updates Chapter 5, Emergency and Abnormal Checklist, with the new QRH, removing the red Emergency Tab and the yellow Abnormal Checklist Tab.

REV. 8, 15 SEP 2008

HGH-1

ERJ-170 Pilot Operating Handbook Highlights

Volume 5

This Page Intentionally Left Blank

REV. 5, 01 MAY 2008

HGH-2

ERJ-170 Pilot Operating Handbook Record of Revisions

Volume 5

Record of Revisions Record the revision number and date of insertion on this page. All additions, corrections, or changes to manuals will be issued as manual revisions and will be numbered in ascending numerical sequence. Revisions shall be incorporated into the manual as soon as possible, but no later than the published effective date, and shall not be inserted out of numerical sequence unless so instructed on the Instruction page that accompanies the revision.

REVISION NUMBER

DATE ENTERED

YOUR INITIALS

ORG. 14 MAR 2005

3-14-05

CEC

1

3-15-06

CEC

2

8-01-06

CEH

3

10-01-06

CEH

4

2-15-08

BAC

5

5-01-08

BAC

6

6-13-08

BAC

7

8-15-08

BAC

8

9-15-08

BAC

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Note:

This manual is FAA accepted and bears a signed and dated stamp in the header section on the List of Effective Pages.

REV. 1, 15 MAR 2006

ROR- 1

ERJ-170 Pilot Operating Handbook Record of Revisions

Volume 5

This Page Intentionally Left Blank

REV. 1, 15 MAR 2006

ROR- 2

VOL 5, ERJ-170 Pilot Operating Handbook Operations Bulletin Summary Record

Operations Bulletin Summary Record Bulletins are issued on an as needed basis to convey timely information to flight crewmembers. Bulletin information may supersede current information found in this manual or introduce new procedures due to changes in the regulatory or operating environment. Bulletins will have either a verbal or written FAA acceptance or approval prior to distribution. Bulletins are to be inserted in the area so designated on the first page of the Bulletin. Their insertion or removal is to be recorded below. Bulletins will be removed once the material covered is incorporated into a Company manual revision (usually the next revision), or is no longer valid. Bulletins will be numbered consecutively unless otherwise noted. It will be the responsibility of the crew member to insert the bulletins by the date specified on the bulletin. Current bulletin status is available in Sabre. See Page ROR-1 for more information on revisions A. Instructions: 1. Bulletin No. Enter number of bulletin as indicated on the bulletin and/or the instructions sheet. 2. Date Issued Enter Effective Date of the bulletin as indicated on the bulletin and/or the instructions sheet. 3. Subject: Enter title of bulletin as indicated on the bulletin and/or the instruction sheet. 4. Date removed Enter the date on which you removed the bulletin. 5. Chapter/Page Location Enter the chapter and page number(s) where the bulletin has been inserted (e.g. 2-34, 7-11)

REV. 2, 15 AUG 2006

OBS- 1

VOL 5, ERJ-170 Pilot Operating Handbook Operations Bulletin Summary Record

This Page Intentionally Left Blank

REV. 2, 15 AUG 2006

OBS- 2

VOL 5, ERJ-170 Pilot Operating Handbook Operations Bulletin Summary Record

Operations Bulletin Summary Record

Bulletin No.

Effectiv e Date

08-05

5-01-08

Subject

AeroData ACARS System

REV. 7, 15 AUG 2008

Date Removed

Chapter/ Page Location 9-1

OBS- 3

VOL 5, ERJ-170 Pilot Operating Handbook Operations Bulletin Summary Record

Bulletin No.

Effectiv e Date

REV. 7, 15 AUG 2008

Subject

Date Removed

Chapter/ Page Location

OBS- 4

VOL 5, ERJ-170 Pilot Operating Handbook Manual Revision Status

Manual Revision Status Manual holders are provided multiple ways to access current manual and revision status information. The various platforms are detailed as follows: A. Airline Reservation System Listings/Entries Each airline we operate for has a proprietary reservation system with a location for posting our publication’s revision status. The system must first be signed in with a valid ID/password that is authorized for using these entries. System/Listings:

Entry

United Airlines Computer System (APOLLO) For Shuttle America

S*UAX/RPRP

Delta Air Lines Computer System (Deltamatic) For Shuttle America

G.S5*4719

B. Through the Company Intranet All publications issued and tracked by the Publications Department are posted in these reports. The procedure to access them is as follows: • Log onto the Shuttle America, Inc. Intranet page. (www.flyShuttle.net, click on “Employee Login”) • Click on the “Tech Pubs” link. • Click on the “Manual Revision Status Reports” link. C.

E-mail Status Report The Shuttle America- Current Manual Status report is distributed, via E-mail, by the Publications Department on a regular basis (normally each week, but no more than two weeks). This report, in addition to listing the current revision for company and selected maintenance/operations publications, serves as a tool for tracking the status of work in progress and submitted to the FAA for approval. The distribution dates are also listed for each publication. This report is used by the Dispatch Department for updating the Flight Release Document. This report is also the official list of the Primary and Secondary contacts for each applicable publication. This serves as an aid for other Contacts to use in coordinating publications related respon-

REV. 2, 15 AUG 2006

RST- 1

VOL 5, ERJ-170 Pilot Operating Handbook Manual Revision Status sibilities. Note:This information is kept up to date by the Manager of Publications or a designee, IND, at (317) 484-6038. D. Through Flight Release Document: Flight crews can find the relevant revision status information in the "REMARKS" section of the flight release. It is the flight and cabin crew's responsibility to ensure that their manuals are up-to-date BEFORE commencing the flight. Crew members must have available during flight duty all publications listed in the manual revision status provided in the remarks section of the flight release. Note: The Flight Release is kept up to date by Dispatch upon receipt of the Manual/Revision Status Report. E. Bulletins Bulletins will be issued on an as needed basis to convey timely information. Bulletin information may supersede current operational information found in the ERJ-170 POH or introduce new procedures due to changes in the regulatory or operating environment. Bulletins will have either a verbal or written FAA acceptance or approval prior to distribution. Bulletins are to be inserted in the area so designated on the first page of the bulletin. Record the receipt of each bulletin on page OBS-3. Bulletins will be removed once the material covered is incorporated in a future ERJ-170 POH revision or it is no longer valid. Bulletins will be numbered consecutively unless otherwise specified. The flight release will list current bulletins in the “REMARKS” area. F. Required Reading Memos issued from the Operations, Flight, and Inflight Departments take on two new concepts, 1) they become required reading and 2) they are sequentially numbered in their category of memo. From a crewmember perspective you must have read any new memo(s) prior to your next trip. You will have no sign-in obligation, but you will be held in compliance with the content of the memo. All memos will be placed on the pilot bulletin board at each base and on the Company’s Intranet web site under Department News. ERJ-170 Memos E170 04-000 The number 04 refers to the year and the next three numbers denote the memo sequence.

REV. 2, 15 AUG 2006

RST- 2

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5

Listing of Effective Pages Page

Revision/Dated

HGH-1 . . . . REV. 8, 15 SEP 2008 HGH-2 . . . REV. 5, 01 MAY 2008 ROR-1 . . . REV. 1, 15 MAR 2006 ROR-2 . . . REV. 1, 15 MAR 2006 OBS-1 . . . . REV. 2, 15 AUG 2006 OBS-2 . . . . REV. 2, 15 AUG 2006 OBS-3 . . . . REV. 7, 15 AUG 2008 OBS-4 . . . . REV. 7, 15 AUG 2008 RST-1 . . . . REV. 2, 15 AUG 2006 RST-2 . . . . REV. 2, 15 AUG 2006 LEP-1 . . . . . REV. 8, 15 SEP 2008 LEP-2 . . . . . REV. 8, 15 SEP 2008 LEP-3 . . . . . REV. 8, 15 SEP 2008 LEP-4 . . . . . REV. 8, 15 SEP 2008 LEP-5 . . . . . REV. 8, 15 SEP 2008 LEP-6 . . . . . REV. 8, 15 SEP 2008 LEP-7 . . . . . REV. 8, 15 SEP 2008 LEP-8 . . . . . REV. 8, 15 SEP 2008 LEP-9 . . . . . REV. 8, 15 SEP 2008 LEP-10 . . . . REV. 8, 15 SEP 2008 LEP-11 . . . . REV. 8, 15 SEP 2008 LEP-12 . . . . REV. 8, 15 SEP 2008 LEP-13 . . . . REV. 8, 15 SEP 2008 LEP-14 . . . . REV. 8, 15 SEP 2008 LEP-15 . . . . REV. 8, 15 SEP 2008 LEP-16 . . . . REV. 8, 15 SEP 2008 TOC-1 . . . . . REV. 8, 15 SEP 2008 TOC-2 . . . . . REV. 8, 15 SEP 2008 TOC-3 . . . . . REV. 8, 15 SEP 2008 TOC-4 . . . . . REV. 8, 15 SEP 2008 TOC-5 . . . . . REV. 8, 15 SEP 2008 TOC-6 . . . . . REV. 8, 15 SEP 2008 TOC-7 . . . . . REV. 8, 15 SEP 2008

Page

Revision/Dated

TOC-8 . . . . .REV. 8, 15 SEP 2008 TOC-9 . . . . .REV. 8, 15 SEP 2008 TOC-10 . . . .REV. 8, 15 SEP 2008 TOC-11 . . . .REV. 8, 15 SEP 2008 TOC-12 . . . .REV. 8, 15 SEP 2008 TOC-13 . . . .REV. 8, 15 SEP 2008 TOC-14 . . . .REV. 8, 15 SEP 2008 TOC-15 . . . .REV. 8, 15 SEP 2008 TOC-16 . . . .REV. 8, 15 SEP 2008 TOC-17 . . . .REV. 8, 15 SEP 2008 TOC-18 . . . .REV. 8, 15 SEP 2008 TOC-19 . . . .REV. 8, 15 SEP 2008 TOC-20 . . . .REV. 8, 15 SEP 2008 TOC-21 . . . .REV. 8, 15 SEP 2008 TOC-22 . . . .REV. 8, 15 SEP 2008 TOC-23 . . . .REV. 8, 15 SEP 2008 TOC-24 . . . .REV. 8, 15 SEP 2008 INTRO-1 . . . REV. 4, 15 FEB 2008 INTRO-2 . . . REV. 4, 15 FEB 2008 INTRO-3 . . . REV. 4, 15 FEB 2008 INTRO-4 . . . REV. 4, 15 FEB 2008 1-1 . . . . . . . REV. 1, 15 MAR 2006 1-2 . . . . . . . REV. 1, 15 MAR 2006 1-3 . . . . . . . .REV. 6, 13 JUN 2008 1-4 . . . . . . . REV. 2, 15 AUG 2006 1-5 . . . . . . . REV. 1, 15 MAR 2006 1-6 . . . . . . . .REV. 6, 13 JUN 2008 1-7 . . . . . . . .REV. 8, 15 SEP 2008 1-8 . . . . . . . .REV. 8, 15 SEP 2008 1-9 . . . . . . . .REV. 8, 15 SEP 2008 1-10 . . . . . . .REV. 8, 15 SEP 2008 1-11 . . . . . . .REV. 8, 15 SEP 2008 1-12 . . . . . . .REV. 8, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-1

ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Revision/Dated Page 1-13 . . . . . . REV. 8, 15 SEP 2008 1-14 . . . . . . REV. 8, 15 SEP 2008 1-15 . . . . . . REV. 8, 15 SEP 2008 1-16 . . . . . . REV. 8, 15 SEP 2008 1-17 . . . . . . REV. 8, 15 SEP 2008 1-18 . . . . . . REV. 8, 15 SEP 2008 1-19 . . . . . . REV. 8, 15 SEP 2008 1-20 . . . . . . REV. 8, 15 SEP 2008 1-21 . . . . . . REV. 8, 15 SEP 2008 1-22 . . . . . . REV. 8, 15 SEP 2008 1-23 . . . . . . REV. 8, 15 SEP 2008 1-24 . . . . . . REV. 8, 15 SEP 2008 1-25 . . . . . . REV. 8, 15 SEP 2008 1-26 . . . . . . REV. 8, 15 SEP 2008 1-27 . . . . . . REV. 8, 15 SEP 2008 1-28 . . . . . . REV. 8, 15 SEP 2008 1-29 . . . . . . REV. 8, 15 SEP 2008 1-30 . . . . . . REV. 8, 15 SEP 2008 1-31 . . . . . . REV. 8, 15 SEP 2008 1-32 . . . . . . REV. 8, 15 SEP 2008 2-1 . . . . . . . REV. 6, 13 JUN 2008 2-2 . . . . . . .REV. 7, 15 AUG 2008 2-3 . . . . . . .REV. 7, 15 AUG 2008 2-4 . . . . . . .REV. 7, 15 AUG 2008 2-5 . . . . . . .REV. 7, 15 AUG 2008 2-6 . . . . . . .REV. 7, 15 AUG 2008 2-7 . . . . . . .REV. 7, 15 AUG 2008 2-8 . . . . . . .REV. 7, 15 AUG 2008 2-9 . . . . . . .REV. 7, 15 AUG 2008 2-10 . . . . . .REV. 7, 15 AUG 2008 2-11 . . . . . .REV. 7, 15 AUG 2008 2-12 . . . . . .REV. 7, 15 AUG 2008 2-13 . . . . . .REV. 7, 15 AUG 2008 2-14 . . . . . .REV. 7, 15 AUG 2008 2-15 . . . . . .REV. 7, 15 AUG 2008

Page 2-16. 2-17. 2-18. 2-19. 2-20. 2-21. 2-22. 2-23. 2-24. 2-25. 2-26. 2-27. 2-28. 2-29. 2-30. 2-31. 2-32. 3-1. . 3-2. . 3-3. . 3-4. . 3-5. . 3-6. . 3-7. . 3-8. . 4-1. . 4-2. . 4-3. . 4-4. . 4-5. . 4-6. . 4-7. . 4-8. . 4-9. . 4-10.

Revision/Dated . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . . REV. 6, 13 JUN 2008 . . . . . . REV. 6, 13 JUN 2008 . . . . . REV. 1, 15 MAR 2006 . . . . . REV. 1, 15 MAR 2006 . . . . . REV. 1, 15 MAR 2006 . . . . . REV. 1, 15 MAR 2006 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . .REV. 8, 15 SEP 2008 . . . . . REV. 1, 15 MAR 2006 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 1, 15 MAR 2006 . . . . . . REV. 6, 13 JUN 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 2, 15 AUG 2006 . . . . . . REV. 4, 15 FEB 2008 . . . . . REV. 2, 15 AUG 2006

FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-2

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 4-11. . . . . 4-12. . . . . 4-13. . . . . 4-14. . . . . 4-15. . . . . 4-16. . . . . 4-17. . . . . 4-18. . . . . 4-19. . . . . 4-20. . . . . 4-21. . . . . 4-22. . . . . 4-23. . . . . 4-24. . . . . 4-25. . . . . 4-26. . . . . 4-27. . . . . 4-28. . . . . 4-29. . . . . 4-30. . . . . 4-31. . . . . 4-32. . . . . 4-33. . . . . 4-34. . . . . 4-35. . . . . 4-36. . . . . 4-37. . . . . 4-38. . . . . 4-39. . . . . 4-40. . . . . 4-41. . . . . 4-42. . . . . 4-43. . . . . 4-44. . . . .

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4-45 . 4-46 . 4-47 . 4-48 . 4-49 . 4-50 . 4-51 . 4-52 . 4-53 . 4-54 . 4-55 . 4-56 . 4-57 . 4-58 . 4-59 . 4-60 . 4-61 . 4-62 . 4-63 . 4-64 . 4-65 . 4-66 . 4-67 . 4-68 . 4-69 . 4-70 . 4-71 . 4-72 . 4-73 . 4-74 . 4-75 . 4-76 . 4-77 . 4-78 .

Revision/Dated . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 2, 15 AUG 2006 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . .REV. 6, 13 JUN 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 5, 01 MAY 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008 . . . . . REV. 7, 15 AUG 2008

FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-3

ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Revision/Dated Page 4-79 . . . . . .REV. 7, 15 AUG 2008 4-80 . . . . . .REV. 7, 15 AUG 2008 4-81 . . . . . .REV. 7, 15 AUG 2008 4-82 . . . . . .REV. 7, 15 AUG 2008 4-83 . . . . . .REV. 7, 15 AUG 2008 4-84 . . . . . .REV. 7, 15 AUG 2008 4-85 . . . . . .REV. 7, 15 AUG 2008 4-86 . . . . . . REV. 4, 15 FEB 2008 4-87 . . . . . . REV. 4, 15 FEB 2008 4-88 . . . . . . REV. 4, 15 FEB 2008 4-89 . . . . . . REV. 4, 15 FEB 2008 4-90 . . . . . . REV. 4, 15 FEB 2008 4-91 . . . . . . REV. 4, 15 FEB 2008 4-92 . . . . . . REV. 4, 15 FEB 2008 4-93 . . . . . . REV. 4, 15 FEB 2008 4-94 . . . . . . REV. 4, 15 FEB 2008 4-95 . . . . . . REV. 4, 15 FEB 2008 4-96 . . . . . . REV. 4, 15 FEB 2008 4-97 . . . . . . REV. 4, 15 FEB 2008 4-98 . . . . . . REV. 4, 15 FEB 2008 4-99 . . . . . . REV. 4, 15 FEB 2008 4-100 . . . . . REV. 4, 15 FEB 2008 4-101 . . . . . REV. 4, 15 FEB 2008 4-102 . . . . . REV. 4, 15 FEB 2008 4-103 . . . . . REV. 4, 15 FEB 2008 4-104 . . . . . REV. 4, 15 FEB 2008 4-105 . . . . . REV. 4, 15 FEB 2008 4-106 . . . . . REV. 4, 15 FEB 2008 4-107 . . . . . REV. 4, 15 FEB 2008 4-108 . . . . . REV. 4, 15 FEB 2008 4-109 . . . . . REV. 4, 15 FEB 2008 4-110 . . . . . REV. 4, 15 FEB 2008 4-111 . . . . . REV. 4, 15 FEB 2008 4-112 . . . . . REV. 4, 15 FEB 2008 4-113 . . . . . REV. 4, 15 FEB 2008

Page Revision/Dated 4-114. . . . . . REV. 4, 15 FEB 2008 4-115. . . . . . REV. 4, 15 FEB 2008 4-116. . . . . . REV. 4, 15 FEB 2008 4-117. . . . . . REV. 4, 15 FEB 2008 4-118. . . . . . REV. 4, 15 FEB 2008 4-119. . . . . . REV. 4, 15 FEB 2008 4-120. . . . . . REV. 4, 15 FEB 2008 4-121. . . . . . REV. 4, 15 FEB 2008 4-122. . . . . . REV. 4, 15 FEB 2008 4-123. . . . . . REV. 4, 15 FEB 2008 4-124. . . . . . REV. 4, 15 FEB 2008 4-125. . . . . . REV. 4, 15 FEB 2008 4-126. . . . . . REV. 4, 15 FEB 2008 4-127. . . . . . REV. 4, 15 FEB 2008 4-128. . . . . . REV. 4, 15 FEB 2008 4-129. . . . . . REV. 4, 15 FEB 2008 4-130. . . . . . REV. 4, 15 FEB 2008 4-131. . . . . . REV. 4, 15 FEB 2008 4-132. . . . . REV. 5, 01 MAY 2008 4-133. . . . . REV. 5, 01 MAY 2008 4-134. . . . . REV. 5, 01 MAY 2008 4-135. . . . . . REV. 4, 15 FEB 2008 4-136. . . . . . REV. 4, 15 FEB 2008 4-137. . . . . . REV. 4, 15 FEB 2008 4-138. . . . . . REV. 4, 15 FEB 2008 4-139. . . . . . REV. 4, 15 FEB 2008 4-140. . . . . . REV. 4, 15 FEB 2008 4-141. . . . . REV. 5, 01 MAY 2008 4-142. . . . . . REV. 4, 15 FEB 2008 4-143. . . . . . REV. 4, 15 FEB 2008 4-144. . . . . . REV. 4, 15 FEB 2008 4-145. . . . . . REV. 4, 15 FEB 2008 4-146. . . . . . REV. 4, 15 FEB 2008 4-147. . . . . . REV. 4, 15 FEB 2008 4-148. . . . . . REV. 4, 15 FEB 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-4

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 4-149. . . . 4-150. . . . 4-151. . . . 4-152. . . . 4-153. . . . 4-154. . . . 4-155. . . . 4-156. . . . 4-157. . . . 4-158. . . . 4-159. . . . 4-160. . . . 4-161. . . . 4-162. . . . 4-163. . . . 4-164. . . . 4-165. . . . 4-166. . . . 4-167. . . . 4-168. . . . 4-169. . . . 4-170. . . . 4-171. . . . 4-172. . . . 4-173. . . . 4-174. . . . 4-175. . . . 4-176. . . . 4-177. . . . 4-178. . . . 4-179. . . . 4-180. . . . 4-181. . . . 4-182. . . .

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FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-5

ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Page 5-21 . . . . 5-22 . . . . 5-23 . . . . 5-24 . . . . 5-25 . . . . 5-26 . . . . 5-27 . . . . 5-28 . . . . 5-29 . . . . 5-30 . . . . 5-31 . . . . 5-32 . . . . 5-33 . . . . 5-34 . . . . 5-35 . . . . 5-36 . . . . 5-37 . . . . 5-38 . . . . 5-39 . . . . 5-40 . . . . 5-41 . . . . 5-42 . . . . 5-43 . . . . 5-44 . . . . 5-45 . . . . 5-46 . . . . 5-47 . . . . 5-48 . . . . 5-49 . . . . 5-50 . . . . 5-51 . . . . 5-52 . . . . 5-53 . . . . 5-54 . . . . 5-55 . . . .

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FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-6

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 5-91. . . . . 5-92. . . . . 5-93. . . . . 5-94. . . . . 5-95. . . . . 5-96. . . . . 5-97. . . . . 5-98. . . . . 5-99. . . . . 5-100. . . . 5-101. . . . 5-102. . . . 5-103. . . . 5-104. . . . 5-105. . . . 5-106. . . . 5-107. . . . 5-108. . . . 5-109. . . . 5-110. . . . 5-111. . . . 5-112. . . . 5-113. . . . 5-114. . . . 5-115. . . . 5-116. . . . 5-117. . . . 5-118. . . . 5-119. . . . 5-120. . . . 5-121. . . . 5-122. . . . 5-123. . . . 5-124. . . .

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FAA Approved

2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-7

ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Page 5-159 5-160 5-161 5-162 5-163 5-164 5-165 5-166 5-167 5-168 5-169 5-170 5-171 5-172 5-173 5-174 5-175 5-176 5-177 5-178 5-179 5-180 5-181 5-182 5-183 5-184 5-185 5-186 5-187 5-188 5-189 5-190 5-191 5-192 5-193

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This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-8

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 5-229. . . . 5-230. . . . 5-231. . . . 5-232. . . . 5-233. . . . 5-234. . . . 5-235. . . . 5-236. . . . 5-237. . . . 5-238. . . . 5-239. . . . 5-240. . . . 5-241. . . . 5-242. . . . 5-243. . . . 5-244. . . . 5-245. . . . 5-246. . . . 5-247. . . . 5-248. . . . 5-249. . . . 5-250. . . . 5-251. . . . 5-252. . . . 5-253. . . . 5-254. . . . 5-255. . . . 5-256. . . . 5-257. . . . 5-258. . . . 5-259. . . . 5-260. . . . 5-261. . . . 5-262. . . .

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8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP 8, 15 SEP

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FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-9

ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Revision/Dated Page 6-25 . . . . . REV. 1, 15 MAR 2006 6-26 . . . . . REV. 1, 15 MAR 2006 6-27 . . . . . REV. 1, 15 MAR 2006 6-28 . . . . . REV. 1, 15 MAR 2006 6-29 . . . . . REV. 1, 15 MAR 2006 6-30 . . . . . REV. 1, 15 MAR 2006 6-31 . . . . . REV. 1, 15 MAR 2006 6-32 . . . . . REV. 1, 15 MAR 2006 6-33 . . . . . REV. 1, 15 MAR 2006 6-34 . . . . . REV. 1, 15 MAR 2006 6-35 . . . . . REV. 1, 15 MAR 2006 6-36 . . . . . REV. 1, 15 MAR 2006 6-37 . . . . . REV. 1, 15 MAR 2006 6-38 . . . . . REV. 1, 15 MAR 2006 6-39 . . . . . REV. 1, 15 MAR 2006 6-40 . . . . . REV. 1, 15 MAR 2006 6-41 . . . . . REV. 1, 15 MAR 2006 6-42 . . . . . REV. 1, 15 MAR 2006 6-43 . . . . . REV. 1, 15 MAR 2006 6-44 . . . . . REV. 1, 15 MAR 2006 6-45 . . . . . REV. 1, 15 MAR 2006 6-46 . . . . . REV. 1, 15 MAR 2006 6-47 . . . . . REV. 1, 15 MAR 2006 6-48 . . . . . REV. 1, 15 MAR 2006 6-49 . . . . . .REV. 2, 15 AUG 2006 6-50 . . . . . .REV. 2, 15 AUG 2006 6-51 . . . . . .REV. 2, 15 AUG 2006 6-52 . . . . . .REV. 2, 15 AUG 2006 6-53 . . . . . . REV. 4, 15 FEB 2008 6-54 . . . . . . REV. 4, 15 FEB 2008 7-1 . . . . . . . REV. 4, 15 FEB 2008 7-2 . . . . . . . REV. 4, 15 FEB 2008 7-3 . . . . . . . REV. 4, 15 FEB 2008 7-4 . . . . . . . REV. 4, 15 FEB 2008 7-5 . . . . . . . REV. 4, 15 FEB 2008

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FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-10

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 7-41. . . . . 7-42. . . . . 7-43. . . . . 7-44. . . . . 8-1. . . . . . 8-2. . . . . . 8-3. . . . . . 8-4. . . . . . 8-5. . . . . . 8-6. . . . . . 8-7. . . . . . 8-8. . . . . . 8-9. . . . . . 8-10. . . . . 8-11. . . . . 8-12. . . . . 9-1. . . . . . 9-2. . . . . . 9-3. . . . . . 9-4. . . . . . 9-5. . . . . . 9-6. . . . . . 9-7. . . . . . 9-8. . . . . . 9-9. . . . . . 9-10. . . . . 9-11. . . . . 9-12. . . . . 9-13. . . . . 9-14. . . . . 9-15. . . . . 9-16. . . . . 9-17. . . . . 9-18. . . . .

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FAA Approved

2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Page 9-53 . . . . 9-54 . . . . 9-55 . . . . 9-56 . . . . 9-57 . . . . 9-58 . . . . 9-59 . . . . 9-60 . . . . 9-61 . . . . 9-62 . . . . 9-63 . . . . 9-64 . . . . 9-65 . . . . 9-66 . . . . 9-67 . . . . 9-68 . . . . 9-69 . . . . 9-70 . . . . 9-71 . . . . 9-72 . . . . 9-73 . . . . 9-74 . . . . 9-75 . . . . 9-76 . . . . 9-77 . . . . 9-78 . . . . 9-79 . . . . 9-80 . . . . 9-81 . . . . 9-82 . . . . 9-83 . . . . 9-84 . . . . 9-85 . . . . 9-86 . . . . 9-87 . . . .

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This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 10-3. . . . . 10-4. . . . . 10-5. . . . . 10-6. . . . . 10-7. . . . . 10-8. . . . . 10-9. . . . . 10-10. . . . 10-11. . . . 10-12. . . . 10-13. . . . 10-14. . . . 10-15. . . . 10-16. . . . 10-17. . . . 10-18. . . . 10-19. . . . 10-20. . . . 10-21. . . . 10-22. . . . 10-23. . . . 10-24. . . . 10-25. . . . 10-26. . . . 10-27. . . . 10-28. . . . 10-29. . . . 10-30. . . . 10-31. . . . 10-32. . . . 10-33. . . . 10-34. . . . 10-35. . . . 10-36. . . .

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FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook List of Effective Pages

Volume 5 Page 11-35 11-36 11-37 11-38 11-39 11-40 11-41 11-42 11-43 11-44 11-45 11-46 11-47 11-48 11-49 11-50 11-51 11-52 11-53 11-54 11-55 11-56 11-57 11-58 11-59 11-60 11-61 11-62 11-63 11-64 11-65 11-66 11-67 11-68 11-69

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This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-14

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5 Page 12-23. . . . 12-24. . . . INX-1. . . . INX-2. . . . INX-3. . . . INX-4. . . . INX-5. . . . INX-6. . . . INX-7. . . . INX-8. . . . INX-9. . . . INX-10. . . INX-11. . . INX-12. . . INX-13. . . INX-14. . . INX-15. . . INX-16. . . INX-17. . . INX-18. . . INX-19. . . INX-20. . . INX-21. . . INX-22. . . INX-23. . . INX-24. . . INX-25. . . INX-26. . .

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Page

Revision/Dated

2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008 2008

FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-15

ERJ-170 Pilot Operating Handbook List of Effective Pages Volume 5

This Page Intentionally Left Blank

FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV. 8, 15 SEP 2008

LEP-16

ERJ-170 Pilot Operating Handbook Table of Contents Volume 5

Table of Contents Highlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HGH-1 Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . ROR-1 Operations Bulletin Summary Record. . . . . . . . . . . OBS-1 Manual Revision Status . . . . . . . . . . . . . . . . . . . . . . RST-1 Listing of Effective Pages. . . . . . . . . . . . . . . . . . . . . LEP-1 Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . TOC-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO-1 Chapter 1 Section 1.

General Policies General Statement ...................................................... 1-1

Section 2. A. B. C. D. E. F.

Checklist Philosophy Normal Procedures Flightdeck Checklist ................................................... 1-3 Philosophy ................................................................................. 1-3 Design ........................................................................................ 1-3 Content ...................................................................................... 1-4 Challenge and Response Concept.............................................. 1-4 Checklist Format - Normal Checklists ........................................ 1-5 Procedures ................................................................................. 1-5

Section 3. Non-Normal Checklist Philosophy ............................ 1-10 A. Policy ....................................................................................... 1-10 B. Non-Normal Checklists ............................................................. 1-11 C. Design ...................................................................................... 1-11 D. PF/PM ...................................................................................... 1-14 E. Assumptions............................................................................. 1-14 F. Challenge-Response-Response Concept ................................. 1-15 G. Procedures ............................................................................... 1-17 H. Formats .................................................................................... 1-19 Section 4. Automation Procedures ............................................ 1-23 A. Primary Task ............................................................................ 1-23 B. Transfer of Controls.................................................................. 1-23 C. Automation ............................................................................... 1-23 D. Policy ....................................................................................... 1-24 E. Procedure ................................................................................ 1-24 F. Automation Workload Tasks ..................................................... 1-24 G. Recommended Automation Usage ........................................... 1-25 H. Manipulation of Landing Gear and Flap Controls ...................... 1-25

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TOC-1

ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 I. J. K. L. M.

Flight Spoiler and Thrust Usage................................................ 1-25 Autothrottle Usage .................................................................... 1-25 Changing AFCS/PFD Altitude ................................................... 1-26 Altitude Callouts ....................................................................... 1-26 Flight Crewmembers at Their Stations ...................................... 1-27

Section 5.

Callout Philosophy.................................................... 1-27

Section 6. Recommended Use of Autopilot ............................... 1-27 A. After Takeoff ............................................................................. 1-27 Section 7. VNAV ......................................................................... 1-27 A. General Operating Procedures ................................................. 1-27 Section 8. Definition of Terms ................................................... 1-28 A. Checklist................................................................................... 1-28 B. Expanded Checklist .................................................................. 1-28 C. Recommended Flows ............................................................... 1-28 D. Procedures ............................................................................... 1-28 E. Special Advisories .................................................................... 1-28 F. Push Button Terminology.......................................................... 1-28 G. Dark and Quiet Flight Deck ....................................................... 1-29 H. Preferred Profiles...................................................................... 1-30 I. Firewall Thrust .......................................................................... 1-31 J. Maximum Thrust ....................................................................... 1-31

Chapter 2

Limitations

Section 1. Type of Aircraft Operation .......................................... 2-1 A. Foreword .................................................................................... 2-1 B. Certification Status ..................................................................... 2-1 C. Types of Operations ................................................................... 2-1 Section 2. Weight Limits .............................................................. 2-2 A. Takeoff Weight ........................................................................... 2-2 B. Landing Weight........................................................................... 2-2 C. Additional Weight Penalties (C) .................................................. 2-2 D. Certificated Weight Limits ERJ-170............................................. 2-3 E. Certificated Weight Limits ERJ-175............................................. 2-3 Section 3. Operations .................................................................. 2-4 A. Operational Limits.......................................................................2-4 B. Center-of-Gravity (CG) Envelope ................................................ 2-5 C. Operational Envelope ................................................................. 2-7 D. ALTIMETERS MISCOMPARE TOLERANCES ............................2-8 E. Autopilot Source ......................................................................... 2-9

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TOC-2

ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 4. Speed Limits ............................................................. 2-10 A. Airspeed and Mach Number Limits ........................................... 2-10 B. Minimum Control Speed............................................................ 2-10 C. Minimum Operating Limit Speed ...............................................2-11 D. Maximum Flap Operating Speeds - VFE ................................... 2-11 E. Design Maneuvering Speed - VA .............................................. 2-11 F. Maximum Operating Speed.......................................................2-12 G. Maneuvering Speed (VA)- ERJ-170 ........................................ 2-13 H. Maneuvering Speed (VA) ERJ-175 .......................................... 2-14 Section 5. Ice and Rain Protection ............................................. 2-15 A. General .................................................................................... 2-15 B. Definition of Icing Conditions .................................................... 2-15 C. Engine and Wing Anti-Ice System Operations ........................... 2-15 Section 6. Fuel ........................................................................... 2-16 A. Fuel Quantity Chart ..................................................................2-16 B. Approved Fuels ........................................................................ 2-16 C. Fuel Tank Temperature ............................................................ 2-16 D. Fuel Imbalance ......................................................................... 2-16 E. Crossfeed Operations ............................................................... 2-16 Section 7. Pneumatics, Air Conditioning, & Pressurization ....... 2-17 A. Pressurization Chart ................................................................. 2-17 B. Air Conditioning ........................................................................ 2-17 Section 8. Hydraulics, Brakes, & Landing Gear ......................... 2-17 A. Brakes ...................................................................................... 2-17 B. Landing Gear Retraction ........................................................... 2-17 Section 9. Flight Controls .......................................................... 2-17 A. Flaps ........................................................................................ 2-17 B. Thrust Reversers (C) ................................................................ 2-18 Section 10. Instrument, Navigation, and Communications .......... 2-18 A. Navigation ................................................................................ 2-18 B. Enhanced Ground Proximity Warning (EGPWS) .......................2-18 C. Traffic Alert And Collision Avoidance (TCAS)............................2-18 D. VNAV ....................................................................................... 2-19 E. LOC Backcourse....................................................................... 2-19 F. ILS Procedures ......................................................................... 2-19 Section 11.

Auto Flight Control System ....................................... 2-20

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TOC-3

ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 12. Power Plant ............................................................... 2-21 A. Type ......................................................................................... 2-21 B. Engine Operational Limits ..................................................... 2-21 C. EICAS Engine Limit Display Markings (C) ................................. 2-22 D. Engine Thrust ........................................................................... 2-22 E. Engine Starter Duty Cycle Limits .............................................. 2-23 F. Engine Starter Dry Motoring Duty Cycle Limits ......................... 2-23 G. AFM Compliance for Reduced Thrust Takeoff........................... 2-23 Section 13. APU Limits ................................................................ 2-24 A. Type ......................................................................................... 2-24 B. Operational Limits..................................................................... 2-24 C. Starter Duty Cycle .................................................................... 2-24 Section 14. Inertial Reference System (IRS) ................................ 2-25 A. Maximum Latitude for Stationary Alignment: ............................. 2-25 B. Time to Stationary Alignment Completion: ................................ 2-25 Section 15. Ozone Concentration ................................................ 2-26 A. North America - Maximum Ozone Criteria ................................. 2-27 B. North America - TWA Ozone Criteria ........................................ 2-28 Section 16.

Noise Levels ............................................................. 2-29

Section 17.

Simultaneous Failure of All Three MAUs .................. 2-30

Section 18.

Domestic Reduced Vertical Separation Minimum (DRVSM) Minimum Equipment Required ................... 2-31

Chapter 3 Section 1.

Normal Checklists Normal Procedures Flightdeck Checklist Page 1 ........ 3-1

Section 2. ERJ-170 Jumpseat Briefing ........................................ 3-3 A. Jammed Door Emergency Egress ...............................................3-3 B. Pilot/Copilot/Observer Oxygen Mask........................................... 3-4 C. Observer Seat ............................................................................ 3-5 D. Cockpit Window Emergency Exit ................................................ 3-6 Section 3.

Change Bars on Checklists ......................................... 3-7

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TOC-4

ERJ-170 Pilot Operating Handbook Table of Contents Volume 5

Chapter 4

Normal Procedures

Section 1. Interior Flight Deck Inspection ................................... 4-1 A. General ...................................................................................... 4-1 B. Flow Pattern ............................................................................... 4-1 C. Logbook and Manuals - Checked ............................................... 4-1 D. Doorway..................................................................................... 4-2 E. Captain’s Side ............................................................................ 4-2 F. First Officer’s Side...................................................................... 4-2 G. Aft Control Pedestal ................................................................... 4-2 H. Observer Seat ............................................................................ 4-2 Section 2. Safety & Power On Checklist ...................................... 4-3 A. General ...................................................................................... 4-3 B. Flow Patterns ............................................................................. 4-3 C. Expanded Checklist.. ................................................................. 4-3 Section 3. Establishing Electrical Power/Air Conditioning ......... 4-5 A. General ...................................................................................... 4-5 B. Electrical .................................................................................... 4-5 C. Ground Power ............................................................................ 4-5 D. APU ........................................................................................... 4-5 E. Fly By Wire Power Up Built-In Test (PBIT) ................................. 4-6 F. Air Conditioning.......................................................................... 4-7 Section 4. Exterior Inspection ..................................................... 4-8 A. General ...................................................................................... 4-8 B. Conditions/Discrepancies ........................................................... 4-8 C. Procedures ................................................................................ 4-9 D. TSA Security Inspection - First Flight of the Day ........................ 4-9 E. Flow Pattern ............................................................................. 4-10 Section 5. Exterior Walkaround ..................................................4-15 A. General .................................................................................... 4-15 B. Conditions/Discrepancies ......................................................... 4-15 Section 6. Interior Cabin Inspection ...........................................4-16 A. General .................................................................................... 4-16 B. Flow Pattern ............................................................................. 4-16 C. Forward Lavatory ..................................................................... 4-16 D. Forward Galley......................................................................... 4-16 E. Forward Flight Attendant Control Panel .................................... 4-16 F. Forward Wardrobe Compartment ............................................. 4-16 G. Forward Flight Attendant Jumpseat .......................................... 4-16 H. Forward Left Overhead Compartment ...................................... 4-16

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 I. J. K. L. M. N. O. P.

Aft Lavatory .............................................................................. 4-17 Aft Left Overhead Bin ............................................................... 4-17 Aft Left Doghouse ..................................................................... 4-17 Aft Right Doghouse................................................................... 4-17 Aft Bulkhead (Left and Right) .................................................... 4-17 Aft Flight Attendant Jumpseat ................................................... 4-17 Aft Flight Attendant Control Panel ............................................. 4-17 Aft Lavatory .............................................................................. 4-17

Section 7. Originating/Receiving Checklist ............................... 4-18 A. General .................................................................................... 4-18 B. Who.......................................................................................... 4-18 C. When ........................................................................................ 4-18 D. Captain’s Flow Pattern.............................................................. 4-19 E. Captain’s Abbreviated Flow ...................................................... 4-20 F. Captain’s Expanded Flow - Panel Prep Flow Items: .................. 4-22 G. First Officer’s Flow Pattern ....................................................... 4-32 H. First Officer’s Abbreviated Flow ................................................ 4-33 I. First Officer’s Expanded Flow ................................................... 4-33 Section 8.

Originating/Receiving Checklist ............................... 4-35

Section 9. Before Start Checklist (To the Line) ......................... 4-36 A. General .................................................................................... 4-36 B. Captain’s Flow Pattern.............................................................. 4-36 C. Captain’s Abbreviated Flow ...................................................... 4-37 D. Captain’s Expanded Flow ......................................................... 4-37 E. First Officer’s Flow Pattern ....................................................... 4-41 F. First Officer’s Abbreviated Flow ................................................ 4-42 G. First Officer’s Expanded Flow ................................................... 4-42 H. Before Start Checklist (To the Line) .......................................... 4-44 I. Departure Review ..................................................................... 4-45 Section 10. RNAV Pre-Flight Procedures ..................................... 4-46 A. Pre-flight Planning .................................................................... 4-46 B. General Operating Procedures ................................................. 4-46 C. Contingency Procedures........................................................... 4-47 Section 11. Weight & Balance (W & B) ......................................... 4-48 A. Captain’s Expanded Flow ......................................................... 4-48 B. First Officer’s Expanded Flow ................................................... 4-49

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 12. Before Start Checklist (Below the Line).....................4-50 A. Captain’s Flow Pattern ............................................................. 4-50 B. Captain’s Abbreviated Flow ...................................................... 4-51 C. Captain’s Expanded Flow ......................................................... 4-51 D. First Officer’s Flow Pattern ....................................................... 4-52 E. First Officer’s Abbreviated Flow................................................ 4-53 F. First Officer’s Expanded Flow................................................... 4-53 G. Before Start Checklist (Below the Line) .................................... 4-53 Section 13. Pushback/Powerback Procedures .............................4-54 A. Pushback ................................................................................. 4-54 B. Powerback ............................................................................... 4-54 Section 14. Engine Start Procedure .............................................4-55 A. General .................................................................................... 4-55 B. Procedure ................................................................................ 4-55 C. Stable Engine Indications ......................................................... 4-55 D. Aborted Engine Start ................................................................ 4-55 E. Delayed Engine Start Procedure .............................................. 4-56 F. Engine Warm-up ...................................................................... 4-56 G. Extended Ground Delay ........................................................... 4-56 Section 15. Alternate Engine Start Methods .................................4-57 A. Engine Crossbleed Start On Ground ........................................ 4-57 B. Engine Ground Pneumatic Start ............................................... 4-57 C. Manual Starter Valve Operation Engine Start ........................... 4-58 Section 16. After Start Checklist ..................................................4-59 A. General .................................................................................... 4-59 B. Captain’s Flow Pattern ............................................................. 4-59 C. Captain’s Abbreviated Flow ...................................................... 4-60 D. Captain’s Expanded Flow ......................................................... 4-60 E. First Officer’s Flow Pattern ....................................................... 4-62 F. First Officer’s Abbreviated Flow................................................ 4-63 G. First Officer’s Expanded Flow................................................... 4-63 H. After Start Checklist ................................................................. 4-65 Section 17. Taxi Procedures .........................................................4-66 A. Thrust Management ................................................................. 4-66 B. Speed ...................................................................................... 4-66 C. Aircraft Movement .................................................................... 4-66 D. Nosewheel/Rudder Pedal Steering ........................................... 4-67 E. Brakes ..................................................................................... 4-67 F. Primary Task ............................................................................ 4-67 G. Single Engine Taxi ................................................................... 4-67

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 H. I. J. K. L.

General Guidelines for Single Engine Taxi................................ 4-68 Specific Procedures for Single Engine Taxi .............................. 4-68 Delayed Engine Start ................................................................ 4-69 Turning Radius - ERJ-170 ........................................................ 4-70 Turning Radius - ERJ-175 ........................................................ 4-71

Section 18. Taxi Checklist ........................................................... 4-72 A. General .................................................................................... 4-72 B. Captain’s Flow Pattern.............................................................. 4-72 C. Captain’s Abbreviated Flow ...................................................... 4-73 D. Captain’s Expanded Flow ......................................................... 4-73 E. First Officer’s Flow Pattern ....................................................... 4-74 F. First Officer’s Abbreviated Flow ................................................ 4-75 G. First Officer’s Expanded Flow ................................................... 4-75 H. Takeoff Briefing ........................................................................ 4-76 I. Taxi Checklist ........................................................................... 4-77 Section 19. Before Takeoff Checklist .......................................... 4-78 A. Captain’s Flow Pattern.............................................................. 4-78 B. Captain’s Abbreviated Flow ...................................................... 4-79 C. Captain’s Expanded Flow ......................................................... 4-79 D. First Officer’s Flow Pattern ....................................................... 4-80 E. First Officer’s Abbreviated Flow ................................................ 4-81 F. First Officer’s Expanded Flow ................................................... 4-81 G. Before Takeoff Checklist ........................................................... 4-82 Section 20. FLEX Takeoff............................................................. 4-83 A. Procedures ............................................................................... 4-83 Section 21. Normal Takeoff.......................................................... 4-84 A. Setting Takeoff Thrust .............................................................. 4-84 B. Initial Steering .......................................................................... 4-84 C. Aft Center-of-Gravity Effects ..................................................... 4-84 Section 22. Other Takeoff Types ................................................. 4-85 A. Rolling ...................................................................................... 4-85 B. Maximum Performance ............................................................. 4-85 C. Crosswind................................................................................. 4-85 D. Flaps 1, 2, and 4 Takeoff .......................................................... 4-85 Section 23. Rotation & Lift-Off..................................................... 4-86 A. At V1 ........................................................................................ 4-86 B. Rotation and Liftoff ................................................................... 4-86 C. Initial Climb............................................................................... 4-86 D. Clean-Up and Acceleration ....................................................... 4-87 E. Flap Retraction Speed Schedule............................................... 4-87 F. Slat/Flap Retraction Complete .................................................. 4-87

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 24.

Normal Takeoff Profile .............................................. 4-88

Section 25.

Normal Takeoff Actions & Callouts ........................... 4-89

Section 26. Climb Speed and Angle ............................................. 4-92 A. Climb Speed Determination ...................................................... 4-92 B. VNAV ....................................................................................... 4-92 C. Climb Speed Schedule ............................................................. 4-93 D. Climb Thrust ............................................................................. 4-93 E. Maximum Angle Climb.............................................................. 4-93 F. Fuel Utilization Program ........................................................... 4-93 Section 27. After Takeoff Checklist ............................................. 4-94 A. General .................................................................................... 4-94 B. PF’s Flow Pattern ..................................................................... 4-94 C. PF’s Abbreviated Flow.............................................................. 4-94 D. PF’s Expanded Flow................................................................. 4-94 E. PM’s After Takeoff Flow Pattern ............................................... 4-95 F. PM’s Abbreviated Flow ............................................................. 4-96 G. PM’s Expanded Flow ................................................................ 4-96 H. EICAS ..................................................................................... 4-96 I. APU ......................................................................................... 4-96 J. After Takeoff Checklist ............................................................. 4-96 Section 28. Passing 10,000 feet MSL ........................................... 4-97 A. General .................................................................................... 4-97 B. PF’s Flow Pattern ..................................................................... 4-97 C. PF’s Abbreviated Flow.............................................................. 4-97 D. PF’s Expanded Flow................................................................. 4-97 E. PM’s Flow Pattern .................................................................... 4-98 F. PM’s Abbreviated Flow ............................................................. 4-99 G. PM’s Expanded Flow After the Call Out .................................... 4-99 Section 29. Climbing Through Transition Altitude .....................4-100 A. General .................................................................................. 4-100 B. PF’s and PM Flow Pattern ...................................................... 4-100 C. PF’s Abbreviated Flows .......................................................... 4-101 D. PF’s Expanded Flows ............................................................. 4-101 E. PM’s Abbreviated Flows ......................................................... 4-101 F. PM’s Expanded Flows ............................................................ 4-101 Section 30. Cruise ......................................................................4-102 A. VNAV ..................................................................................... 4-102 B. Fuel Calculations.................................................................... 4-102

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 31. Descent ....................................................................4-103 A. Schedule ............................................................................ 4-103 B. VNAV ..................................................................................... 4-103 C. Rate ....................................................................................... 4-104 D. Descent Ratio ......................................................................... 4-104 E. Factors ................................................................................... 4-104 F. Configuration .......................................................................... 4-105 G. Flight Spoiler and Thrust Usage.............................................. 4-105 H. Planning ................................................................................. 4-105 Section 32. Descent Flow and Checklist .....................................4-106 A. General .................................................................................. 4-106 B. PF’s Descent Flow Pattern at FL 180 ...................................... 4-107 C. PF’s Abbreviated Flow ............................................................ 4-108 D. PF’s Expanded Flow ............................................................... 4-108 E. PM’s Descent Flow Pattern Above FL 180 .............................. 4-109 F. PM’s Descent Flow Pattern Below FL 180 .............................. 4-110 G. PM’s Abbreviated Flow ........................................................... 4-111 H. PM’s Expanded Flow .............................................................. 4-111 I. Landing Speeds...................................................................... 4-112 J. Descent Checklist ................................................................... 4-116 K. Approach Briefing ................................................................... 4-116 Section 33. Descending Through 10,000 feet MSL ......................4-119 A. General .................................................................................. 4-119 B. PF’s Flow Pattern ................................................................... 4-119 C. PF’s Abbreviated Flow ............................................................ 4-119 D. PF’s Expanded Flow ............................................................... 4-119 E. PM’s Descending Through 10,000 Feet Flow Pattern.............. 4-120 F. PM’s Abbreviated Flow ........................................................... 4-121 G. PM’s Expanded Flow .............................................................. 4-121 Section 34.

Holding ....................................................................4-122

Section 35. Stabilized Approach ................................................4-123 A. Definition and Parameters for Stabilized Approaches.............. 4-123 B. Minimum Stabilized Approach Heights .................................... 4-123 Section 36. Visual Approach.......................................................4-124 A. Normal Visual Approach Procedures ...................................... 4-124 B. Initial Approach....................................................................... 4-124 C. Base Leg ................................................................................ 4-124 D. On Final.................................................................................. 4-125 E. Landing Approach Path .......................................................... 4-125 F. Visual Approach Profile .......................................................... 4-126

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 G. H. I. J. K.

Normal Visual Approach Actions and Callouts ........................ 4-127 Position Orientation & Energy Management ........................... 4-127 Three to One Descent Profile ................................................. 4-129 Energy Management Factors ................................................. 4-129 Flap Settings .......................................................................... 4-129

Section 37. Instrument Procedures ............................................ 4-130 A. General .................................................................................. 4-130 B. Planning ................................................................................. 4-131 C. Aircraft Approach Category .................................................... 4-131 D. Contact Approaches ............................................................... 4-131 E. Determining Decision Altitude/Height ..................................... 4-131 F. Side-Step Maneuver............................................................... 4-131 G. ILS (CAT I) ............................................................................. 4-132 H. LDA (Precision) ...................................................................... 4-132 I. Automation............................................................................. 4-133 J. Alternate ILS Configuration .................................................... 4-135 K. ILS CAT I Actions and Callouts .............................................. 4-136 L. Precision Approach Profile ..................................................... 4-139 Section 38. ILS PRM Approach ................................................... 4-140 A. Procedures ............................................................................ 4-140 Section 39. Non-Precision Procedures ....................................... 4-141 A. General .................................................................................. 4-141 B. Setting Minimums................................................................... 4-141 C. Descent Profile....................................................................... 4-141 D. Calculated VDP ...................................................................... 4-142 E. Target Vertical Speed ............................................................ 4-143 F. MDA to Landing ..................................................................... 4-143 G. Non-Precision Actions and Callouts ....................................... 4-144 H. Non-Precision Profile ............................................................. 4-147 I. Circling Approaches ............................................................... 4-148 Section 40. RNAV Approach ....................................................... 4-151 A. General .................................................................................. 4-151 B. Jeppesen Approach Plate Terminology .................................. 4-151 C. LNAV/VNAV Approaches ....................................................... 4-151 D. Required Navigational Performance (RNP) ............................ 4-152 E. Discontinuing the Approach.................................................... 4-153 Section 41. Landing Callout ....................................................... 4-153 A. For CAT I ILS, RNAV, and Visual Approaches ....................... 4-153 B. Prior to the “Landing” Callout ................................................. 4-153 C. After the “Landing” Callout ..................................................... 4-153

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 42. Landing Checklist ....................................................4-154 A. General .................................................................................. 4-154 B. PF’s Flow Pattern ................................................................... 4-154 C. PF’s Abbreviated Flow ............................................................ 4-154 D. PF’s Expanded Flow ............................................................... 4-154 E. PM’s Landing Checklist Flow Pattern ...................................... 4-155 F. PM’s Abbreviated Flow ........................................................... 4-156 G. PM’s Expanded Landing Flow ................................................. 4-156 H. Landing Checklist ................................................................... 4-157 Section 43. Go Around................................................................4-158 A. Preparation ............................................................................. 4-158 B. Manual vs. Automatic Go Around Procedures ......................... 4-158 C. TOGA Switch. ......................................................................... 4-158 D. Thrust And Configuration Requirements. ................................ 4-158 E. Go Around Maneuver.............................................................. 4-159 F. Go Around Actions And Callouts ............................................. 4-161 Section 44. Missed Approach Point ............................................4-163 A. ILS CAT I................................................................................ 4-163 Section 45. ILS/PRM Breakouts ..................................................4-163 A. Conflicting Controller/RA Guidance......................................... 4-163 B. ILS/PRM Breakouts Actions and Callouts ............................... 4-163 Section 46. Normal Landing........................................................4-165 A. Vertical Guidance ................................................................... 4-165 B. Thrust ..................................................................................... 4-165 C. Flare ....................................................................................... 4-165 D. Touchdown ............................................................................. 4-166 E. Ground Spoilers...................................................................... 4-166 F. Nosewheel & Rudder Inputs after Touchdown ........................ 4-166 G. Reverse Thrust ....................................................................... 4-167 H. Braking ................................................................................... 4-168 I. Landing Actions and Callouts.................................................. 4-169 J. Crosswind Landing ................................................................. 4-170 K. Land And Hold Short Operations (LAHSO) ............................. 4-172 Section 47. Landing Irregularities ..............................................4-180 A. Wing/Engine Strikes During Landing....................................... 4-180 B. Tail Strike During Landing ...................................................... 4-180 C. Bouncing at Touchdown ......................................................... 4-181 Section 48. Rejected Landing .....................................................4-181 A. Rejected Landing Maneuver ................................................... 4-181

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 49. After Landing Checklist ........................................... 4-182 A. Taxi Procedures ..................................................................... 4-182 B. Engine Shutdown after Landing.............................................. 4-182 C. General .................................................................................. 4-182 D. Captain’s After Landing Flow Pattern ..................................... 4-183 E. Captain’s Abbreviated Flow .................................................... 4-184 F. Captain’s Expanded Flow ....................................................... 4-184 G. First Officer’s After Landing Flow Pattern ............................... 4-185 H. First Officer’s Abbreviated Flow.............................................. 4-186 I. First Officer’s Expanded Flow................................................. 4-186 J. After Landing Checklist .......................................................... 4-187 Section 50.

Cockpit Voice Recorder (CVR) Deactivation after a Reportable Event .......................................... 4-188 A. General .................................................................................. 4-188 B. NTSB Reportable Event Checklist .......................................... 4-188

Section 51. Parking Checklist .................................................... 4-189 A. General .................................................................................. 4-189 B. Captain’s Parking Flow Pattern .............................................. 4-189 C. Captain’s Abbreviated Flow .................................................... 4-190 D. Captain’s Expanded Flow ....................................................... 4-190 E. First Officer’s Parking Flow Pattern ........................................ 4-192 Section 52. Securing Checklist .................................................. 4-194 A. General .................................................................................. 4-194 B. Flow ....................................................................................... 4-194 C. Securing Checklist ................................................................. 4-195

Chapter 5. Section 1.

Chapter 6.

Emergency and Abnormal Checklists Quick Reference Handbook ........................................ 5-3

Abnormal Procedures

Section 1. Starting Engines ......................................................... 6-1 A. Engine Start Abort...................................................................... 6-1 B. Hung Start.................................................................................. 6-1 C. Engine Dry Motoring .................................................................. 6-1 Section 2. Takeoff Emergencies .................................................. 6-3 A. Rejected Takeoff - General ........................................................ 6-3 B. Rejected Takeoff Actions & Callouts .......................................... 6-4 C. After a Rejected Takeoff............................................................. 6-4 D. Communications ........................................................................ 6-4

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 E. Rejected Takeoff PA Announcements......................................... 6-4 Section 3. Loss of Thrust At or Above V1 .................................... 6-5 A. General ...................................................................................... 6-5 B. Considerations............................................................................ 6-5 C. Takeoff Performance ..................................................................6-5 D. Engine Failure ............................................................................ 6-6 E. Engine Fire ................................................................................. 6-6 F. Engine Severe Damage .............................................................. 6-7 G. Compressor/Engine Stall ............................................................ 6-8 H. Engine Failure Recognition ....................................................... 6-10 I. Engine Failure Callout .............................................................. 6-10 J. Thrust Requirements ................................................................ 6-10 K. Directional Control Prior to, and During, Liftoff .......................... 6-10 L. Rotation .................................................................................... 6-10 M. Directional Control After Liftoff .................................................. 6-11 N. Initial Climb............................................................................... 6-11 O. Ground Track Consideration ..................................................... 6-11 P. Acceleration and Clean-Up ....................................................... 6-12 Q. Max Continuous Thrust ............................................................. 6-12 R. Follow-Up Actions ..................................................................... 6-12 S. Landing .................................................................................... 6-13 Section 4. Loss of Thrust At or Above V1 Profile ....................... 6-14 A. Loss of Thrust At or Above V1 Actions & Callouts ..................... 6-15 Section 5. Inflight Emergencies ................................................. 6-17 A. EICAS Abnormal or Emergency Crew Coordination - Actions and Callouts ............................................................................ 6-17 B. EICAS Advisory Crew Coordination - Actions and Callouts ....... 6-17 Section 6. Rapid Depressurization / Emergency Descent .......... 6-19 A. General .................................................................................... 6-19 B. Use of Flight Level Change (FLCH) .......................................... 6-19 C. Level off.................................................................................... 6-20 D. Manual Flight ............................................................................ 6-20 Section 7. One Engine Inoperative (OEI) Approaches ............... 6-21 A. General .................................................................................... 6-21 B. One Engine Inoperative (OEI) Visual Approach Procedure ....... 6-21 C. One Engine Inoperative Visual Approach Profile ....................... 6-23 D. One Engine Inoperative (OEI) Precision Approach Procedure ................................................................................ 6-24 E. One Engine Inoperative Precision Approach Profile .................. 6-25 F. One Engine Inoperative (OEI) Non-Precision

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Approach Procedure ................................................................ 6-26 G. One Engine Inoperative Non Precision Profile .......................... 6-27 H. No Slat / Flap Approach Procedure .......................................... 6-28 I. No Slat / Flap Landing.............................................................. 6-29 Section 8. Rejected Landing .......................................................6-31 A. Rejected Landing Maneuver ..................................................... 6-31 Section 9. Engine Failure on Final ..............................................6-33 A. General .................................................................................... 6-33 Section 10. Engine Out Go Around...............................................6-34 A. Engine Out Go Around Maneuver............................................. 6-34 B. Acceleration and Clean-Up....................................................... 6-34 C. Max Continuous Thrust ............................................................ 6-35 D. Engine Out Go Around Actions And Callouts ............................ 6-36 Section 11. EGPWS ......................................................................6-39 A. EGPWS Input Sources ............................................................. 6-39 B. Use of the EGPWS................................................................... 6-39 C. EGPWS Recovery .................................................................... 6-40 D. Other EGPWS Alerts ................................................................ 6-41 Section 12. TCAS ..........................................................................6-42 A. TCAS Procedures .................................................................... 6-42 B. TCAS Warnings ....................................................................... 6-42 Section 13. Wake Turbulence .......................................................6-43 A. Recognition .............................................................................. 6-43 B. Wake Turbulence Recovery Actions and Callouts .................... 6-43 Section 14. Simultaneous Failure of All Three MAUs ...................6-44 A. CASE 1 - MAU'S Failure With Automatic Restore ..................... 6-44 B. CASE 2 - MAU'S Failure With Restore Upon Crew Action ........ 6-46 Section 15. Embraer Operational Bulletins ..................................6-48 A. Introduction .............................................................................. 6-48 B. Steer Fail EICAS Message ....................................................... 6-48 C. Engine Vibration and ENG EXCEEDANCE EICAS Message ....................................................................... 6-49 D. SPDA FAIL EICAS Message .................................................... 6-53

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5

Chapter 7

Weather Operations

Section 1. Contaminated Runway Operations .............................. 7-1 A. General ...................................................................................... 7-1 B. Hydroplaning .............................................................................. 7-1 C. Crosswind Landings ................................................................... 7-2 D. Use of Reverse Thrust ................................................................ 7-2 Section 2. Hot Weather Operations .............................................. 7-3 A. General ...................................................................................... 7-3 B. Taxi ............................................................................................ 7-3 C. Takeoff ....................................................................................... 7-3 D. Landing. .....................................................................................7-4 E. Brake Cooling ............................................................................. 7-4 Section 3. Cold Weather Operations ............................................ 7-5 A. General ...................................................................................... 7-5 B. Ground Operations ..................................................................... 7-5 C. ADSP Warm-Up..........................................................................7-5 D. Hydraulic Systems Warm-Up ...................................................... 7-6 E. Engine Start................................................................................ 7-7 F. Taxi ............................................................................................ 7-7 G. Run-Ups .....................................................................................7-8 H. Takeoff ....................................................................................... 7-8 I. Reject ......................................................................................... 7-9 J. In Flight ...................................................................................... 7-9 K. Landing ...................................................................................... 7-9 L. After Landing ............................................................................ 7-10 M. De/Anti-Icing Tables ................................................................. 7-10 N. PIREPS relating to Airframe Icing ............................................. 7-11 Section 4. Hazardous Weather ................................................... 7-15 A. Clear Air Turbulence (CAT) ...................................................... 7-15 B. Mountain Wave Turbulence ...................................................... 7-15 C. Turbulence and Thunderstorms ................................................ 7-15 D. Severe or Extreme Turbulence Encounter ................................ 7-15 E. Windshear ................................................................................ 7-15 F. Terminal Weather Information for Pilots (TWIP) ........................ 7-16 G. Definitions ................................................................................ 7-16 H. ATC Terminology. ..................................................................... 7-17 I. Ozone....................................................................................... 7-18

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 5. Operation in Turbulence ............................................7-19 A. Airspeeds ................................................................................. 7-19 B. Altitude..................................................................................... 7-19 C. Attitude .................................................................................... 7-20 D. Aircraft Systems ....................................................................... 7-20 E. Secure the Aircraft ................................................................... 7-20 F. Definitions of Turbulence Intensity ........................................... 7-21 Section 6. Windshear ..................................................................7-23 A. General. ................................................................................... 7-23 B. Windshear Flow Chart .............................................................. 7-24 C. Windshear Recognition Techniques ......................................... 7-25 D. Windshear Detection ................................................................ 7-26 E. Windshear Escape Guidance Mode.......................................... 7-27 F. Approach ................................................................................. 7-27 G. Windshear Recognition and Recovery Graphic......................... 7-28 H. Windshear Recovery Maneuver Actions and Callouts............... 7-29 I. Windshear Recovery Techniques ............................................. 7-30 J. Windshear escape maneuver due to EGPWS announcement: .......................................................... 7-30 K. Windshear escape maneuver without EGPWS announcement: .......................................................... 7-30 L. Table 1: Causes Of Windshear................................................. 7-31 M. Table 2: Danger Signals of Dry Microbursts ............................. 7-31 N. Microburst Guidelines/Windshear Probability ........................... 7-33 O. Table 4: Microburst Guidelines/Windshear Probability .............. 7-34 Section 7. Thunderstorms ..........................................................7-35 A. Use of Weather Radar.............................................................. 7-35 B. Lightning Strike ........................................................................ 7-35 Section 8. Volcanic Ash ..............................................................7-41 A. General .................................................................................... 7-41 B. On Ground Operations ............................................................. 7-42 C. In Flight Operations ................................................................ 7-43

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5

Chapter 8

Training Maneuvers

Section 1. General Training Procedures ...................................... 8-1 A. Minimum Altitude to conduct training maneuvers: ....................... 8-1 Section 2. Steep Turns................................................................. 8-2 A. Objective .................................................................................... 8-2 B. Configuration .............................................................................. 8-2 Section 3. Stalls ........................................................................... 8-3 A. General ...................................................................................... 8-3 B. Lateral and Directional Control ................................................... 8-3 C. Effect of Flaps ............................................................................ 8-3 D. Effect of Flight Spoilers ...............................................................8-3 E. Approaches to Stalls ................................................................... 8-3 F. Stall Training .............................................................................. 8-3 G. Entry........................................................................................... 8-4 H. Stall Recovery Actions and Callouts ........................................... 8-5 Section 4. Unusual Attitudes/Upsets ........................................... 8-6 A. Nose High Recognition ...............................................................8-6 B. Nose High Recovery Actions and Callouts .................................. 8-6 C. Nose Low Recognition ................................................................ 8-7 D. Nose Low Recovery Actions and Callouts ................................... 8-7 Section 5. Flight Training Acceptable Performance .................... 8-8 A. Steep Turns ................................................................................ 8-8 B. Approach to Stall ........................................................................ 8-8 C. Departure, Enroute, Holding, and Arrival..................................... 8-8 D. Precision Instrument Approaches (ILS) .......................................8-9 E. Nonprecision Instrument Approaches (VOR/NDB/LOC) .............. 8-9 F. Circling Approach ..................................................................... 8-10 G. Missed Approach ...................................................................... 8-10 H. Landing .................................................................................... 8-11 I. Normal, Abnormal, and Emergency Procedures........................ 8-11

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5

Chapter 9

Performance

Section 1. General ....................................................................... 9-1 A. Take-off Limitations 14 CFR 121.189 ......................................... 9-2 B. Enroute Limitations: One Engine Inoperative 14 CFR 121.191 ......................................................................... 9-3 C. Landing Limitations Destination Airports 14 CFR 121.195 ......................................................................... 9-3 D. Landing Limitations Alternate Airport 14 CFR 121.197 ......................................................................... 9-4 E. Aircraft Limitations: Type of Route 14 CFR 121.161 ......................................................................... 9-4 F. Alternate Airport for Departure 14 CFR 121.617 ......................................................................... 9-4 G. Fuel Computations ..................................................................... 9-5 H. Diversions to Airports ................................................................. 9-5 I. Performance Requirements ....................................................... 9-6 Section 2. Performance Definitions ............................................. 9-7 A. Airspeeds ................................................................................... 9-7 B. Determination of Maximum Allowable Takeoff Weight .............. 9-9 C. Thrust Rating for Takeoff.......................................................... 9-10 D. Miscellaneous .......................................................................... 9-10 Section 3. AeroData ....................................................................9-11 A. General .................................................................................... 9-11 Section 4. AeroData Takeoff Reports .........................................9-13 A. General .................................................................................... 9-13 B. Special Engine Failure Takeoff Path & Procedures .................. 9-15 C. Runway Conditions .................................................................. 9-16 D. Ground Vehicle Runway Friction Readings............................... 9-18 E. Takeoff On Wet, Slippery, Or Contaminated Runways ............. 9-18 F. Reduced Thrust Takeoff ........................................................... 9-20 G. Runway Naming Conventions .................................................. 9-21 Section 5. Takeoff Performance .................................................9-23 A. Takeoff Runway Analysis Report.............................................. 9-23 B. Takeoff Report Layout - General .............................................. 9-23 C. Takeoff Data Section................................................................ 9-26 D. Special Engine Failure Procedures .......................................... 9-27 Section 6. Takeoff Report – Max Temp Section ..........................9-28 A. Definitions – Max Temp Section ............................................... 9-28 B. Max Temp Section ................................................................... 9-29 C. Steps For Using The Max Temp Section .................................. 9-29

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 D. Rules For Reading The Max Temp Section ............................... 9-30 Section 7. Takeoff Report – Max WT Section ............................. 9-31 A. General .................................................................................... 9-31 B. Max WT Section ....................................................................... 9-31 C. Steps For Using The Max Wt Section ....................................... 9-31 D. Rules For Reading The Max Wt Section ................................... 9-32 Section 8. Takeoff Report – Single Section ............................... 9-33 A. General .................................................................................... 9-33 B. Single Section Format .............................................................. 9-33 C. Rules For Reading The Single Section ..................................... 9-33 Section 9.

Takeoff Report – Runway Notes ................................ 9-34

Section 10. ACARS TLR ............................................................... 9-34 A. General .................................................................................... 9-34 B. ACARS Runways Section ......................................................... 9-34 C. ACARS Takeoff Performance Section....................................... 9-35 Section 11. Enroute Performance Analysis ................................. 9-36 A. General .................................................................................... 9-36 B. Method 1 .................................................................................. 9-37 C. Method 2 .................................................................................. 9-37 D. Dispatch Airport Suitability ........................................................ 9-39 E. Inflight Airport Suitability ........................................................... 9-39 F. MEL/CDL Penalties .................................................................. 9-40 G. Selection Of Method 1 Or Method 2 .......................................... 9-40 Section 12. Enroute Engine Failure Procedures .......................... 9-41 A. General .................................................................................... 9-41 B. Procedures When Dispatched With Method 1 - Engine Failure Below Single Engine Service Ceiling ............................. 9-41 C. Procedures When Dispatched With Method 1 - Engine Failure At And Above Single Engine Service Ceiling ................ 9-42 D. Procedures When Dispatched With Method 2 - Engine Failure Below Single Engine Service Ceiling ............................. 9-43 E. Procedures When Dispatched With Method 2 - Engine Failure At And Above Single Engine Service Ceiling, But Below Planned Cruise Altitude .................................................. 9-44 F. Procedures When Dispatched With Method 2 - Engine Failure After Reaching Planned Cruise Altitude ........................ 9-45 Section 13. Landing Performance ................................................ 9-46 A. General .................................................................................... 9-46 B. Runway Naming Conventions ................................................... 9-46 C. Landing Report Layout ............................................................. 9-47

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 D. Distance Section ...................................................................... 9-50 Section 14.

Complex Special Procedures .....................................9-51

Section 15. Crosswind Performance ............................................9-52 A. Demonstrated Crosswind ......................................................... 9-52 B. Wind Component Chart ............................................................ 9-52 C. Wind Component Chart .......................................................... 9-53 D. Temperature Conversion Chart ............................................... 9-54 E. Unfactored Landing Distance & Required Landing Distance .................................................................... 9-55 Section 16. AeroData ACARS Performance System .....................9-58 A. System Description .................................................................. 9-58 B. ACARS Applications................................................................. 9-58 C. ACARS MAIN MENU................................................................ 9-60 D. AIR TRAFFIC SERVICES (ATS) MENU ................................... 9-65 E. AERODATA ACARS SCREENS ............................................... 9-68 Section 17. Speed Charts .............................................................9-91 A. Overview .................................................................................. 9-91 Section 18. ERJ-175 Speed Charts and Performance Charts ..... 9-110 A. Overview ................................................................................ 9-110

Chapter 10 Weight and Balance Procedures Section 1.

Weight and Balance Control Policy ...........................10-1

Section 2. Cargo Compartments/Loading ...................................10-3 A. Cargo Compartments Description............................................. 10-3 B. Cargo Door Operations ............................................................ 10-3 C. Cargo Compartment Limits....................................................... 10-6 D. Baggage and Cargo Loading .................................................... 10-6 E. Package size tables ................................................................. 10-6 F. Cargo Nets............................................................................ 10-11 G. Live Animals Transportation ................................................... 10-14 Section 3. Weight & Balance Calculations................................ 10-16 A. General .................................................................................. 10-16 B. Basic Operating Index ........................................................... 10-17 C. Passenger Index .................................................................... 10-17 D. Cargo Index ........................................................................... 10-18 E. Fuel Index .............................................................................. 10-19 F. Forward Closet Index ............................................................. 10-19 G. Observer Index (ACM) ........................................................... 10-19 H. Passenger & Cargo Additions & Removals ............................. 10-19

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 I. J. K. L. M. N. N. O. P.

Final Index (CG) & Fuel Burn Off ............................................ 10-20 Fuel Burn Off .......................................................................... 10-21 Aft Limit & Inflight Movement .................................................. 10-22 Load Planning for the ERJ-175 ............................................... 10-22 Caution Zones ........................................................................ 10-23 See Gee Wheel for ERJ-170 .................................................. 10-24 See Gee Wheel for Interchange Aircraft.................................. 10-25 See Gee Wheel for ERJ-175 ................................................... 10-26 Weight Tables for ERJ-170 ..................................................... 10-27

Section 4. Weights & Indexes ...................................................10-28 A. Flight Crew and Flight Attendant Weight/Index ....................... 10-28 B. Observer Weight Index ........................................................... 10-28 C. Passenger Weight Index ......................................................... 10-28 D. Child Count............................................................................. 10-29 E. Baggage Weight/Index............................................................ 10-29 F. Completing the Shuttle America Airlines W&B Load Manifest ................................................................ 10-30 G. Load Manifest Instructions ...................................................... 10-31 H. Sample Load Manifest ............................................................ 10-36

Chapter 11 Equipment and Systems Section 1.

Minimum Equipment List / Non-Essential Equipment and Furnishings/ Configuration Deviation List (MEL/NEF/CDL) ........................................................ 11-1 A. General .................................................................................... 11-1 B. Discrepancies After Departure .................................................. 11-2 C. Distribution ............................................................................... 11-2

Section 2. Emergency Equipment .............................................. 11-3 A. General .................................................................................... 11-3 B. Description & Operation............................................................ 11-3 C. Flightdeck Escape Rope ........................................................... 11-4 D. Cabin Seating ........................................................................... 11-5 E. Emergency Equipment Location - ERJ-170 ............................... 11-6 F. Emergency Equipment Location: Interchange Aircraft 76 Seats ...................................................................... 11-9 G. Emergency Equipment Location - ERJ-175 ............................. 11-10 H. Emergency Lighting System ................................................... 11-11 I. Floor Proximity Emergency Escape Path Lighting System ...... 11-13 J. ERJ-170 Phase II Flightdeck Door .......................................... 11-15 K. Normal Procedures ................................................................. 11-17

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 L. M. N. O. P.

Emergency Flightdeck Entry ...................................................11-18 Cockpit Door ...........................................................................11-19 Emergency Exits .....................................................................11-24 Crash, Fire and Rescue Information........................................11-33 Closed Door Indications ..........................................................11-34

Section 3. ADSP Heater ............................................................ 11-35 A. System Description .................................................................11-35 Section 4.

FMS ......................................................................... 11-35

Section 5. EPIC Load 17.5 Differences ..................................... 11-36 A. Overview.................................................................................11-36 Section 6. SPDA 9.2 Upgrade Differences ................................ 11-38 A. Overview.................................................................................11-38 Section 7. FADEC 5.2 Upgrade Differences .............................. 11-39 A. Overview.................................................................................11-39 Section 8.

Load 17.2 Ops Procedure - Bleed 1 (2) Overpress ................................................................ 11-40 A. Overview.................................................................................11-40

Section 9. LOAD 19.3 DIFFERENCES ..................................... 11-41 A. New EICAS Message..............................................................11-41 B. Reduction of Spurious EICAS Messages ................................11-41 C. Weather Radar .......................................................................11-41 D. Cruise Altitude ........................................................................11-41 E. VNAV Glide Path ....................................................................11-42 F. Vertical Display Improvements ................................................11-42 G. AMS Synoptic Page ................................................................11-42 H. RTE Page ...............................................................................11-42 I. Abeam Waypoints and Altitude Constraints.............................11-42 J. Airspace Model Improvement..................................................11-42 K. Autothrottles ...........................................................................11-42 L. AP FAIL CAUTION EICAS Message .......................................11-43 M. FLCH ......................................................................................11-43 N. Vertical Speed ........................................................................11-43 O. Electronic Checklists...............................................................11-43 P. NAV Radio Tuning Changes ...................................................11-43 Q. Takeoff and Landing Pages Changed .....................................11-44 R. Optimum V2 ............................................................................11-45 S. FGCS Priority Switching Modifications ....................................11-45

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ERJ-170 Pilot Operating Handbook Table of Contents Volume 5 Section 10. Load 19 RNAV/GPS Approaches ..............................11-45 A. General .................................................................................. 11-45 B. Jeppesen Approach Plate Terminology ................................... 11-45 C. RNAV Approaches.................................................................. 11-46 D. Missed Approach Procedures ................................................. 11-47 E. Required Navigational Performance (RNP) ............................. 11-47 F. Discontinuing the Approach .................................................... 11-47 G. Automation ............................................................................. 11-48 H. Alternate RNAV/GPS Configuration ........................................ 11-48 I. RNAV GPS Approach Actions and Callouts ............................ 11-50 Section 11.

EPIC Load 21.2 Differences .....................................11-53

Section 12. Electronic Flight Bag - EFB .....................................11-56 A. General .................................................................................. 11-56 B. Crewmember Login ................................................................ 11-57 C. Main Menu.............................................................................. 11-58 D. Revision Status Menu ............................................................. 11-61 E. Charts..................................................................................... 11-64 F. Terminal Procedure Plate Display ........................................... 11-68 G. Enroute Chart Display............................................................. 11-70 H. Takeoff Minimums .................................................................. 11-75 I. Updating Chart Data ............................................................... 11-76 J. Memo ..................................................................................... 11-77 K. Manuals.................................................................................. 11-77 L. Abnormal EFB Operations ...................................................... 11-79 M. Aircraft Dispatch with an Abnormal EFB ................................. 11-81

Chapter 12 Abbreviations and Acronyms

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ERJ-170 Pilot Operating Handbook Introduction

Volume 5

Introduction Shuttle America operates the Embraer ERJ-170-LR model. Throughout this manual, the aircraft is designated ERJ-170. This title applies to all makes and models of the ERJ-170 in the Shuttle America fleet unless specified differently. The information contained in this publication represents the ERJ-170 Pilot Operating Handbook (ERJ-170 POH) for Shuttle America and replaces the aircraft manufacturer’s Airplane Flight Manual (AFM) in accordance with 14 CFR 121.141(b). The Airplane Operators Manual (AOM), which contains detailed system information, will be retained in each aircraft under a separate cover.

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ERJ-170 Pilot Operating Handbook Introduction

Volume 5

A. Overview of ERJ-170 Pilot Operating Handbook (ERJ-170 POH), Volume 5 Chapter 1 - General Outlays a brief discussion of various aspects of the ERJ-170 POH. Topics include checklist philosophy, crew coordination, flight automation and definition of terms. Chapter 2 - Limitations Contains FAA, Shuttle America, and Manufacturer imposed airplane and systems limitations. Chapter 3 – Normal Checklists Lists all items for each normal checklist from preflight inspection to the terminating check. These checklists will also serve as a backup to those carried separately onboard the aircraft. Chapter 4 - Normal Procedures Presents a logical sequence of events from preflight to post flight. Sections include expanded checklists, recommended flows, actions, callouts and flight profiles. Details are also provided on the use of automation, briefings and crew coordination. Chapter 5 – Emergency & Abnormal Checklists Includes an alphabetical index of EICAS messages and Emergency and Abnormal Procedures. This chapter is identical to the Quick Reference Handbook (QRH) in the aircraft and will be referred to in case the onboard checklist is missing or damaged. Chapter 6 - Abnormal Procedures Outlines the procedures, flight profiles and crew coordination to be followed under abnormal conditions. This chapter will be a main focus during initial and recurrent training.

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ERJ-170 Pilot Operating Handbook Introduction

Volume 5 Chapter 7 – Weather Operations Outlines procedures, guidelines and considerations for cold weather operations, turbulence, windshear, and thunderstorms. Chapter 8 – Training Maneuvers Explains the maneuvers required during initial and recurrent training and check flights as well as the applicable performance standards. Chapter 9 – Performance Explains the use of data provided by Aircraft Performance Group (APG) as well as information derived from the FAA approved Embraer AFM. Takeoff and landing speed cards are also provided as a backup to those carried separately onboard the aircraft. Chapter 10 – Weight and Balance Explains the use of the SeeGeeTM Wheel and methods of calculation. Chapter 11 – Equipment and Systems Contains a brief explanation of the MEL, which is kept in a separate binder in each aircraft. Includes a section on the ERJ-170 emergency equipment and basic ACARS functions. Chapter 12 – Abbreviations and Acronyms Contains alphabetical abbreviations and acronyms listing. Index Alphabetical listing by subject

B. Questions Shuttle America encourages all flight crewmembers to address any questions or concerns regarding this manual to Chief Pilot.

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ERJ-170 Pilot Operating Handbook Introduction

Volume 5

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 1 General Statement Volume 5

Chapter 1 General Policies Section 1

General Statement

The information contained in this publication represents the ERJ170 Pilot Operating Handbook (ERJ-170 POH) for Shuttle America and replaces the aircraft manufacturer’s Airplane Flight Manual (AFM) in accordance with 14 CFR 121.141(b). POH procedures, limitations, and performance information is revised whenever a change to the AFM/AOM is issued by the manufacturer. The Airplane Operators Manual (AOM, VOL II), which contains detailed system information, will be retained in each aircraft under a separate cover. Central to the ERJ-170 POH is the institution of Standard Operating Procedures (SOPs) for the ERJ-170 regional jet fleet. Research has shown that standardized procedures and defined cockpit communications are significant factors in maintaining flight safety. SOPs form the shared mental model that flight crewmembers need to perform their tasks effectively as a team. Promoting team performance also accomplishes the main objective of Crew Resource Management (CRM). Shuttle America is therefore committed to providing SOPs that are clear, comprehensive, and readily available to its flight crewmembers. At the same time, the SOPs presented in this manual aim to reduce as much as possible the operational shortcomings common to human interaction. These may include improper coordination among flight crewmembers, improper coordination between flight and cabin crewmembers, distraction from basic flying skills and misunderstandings.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 1 General Statement Volume 5 The information contained in this publication is based on flight tests, and accumulated airline and flight training experience, and embraces current industry philosophies of aircraft operation. Through strict adherence to the procedures contained in this manual, flight crewmembers will achieve the objectives of Shuttle America which are to place safety, standardization, passenger comfort, schedule reliability and economy in their proper order. On a routine basis, non-standard procedures are unacceptable in a professional cockpit. However, the pilot-in-command has the final authority as to the disposition of the aircraft and may deviate from standard procedures as circumstances warrant.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist A. Philosophy 1. The use of standardized procedures and terminology reduces confusion and promotes crew communication and understanding throughout the flight. The proper use of the Normal Procedures Flightdeck Checklist alleviates unsafe practices, carelessness, and the development of individualized procedures. 2. The Checklist is the flight crew's safety net to help ensure all flows and procedures are accomplished correctly. The checklist can only work effectively if it is accomplished properly. a. Checklists will be used in all phases of flight in accordance with the policies and procedures listed in this section and in the Pilot Handbook, if applicable. b. Checklist policies and procedures will not compromise aircraft operational capabilities for the exclusive purpose of overall fleet standardization. B. Design 1. The Normal Procedures Flightdeck Checklist is designed to be quickly and easily accomplished in a logical time sequence during the flight. Checklist groupings are selected so the items are consistent with established flow patterns and can be quickly accomplished. Normal checklists are used to verify certain critical procedural steps have been accomplished. 2. Do-Verify a. Normal checklists are "Do-Verify". Flow patterns and procedures triggered by operation events are used to complete all required normal actions prior to checklist usage. b. Exceptions: The Safety & Power On Checklist and the Securing Checklist are “Read and Do” Checklists.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 C. Content 1. The Normal Procedures Flightdeck Checklist is a comprehensive checklist made up of twelve individual flight phase checklists: a. Safety & Power On b. Originating/Receiving c. Before Start d. After Start e. Taxi f. Before Takeoff g. After Takeoff h. Descent i. Landing j. After Landing k. Parking l. Securing 2. These checklists contain only those procedural steps which if omitted, have a direct and adverse impact on normal operations. D. Challenge and Response Concept 1. The checklist incorporates the challenge and response concept. a. Challenger 1) The person who reads the checklist and verbally issues the Challenge. 2) The challenger calls aloud (except for those checklists which are accomplished silently) all Challenges and ensures the associated Responses are correct. b. Responder 1) The person who verbally issues the Response. 2) The responder visually verifies each specific switch position or action matches the correct checklist Response.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 E. Checklist Format - Normal Checklists TITLE 1

2

3

Fuel Quantity

Verify

__REQ, __OB

Altimeters

Verify

__.__ Set

[PF]

Complete

Departure Review 4

Doors

Verify

Closed

Before Start Checklist

[FO]

Complete

Normal Procedures Flightdeck Checklist Example 1

The Challenge.

2

Response designator (e.g., Verify, C, FO, PF, or PM) indicating which crewmember(s) is/are responsible for verifying a particular item or action has been accomplished and makes the verbal response.

3

The Response.

4

This symbol indicates “the line” and is placed in the checklist to indicate a break in the sequence. Normally, some action (i.e., pushback, selecting final landing flaps, etc.) must occur before the checklist can proceed.

Note:

When reading the checklist and the next item is the line, the challenger will state “Down to the Line.”

F. Procedures Even though the following guidance clearly delineates crewmember responsibilities, it does not alleviate the first officer from bringing to the captain's attention a checklist or checklist item he feels has been overlooked, improperly accomplished, or delayed too long. 1. When? a. The Checklist Guidance Table indicates when to call for the appropriate checklist. b. Checklist items should be accomplished before calling for the pertinent checklist. The crew should accomplish their specific functions and duties by following established flow patterns. c. A checklist should not be initiated until sufficient time and attention can be devoted to its expeditious completion. REV. 1, 15 MAR 2006

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 2. How? a. The "Checklist Guidance Table" indicates who initiates, reads, and responds to each specific checklist. b. The following general procedures apply: 1) All pilots will be at their duty station while accomplishing the checklists. a) Exception: The Safety & Power ON, and the Securing Checklists. c. Challenger must... 1) Read aloud, except for those checklists which may be accomplished silently, all Challenges from the checklist until its completion. Challenges will not be recited from memory. Note:

If a checklist item has not been completed when challenged, the pilot(s) responding will discuss (if necessary) the item, complete it, and then issue the Response. 2) Ensure the correct Response is verbalized. d. Responder(s) must... 1) Verify the required switch position or action is correct. 2) Verbalize the exact checklist Response.

3. Verify a. The PM reads the whole checklist item including the “Verify” and expected Response. b. The PF will verify that the required action is completed and repeat the Response. c. Example “Verify”. 1. Gear .............................Verify.............. Down, 3 Green PF Maintain aircraft control

PM Read aloud “Gear, verify, down three green

Verify gear is down and three green lights are illuminated Repeat aloud “down three green”

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 4. Specific Responses a. If a component is not installed on the aircraft, the responder will state "Not Installed." b. When blank lines are in the printed response, the responder will state the condition or position of the item (e.g., "29.92,"etc.). 1) Example: PM states "Altimeters, Verify, 29.92"; PF states "29.92" c. Italicized, bracketed "[ ]" items are added for emphasis only, and are not required to be read. d. If a Response is a variable setting, usually denoted by "or", then the appropriate Response is the actual position. 5. Checklist Interruption a. A checklist shall be called for once it is ascertained that the checklist can be completed in its entirety without interruption. If the completion of a checklist is interrupted, the crew will repeat the last checklist item before the interruption. b. If the crew is unsure at which point the checklist was interrupted, the whole checklist must be repeated from the beginning. 6. Checklist “Hold” a. It is NOT permissible to commence a checklist with the express intent of holding at a particular checklist item. Again, checklists are to be completed in their entirety without interruption. b. There are two exceptions; In the BEFORE START and LANDING Checklists.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 7. Flightdeck Verification a. If... 1) Maintenance is performed on the flightdeck, or 2) The flightdeck is left unattended for long periods of time, or 3) Unsupervised visitors are permitted in the flightdeck (i.e., no flight crewmember present) b. Then the flight crew must... 1) Verify switches, control handles, knobs, or levers are in the prescribed positions, and 2) Verify the associated indicator lights and instrument readings conform the proper positioning of the applicable switches, control handles, knobs, or levers of all the items on the Originating Checklist.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 2 Checklist Philosophy Normal Procedures Flightdeck Checklist Volume 5 8. Checklist Guidance Table Checklist Safety & Power On 1

Initiated By

Originating / Receiving

Captain

N/A

Before Start

Captain

After Start

Captain

Taxi

Before Takeoff

After Takeoff

Captain

Captain

PF PF

Descent Landing

PF

After Landing

Captain

Parking

Captain

Securing 1

N/A

When Arriving at an aircraft with no electrical power Accomplish to ensure all equipment is operating properly and if not, allow Maintenance sufficient time to correct any irregularities

Read By

Response By

N/A

N/A

Originating: Aircraft’s first flight 2 of the day

First Officer

Receiving: Anytime a flight crew change is involved (either seat) After fueling is completed and the ATC clearance is received Before taxiing After both engines are started and a) the aircraft is clear of the ramp area, b) no runways are being crossed, and c) the Captain is not executing a series of complex taxi instructions When the aircraft is cleared to cross the hold short line of the active runway After selecting the flaps up and/or accelerating to initial climb speed Prior to enter a critical phase of flight such as descending below FL180 After extending the landing gear After the aircraft has cleared the active runway and the Captain has assumed full control of the aircraft After every flight after the aircraft has blocked into the gate When the aircraft is to remain overnight or when the next crew will not arrive at the aircraft for more than one hour

First Officer First Officer

First Officer Response Designator First Officer PM 3

PM PM First Officer 3 First Officer N/A

N/A

1. A “read and do” checklist. With no established flows, each item is read and accomplished silently. The Safety and Power On Checklist is normally accomplished by the first pilot arriving at the aircraft. The Securing Checklist is normally accomplished by the last pilot to leave the aircraft. NOTE: The Securing Checklist does not require verbalizing “Securing Checklist complete” if the other pilot is not present. 2. The first flight number entered in the Maintenance Log for the current operational day shall be considered the first flight of the day. 3. Read and accomplished silently; however, verbalize appropriate “After (Takeoff or Landing) Checklist complete”.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 Section 3 Non-Normal Checklist Philosophy A. Policy 1. Flight crewmembers will follow the non-normal procedures located in the Quick Reference Handbook (QRH) or the Emergency/Abnormal Checklists in this POH, to cope with or contain non-normal situations. All actions must be coordinated under the captain's supervision and performed in a deliberate, systematic manner. 2. The QRC will be the primary reference whenever a nonnormal procedure contains either a memory item or an immediate action item. a. Memory Item - A memory item is defined as a task that must be started as soon as possible after the Pilot Flying (PF) recognizes the situation. The PF accomplishes the task from memory and states the memory item. The Pilot Monitoring will also accomplish the Memory Item when appropriate (e.g. Oxygen Masks - On, 100%). All Memory Items are formatted in black bold letters, all Caps, and the text is located within a black bordered box. b. Immediate Action Item - An immediate action item is defined as a task that must be started as soon as possible after the Pilot Flying (PF) commands the accomplishment of the non-normal checklist and the task will be accomplished as a read-and-do item that the Pilot Monitoring (PM) accomplishes while reading from the QRC. All Immediate Action Items are formatted in black bold letters and all Caps (no black bordered box). In the QRH, a heavy black line is used to denote the break between the Immediate Action Items and the remainder of the checklist. 3. Flight crewmembers must be thoroughly familiar with nonnormal procedures and the location and use of emergency equipment. Any flight crewmember should be able to handle the non-normal duties of any other crewmember. 4. The phrase non-normal procedures or checklists will be used interchangeable with emergency/abnormal procedures or checklist throughout this manual. Both reference the same checklists and procedures contained in the Emergency/ Abnormal Checklist and the Abnormal Procedures chapters.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 B. Non-Normal Checklists Checklists cannot be created for all conceivable situations and are not intended to preclude good judgement. In some cases deviation from checklists may, at the discretion of the captain, be necessary. C. Design Non-normal checklists are used to accomplish and verify each step of a single emergency or abnormal procedure and must be performed in sequence, one item at a time. Multiple failure situations may require crews to prioritize checklist usage. Non-normal checklists can include immediate action items which are explicitly identified as such, and are strictly limited to only those actions necessary to stabilize the situation. 1. ERJ-170 Emergency Quick Reference Checklist (QRC) a. The QRC is a flat card that is designed to be carried in its holder that is located on top of the glare shield directly underneath the standby magnetic compass (whiskey compass). b. When the PF calls for an non-normal checklist that contains either a memory item or an immediate action item, the PM will accomplish one of the following tasks: 1) QRC Checklist - Memory items and Immediate Action Items a) The PF (and the PM when appropriate) will accomplish and state the memory items. The PM will then pull out the QRC from its holder and read the line(s) underneath the memory items which are boxed. If there are no Immediate Action Items, the PM will read “QRC Actions Complete. Go to QRH Procedure Page XXX-XX.”

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 b) Example - Smoke Evacuation - The PF and the PM will place their oxygen masks on, establish communications (“Captain is up” - “First Officer is up”) and the PF will state from memory: •OXYGEN MASKS...Verify... ON, 100% •CREW COMMUNICATIONS....ESTABLISH The PM will pullout the QRC from its holder and read and accomplish the line(s) underneath the memory items: •PRESSURIZATION DUMP BUTTON.... .......PUSH IN •QRC ACTIONS COMPLETE •GO TO QRH PG SMO-10. The PM will place the QRC back in its holder and immediately go to the appropriate page in the QRH. The PM will accomplish the line(s) underneath the heavy black line in the QRH procedure which denotes the break between the Immediate Action Items and the remainder of the checklist. There is no requirement to re-accomplish either the Memory Items or the Immediate Action Items if they were successfully accomplished using the QRC. 2) QRC Checklist - Immediate Action Items Only a) The PM will pull out the QRC from its holder and read the Immediate Action Items. After reading and accomplishing the Immediate Action Items, the PM will read the line at the bottom of the procedure. b) Example - Engine Fire, Separation, or Damage The PM will read and accomplish the Immediate Action Items and then state: •QRC ACTIONS COMPLETE •GO TO QRH PG EAP7-4.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 3) QRC Checklist - Exceptions a) Emergency Descent - All items are read from the QRC by the PM and accomplished by the PF. There are no items that are accomplished using the QRH. b) Emergency Evacuation - All items are read from the QRC by the First Officer and accomplished by the Captain. i) When evacuation of the aircraft is required, all necessary actions are included in the Evacuation Checklist. The items in the QRH on page NAP-8 should only be accomplished at the Captain’s discretion and only if imminent danger to the flight crew is not present. ii) If the cause for the evacuation is due to fire on board the aircraft (Engine fire, APU fire, Cargo fire, or Lavatory fire), the flight crew should fight the fire first prior to initiating an evacuation. The evacuation checklist should be accomplished only if the fire remains out of control and there is imminent danger to passenger and crew. c) Smoke Procedures - All smoke procedures call for oxygen masks on at 100%. Both flight crewmembers should select the EMER position momentarily using the oxygen supply control knob to clear the mask when necessary if smoke or fumes are present in the cockpit. After the EMER position is selected and the mask is cleared, the knob should then be returned to the 100% position since 100% oxygen is used to prevent inhalation of contaminated air. 2. Confirm (Memory Items and Immediate Action Items) a. Confirmation is accomplished by the Pilot Flying (PF) visually after the Pilot Monitoring (PM) has placed his/her hand on the affected switch/lever. b. The PF will state “Confirm” whenever the PM has placed their hand on the appropriate switch/lever and is clear to accomplish the required tasking.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 c. Whenever a confirm item involves the shutting down of an engine, the PF must place their hand on the thrust lever of the good engine and move the thrust lever forward out of the idle detent. Once the thrust lever is out of the idle detent, the FADEC will ignore any command by the Start/ Stop switch if the wrong Start/Stop switch is placed to the Stop position. D. PF/PM 1. Inflight, self explanatory. 2. On the ground, the captain will perform PF duties and the first officer PM duties, respectively. E. Assumptions Non-normals assume the following: a. Applicable system controls and switches are in the normal configuration for flight. b. All normal checklists are appropriately accomplished, unless replaced by a corresponding non-normal checklist (e.g., Engine Out Descent Checklist, Engine Out Landing Checklist, etc.). c. Any obvious actions required due to crew awareness items will be completed. Pilots may accomplish actions not affected by a non-normal situation (e.g., setting altimeters/ airspeed bugs, briefing an approach, etc.) at any appropriate time during the non-normal checklist providing the immediate action items are completed. d. Establish and communicate a plan with ATC, Dispatch, flight attendant, and passengers as necessary when time permits. ACARS may be utilized to communicate with Dispatch. e. The checking of circuit breakers and testing of lights are always accomplished and only listed as an action step when the procedure specifically requires it. f. Non-normal checklists will be read aloud by the PM. g. The Pilot Flying (PF) is always allowed to fly the airplane and may accomplish any task that is appropriate to keep the aircraft in a safe flight regime.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 h. Circuit Breakers will not be pulled or reset in flight unless specifically called for in a Emergency/Abnormal/QRH procedure. On the ground, Circuit Breakers will only be reset by maintenance personnel or by the flight crew when directed to do so by appropriate maintenance personnel. i. Oxygen masks are donned in accordance with the following table:

Condition Loss of cabin pressure

Oxygen Mask Yes-if cabin altitude is 10,000’ or greater

Use of fire extinguisher

Yes

First indication of smoke or noxious fumes/odors

Yes

WARNING: Some fumes (visible or not) can cause either temporary or permanent loss of vision. j. If oxygen mask is required, appropriately select the following: 1) Emergency oxygen to provide positive pressure and to clear smoke, when necessary. 2) 100% oxygen to prevent inhalation of contaminated air. 3) Normal oxygen to prolong usage when the situation permits. F. Challenge-Response-Response Concept 1. General a. Non-normal checklists incorporate the challenge-do-verify or challenge-response-response concept. b. Only the red memory items require action prior to reading the challenge and response. c. There are three types of non-normal checklist items: standard, confirm, and verify.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 2. Standard a. For standard non-normal checklist items, the PM reads aloud the checklist challenge and response, selects the proper control, accomplishes the action, then repeats the response aloud. b. Example “Standard” p

1. SpeedBrake ...................................................... Closed PF

Maintain aircraft control

PM - Read aloud “speedbrake closed” - Position speedbrake to closed position - Repeat aloud “Closed”

3. Verify a. Accomplished the same as standard non-normal checklist items except the response is repeated by the PF. b. Example “Verify” . 1. Gear .............................Verify.............. Down, 3 Green PF Maintain aircraft control

PM Read aloud “Gear, verify, down three green

Verify gear is down and three green lights are illuminated Repeat aloud “down three green”

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 G. Procedures When a non-normal situation is evident, methodically accomplish the following steps:

1. PF - Maintain Aircraft Control 2. Identify the Non-normal PM Cancel the Warning

3. Accomplish Memory Items 4. Captain Assigns PF 5. Accomplish the Checklist

1. Maintain Aircraft Control The PF will devote total awareness to the control and navigation of the airplane and use automation as appropriate to help reduce the workload. 2. Identify the Non-Normal The first crewmember recognizing the nonnormal situation will clearly announce it (e.g., "Engine Fire".) Do not identify which engine has malfunctioned at this time. If not immediately obvious which procedure to use, additional analysis may be necessary. The captain will determine which procedure is appropriate. 3. Cancel the Warning The PM will cancel any warning and ensure the PF is aware of the warning. 4. Accomplish Memory Items and/or Immediate Action Items PF accomplishes the Memory Items and/or calls for the appropriate Checklist so that the PM can accomplish the Immediate Action Items from the QRC. 5. Captain Assigns PF a. In-flight, the captain will assign the flying duties after the Memory Items or the Immediate Action Items are complete. The Captain should assign the flying duties to the F/O while non-normal checklists are being completed unless conditions dictate otherwise.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 b. This allows the captain to direct full attention to the accomplishment of the non-normal checklist and communications with external resources. c. The captain should verbalize if it is desirable for the PF to temporarily handle ATC communications. d. Once all non-normal checklists and communications with external resources are completed and prior to commencing the approach, the captain will determine which crewmember will be the PF for approach and landing. 6. Accomplish the QRH Checklist a. If using the QRC, the PM will accomplish the QRH Checklist when: 1) The airplane flightpath and configuration are properly established, 2) The airplane is not in a critical stage of flight (e.g., takeoff, landing). 3) Memory Items and/or Immediate Action Items have been completed and the PM is directed to the QRH Checklist by the QRC. b. If not using the QRC, the PF will call for the appropriate QRH checklist when: 1) The airplane flightpath and configuration are properly established, 2) The airplane is not in a critical stage of flight (e.g., takeoff, landing).

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 H. Formats 1. QRC and QRH Format QRC and QRH Memory Items and Immediate Action Items

2. QRC and QRH Memory Items and Immediate Action Items Example a. Title. Similar, if not identical, to the alerting light or condi tion. b. Memory Item(s). Memory items are shown in all capital letters, black, bold, and inside a black bordered box. These items should be accomplished by the PF without delay. c. Immediate Action Item(s). Immediate Action Items are in all capital letters, black, bold, but not inside a black bordered box. Immediate Action Items are read aloud and those tasks are accomplished by the PM after the memory items have been completed.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 3. QRH Non-Normal Checklist Format. The following checklist is generic and used for formatting reference only.

SMOKE EVACUATION

OXYGEN MASKS..............Verify.........ON, 100% CREW COMMUNICATIONS...........ESTABLISH PRESSURIZATION DUMP BUTTON........ PUSH IN LAND AT NEAREST SUITABLE AIRPORT. Cockpit Door ............................................ CLOSE Cabin Rate ................................................ VERIFY CABIN RATE IS LESS THAN 1000 FT/MIN?

No

Yes

Pressurization Mode Selector.....MAN Pack 1 Button.......................PUSH OUT Pack 2 Button.......................PUSH OUT Recirc Fan Button...............PUSH OUT

EMERGENCY DESENT Procedure.....................................ACCOMPLISH After smoke is cleared: Pressurization Mode Selector........AUTO Pressurization Dump Button.....PUSH OUT Pack 1 Button.....................................PUSH IN Pack 2 Button.....................................PUSH IN Recirc Fan Button.............................PUSH IN NOTE: Identify the smoke origin and do the applicable procedure. Establish And Communicate A Plan. END

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 a. Non-normal checklists may contain some of the following elements: 1) Title. Similar, if not identical, to the alerting light or condi tion. 2) Condition or Indication. When additional information is required, a brief description of the abnormal condition is provided. 3) Memory Item(s). Memory items are shown in all capital letters, black, bold, and inside a black bordered box. 4) Immediate Action Item(s). Immediate Action Items are in all capital letters, black, bold, but not inside a black bordered box. 5) Black Bold Line. This line is provided as a reference for the PM as the break between any Immediate Action Items and the remainder of the QRH Checklist. A black line is not provided when there are no Immediate Action Items in the Checklist. The PM should begin reading the QRH Checklist at the first item below the black bold line when transitioning from the QRC to the QRH. 6) Land at Nearest Suitable Airport. This information is provided to the pilot immediately after any Memory Items or Immediate Action Items are accomplished. Whenever this item is included in a QRH Checklist, the PF should ensure that an emergency is declared with Air Traffic Control and turn the aircraft without delay towards the nearest suitable airport. 7) Logic Tree. The PM should follow the Logic Tree in order to read and accomplish the appropriate tasks for the condition of the aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 3 Non-Normal Checklist Philosophy Volume 5 8) Establish and Communicate a Plan. The PM should coordinate with the PF to establish a plan of action. This plan of action should be communicated with Air Traffic Control, Flight Attendant and Passengers, and Dispatch. An easy mnemonic is “Advise, Advise, Advise,” which will prompt the pilot to remember to notify all of the appropriate entities. Anytime the QRH Checklist contains the phrase “Establish and Communicate a Plan, ” the PF will ensure that an emergency is declared and the PM will accomplish all of the communication tasking. 9) END. Indicates the end of the procedure. 4. EICAS Message Index Located at the back of the QRH, the EICAS Message Index is listed in alphabetical order and contains all non-normal EICAS messages as they appear in the flightdeck with the nonnormal checklist page numbers beside them.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 4 Automation Procedures Volume 5 Section 4 Automation Procedures A. Primary Task 1. Pilot Flying (PF) The primary task of the pilot flying is to fly the aircraft. 2. Pilot Monitoring (PM) a. The primary task of the pilot monitoring is to monitor and assist the pilot flying as well as manage systems and radio communications. b. The PM is responsible to monitor the actions of the PF and advise the PF anytime the aircraft deviates from assigned parameters. B. Transfer of Controls 1. Assignment of the Pilot Flying (PF) The Captain always assigns the Pilot Flying (PF), both on the ground and in the air. 2. Callouts a. If there is a transfer of aircraft controls while in the air, the transfer will always be initiated by the Captain. b. If the Captain becomes the Pilot Flying (PF), the callouts are: 1) Captain: “I have the Controls” 2) First Officer: “You have the Controls” c. If the Captain becomes the Pilot Monitoring (PM), the callouts are: 1) Captain: “You have the Controls” 2) First Officer: “I have the Controls” d. If the transfer of the aircraft controls occurs while on the ground (e.g. at the end of the runway prior to takeoff), the callouts are the same. The PF is responsible for the control of the brakes while on the ground. C. Automation When used properly, automation enhances safety, improves operational capabilities and efficiencies, and reduces workload. During autoflight, crew coordination and communications have an increased importance.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 4 Automation Procedures Volume 5 D. Policy Comply with specific automation procedures and requirements listed below. When specific automation procedures are not required, pilots must choose what they believe to be an appropriate level of automation based upon task loading and situational awareness (e.g., compliance time, area of operation, etc.). Maintain proficiency in the use of all automation levels and the skills required to readily shift between the various automation levels. E. Procedure When making autoflight systems inputs 1. Confirm FMS inputs with the other pilot when airborne. 2. Activate the input. 3. Monitor mode annunciations to ensure autoflight system performs as desired, and 4. Intervene if necessary. F. Automation Workload Tasks Mode Control Inputs

Flight Management System Inputs

Low Workload

PF

PF

High Workload

PF or PM on command of PF

PM on command of PF

Manual Flight

PM or PF when PM is task loaded/saturated

PM

Ground Movement

F/O and as defined in this POH

F/O

Condition

On Autopilot

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 4 Automation Procedures Volume 5 G. Recommended Automation Usage When specific automation procedures are not required, use the following guidelines to choose an appropriate level of automation. 1. Enroute (Long Range Planning) The highest level of automation is appropriate. This level takes advantage of preflight programming. When significant modification to long-range planning occurs, reverting to a lower level of automation (at least temporarily) may be appropriate. 2. Terminal (Short Range Planning) For short-range planning (i.e., radar vectors, short-range speed or climb rate control, etc.) mode control or flight guidance inputs may be most effective. This level of automation should be used predominantly in the terminal environment when responding to clearance changes and restrictions, including in-close approach/runway changes. 3. Immediate Action (Time Critical) When immediate control of aircraft path is required, hand flying may be necessary. H. Manipulation of Landing Gear and Flap Controls 1. In flight, the pilot monitoring (PM) will normally move the landing gear and flap controls upon the command of the pilot flying (PF). 2. Prior to moving the landing gear or flap handle, the PM will check the airspeed to ensure that it is in the normal operating envelope for the aircraft configuration. 3. After checking the airspeed, the PM will repeat the command, then select the landing gear or flaps to the commanded position. I.

Flight Spoiler and Thrust Usage Thrust should be at flight idle when deploying spoilers. Retract the flight spoilers before adding thrust.

J. Autothrottle Usage When hand-flying, Autothrottles may be used at pilot’s discretion.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 4 Automation Procedures Volume 5 K. Changing AFCS/PFD Altitude 1. Aircraft On Autopilot a. PF sets AFCS altitude via the guidance panel, points to the PFD Selected Altitude Readout and verbally states the cyan preselect altitude. b. PM points to and verbally states the cyan preselect altitude in the PFD Selected Altitude Readout. c. Under high workload conditions, the PF may request the PM to set the required altitude which is accomplished using the procedure below. 2. Manually Controlled Flight a. PM sets AFCS altitude via the guidance panel, points to the PFD Selected Altitude Readout and verbally states the cyan preselect altitude. b. PF points to the new AFCS altitude and verbally states the cyan preselect altitude in the PFD Selected Altitude Readout. L. Altitude Callouts 1. Pilot Monitoring (PM) The Pilot Monitoring will normally be the first crewmember to call the altitude. Generally speaking, the callout should occur after the aural warning approximately 1,000 feet above/below the assigned altitude. 2. Callouts a. The altitude callouts should always reference the actual altitude of the aircraft; e.g. 14,000 for 15,000, or FL230 for FL 240. b. The callouts “1,000 feet” or “1,000 to go” are not appropriate.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 5 Callout Philosophy Volume 5 M. Flight Crewmembers at Their Stations Both pilots must be seated in the cockpit whenever the aircraft is moving during ground operations. Each required flight crewmember shall remain at their station while the aircraft is in the takeoff or landing phase. They must also remain at their station while enroute unless the absence of one crewmember is necessary for the performance of duties in connection with the operation of the aircraft or in connection with physiological needs. If a pilot leaves their station and the aircraft is operating at or above FL 250, the remaining pilot must don and use supplemental oxygen until the other pilot returns to their position. Observe the GOM cockpit security procedures. Section 5

Callout Philosophy

The PF will call out each item in the order listed in the Actions and Callouts tables. The PF must be aware of the actions of the PM and not call for the next action item until the previous action item is completed. It is the responsibility of the PF not to overload the PM with too many tasks in a short period of time. Section 6

Recommended Use of Autopilot

A. After Takeoff It is recommended to turn on the autopilot after takeoff only upon reaching 210 KIAS (or VFS if single engine). Section 7

VNAV

A. General Operating Procedures Whenever the VNAV Flight Director mode is active, the PIC will be responsible to ensure that the aircraft properly complies with all altitude restrictions. The Pilot Flying (PF) shall have the Vertical Profile displayed on their MFD anytime the VNAV Flight Director mode is active

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 8 Definition of Terms Volume 5 Section 8 Definition of Terms A. Checklist A formal printed list used to identify, schedule, compare, or verify a group of elements or actions. B. Expanded Checklist A detailed and sequential description of every checklist item and an explanation of how each element shall be completed. C. Recommended Flows A systematic approach to accomplishing action items pertaining to specific phases of flight prior to calling for a checklist. D. Procedures An itemized or narrative format utilized to describe how to complete action items which are not covered by a formal checklist but are inherent to the operation of aircraft systems and/or flight operations. E. Special Advisories WARNING: Operating procedures, techniques and other related information, which may result in personal injury or loss of life, if not followed. CAUTION:

Note:

Operating procedures, techniques and other related information, which may result in damage or destruction of equipment, if not followed. Operating procedures, techniques and other related information, which are considered essential to emphasize.

F. Push Button Terminology 1. Push buttons have dual purposes. 2. They are used as switches (position) and as lights (indication). 3. Position will be either IN, Guarded, or OUT. 4. “Guarded” indicates the guard is in place and the underlying switch light is dark (i.e., normal flight position). 5. Indication will be either dark (normal flight position) or an illuminated white bar when the button is deselected.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 8 Definition of Terms Volume 5 G. Dark and Quiet Flight Deck 1. The flight deck is designed to operate in flight with all systems normal when the a. overhead, main, glareshield, and control pedestal panels have no lights ON, b. there are no aural warnings, and c. the selector knobs are at the twelve o’clock position. 2. A white bar illuminates on any button indicating it is not in its normal position. 3. Shuttle America procedures follow the quiet flight deck philosophy and include the following basic principles: a. Limited Callouts 1) The pilots are required to state the callout exactly as it is listed in the POH (i.e. the callouts are the callouts - nothing more, nothing less). 2) Extraneous language is not appropriate during a Callout. b. CRM 1) The Pilot Monitoring (PM) advises the Pilot Flying (PF) anytime the aircraft deviates from assigned parameters. 2) The reverse of that is also true, which means that as long as the PF is flying within assigned parameters, the flight deck should be quiet. c. Limited Briefings 1) Briefings should be, by definition, brief. 2) Briefings should be timely and cover safety of flight items clearly and succinctly. 3) The briefings listed in the POH should be conducted with the same principles as the Callouts. a) The briefings should be conducted using as few words as possible. b) The format listed in the POH for each briefing should be closely followed by all pilots.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 8 Definition of Terms Volume 5 d. Loss of an engine on takeoff (V1 Cut) 1) The quiet flight deck will be maintained anytime the aircraft is below 1,000 feet AFE. The only exceptions to this are: a) The required callout at 400 feet AFE of “HDG” or “FMS NAV.” b) Communication with ATC if the engine out procedure is different from the clearance issued by the Control Tower or Departure. c) Radio calls below 1,000 feet AFE are not appropriate with an engine out. H. Preferred Profiles 1. General a. The Captain will utilize the Preferred Profile to the maximum extent possible consistent with a safe operation. b. The Captain should elect to use the alternate (allowed) profile only when there is an obvious operational requirement. c. The Captain has permission to utilize the alternate (allowed) profile; however, that permission should not be abused. 2. Specific Profiles a. Profile for Takeoff 1) Preferred - Flaps 2 2) Allowed - Flaps1, Flaps 4 a) The approved runway performance (AeroData) must be available to perform a Flaps 1 or Flaps 4 takeoff. 3) Preferred - Rolling Takeoff a) A rolling takeoff may be used anytime a FLEX takeoff is performed regardless of flap setting. 4) Allowed - Normal Takeoff

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 8 Definition of Terms Volume 5 b. Profile for Landings 1) Preferred - Flaps 5 2) Allowed - Flaps Full a) The approved runway performance (APG/AeroData) must be available to perform a Flaps Full landing. c. Profile for Single Engine Taxi 1) Preferred - Engine 1 as the running engine. 2) Allowed - Engine 2 as the running engine. Note:

On taxi out, Hydraulic System 1, 2, and 3A Electric Pumps must be ON until the second engine is started. On taxi in, Hydraulic System 1, 2, and 3A Electric Pumps must be ON anytime the taxi in is accomplished using Engine 2 instead of Engine 1. d. Profile for Vertical Navigation 1) Preferred - VNAV using V-PTH or V-FLCH 2) Allowed - Manually using VS, FPA, or FLCH

I.

Firewall Thrust 1. Firewall thrust is defined as advancing the thrust levers to the mechanical stops. 2. Overboosting the engines when the situation is not sufficiently serious, or prior to performing all other recovery actions available, would shorten engine life and increase the potential for engine failure proportionate to the time and amount of overboost, engine condition, and environment.

J. Maximum Thrust 1. Maximum thrust is defined as maximum certified N1.

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ERJ-170 Pilot Operating Handbook Chapter 1 General Policies Section 8 Definition of Terms Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 1 Type of Aircraft Operation

Volume 5

Chapter 2 Limitations Section 1 Type of Aircraft Operation A. Foreword 1. The ERJ-170 must be operated in accordance with the limitations presented in this chapter. 2. Flight crew members will be aware of and comply with all limitations. 3. Limitations are of such importance that flight crew members must be continuously aware of them in order to avoid exceeding the limitation, prevent equipment damage, and/or ensure safety. 4. All limitations are Airplane Flight Manual (AFM) limitations unless otherwise noted: a. (C) indicates a Shuttle America imposed limitation that is more restrictive than the AFM limitation. B. Certification Status Shuttle America’s ERJ-170 aircraft are certificated in the Transport Category (14 CFR 25 and 36). C. Types of Operations 1. The ERJ-170 is certified for the following types of operation when the required equipment is installed, in operable condition, and approved in accordance with the applicable Federal Aviation Regulations: a. Visual flight b. Night flying c. Instrument flight d. Icing conditions e. CAT I (C) f. RVSM 2. The aircraft configuration must not vary from those described in the Normal Procedures, Training Maneuvers, and Emergency/Abnormal Procedures Chapters of the ERJ-170 POH or from those described in the Quick Reference Handbook (QRH) procedures. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 2 Weight Limits Volume 5 Section 2 Weight Limits A. Takeoff Weight The maximum takeoff weight (weight at brake release or at start of takeoff roll) is limited by the most restrictive of the following: 1. Maximum takeoff weight (climb limited) 2. Maximum field length limited takeoff weight 3. Maximum certificated takeoff weight 4. Obstacle clearance, enroute, and landing limitations 5. Brake energy limit weights B. Landing Weight Maximum landing weight is limited by the most restrictive of the following: 1. Maximum approach and landing weight (runway length plus obstacle, altitude and temperature, and including limitations for inoperative equipment) 2. Maximum landing weight (climb limited) 3. Maximum certificated landing weight C. Additional Weight Penalties (C) 1. Additional weight penalties may apply due to weather conditions, runway conditions, and MEL/CDL items. 2. Refer to the MEL/CDL Manual and this manual’s performance chapter to calculate weight penalties as applicable.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 2 Weight Limits

Volume 5 D. Certificated Weight Limits ERJ-170

Parameter

Limit

Maximum Ramp Weight (MRW)

82,364 lbs.

Maximum Takeoff Weight (MTOW)

82,011 lbs.

Maximum Landing Weight (MLW)

72,310 lbs.

Maximum Zero Fuel Weight (MZFW)

65,256 lbs.

Maximum Zero Fuel Weight (MZFW) - Tail 66,446 lbs. No. N646RW and higher** (see note below) Note:

Interchange aircraft are restricted to a maximum Zero Fuel Weight (MZFW) of 65,256 lbs.

E. Certificated Weight Limits ERJ-175

Parameter

Limit

Maximum Ramp Weight (MRW)

85,870 lbs.

Maximum Takeoff Weight (MTOW)

85,517 lbs.

Maximum Landing Weight (MLW)

74,957 lbs.

Maximum Zero Fuel Weight (MZFW)

69,886 lbs.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations Volume 5 Section 3 Operations A. Operational Limits

Parameter Limit Minimum Flight Crew Pilot & Copilot Max. takeoff and landing tailwind component 10 knots Max. runway slope +/- 2.0% Runway Surface Type PAVED Flap maneuvering load acceleration limits. Flaps... - Up -1.0 G to +2.5 G - Down (1,2,3,4,5,and Full) 0.0 G to +2.0 G Max. operating altitude 41,000 feet Max. takeoff and landing altitude 8,000 feet Max. ambient air temperature for T/O and landing 52°C Max. flap extension altitude 20,000 feet Max. flight operating latitude 78oN to 78oS Min. ambient temperature approved for takeoff Min. ambient temperature for operation

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations

Volume 5 B. Center-of-Gravity (CG) Envelope The maximum permissible center of gravity range with landing gear extended is shown in the Center-of-Gravity Limits. The effect of landing gear retraction on CG position is negligible. 1. Center-of-Gravity Limits ERJ-170 LR INFLIGHT LIMITS (FLAPS AND GEAR UP) TAKEOFF AND LANDING LIMITS NOT ALLOWED FOR TAKEOFF

REGION 1 90000

11.8% 85000

27%

8.8%

MTOW

82011 lb 4%

80000 75728 lb

75000

MLW

72310 lb

WEIGHT - lb

70000 MZFW

65256 lb

65000

60000

55000

1 50706 lb

50000

50706 lb 48060 lb 4%

45000

7%

170FAA002 - 18MAR2004

18.8% 40000

35000 -10

-5

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations Volume 5 2. Center-of-Gravity Limits ERJ-175 LR EMBRAER 175 LR MODEL

INFLIGHT LIMITS (FLAPS AND GEAR UP) TAKEOFF AND LANDING LIMITS REGION

1

- NOT ALLOWED FOR TAKEOFF

95000 90000

25.1%

8.1% 11.1%

28.1%

MTOW 85517 lb

85000 80000 MLW

74957 lb

WEIGHT - lb

75000 69886 lb

70000 MZFW

65000 60627 lb

60000 55000 1 50000

49604 lb

170CTA005 - 24AUG2004

45000

4%

7%

30%

27%

21%

40000 35000 -5

0

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations

Volume 5 C. Operational Envelope 45000 -65°C 41000 ft

-21.5°C

40000 35000

ALTITUDE - ft

30000 ISA + 35°C

25000 20000 15000 8000 ft

10000 5000

c -1000 ft

0

52°C -54°C -40°C -5000 -80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

STATIC AIR TEMPERATURE - °C

TAKEOFF, LANDING & GROUND START

c

NOTE: In the event of a landing below -40°C, the airplane may not takeoff without further maintenance inspection.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations Volume 5 D. ALTIMETERS MISCOMPARE TOLERANCES The EMBRAER 170 Air Data System (ADS) relies on a total of four Air Data SmartProbes (ADSPs) and two Total Air Temperature probes (TATs) to determine air total pressure, static pressure and total temperature. Three Air Data Applications (ADAs) compute this information to provide air data to the PFDs and other aircraft systems. IESS (Integrated Electronic Standby System) performs both the functions of computing air information and presenting air data to flight crew. There are four ADS, which interact with flight crew. In normal operation, ADS 1 provides information to captain’s PFD, ADS 2 provides information to co-pilot’s PFD and ADS 3 is the backup source for both PFDs whereas ADS 4 is the IESS. Differences between pilot and co-pilot altitude readings may occur due to a number of reasons. Altitude, airspeed, aircraft configuration and the ADSP’s locations influence the altitude reading miscompare. As long as the miscompare is within a certain tolerance, it is acceptable. To verify if altimeter difference is within tolerance, the flight crew should proceed as follows: Altitude...........................................................STABILIZE Maintain variation within +/- 50 ft. Air Speed........................................................STABILIZE Maintain variation within +/- 5 kt.

REV. 7, 15 AUG 2008

2-8

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 3 Operations

Volume 5 Wait a minimum of 15 seconds in straight and level flight, preferably with Autopilot engaged, to compare the difference between altitudes using the following table: MAXIMUM DIFFERENCE BETWEEN ALTITUDES (1)

AIRCRAFT ALTITUDE

ADS 1 to ADS 2 ADS 1 to ADS 3/IESS (2) ADS 2 to ADS 3/IESS (3)

ft

ft

-2000 UP TO 10000

50

10000 UP TO 20000

120

20000 UP TO 41000

180

Note:

(1) These are comparative, not absolute values. (2) Message ADS 3 (4) SLIPCOMP FAIL must not be displayed. (3) ADS 3 and IESS use the same pressure sensors. Comparison between them is not applicable.

If a difference above the tolerance is noticed, report to the maintenance personnel. E. Autopilot Source When the altitude between the Captain’s and First Officer’s display exceed 100 feet, use PFD 1 as the selected source for autopilot.

REV. 7, 15 AUG 2008

2-9

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 4 Speed Limits Volume 5 Section 4 Speed Limits A. Airspeed and Mach Number Limits WARNING: Maximum operating speeds VMO/MMO and maximum flap operating speeds may not be deliberately exceeded in any regime of flight (climb, cruise, or descent).

Parameter Maximum operating airspeed

Limit VMO

Maximum operating mach number

.82 (MMO)

Maximum airspeed for RAT operation

VMO/MMO

Turbulent airspeed (below 10,000 feet) Turbulent airspeed (at or above 10,000 feet) Maximum tire limit ground speed Maximum windshield wiper operation speed Maximum gear extension speed (VLO)

250 KIAS 270 KIAS/.7M 195 knots (C) (225 mph) 250 KIAS (C) 250 KIAS

Maximum gear extended speed (VLE)

250 KIAS

Maximum gear retraction speed (VLO)

250 KIAS

Note: Note: Note:

VLO is the maximum speed at which the landing gear can be safely extended and retracted. VLE is the maximum speed at which the aircraft can be safely flown with the landing gear extended and locked. Reference VMCA and VMCL are figured into VR and V2 numbers.

B. Minimum Control Speed The minimum control speeds are presented by the CAFM outputs associated to takeoff flaps and engine models.

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2-10

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 4 Speed Limits

Volume 5 C. Minimum Operating Limit Speed Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation, is prohibited unless a lower speed is specifically authorized for flight test or training operations. (C) D. Maximum Flap Operating Speeds - VFE Flap Position

VFE (KIAS)

1 2 3 4 5 Full

230 215 200 180 180 165

E. Design Maneuvering Speed - VA Full application of rudder and aileron controls, as well as maneuvers that involve angles of attack near the stall, must be confined to speeds below 240 KIAS. (C)

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2-11

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 4 Speed Limits Volume 5 F. Maximum Operating Speed 45000

MMO=0.82

40000

35000

ALTITUDE - ft

30000

25000

VMO

20000

15000

10000

170CTA003 - 23APR2004

5000

0 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350

AIRSPEED - KIAS

Note:

VMO/MMO may not be deliberately exceeded in any regime of flight (climb, cruise, or descent).

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 4 Speed Limits

Volume 5 G. Maneuvering Speed (VA)- ERJ-170 45000

40000

MMO=0.82

35000

ALTITUDE - ft

30000

25000

VA 20000

15000

10000

170CTA011 -03MAR2004

5000

0 200

210

220

230

240

250

260

270

280

290

300

AIRSPEED - KIAS

Note:

CAUTION:

Maneuvers that involve angle of attack near the stall or full application of rudder, elevator, and aileron controls should be confined to speeds below VA. In addition, the maneuvering flight load factor limits, presented in this chapter, should not be exceeded. Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) may result in structural failures at any speed, even below VA.

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2-13

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 4 Speed Limits Volume 5 H. Maneuvering Speed (VA) ERJ-175

MANEUVERING SPEED (VA ) - (EMBRAER 175 MODELS)

45000

40000

MMO=0.82

35000

ALTITUDE - ft

30000

25000

20000

VA 15000

170CTA016 -12NOV2004

10000

5000

0 200

REV. 7, 15 AUG 2008

210

220

230

240

250

260

270

280

290

300

AIRSPEED - KIAS

2-14

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 5 Ice and Rain Protection

Volume 5 Section 5 Ice and Rain Protection A. General 1. There is no temperature limitation for anti-icing system automatic operation. B. Definition of Icing Conditions 1. Icing conditions exist when Static Air Temperature (SAT) on the ground/takeoff or Total Air Temperature (TAT) in flight is 10 °C or below and... a. Visible moisture in any form is present such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals; or b. When operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines; or freeze on engines, nacelles, or engine sensor probes. C. Engine and Wing Anti-Ice System Operations 1. On the ground (C) During taxi out and takeoff, the MCDU TO DATASET MENU must be set to ALL when SAT is 10oC or below and icing conditions exist or are anticipated. 2. In flight The engine and wing anti-ice systems operate automatically in case of ice encounter when the ICE PROTECTION Mode Selector is in AUTO. If either one or both ice detectors are failed, the crew must set the mode selector to ON when icing conditions exist or are anticipated below 10ºC TAT with visible moisture. CAUTION:

On the ground, do not rely on visual icing evidence or ice detector actuation to turn on the engine anti-icing system. Use the temperature and visual moisture criteria specified in this section.

CAUTION:

Delaying the use of the anti-icing system until ice buildup is visible from the flight deck may result in ice ingestion and possible engine damage and/or flameout.

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2-15

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 6 Fuel Volume 5 Section 6 Fuel A. Fuel Quantity Chart Fuel Quantity Maximum usable quantity per tank Unusable quantity per tank Aircraft maximum fuel capacity (usable + unusable fuel) Note:

ERJ-170 LR 10367 lbs (1532 US Gal) 100 lbs (15 US Gal) 20,935 lbs (3094 US Gal)

Fuel density of 6.767 lbs/gal is used in these limitations. Different fuel densities may be used provided the volumetric limits are not exceeded.

B. Approved Fuels 1. Fuels conforming to any of the following specifications are approved for use. a. Primary fuel 1) Jet A (ATSM D1655) 2) Jet A-1 (ATSM D1655) b. Alternate fuel 1) JP-8 (MIL-T-83133A) c. Brazilian Specification 1) QAV1 C. Fuel Tank Temperature - Minimum .................................................... - 40°C D. Fuel Imbalance - Maximum fuel imbalance between tanks.....800 lbs (C) E. Crossfeed Operations The XFEED Selector must be set to OFF during takeoff and landing.

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2-16

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 7 Pneumatics, Air Conditioning, &

Volume 5 Section 7 Pneumatics, Air Conditioning, & Pressurization A. Pressurization Chart

Pressure Maximum Differential Pressure • Up to 37,000 feet • Above 37,000 feet

Maximum Differential Overpressure Maximum Differential Negative Pressure Maximum Differential Pressure for Takeoff and Landing

PSI 7.80 psi 8.34 psi 8.77 psi -0.5 psi 0.20 psi

B. Air Conditioning The maximum altitude for single pack operation is 31,000 feet. (C) Section 8

Hydraulics, Brakes, & Landing Gear

A. Brakes Cooling Limitation - do not takeoff with amber brake temperature indicators. (C) B. Landing Gear Retraction Activation of the landing gear downlock release button is prohibited for all takeoffs unless obstacle clearance is required. (C) Section 9

Flight Controls

A. Flaps 1. Maximum Altitude with Flaps Extended - Maximum altitude ...................... 20,000 feet. 2. Enroute use of flaps is prohibited. (C) 3. Do not hold in icing conditions with Flaps extended. (C)

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 10 Instrument, Navigation, and Communications Volume 5 B. Thrust Reversers (C) 1. Approved for ground use only. 2. Intended for use during full stop landings. 3. Do not attempt a go-around maneuver after deployment of the thrust reversers. 4. Power back operations using thrust reversers are prohibited. 5. Landing rollout below 60 KIAS: a. Application of maximum reverse thrust is not permitted. b. Reduce reverse thrust to IDLE. 6) After selecting reverse thrust, do not move the thrust levers into the forward thrust range until the REV icon on the EICAS is shown in amber or green. Section 10 Instrument, Navigation, and Communications A. Navigation 1. TAS, TAT, and SAT are only valid above 60 KIAS. 2. Standby magnetic compass indication is not valid while transmitting on VHF #1. 3. Barometric altimeter minimums must be used for all CAT I approaches. B. Enhanced Ground Proximity Warning (EGPWS) 1. The Enhanced Ground Proximity Warning System (EGPWS) limitations are as follows: a. Aircraft navigation must not be predicated upon the use of the Terrain Awareness Display. b. The use of predictive EGPWS functions should be manually inhibited when landing at an airport that is not in the airport database to avoid unwanted alerts. c. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with an EGPWS Warning. d. The Terrain Display is intended to be used as a situational tool only and may not provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering. e. The use of predictive EGPWS functions should be manually inhibited during QFE operations if GPS data is unavailable or inoperative. C. Traffic Alert And Collision Avoidance (TCAS) Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a Resolution Advisory - RA. REV. 7, 15 AUG 2008

2-18

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 10 Instrument, Navigation, and

Volume 5 D. VNAV The VNAV Flight Director mode may only be used when both pilots have completed the Shuttle America VNAV Course. E. LOC Backcourse LOC Backcourse approaches using IESS is not authorized. F. ILS Procedures 1. The appropriate ILS procedure must be programmed into the EPIC System via the NAV INDEX / ARRIVAL page prior to commencing any ILS approach. (C) 2. Before initiating an approach to landing with AUTOPILOT engaged, make sure the correct ILS identifier has been verified on the FMS PROGRESS PAGE 1/3, Lines 5L and 5R.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 11 Auto Flight Control System Volume 5 Section 11 Auto Flight Control System Note: All altitudes are AGL - Minimum Engagement Height (Takeoff) ........... 400 ft - Minimum Enroute Height (Cruise) .............. 500 ft - Minimum Use Height (Coupled ILS Approach).... 50 ft Note:

The ERJ-170 is certified with a “zero-loss” auto flight control system. This is why there is a 50 foot AFL limit on coupled ILS approaches.(FAR 121.579)

- Do not engage the autopilot at altitudes below 400 ft AGL except when performing the following:

For ______ approaches

Visual and Non-precision Precision - Coupled ILS Takeoff

REV. 7, 15 AUG 2008

the minimum height for autopilot use is ____ feet AGL 200 (C) 50 400

2-20

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 12 Power Plant

Volume 5 Section 12 Power Plant A. Type Two General Electric CF-34-8E5 B. Engine Operational Limits

Parameter

Min.

Max.

N1

--

99.5%

N2

58.5%

99.4

--

815ºC

ITT •

Start

(1)

•Normal Takeoff and Go Around

--

•Maximum Takeoff and Go Around

--

•Maximum Continuous

--

1006ºC (1) 990ºC (2) 960ºC

Oil Pressure Oil Temperature

25 psi

95 psi

•Continuous

--

155ºC

•Transient

--

163ºC (3)

965ºC 949ºC

(2)

Note: (1) Time limited to the first 2 minutes of the total 5 minute limit. Note: (2) Time limited to the remaining 3 minutes of the total 5 minute limit. Note: (3) Time limited to 15 minutes for transient operation above 155oC.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 12 Power Plant Volume 5 C. EICAS Engine Limit Display Markings (C) The engine limit display markings on EICAS must be used to determine compliance with the maximum/minimum limits and precautionary ranges. CAUTION:

If EICAS markings show more conservative limits than those specified below, the limit markings on the EICAS must be used. Red

Maximum and Minimum Limitations

Amber

Caution Range

Green

Normal Operating Range

D. Engine Thrust 1. Operation at reduced takeoff thrust based on the assumed temperature higher than the actual ambient temperature is permissible if the aircraft meets all applicable performance requirements at the planned takeoff weight and reduced thrust setting. 2. The total thrust reduction must not exceed 25% of the full takeoff thrust. 3. As a condition to the continuous use of the reduced thrust procedures, operators must periodically check system to ensure that engines are capable of producing full takeoff thrust. 4. Use of reduced takeoff thrust procedures is not allowed on runways contaminated with standing water, slush, snow, or ice. Note:

Takeoff with the Automatic Takeoff Thrust Control System (ATTCS) OFF is not authorized.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 12 Power Plant

Volume 5 E. Engine Starter Duty Cycle Limits

Number of Start Maximum Time... 1st and 2nd 3rd through 5th

90 seconds ON (ground) 120 seconds ON (in flight)

Followed by Cool Down of... 10 seconds OFF 5 minutes OFF

Note:

For ground starts, the maximum cumulative starter run time per start attempt is 90 seconds (monitoring plus start time).

Note:

For in-flight starts, the maximum cumulative starter run time per start attempt is 120 seconds (monitoring plus start time).

F. Engine Starter Dry Motoring Duty Cycle Limits The dry-motoring cycle (with thrust levers at IDLE) may be used for engine ground starts and engine airstarts.

Number of Start

Maximum Time...

Followed by Cool Down of...

1st

90 Seconds ON

5 minutes OFF

2 through to 5 (1)

30 Seconds ON

5 minutes OFF

Note: (1) After 5 sequential motorings, cycle may be repeated following a 15 minute cool down period. G. AFM Compliance for Reduced Thrust Takeoff As a condition to the continuous use of the reduced thrust procedures, Shuttle America periodically checks to ensure that the engines are capable of producing full takeoff thrust by performing a not reduced thrust takeoff (No FLEX) at regular intervals. Shuttle America takes credit for the full thrust takeoffs completed for performance or other normal operational reasons. The procedures to assure AFM compliance by using the FAA approved engine condition monitoring program are located in the GOM, Chapter 5, Section 15. REV. 7, 15 AUG 2008

2-23

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 13 APU Limits Volume 5 Section 13 APU Limits A. Type Sundstrand APS 2300 B. Operational Limits

Parameter Start Temperature Altitude Operation Temperature Altitude Electrical Bleed To Assist Engine Start Rotor Speed EGT Start Continuous

Min.

Max.

-54ºC --

ISA + 35ºC 30,000 ft

-62ºC

ISA + 35ºC

-----

33,000 ft 15,000 ft 21,000 ft 108%

---

1032ºC 717ºC

C. Starter Duty Cycle

Start Cycle

Maximum...

Followed By...

1st and 2nd

60 seconds ON

60 seconds OFF

3rd cycle

60 seconds ON

5 minutes OFF

REV. 7, 15 AUG 2008

2-24

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 14 Inertial Reference System (IRS)

Volume 5 Section 14 Inertial Reference System (IRS) The aircraft may be operated within the North and South magnetic polar cut-out regions specified in the table below, but IRS magnetic heading and track angle magnetic data will not be available. MAGNETIC CUT-OUT REGIONS

North

South Note:

LATITUDE

LONGITUDE

Between 73.125°N and 82°N North of 82°N Between 60°S and 82°S South of 82°S

Between 80°W and 130°W Between 0° and 180°W/E Between 120°E and 160°E Between 0° and 180°W/E

Whenever operating within North or South magnetic polar cutout regions, current aircraft heading must be referenced to true heading, if not already selected. Otherwise, the Heading Failure Indication flag will be displayed.

A. Maximum Latitude for Stationary Alignment: - 78.25° Northern and Southern - IRS stationary alignment will complete only after a valid aircraft present position (latitude and longitude) is received either from the FMS (pilot entry) or automatically from GPS. B. Time to Stationary Alignment Completion:

ALIGNMENT TIME - minutes.....

20

15

10

5

0 0

5

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

ALIGNMENT LATITUDE - degrees Northern and Southern

REV. 7, 15 AUG 2008

2-25

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 15 Ozone Concentration Volume 5 Section 15 Ozone Concentration The tables below show the aircraft altitude limitations due to ozone concentration in atmosphere for airplanes not equipped with the Ozone Converters. Note:

These tables are based on FAA ADVISORY CIRCULAR 120.38.

Note:

The tables show altitude limitations calculated for constant ozone concentration and cabin stabilized at 8000 ft.

Note:

For conditions other than those specified in item 2 above, an optimized flight plan must be approved by regulatory agencies.

Note:

For longitudes, the following apply: - W = Western - E = Eastern - Reference = 100°W longitude

REV. 7, 15 AUG 2008

2-26

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 15 Ozone Concentration

Volume 5 A. North America - Maximum Ozone Criteria FLIGHT LEVEL LATITUDE 80°N 75°N 70°N 65°N 60°N 55°N 50°N 45°N 40°N 35°N

FLIGHT LEVEL LATITUDE 80°N 75°N 70°N 65°N 60°N 55°N 50°N 45°N 40°N 35°N

JAN W 356 376 394 407 406 -

E 323 327 341 346 356 362 376 396 -

JUL W 346 347 356 366 -

FEB W 333 347 376 409 366 -

AUG

E W 336 346 346 356 396 366 402 382 406 406 -

REV. 7, 15 AUG 2008

E 323 323 323 326 336 346 362 376 386 -

MAR W 328 338 347 366 376 376 -

E 314 321 326 327 334 341 346 366 396 -

SEP

E W 382 396 406 406 406 -

APR W 328 327 327 327 346 382 -

E 313 314 321 321 326 334 336 346 366 -

OCT

MAY W 326 327 327 334 346 402 -

E 307 314 314 321 326 327 336 362 396 -

NOV

JUN W 338 341 347 356 376 -

E 326 327 334 336 336 356 366 396 -

DEC

E W E W E W E 394 - 382 - 346 - 346 386 - 382 - 362 - 356 396 - 382 - 382 - 356 406 382 394 406 386 376 366 - 396 401 407 394 386 382 - 407 401 401 396 - 406 -

2-27

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 15 Ozone Concentration Volume 5 B. North America - TWA Ozone Criteria Note:

FLIGHT LEVEL LATITUDE 80°N 75°N 70°N 65°N 60°N 55°N 50°N 45°N 40°N 35°N

FLIGHT LEVEL LATITUDE 80°N 75°N 70°N 65°N 60°N 55°N 50°N 45°N 40°N 35°N

Values below are the altitude limitations which the aircraft is allowed to fly more than 3 continuous hours.

JAN

FEB

W E - 274 - 278 - 292

W E - 270 - 274 - 274

312 321 332 338 338 332 374

294 298 298 312 314 334 354

298 311 321 354 338 312 374

270 278 292 298 312 318 354

MAR W 301 303 311 315 315 312 338

E 270 270 270 273 291 291 298 311 317 353

APR

MAY

JUN

W E - 270 - 270 - 270

W E - 270 - 270 - 270

W E - 270 - 270 - 274

292 274 270 270 274 312 354

270 270 274 274 294 311 334

270 270 270 274 294 318 374

270 270 270 274 294 318 334

303 311 311 311 318 334 392

274 274 292 312 318 334 374

JUL

AUG

SEP

OCT

NOV

DEC

W E - 270 - 274 - 274

W E - 298 - 314 - 321

W E - 298 - 312 - 314

W E - 298 - 298 - 312

W E - 292 - 294 - 298

W E - 298 - 298 - 298

294 298 301 312 321 294

-

294 312 312 318 334 354 394

REV. 7, 15 AUG 2008

332 332 332 332 354

-

332 334 334 334 354 398 -

334 338 354 374

-

318 334 334 334 374

321 323 334 354 374

-

-

314 318 334 354 354 374

-

334 334 338 338 353

298 298 314 334 334 394 354 - 398

318 321 334 354 354 354

-

301 312 318 334 334 334 374

2-28

ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 16 Noise Levels

Volume 5 Section 16 Noise Levels The following information is derived from the Embraer 170 Airplane Flight Manual, Supplement 3, Operation with CF34-8E5 Engines: The following Effective Perceived Noise Levels (EPNLs) comply with FAA Part 36, Appendix C, Stage 3 noise limits and were obtained by analysis of approved data from noise tests conducted under the provisions of ICAO Annex 16, Volume 1, Chapter 3 as well as FAA Part 36.

NOISE LEVEL IN EPNdb Airplane Model EMB 170-SE/ EMB 170-SU

CONDITION Flyover

Lateral

Approach

84.1

92.3

94.9

NOISE LEVEL IN dBA CONDITION Airplane Model

EMB 170-SE/ EMB 170-SU

Flyover

Approach Flaps 5

Approach Flaps Full

71.5

84.6

85.5

Flyover and Lateral noise levels were established for the EMBRAER 170 equipped with APU Sundstrand APS 2300, with two GE CF34-8E5 engines, with the chevron nozzle, at maximum takeoff weight, with all engines at maximum takeoff power setting and flaps 1. Approach noise levels were established from a 3° glide slope at the maximum landing weight, VREF + 10 KIAS, and flaps FULL.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 17 Simultaneous Failure of All Three MAUs Volume 5 Section 17 Simultaneous Failure of All Three MAUs Note:

All operational procedures for the simultaneous failure of all 3 MAUs are located in Chapter 6, Abnormal Procedures.

The MAUs monitor the PRIMUS EPIC routed information full time in order to detect any synchronization loss and, if it occurs, the MAU's attempt to re-synchronize in order to protect the system. During flight tests, it has been detected that a specific case of PRIMUS EPIC synchronization loss, which is not successfully resynchronized within an acceptable period and leads to a simultaneous failure of the three MAUs. As a consequence of the failure of all three MAUs, all five Display Units (DUs) will also fail. In addition, the Flight Control System (FCS) reverts to direct mode and both the Autopilot and the Autothrottle will disengage. After this event, two different scenarios will arise. 1. CASE 1: MAU's failure and auto restore. 2. CASE 2: MAU's failure and manual restore upon crew action. Note:

In face of this temporary condition, Shuttle America Airlines will not dispatch an aircraft with the Integrated Electronic Standby System (IESS) inoperative even though that is allowed by the MEL.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 18 Domestic Reduced Vertical Separation

Volume 5 Section 18 Domestic Reduced Vertical Separation Minimum (DRVSM) Minimum Equipment Required The ERJ-170 requires a defined set of equipment that must be operational prior to operations within DRVSM airspace. All of the following equipment must be in proper operating condition before dispatching into DRVSM airspace. Note:

For the purposes of this document, DRVSM=RVSM. The “D” represents “Domestic” and refers to RVSM operations in the United States. If any of this minimum equipment becomes inoperative while enroute, the pilot will notify ATC and request an altitude below FL 290. - 2 RVSM Compliant Air Data Systems - 1 Autopilot with Altitude Hold Mode operative - 1 Altitude Alerter - 1 Transponder Note:

The ADS 1, ADS 2 and ADS 3 are compliant with RVSM operation. The ADS3 is not considered RVSM compliant in case of loss of sideslip compensation, EICAS message ADS3 SLIPCOMP FAIL displayed.

Note:

The Integrated Electronic Standby System (IESS) must not be used for RVSM operation.

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ERJ-170 Pilot Operating Handbook Chapter 2 Limitations Section 18 Domestic Reduced Vertical Separation Minimum (DRVSM) Minimum Equipment Required Volume 5

This Page Intentionally Left Blank

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2-32

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 1 Normal Procedures Flightdeck Checklist Page 1

Volume 5

Chapter 3 Normal Checklists Section 1

Normal Procedures Flightdeck Checklist Page 1

SAFETY & POWER ON

ERJ-170

NORMAL PROCEDURES CHECKLIST

FAA Approved

Maintenance Status . . . . . . . . . . . . . . . . Checked GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . OFF FUEL DC PUMP & AC PUMPs 1 & 2 . . . . . . AUTO EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . OFF HYD SYS 1,2, & 3B ELEC PUMPs . . . . . . . . AUTO HYD SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . OFF Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . DN POWERPLANT START/STOP 1&2 . . . . . . . STOP Speed Brake Lever . . . . . . . . . . . . . . . . . . .CLOSE Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . IDLE BATT 1 / BATT 2 . . . . . . . . . . . . . . . . . .ON / AUTO Displays 2 & 3 . . . . . . . . . . . . . . . . . . . . . Available EICAS Messages . . . . . . None annunciated first 5 seconds BATT 1 & BATT 2 . . . . . . . . . . . . . . .22.5 vDC Min SLAT/FLAP Lever . Agrees with surface position FIRE EXTINGUISHER . . . . . . . . . . . . . . . Checked Electrical Power/Air Conditioning . . . . Establish

ORIGINATING / RECEIVING Preflight Inspections . . . . . . .Verify . . .Complete Logbook, Forms & Manuals .Verify . . . Checked QRH . . . . . . . . . . . . . . . . . . . . .Verify . . . .Installed Gear/RAT Pins . . . . . . . . . . . .[FO] . . . . . Stowed CB Panels . . . . . . . . . . . . . . . .Verify . . . Checked Panel Prep. . . . . . . . . . . . . . . .Verify . . .Complete O2 & Interphone . . . . . . . . . . .Verify . . . Checked Receiving Checklist . . . . . . .[FO] . . . .Complete

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

REV: 3 DATE: 13 JUN 2008

REV. 6, 13 JUN 2008

3-1

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 1 Normal Procedures Flightdeck Checklist Page 1

Volume 5 Normal Procedures Flightdeck Checklist Page 2

BEFORE START Fuel Quantity . . . . . . . . .Verify . . .___Req,___OB MCDU . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . Set O2 . . . . . . . . . . . . . . . . . .Verify . . . . . . . .Checked Altimeters . . . . . . . . . . . .Verify . . . . . . . . __.__Set PASSENGER SIGNS . . .[C] . . . . . . . . . . . . . . ON Departure Review . . . . .[PF] . . . . . . . . Complete ___________________________________ Doors/Windows . . . . . . VerifyClosed and Locked RED BCN . . . . . . . . . . . .[FO] . . . . . . . . . . . . . ON PARKING BRAKE . . . . .[C] . . . . . . . . Set or OFF Before Start Checklist . .[FO] . . . . . . . . Complete

AFTER START Flight Controls . . . . . . . .Verify . . . . . . . .Checked PITCH & TRIM. . . . . . . . .Verify . . . . . . _._&Green Takeoff Data . . . . . . . . . .Verify . . . __,__,__,__/__ EICAS . . . . . . . . . . . . . . .[FO] . . . . . . . . .Checked Shoulder Harness . . . . .Verify . . . . . . . . . . . . .On Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __ After Start Checklist . . .[FO] . . . . . . . . Complete

TAXI EICAS . . . . . . . . . . . . . . . . . Brake Temp . . . . . . . . . . . . Takeoff Briefing . . . . . . . . . Taxi Checklist. . . . . . . . . . .

Verify . . . . .Checked [FO] . . . . . . . . Green [PF]. . . . . . Complete [FO] . . . . . Complete

BEFORE TAKEOFF Flight Attendants . . . . . . . . T.O. MIN Fuel Quantity . . . Transponder. . . . . . . . . . . . T/O CONFIG . . . . . . . . . . . . Before Takeoff Checklist. .

[FO] . . . . . . Notified Verify___Req,___OB [FO] . . . . . . . .TA/RA [FO] . . . . . .Checked [FO] . . . . . Complete

AFTER TAKEOFF Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .UP Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP After Takeoff Checklist . . . [PM] . . . . . Complete

DESCENT Shoulder Harness. . . . . . . . FSTN BELTS . . . . . . . . . . . . Altimeters . . . . . . . . . . . . . . Landing Data. . . . . . . . . . . . EICAS . . . . . . . . . . . . . . . . . Approach Briefing . . . . . . . Descent Checklist . . . . . . .

Verify . . . . . . . . . On [PM] . . . . . . . . . . ON Verify . . . . .__.__Set [PM] . . . . . . . . . . Set [PM] . . . . . Checked [PF] . . . . . .Complete [PM] . . . . .Complete

LANDING Flight Attendants . . . . . [PM] . . . . . . . . . Notified EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . Checked Landing Gear . . . . . . . . Verify . . Down, 3 Green ___________________________________ Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __ Landing Checklist . . . . [PM] . . . . . . . .Complete

AFTER LANDING Transponder . . . . . . . . . . . . . . . . . . . As Required Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP APU . . . . . . . . . . . . . . . . . . . . . . . . . . As Required After Landing Checklist . . . [FO]. . . . . .Complete

PARKING PARKING BRAKE . . . . . . . . Thrust Levers . . . . . . . . . . . START/STOP 1 & 2 . . . . . . . PASSENGER SIGNS. . . . . . RED BCN . . . . . . . . . . . . . . . HYDRAULICS . . . . . . . . . . . Parking Checklist . . . . . . . .

[C] . . . . . .Set or OFF [C} . . . . . . . . . . . IDLE [C] . . . . . . . . . . STOP [C] . . . . . . . . . . . OFF [C] . . . . . . . . . . . OFF [C] . . . . . . . . . . . . Set [FO]. . . . . .Complete

SECURING Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN EXTERNAL LIGHTS Switches (All) . . . . . . . . OFF EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF GPU/APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DOME Light Switch . . . . . . . . . . . . . . . . . . . . OFF Entrance Light Switchlight (Fwd FA Panel) . OFF Securing Checklist . . . . . . . . . . . . . . . . .Complete

NTSB REPORTABLE EVENT CVRs-. . . . . . . . . . . . . . . . . . [C] . . . . . . Deactivate Logbook Enrties . . . . . . . . . [C} . . . . . . .Complete CVR Deactivation Checklist[C] . . . . . . .Complete

REV. 6, 13 JUN 2008

3-2

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 2 ERJ-170 Jumpseat Briefing

Volume 5 Section 2 ERJ-170 Jumpseat Briefing Seat belt and shoulder harness is to be worn at all times. Sterile cockpit must be followed during critical phases and all operations below 10,000 feet. The combined smoke goggles and the oxygen mask unit is in a compartment to your right for your use. In the event of an emergency you may be asked to take a seat in the cabin if available. Review the following pictorials and ask the Captain if you have any questions concerning the pictorials. A. Jammed Door Emergency Egress

1. Check the red indication to assure the door is unlatched.

2. Remove the quick release pin.

3. Push the door outboard while holding the handle

4. Remove the door.

REV. 1, 15 MAR 2006

3-3

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 2 ERJ-170 Jumpseat Briefing

Volume 5 B. Pilot/Copilot/Observer Oxygen Mask

Yellow indicates oxygen is flowing. Test /Reset button OXY ON FLAG appears when oxygen is supplied to the mask. Purge Valve

Harness Inflation Button - Pressing inflates the harness so the mask may be donned. Regulator - “Emerg” supplies 100% under positive pressure “100%” supplies pure oxygen, “Norm” oxygen/air mixture

REV. 1, 15 MAR 2006

3-4

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 2 ERJ-170 Jumpseat Briefing

Volume 5 C. Observer Seat

1 6

2

3

6 4 5

Release the seat. Let the seat down slowly into position. Release the strap Bring the seat bottom to a horizontal position. Pull the backrest up to top-off fitting. Lock the backrest.

REV. 1, 15 MAR 2006

3-5

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 2 ERJ-170 Jumpseat Briefing

Volume 5 D. Cockpit Window Emergency Exit

1 Press lock button. 3

Pull escape rope from overhead panel. 6 Use escape rope loops.

REV. 1, 15 MAR 2006

2 Pull the handle in & backward. 4

5

Deploy escape rope. Exit flightdeck Assist others after 7 reaching ground.

3-6

ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 3 Change Bars on Checklists

Volume 5 Section 3 Change Bars on Checklists Checklists will no longer require change bars. They will display the classification (approval) block, containing the current revision number and date. This is done to ensure the checklists flow cleanly. Details of checklist changes will be reflected in the Expanded Checklist chapter.

REV. 5, 01 MAY 2008

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ERJ-170 Pilot Operating Handbook Chapter 3 Normal Checklists Section 3 Change Bars on Checklists

Volume 5

This Page Intentionally Left Blank

REV. 5, 01 MAY 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 1 Interior Flight Deck Inspection Volume 5

Chapter 4 Normal Procedures Section 1

Interior Flight Deck Inspection

A. General 1. The interior flight deck inspection ensures flight deck emergency equipment is on board and operational. 2. Who - Normally accomplished by the Captain. 3. When - This inspection is accomplished prior to the Safety and Power On Checklist on the first flight of the day and is accomplished on subsequent flights when flight deck crew changes occur. B. Flow Pattern A circle flow pattern starting at the doorway, then to the Captain’s side, First Officer’s side, and ending at the doorway. C. Logbook and Manuals - Checked 1. Check that the following manuals are on board and current: a. Maintenance Logbook 1) Review the Maintenance Log for MEL’d items, CDL’d items, open write-ups, and a current Airworthiness Release b. Minimum Equipment List (MEL) c. EMB Operations Manual (AOM Vol 2) d. EMB Supplemental Performance Manual e. Normal Checklists (2) f. Data Cards g. Emergency and Abnormal Checklists (QRH) h. Quick Reference Checklist (QRC) i. Honeywell Pilot’s FMS Guide (Vol II) j. APG Airport Analysis Manual

REV. 8, 15 SEP 2008

4-1

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 1 Interior Flight Deck Inspection Volume 5 k. Registration and Certificate of Airworthiness Note:

Should the Normal Checklists, Data Cards, or Emergency and Abnormal Procedures be lost, mutilated, or otherwise unusable, the ERJ-170 POH may be used until a replacement is made.

D. Doorway 1. PBE (1) ......................................................................Check 2. Halon Fire Extinguisher (1) Pressure in green, pin installed 3. Crash Axe (1) ........................................................... Stowed E. Captain’s Side 1. Flashlight........................................................... LED steady 2. Life Vest(1)..............................Installed in seat back pocket 3. Circuit Breakers ......................................Closed or collared 4. Escape Rope .............................................................Check 5. Headset.................................................................. Installed F. First Officer’s Side 1. Flashlight........................................................... LED steady 2. Circuit Breakers ......................................Closed or collared 3. Life Vest(1)..............................Installed in seat back pocket 4. Jumpseat Life Vest (1) ............Installed in seat back pocket 5. Escape Rope .............................................................Check 6. Landing Gear and RAT Safety Pins ...................... On board 7. Headset.................................................................. Installed G. Aft Control Pedestal 1. ERJ-170 C.G. Calculator ......................................On board H. Observer Seat 1. Observer Seat ........................................... Check Condition 2. Observer O2 ...............................................................Check 3. Observer Audio Panel .................................................... Set 4. Headset.................................................................. Installed

REV. 1, 15 MAR 2006

4-2

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 2 Safety & Power On Checklist Volume 5 Section 2 Safety & Power On Checklist A. General 1. This checklist safely configures the aircraft for application of electrical power and/or air conditioning. 2. Who - Normally accomplished by the first pilot arriving at the aircraft. 3. When - Arriving at an aircraft with no electrical power after the Interior Flight Deck Inspection is complete. B. Flow Patterns This is a “read and do” checklist with no established flows. Each item is read and accomplished silently. C. Expanded Checklist..

Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked If not already accomplished as part of the Interior Flight Deck Inspection, verify all maintenance items are appropriate and all MEL/CDLs are considered or cleared. Circuit breakers are either in (closed) or out (collared) as appropriate. Verify all applicable safety items are on board. GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT Note: To read the battery voltage, the GPU Pushbutton must be disconnected (pushed out). APU GEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FUEL DC PUMP & AC PUMPS 1 & 2. . . . . . . . . . . . . . . . . . . . AUTO EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note:

Photo luminescent escape path marking strips (cabin) must be charged prior to the first flight of the day by Interior Cabin Lighting. 15 minutes of Ceiling and Entrance Cabin Lighting Exposure in Bright Mode.

REV. 5, 01 MAY 2008

4-3

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 2 Safety & Power On Checklist Volume 5 WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF HYDRAULIC SYS 1, 2, & 3B ELEC PUMPs . . . . . . . . . . . . . . AUTO HYDRAULIC SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . . . . . . . . OFF Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN POWERPLANT START/STOP 1 & 2 . . . . . . . . . . . . . . . . . . . . STOP Speed Brake Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE BATT 1/BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/AUTO Note:

Ensure airplane is not moved until IESS is initialized. Initialization occurs within 90 seconds after power-up.

Displays 2 & 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Available After turning BATT 1 / BATT 2 to ON/AUTO, there may be a brief cycling of screens until only Display Units 2 and 3 are available. DU 2 displays the Status Page and DU 3 displays EICAS. EICAS Messages . . . . . . . . . . . None annunciated first 5 seconds BATT 1/BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 vDC Min Check the batteries’ voltage in the MFD Status page. CAUTION:

Each battery voltage must be at least 22.5 volts at this point in order to continue the checklist.

SLAT/Flap Lever. . . . . . . . . . . . . . . . Agrees with surface position CAUTION:

Ensure the surface area is clear prior to moving any flight control surfaces.

FIRE EXTINGUISHER PANEL . . . . . . . . . . . . . . . . . . . . . . .Checked Perform Originating/Receiving Fire Extinguisher flow item. Electrical Power/Air Conditioning . . . . . . . . . . . . . . . . . . Establish REV. 1, 15 MAR 2006

4-4

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 3 Establishing Electrical Power/Air Conditioning Volume 5 Section 3 Establishing Electrical Power/Air Conditioning A. General With all of the variables to consider (i.e., ground equipment, aircraft equipment, the temperature inside the aircraft, outside air temperature, ground time, departure time, etc.), use the following priorities when applying electrical power and/or air conditioning. B. Electrical 1. Preferred priority is to utilize ground power whenever available to reduce APU cycles. 2. To allow the flight controls built-in test, wait three (3) minutes after power up to turn any hydraulic pump on. 3. Ensure the aircraft is not moved before the IESS is initialized. C. Ground Power If “AVAIL” light is illuminated, do the following: 1. GPU Switch ........................................................... PUSH IN Note:

If the source of AC power is lost, power down the airplane utilizing the Parking & Securing Checklist and then perform the power up procedure utilizing the Safety & Power On Checklist.

D. APU Refer to the Receiving/Originating Checklist, “APU”.

REV. 6, 13 JUN 2008

4-5

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 3 Establishing Electrical Power/Air Conditioning Volume 5 E. Fly By Wire Power Up Built-In Test (PBIT) 1. The FBW PBIT test consists of two different checks: a. An electrical PBIT test which lasts 3 minutes b. A hydraulic PBIT test which lasts 1 minute 2. If either test fails, a FLT CTRL BIT EXPIRED EICAS message is displayed 50 hours (elapsed time) after the last successful PBIT when the aircraft is on the ground and the EICAS messages are no longer inhibited. The message will continue being displayed on the EICAS until a new electrical and hydraulic PBIT is successfully completed. 3. FLT CTRL BIT EXPIRED a. If the FLT CTRL BIT EXPIRED EICAS message is displayed, perform the hydraulic PBIT as follows: 1) Do not move any flight control surface. 2) Turn the electrical hydraulic pumps 1, 2, and 3A to ON 3) Wait 60 seconds 4) At this point, the FLT CTRL BIT EXPIRED EICAS message should extinguish 5) Turn the electrical hydraulic pumps 1, 2, and 3A to OFF if no longer needed Note:

If the FLT CTRL BIT EXPIRED EICAS message remains displayed after accomplishing the hydraulic PBIT, the flight crew must power down the aircraft utilizing the Parking & Securing Checklist, wait one minute, and then perform the power up procedure utilizing the Safety & Power On Checklist.

4. Electrical PBIT a. The electrical PBIT provides detection of out-of-tolerance conditions and failures in the FCMs, P-ACEs, and S-ACEs. b. The electrical PBIT is automatically performed during power-up, after the airplane is powered by any AC source. c. The electrical PBIT test takes approximately 3 minutes to complete and can be observed by the flight crew on the Flight Control synoptic page on the MFD.

REV. 5, 01 MAY 2008

4-6

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 3 Establishing Electrical Power/Air Conditioning Volume 5 d. After the 3 minute electrical test is complete, the clock for the ELEC PBIT on the flight control synoptic page will show 50 hours. The hydraulic PBIT test must also be performed to complete a valid Fly-By-Wire PBIT test. e. The electrical PBIT test will be interrupted if: 1) Any electric hydraulic pump is running 2) The Flight Control Mode Panel switches are cycled 3) The AC power supply is interrupted 5. Hydraulic PBIT a. Activate the hydraulic system using the AC electric pumps as follows: 1) EICAS STEER OFF ..............................Annunciate WARNING: Serious injury may result if hydraulics are introduced without STEER OFF annunciated.

b. c. d.

e.

2) HYD SYS 1 ELEC PUMP.................................. ON 3) HYD SYS 2 ELEC PUMP.................................. ON 4) HYD SYS 3 ELEC PUMP A .............................. ON The hydraulic PBIT provides functional test of the flight control actuators. The hydraulic PBIT is performed when all 3 hydraulic systems are pressurized for one minute. After the 1 minute hydraulic test is complete, the clock for the HYD PBIT on the flight control synoptic page will show 50 hours. The hydraulic PBIT will be interrupted if any flight control surface is moved white the test is running.

F. Air Conditioning Preferred priority is to utilize ground air whenever available to reduce APU cycles. When necessary, start the APU to ensure passenger comfort. CAUTION:

Note:

To avoid cabin air contamination, do not operate air conditioning packs using the ground pneumatic start cart. Comfortable outside air temperatures may not require air conditioning to be applied to the aircraft.

REV. 5, 01 MAY 2008

4-7

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 Section 4 Exterior Inspection A. General 1. The exterior inspection ensures the overall condition of the aircraft and its visible components and equipment are safe for flight. 2. Who - Normally accomplished by the First Officer. 3. When - This inspection is accomplished on the first flight of the day and subsequent flights when flight deck crew changes occur. 4. Before beginning the inspection, review the Maintenance Log and if electrical power is not established; complete the Safety & Power On Checklist. 5. Check - The word “Check” is used throughout this inspection to describe a visual examination to detect obvious unsatisfactory conditions/discrepancies. B. 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: 1. Proximate area is free of potential foreign object damage (FOD) items. 2. Passenger walkway and boarding stairs are safe and clear. 3. Flight control surfaces are unobstructed and free from contamination. 4. All vents, ports, intakes, and exhausts are unobstructed. 5. Tire condition and pressure are acceptable. 6. All covers, plugs, picket/mooring lines removed. 7. Pay particular attention to any evidence of fluid leaks from components, drains, panels, aircraft skin, and in ground vicinity. 8. Condition of skin (visible damage) on radome section, fuselage, wings, nacelles, pylons, and empennage. 9. All access panels and doors not actually involved in maintenance are secured.

REV. 2, 15 AUG 2006

4-8

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 10. Pitot static probes for evidence discoloration, condition, and security.

of freezing, severe

C. Procedures Prior to commencing the inspection: 1. Review the Maintenance logbook IAW the GOM 2. Complete the Safety & Power On Checklist, if electrical power is not established 3. Turn on the RED BCN and NAV lights and turn off the RED BCN when the Exterior Inspection is complete or after the RED BCN function has been verified. 4. Initialize either the Captain or First Officer FMS positions D. TSA Security Inspection - First Flight of the Day 1. Per the Shuttle America TSA Amendment to the Aircraft Operator Standard Security Program (which provides for a TSA compliant exterior inspection of the aircraft for the first flight of the day), the Exterior Inspection is compliant with the TSA guidelines with the following additions: a. All aircraft access panels are to be inspected from the outside looking for signs of obvious tampering but do not have to be opened. b. In addition, the following access panels must be opened for inspection on the first flight of the day and then secured. 1) Oxygen Supply Gauge access panel Note:

Note: If the Oxygen Supply Gauge access panel requires a special tool (e.g. screwdriver, etc.), do not open the panel. 2) Engine Fire Extinguishing Bottle access panel located underneath the aircraft near the aft cargo hold. 3) Right and Left Water Drain Valve access panels located underneath the aircraft just aft of the main gear wheel well. 4) Open the aft door of both Hydraulic System 1 and 2 compartments to inspect the entire compartment. 5) Potable Water access panel 6) Waste Service Panel

Note:

If there is fluid leaking from the Waste Service Panel, do not open the panel.

REV. 4, 15 FEB 2008

4-9

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 E. Flow Pattern Start at the Forward Entry Door and proceed in the direction indicated in the external route below, and terminate at the bottom of the passenger stair unit.

Nose Nosewheel & Gear

Right Wing

Left Wing

Left Main Gear

Right Main Gear

Tail Cone

REV. 2, 15 AUG 2006

4-10

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 1. Nose Section a. Exterior Lights .................................................... CHECK b. External Power Receptacle................................ CHECK c. Smart Probes/TAT Sensors/Ice Detectors ......... CHECK d. RVSM Critical Areas .................................NO DAMAGE e. Windshield Wipers ............................................. CHECK f. Radome.............................................................. CHECK g. Forward Avionics Compartment.................... SECURED 2. Nosewheel and Gear a. Nose Gear............................................................ Check Check if the nose wheel position indication mark is within the nose wheel position indication scale limits. b. Wheels and Tires ................................................. Check c. Nose Gear Up Lock Hook ................................Unlocked d. Nose Gear Strut/Wheel Well/Doors ..................... Check e. Ground Locking Pin......................................... Removed f. Landing and Taxi Lights ....................................... Check 3. Right Forward Fuselage a. RAT Safety Lock Pin ....................................... Removed b. Oxygen Discharge Indicator........................ Green DISC c. Fwd Cargo Door................................................... Check d. Inspection Light .................................................... Check e. Landing Lights...................................................... Check f. Air Inlets and Outlets.............................................. Clear g. Red Beacon Light................................................. Check h. Antennas .............................................................. Check i. Ram Air Inlets......................................................... Clear 4. Right Wing a. Wing Leading Edges ............................................ Check b. Pylon .................................................................... Check c. Right Engine......................................................... Check d. Thrust Reverser Cowl ................... Flushed with Nacelle e. Refueling Compartment Door ........................... Secured f. Access Panels................................................... Secured g. Magnetic Level Indicators .............................. Pushed In REV. 2, 15 AUG 2006

4-11

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 h. Pressure Relief Valve ...........................................Check i. Fuel Tank Vent ...................................................... Clear j. Navigation and Strobe Lights................................Check k. Static Discharges .............................Number and Check l. Ensure three (3) on the aileron and six (6) on the winglet. m. Flight Control Surfaces and Fairings.....................Check 5. Right Main Gear a. Right Main Gear....................................................Check b. Wheels and Tires ..................................................Check c. Right Main Gear Up lock Hook ........................ Unlocked d. Right Gear Strut/Wheel Wells ...............................Check e. Right Ground Locking Pin ............................... Removed f. Brake Wear Indicators ..........................................Check 6. Right Rear Fuselage a. Engine Cowls ........................................................Check b. Thrust Reverser .................................................. Stowed c. Right Pylon ...........................................................Check d. Antennas...............................................................Check 7. Empennage a. Horizontal Stabilizer ..............................................Check b. Ensure proper clearance of all flight control surfaces from all ground equipment or other obstructions and all surfaces are clear of any contaminates. c. Elevators ...............................................................Check d. Static Discharges (13)...........................................Check e. Navigation and Strobe Lights................................Check f. Antennas...............................................................Check

REV. 2, 15 AUG 2006

4-12

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 8. Tail Cone a. Air Inlets and Outlets.............................................. Clear b. Aft Cargo Door ..................................................... Check c. Antennas .............................................................. Check d. Access Doors and Panels ................................. Secured e. Battery Air Outlet.................................................... Clear f. Flight Control Surfaces......................................... Check g. Static Discharges .............................Number and Check Ensure 4 on the rudder and 4 on each elevator h. APU...................................................................... Check i. External Power Receptacle.................................. Check j. Potable Water Service Panel ............................... Check k. Pressurization Static Port....................................... Clear 9. Left Rear Fuselage a. Left Pylon ............................................................. Check b. Thrust Reverser ..................................................Stowed c. Engine Cowls ....................................................... Check 10. Left Main Gear a. Left Main Gear ..................................................... Check b. Wheels and Tires ............................................ Condition c. Left Main Gear Up Lock Hook ..........................Unlocked d. Left Gear Strut/Wheel Wells................................. Check e. Left Ground Locking Pin.................................. Removed f. Brake Wear Indicators.......................................... Check 11. Left Wing a. Air Inlets and Outlets.............................................. Clear b. Flight Control Surfaces and Fairings.................... Check c. Static Discharges .............................Number and Check Ensure three (3) on the aileron and six (6) on the winglet. d. Navigation and Strobe Lights ............................... Check e. Fuel Tank Vent....................................................... Clear f. Pressure Relief Valve........................................... Check g. Magnetic Level Indicators ..............................Pushed IN h. Access Doors and Panels ................................. Secured i. Thrust Reverser Cowl ................... Flushed with Nacelle REV. 2, 15 AUG 2006

4-13

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 4 Exterior Inspection Volume 5 j. Left Engine............................................................Check k. Pylon .....................................................................Check l. Wing Leading Edges.............................................Check 12. Left Forward Fuselage a. Air Conditioning Connection Access Door ............Check b. Inspection Light.....................................................Check c. Landing Lights ......................................................Check d. Air Inlets and Outlets ............................................. Clear e. Red Beacon Light .................................................Check f. Antennas...............................................................Check g. Ram Air Inlets ........................................................ Clear

REV. 2, 15 AUG 2006

4-14

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 5 Exterior Walkaround Volume 5 Section 5 Exterior Walkaround A. General 1. The exterior walkaround ensures the overall condition of the aircraft is safe for flight and/or ready for the next day’s operations. 2. Who - Accomplished by one of the flight deck crew members. 3. When - This walkaround is accomplished at each intermediate stop when a flight deck crew change does not occur and after the last flight of the day. Note:

If any discrepancies are found after the last flight of the day, the Captain will inform the maintenance controller through the dispatcher of any mechanical discrepancies.

B. Conditions/Discrepancies Verify the aircraft is acceptable for flight. Check the aircraft is free of damage and fluid leakage and the following: 1. Flight Controls ................................................ Unobstructed 2. Doors & Access Panels (not in use)....................... Secured 3. Main cabin door vent flaps .................... Closed if inclement weather or last flight of the day 4. Ports & Vents ................................................. Unobstructed 5. Tires ......................................................Condition and wear 6. Gear Struts ......................................... Not fully compressed 7. Engines ................................................................. Checked Check fan blades after engine has stopped rotating.

REV. 2, 15 AUG 2006

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 6 Interior Cabin Inspection Volume 5 Section 6 Interior Cabin Inspection A. General 1. The interior cabin inspection ensures cabin emergency equipment is on board and operational and the cabin is ready for departure. 2. Who - Normally accomplished by the Flight Attendant; on flights without Flight Attendants, a flight deck crew member. 3. When - This inspection is accomplished on the first flight of the day and subsequent flights when flight crew changes occur. B. Flow Pattern A “front” to “back” flow pattern from the galley to the lavatory. When proceeding ensure the overhead bins are closed and locked. C. Forward Lavatory 1. Smoke Detector ................................................ Operational D. Forward Galley 1. Galley Doors .............................................Closed & latched 2. Forward Entry Door....................................................Check 3. Forward Service Door ................................................Check E. Forward Flight Attendant Control Panel 1. Emergency Light Switch (ELS) .............................. Guarded F. Forward Wardrobe Compartment 1. PBE (1) ......................................................................Check 2. First Aid Kit................................................ Sealed & secure 3. Halon Fire Extinguisher (2) ........................................Check 4. Portable O2 Bottle & 2 Masks ....................................Check G. Forward Flight Attendant Jumpseat 1. Life Vest (1) ............................................ Check in Package 2. Flashlight (1) ........................................................... LED On 3. Manual Release Tool .................................................Check H. Forward Left Overhead Compartment 1. Grab-and-Go Kit.........................................................Check REV. 2, 15 AUG 2006

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 6 Interior Cabin Inspection

I.

Volume 5 Aft Lavatory 1. Galley Doors............................................. Closed & latched 2. Aft Entry Door............................................................ Check 3. Aft Service Door ........................................................ Check

J. Aft Left Overhead Bin 1. EEMK (1)................................................................... Check K. Aft Left Doghouse 1. First Aid Kit (1)........................................... Sealed & secure 2. Portable O2 Cylinder & 2 Masks ............................... Check 3. Halon Fire Extinguisher (1)........................................ Check L. Aft Right Doghouse 1. Megaphone (1).......................................................... Check 2. Automated External Defibrillator (AED)..................... Check 3. Halon Fire Extinguisher (1)........................................ Check M. Aft Bulkhead (Left and Right) 1. PBE (2)...................................................................... Check N. Aft Flight Attendant Jumpseat 1. Life Vest (1) ............................................. Check in package 2. Flashlight (1)............................................................LED On 3. Manual Release Tool ................................................ Check O. Aft Flight Attendant Control Panel 1. Emergency Light Switch (ELS)...............................Guarded P. Aft Lavatory 1. Smoke Detector................................................. Operational

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 Section 7 Originating/Receiving Checklist A. General 1. This checklist ensures all equipment is operating properly and set up for engine start. Call for Originating Checklist on the first flight of the day, Receiving when flight deck crew changes. B. Who 1. Initiated by the Captain, read by the First Officer C. When 1. Accomplish early enough to ensure all equipment is operating properly and if not, allow maintenance sufficient time to correct any irregularities.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 D. Captain’s Flow Pattern

CAPTAIN ORIGINATING/RECEIVING FLOW

COMPASS

S

O2 MASK

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 E. Captain’s Abbreviated Flow Captain’s Abbreviated Originating/Receiving Checklist Flow - Panel Prep Flow Items • • •

FMS - POS INIT CB / DVDR - Checked & On DVDR control panel - Tested

•

Electrical Panel- Set

•

Cockpit Lights Panel - As Required

• • • •

Fuel Panel - Checked Passenger Signs Panel - Set Fire Extinguisher Panel - Checked APU Control Panel - Set

• • •

Windshield Wipers - Off External Lights Panel - As Required Hydraulic Panel - Set

• • • •

Pressurization Panel - Set Windshield Heating - IN Ice Protection Panel - Set Air Conditioning/Pneumatic Panel - Set

•

Passenger Oxygen - Set

•

Standby Compass - Check

• • • • • • • • • • • •

Guidance Panel - Set Display Controller Unit - Set Glareshield Light Control Panel - As Required Reversionary Panel - Checked PFD - Checked MFD - Checked IESS - Checked & Set Gnd Prox Terr Inhib - OUT Parking Brake Light - Checked EICAS - Checked Clock - Set Landing Gear - DN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 Captain’s Abbreviated Originating/Receiving Checklist Flow •

ELT - Arm

•

GND PROX G/S INHIB - OUT

• • • • •

LG WRN INHIB - Guarded Flight Control Mode Panel - Checked Stall Warning - Checked Powerplant Panel - Checked EICAS FULL - OUT

•

Speed Brake Lever - 0

• • •

Thrust Levers - Idle RAT Manual Deploy - Stowed Parking Brake - Set or OFF

•

Audio Panel - Set

•

O2 & Interphone - Check/100%

• • • • • • •

Audio Panel - Set GND PROX Flap OVRD- Guarded SLAT / Flap - 0 Trim Panel- Checked COCKPIT DOOR CONTROL - Checked ELEVATOR DISCONNECT - IN AILERON DISCONNECT - IN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 F. Captain’s Expanded Flow - Panel Prep Flow Items: 1. FMS ..................................................................... POS INIT Initialize position on either pilot’s FMSs if not previously done. Note:

If a “VERIFY POSITION” message appears after initializing, both pilots will verify the correct position prior to any further FMS POS INIT entries.

2. CB and DVDR .............................................. Checked & On a. Electronic CBs ..................................................Checked 1) On the MCDU, do the following: a) CB Function Key ......................................Select b) OUT / LOCK (1L) ..................................... Select Note: Ensure agreement with maintenance status. b. DVDR......................................................................... On 1) On the MCDU, do the following: a) Menu Function Key .................................. Select b) Misc (1L) ..................................................Select c) DVDR (5R)............................................... Select Note:

This check is accomplished on the first flight of the day.

Note:

Ensure recording ON (green) is active. Use the 1L key to toggle from ON to OFF and vice versa.

3. DVDR CONTROL PANEL .....................................Checked 4. ELECTRIC AC POWER................................................. Set a. IDG 1 Selector ...................................................... AUTO b. IDG 2 Selector ...................................................... AUTO c. GPU ............................................................. As required Note:

If AVAIL light is illuminated and ground power usage is appropriate. 1) GPU .................................................................... IN d. AC BUS TIES Selector ......................................... AUTO e. APU GEN.................................................................... IN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 5. ELECTRIC DC POWER................................................. Set a. TRU 1....................................................................AUTO b. TRU ESS...............................................................AUTO c. TRU 2....................................................................AUTO d. BATT 1 Selector........................................................ ON e. DC BUS TIES........................................................AUTO f. BATT 2 Selector....................................................AUTO 6. COCKPIT LIGHTS ............................................ As required a. MAIN PNL, OVHD PNL & PEDESTAL Knobs ................ ..................................................................... As required b. ANNUCIATORS TEST Button .............................. Press c. Pushbutton Striped Bars & Caption Indications ... Check d. DOME .......................................................... As required 7. FUEL ..................................................................... Checked a. XFEED Selector ...................................................... OFF b. DC PUMP Selector ...............................................AUTO c. AC PUMP 1 Selector.............................................AUTO d. AC PUMP 2 Selector.............................................AUTO 8. PASSENGER SIGNS..................................................... Set a. EMER LT Selector ........................................... Checked 1) EMER LT Selector............................................. ON Ensure EMER LT ON and ENMER LT NOT ARMED EICAS messages annunciate. 2) EMER LT Selector......................................ARMED Note: This check is accomplished on the first flight of the day. b. NO PED .................................................................. OFF c. FSTN BELTS .......................................................... OFF

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 9. FIRE EXTINGUISHER PANEL ..............................Checked a. Prior to performing the FIRE Panel Test ensure that no “FAIL” fire detection/extinguishing system messages are displayed on the EICAS. If a FIRE EXTINGUISHER Check ___ done in conjunction with the Safety & Power On Checklist... was

was not

b. c. d. e. f. g.

Then this check is considered... complete and not done during the Originating/Receiving Checklist. not accomplished and must be done during the Originating/ Receiving Checklist.

# 1 & # 2 EXTG Handles ....................................Stowed CARGO SMOKE FWD/AFT.............................. Guarded APU .................................................................. Guarded APU CONTROL EMER STOP.......................... Guarded Fire Detection TEST Button ....................... Press & Hold Observe the following Lights: 1) # 1 Engine Fire Extinguishing handle 2) # 2 Engine Fire Extinguishing handle 3) FIRE EXTINGUISHER CARGO SMOKE FWD pushbutton 4) FIRE EXTINGUISHER CARGO SMOKE AFT pushbutton 5) FIRE EXTINGUISHER APU pushbutton 6) APU CONTROL EMER STOP pushbutton (upper half) 7) Captain and First Officer master WARN lights (flashing)

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 h. Observe the following EICAS messages: 1) ENG 1 FIRE 2) ENG 2 FIRE 3) APU FIRE 4) CARGO FWD SMOKE 5) CARGO AFT SMOKE 6) Left and right FIRE warning icon on ITT EICAS indicators i. Observe the following Aural warnings: 1) Continuous bell, silence by pressing either master WARN lights Note:

This check is accomplished on the first flight of the day.

10. APU CONTROL ............................................................. Set The following procedure is a flow since it is accomplished whenever necessary throughout the course of a normal flight. Note:

BATT 1 must be ON and BATT 2 must be in the AUTO for the APU to start. a. EMER STOP Button..........................................Guarded b. APU CONTROL MASTER .... ON, START, then release

Note:

Wait 2-3 seconds with the switch in the ON position prior to Start to ensure that the FADEC is active(i.e. the APU RPM and EGT status on the EICAS goes from dashes to numbers). Hold the switch in the Start position for approximately 2 seconds, and then place the switch back to ON.

Note:

With APU FADEC Software 2.1, the APU will shut down after a one minute cool down period with pneumatics off and electrical power on during the cool down period. c. Air Conditioning ...........................................As Required 1) Preferred priority is to utilize ground air whenever available to reduce APU cycles. When necessary, start the APU to ensure passenger comfort. 2) Comfortable outside air temperatures may not require air conditioning to be applied to the aircraft.

11. WINDSHIELD WIPER 1 & 2......................................... OFF

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 12. EXTERNAL LIGHTS ......................................... As required a. NAV .......................................................................... ON b. STROBE ..................................................................OFF c. RED BCN.................................................................OFF 1) When exterior inspection is complete. d. LOGO .......................................................... As required 1) Day time ...........................................................OFF 2) Night time .......................................................... ON During sunset to sunrise and during low visibility procedures. e. TAXI NOSE & SIDE .................................................OFF f. INSP ........................................................................OFF g. LANDING LEFT/NOSE/RIGHT................................OFF 13. HYDRAULIC ..........................................................Checked a. SYS 1 ENG PUMP SHUTOFF.......................... Guarded b. PTU Selector ........................................................ AUTO c. SYS 2 ENG PUMP SHUTOFF.......................... Guarded d. SYS 1 ELEC PUMP .............................................. AUTO e. SYS 2 ELEC PUMP .............................................. AUTO f. SYS 3 ELEC PUMP A..............................................OFF g. SYS 3 ELEC PUMP B...........................................AUTO Note:

If the AC Hydraulic pumps were activated to accomplish the Fly-by-Wire PBIT test, the Captain is allowed to keep the hydraulic pumps on at his/her discretion.

14. PRESSURIZATION ....................................................... Set a. CABIN ALT Selector ............................................. STOP b. MODE Selector ..................................................... AUTO c. DUMP ............................................................... Guarded d. LFE Selector ......................................................... STOP 15. WINDSHIELD HEATING 1 & 2 ........................................ IN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 16. ICE PROTECTION......................................................... Set a. ENGINE 1 ................................................................... IN b. WING .......................................................................... IN c. ENGINE 2 ................................................................... IN d. MODE Selector .....................................................AUTO e. TEST Selector......................................................... OFF Note:

The TEST function is a maintenance procedure.

17. AIR COND / PNEUMATIC.............................................. Set a. CKPT Knob ................................................. As required b. RECIRC ...................................................................... IN c. PAX CABIN Knob......................................... As required d. PACK 1 ....................................................................... IN e. PACK 2 ....................................................................... IN f. XBLEED ...................................................................... IN g. BLEED 1 ..................................................................... IN h. APU BLEED ................................................................ IN i. BLEED 2 ..................................................................... IN 18. PASSENGER OXYGEN................................................. Set a. MASK DEPLOY Selector .....................................AUTO b. MASK DEPLOYED ........................................... No Light 19. Standby Compass ................................................. Checked a. Cross check heading against pilot and copilot HSIs on the PFD and MFD. Note:

Heading information may be inaccurate due to ground equipment magnetic disturbance at the gate.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 20. Guidance Panel ............................................................. Set a. ALT SEL ............................................................. Ft. only b. SPEED.................................................................... MAN c. SRC ........................................................................... PF Display Controller UnitSet d. BARO SET.............................................. IN (inches Hg.) 1) Set current station pressure by rotating the selector and verify on PFD that FL<###> is not displayed in the altitude select window. e. HSI ....................................................... Compass or Arc f. BRG ................................................................. On or Off 21. GLARESHIELD Lights Control Panel ............... As required 22. REVERSIONARY PANEL.............................................. Set a. DISPLAYS Selector .............................................. AUTO b. SENSORS Selectors (ADS/IRS).................. As required 23. PFD ........................................................................Checked a. b. c. d. e.

Airspeed Tape .................................. Speeds not shown EADI .....................................................Level & flag-free Altitude Tape................................................Within limits VSI ................................................................................ 0 EHSI and compass ............... No flags & same headings

24. MFD .......................................................................Checked a. Hydraulic Synoptic page .......................................Check 1) Verify hydraulic fluid quantity and pressure. b. Status page...........................................................Check Verify the following: 1) Hydraulic brake accumulator pressures 2) Oil quantities 3) Oxygen quantity a) Use the color coding to determine the appropriate number of crewmembers; i.e. Green for 3, Blue (cyan) for 2, and Amber to determine that the oxygen must be serviced prior to departure.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 25. IESS .............................................................Checked & Set a. Attitude ................ Compare with PFD attitude indicators b. Altimeter ...................................................... Set if known 1) Compare readout with the PFD altitude tapes c. ALT or SPD Flags ..................................None displayed d. VSI ................................................................................0 26. GND PROX TERR INHIB............................................. OUT 27. EMERG/PRKG BRAKE Light ................................ Checked ON light indicates brakes are applied. 28. EICAS.................................................................... Checked a. Verify all displayed EICAS messages are normal for the current operational aircraft configuration. 29. Clock .............................................................................. Set a. GPS/INT/SET Selector............................................ GPS If the clock displays dashes (-- -- --), adjust as follows: 1) GPS/INT/SET Selector .....................................SET 2) Enter the correct time 3) GPS/INT/SET Selector ......................................INT 30. Landing Gear Lever........................................................ DN 31. ELT...............................................................................ARM Note:

Testing is a maintenance function.

32. GRD PROX GS INHIB ................................................. OUT 33. LG WRN INHIB ......................................................Guarded 34. FLIGHT CONTROLS MODE................................. Checked a. ELEVATORS.....................................................Guarded b. RUDDER...........................................................Guarded c. SPOILERS ........................................................Guarded 35. STALL WARNING ................................................. Checked a. SHAKER 1 CUTOUT .............................................. OUT b. SHAKER 2 CUTOUT .............................................. OUT

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 36. POWERPLANT ......................................................Checked a. START/STOP 1 Selector ...................................... STOP b. START/STOP 2 Selector ...................................... STOP c. IGNITION 1 Selector............................................. AUTO d. IGNITION 2 Selector............................................. AUTO 37. EICAS FULL ................................................................ OUT 38. Speed Brake Lever ..................................................CLOSE 39. Thrust Levers ............................................................... IDLE 40. RAT MANUAL DEPLOY Handle .............................. Stowed a. Cover ..................................................................... Flush 41. PARKING BRAKE Handle ................................. Set or OFF 42. Audio Control Panel (ACP) ............................................ Set 43. Oxygen Masks & Regulators ............................CHECK/100% Carry out the test as follows: a. Set the regulator controller to “100%”. b. Press and hold the “TEST/RESET” button. c. Verify a short illumination or “blink” of the indicator. d. Verify audible pressurization in the headset or over the speaker. e. Once the mask fully pressurizes the indicator must go out, showing that the system is leak free. f. Switch the controller to the “EMER” position and depress the “TEST/RESET” button to verify indicator continuously showing oxygen flow until the “TEST/RESET” button is released and/or the “EMER” mode is turned OFF. g. Return the regulator controller to 100%. h. Speaker on ACP will automatically turn on during the test. Select the speaker off if not desired by the flight crew. 44. GND PROX Flap OVRD ........................................ Guarded 45. SLAT / Flap Lever .............................................................. 0 46. TRIM ............................................................ Checked & Set a. SYS 1 CUTOUT................................................ Guarded b. SYS 2 CUTOUT................................................ Guarded

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 Note:

Note:

Verify that Roll, Yaw, and Pitch (Main and Backup) trims are operating properly both ways. Verify system’s 3second protection working properly. Adjust Yaw and Roll trims to the neutral position, and Pitch trim to the green band. This check is accomplished on the first flight of the day.

47. COCKPIT DOOR CONTROL ................................ Checked a. Upon entry, with both flightdeck crewmembers present in the flightdeck, close the flightdeck door. b. Visually check that the Flightdeck Access System button, located on the center control pedestal, is in the LOCK (covered) position. c. Press the TEST button d. Continually tests the flightdeck aural alert while pressed, regardless of audio selection. e. Press the LOCK button to unlock the flight door. f. The door red indicator light is steady if the emergency cockpit access is denied; g. A green indicator light is steady if the door is unlocked. h. The flightdeck door will now open. i. Re-close the flightdeck door. j. A cabin crewmember, present at the Flightdeck Access Panel, will press the button on the Flightdeck Access Panel. k. A requisite 30-second time interval will pass after which the flightdeck door will automatically unlock allowing the cabin crewmember to enter. l. The test is considered complete if all the above steps are followed and successful. Note:

This check is accomplished on the first flight of the day.

Note:

If a Flight Attendant is not available, steps j. and k. may be accomplished by the FO or a qualified ACM.

48. ELEVATOR DISCONNECT ....................... IN & NO EICAS 49. AILERON DISCONNECT........................... IN & NO EICAS

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 G. First Officer’s Flow Pattern FIRST OFFICER ORIGINATING/RECEIVING

S

O2 MASK

F ALTERNATIVE GEAR EXTENTION

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 H. First Officer’s Abbreviated Flow First Officer’s Originating/Receiving Checklist Flow • • • • • • • • • • • •

I.

- Panel Prep Flow Items FMS - POS INIT Guidance Panel - Set Display Controller Unit - Set Glareshield Light Control Panel - As required Reversionary Panel - Checked PFD - Checked MFD - Checked Audio Panel - Set O2 & Interphone - Check/100% Audio Panel - Set Alt Gear Extension - Checked Gear and RAT Pins - 4 Pins Stowed

First Officer’s Expanded Flow - Panel Prep Flow Items: 1. FMS...................................................................... POS INIT Initialize position on either pilot’s FMSs if not previously done. Note:

If a “VERIFY POSITION” message appears after initializing, both pilots will verify the correct position prior to any further FMS POS INIT entries.

2. Guidance Panel.............................................................. Set a. SRC............................................................................ PF b. SPEED ....................................................................MAN c. ALT SEL.............................................................. Ft. only 3. Display Controller Unit.................................................... Set a. BARO SET ..............................................IN (inches Hg.) 1) Set current station pressure by rotating the selector and verify on PFD that FL<###> is not displayed in the altitude select window. b. HSI ....................................................... Compass or Arc c. BRG .................................................................On or Off 4. GLARESHIELD LIGHTS CONTROL PANEL .... As required

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 7 Originating/Receiving Checklist Volume 5 5. REVERSIONARY PANEL.............................................. Set a. DISPLAYS Selector .............................................. AUTO b. SENSORS (ADS/IRS).................................. As required 6. PFD ........................................................................Checked a. Airspeed Tape .................................. Speeds not shown b. EADI .....................................................Level & flag-free c. Altitude Tape................................................Within limits d. VSI ................................................................................ 0 e. EHSI and compass ............... No flags & same headings 7. MFD .......................................................................Checked a. Status page...........................................................Check 8. Audio Control Panel (ACP) ............................................ Set 9. Oxygen Masks & Regulators ............................CHECK/100% Carry out the test as follows: a. Set the regulator controller to “100%”. b. Press and hold the “TEST/RESET” button. c. Verify a short illumination or “blink” of the indicator. d. Verify audible pressurization in the headset or over the speaker. e. Once the mask fully pressurizes the indicator must go out, showing that the system is leak free. f. Switch the controller to the “EMER” position and depress the “TEST/RESET” button to verify indicator continuously showing oxygen flow until the “TEST/RESET” button is released and/or the “EMER” mode is turned OFF. g. Return the regulator controller to 100%. h. Speaker on ACP will automatically turn on during the test. Select the speaker off if not desired by the flight crew. 10. Alternate Gear Extension Compartment ................Checked a. Alternate Gear Extension Lever...................... Full down b. Electrical Override Switch ............................... NORMAL Open the door to ensure switch position. 11. Gear and RAT Pins ...................................... 4 Pins Stowed

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 8 Originating/Receiving Checklist Volume 5 Section 8 Originating/Receiving Checklist This is a “Do-Verify” checklist. Preflight Inspections . . . . . . . . . Verify . . . . . . . . . . . . . . Complete Verifies the appropriate exterior/interior preflight inspections are complete. Logbook, Forms, & Manuals . . . Verify . . . . . . . . . . . . . . Checked Refer to the GOM (forms and manuals required under Flight Preparation) for the list of items required to be onboard the aircraft. QRH . . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . Installed Place in the center pedestal holder with the ERJ-170 C.G. CALCULATOR. If the QRH in the aircraft is missing, use the Emergency and Abnormal Checklists in the ERJ-170 POH. Gear/RAT Pins . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . .Stowed Verifies the landing gear and RAT safety pins are stowed (may be done during the Preflight - Interior Flight Deck Inspection). CB Panels . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked Verifies the CB panels are checked (done during the Preflight Interior Flight Deck Inspection). Panel Prep . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Complete Verifies the Captain and First Officer Panel Prep flow items are completed. O2 & Interphone . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked

Receiving Checklist . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 Section 9 Before Start Checklist (To the Line) A. General 1. This flow and checklist is used to prepare for starting the engines. 2. Who - Initiated by the Captain; read by the First Officer. 3. When - After fueling is completed, and ATC clearance is received. B. Captain’s Flow Pattern CAPTAIN BEFORE START – TO THE LINE

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 C. Captain’s Abbreviated Flow Captain’s Before Start Checklist Flow (To the Line) At least three (3) minutes after AC electrical power is established and done early enough to allow maintenance action (if required) •

HYDRAULIC - Checked

After fueling is completed and ATC clearance is received • • • • • • • •

PARKING BRAKE - Set O2 - Checked MCDU - Set (if PF) Crosschecked (if PM) Guidance Panel - Set PFD - Checked MFD - Checked PASSENGER SIGNS- ON Departure Review - Brief if PF

•

Call for “Before Start Checklist”

D. Captain’s Expanded Flow At least three (3) minutes after AC electrical power is established and done early enough to allow maintenance action (if required) CAUTION:

To allow the flight controls built in tests, wait three (3) minutes after establishing AC electrical power prior to turning on any hydraulic pump(s).

1. HYDRAULIC .........................................................Checked a. EICAS STEER OFF ......................................Annunciate WARNING: Serious injury may result if hydraulics are introduced without STEER OFF annunciated. b. c. d. e. Note:

HYD SYS 1 ELEC PUMP.......................................... ON HYD SYS 2 ELEC PUMP.......................................... ON HYD SYS 3 ELEC PUMP A ...................................... ON FLT CTRL NO DISPATCH ................... Not annunciated If the Hydraulic System was previously checked as part of the aircraft power up and the pumps were left on, this check may be considered accomplished and need not be repeated at this time.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 After fueling is completed and ATC clearance is received: 2. PARKING BRAKE......................................................... Set a. PARKING BRAKE..................................................Raise b. EMERG/PRKG BRAKE Light........................ Illuminated 3. MCDU (if PF) ................................................................. Set a. FMS .......................................................................Load 1) Enter flight plan route. a) FMS Routing. The PF normally enters the routing into the FMS. The PM will verify the routing is entered correctly and active. Compare the total distance on the FMS Progress Page against the Flight Release. Resolve any discrepancies. b. T/O DATASET MENU...........................................Select c. Enter the following data: 1) T/O MODE (TO-1) 2) T/O TEMP ( __°C) 3) ATTCS (ON) 4) REF ECS (ON or Select OFF from the performance attachment of the flight release) Note:

ENG REF DISAG message will always be annunciated when the REF ECS is set to on with the APU running and thrust levers at idle. 5) REF A/I (OFF or if in icing conditions, ALL) d. Transponder Code ...................... Ensure assigned code Normally, the transponder code is already entered after receipt of the ATC clearance. If not done, enter the assigned code now.

4. Guidance Panel ............................................................ Set a. Set the following information: 1) Initial Heading 2) Altitude 3) Source 4) Course

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 5. PFD .......................................................................Checked a. ALT SEL..................................... Initial Assigned altitude b. EHSI.......... Departure course and NAV source selected c. Heading Bug ...................... Set for departure procedure Note:

Placing the Heading Bug on the Runway Heading is not appropriate unless assigned by ATC.

6. MFD.......................................................................Checked a. MAP ..................................................................... Check 1) Select appropriate settings for Radar/TCAS/Navaids/ Waypoints, etc. a) Ensure STBY is checked in the Weather menu. b. PFD, HSI, and MAP ..................................... Crosscheck 1) Crosscheck initial heading, altitude, source and course on the PFD, HSI, and MAP. c. Hydraulic Synoptic page ...................................... Check 1) Ensure hydraulic fluid quantity green Note:

If the Hydraulic System was previously checked as part of the aircraft power up and the pumps were left on, this check may be considered accomplished and need not be repeated at this time. d. Status page .......................................................... Check 1) Ensure the following are green: a) BRAKES EMER ACCUM SYS 1 & SYS 2 b) ENGINE OIL LEVEL c) CREW OXY PRESSURE

Note:

If the Status Page was previously checked as part of the aircraft power up, this check may be considered accomplished and need not be repeated at this time. e. Ensure required fuel on board and balanced

7. EICAS ...................................................................Checked a. Ensure required fuel on board and balanced b. Check STEER OFF message illuminated Note:

If the EICAS and Steer Off message was previously checked as part of the aircraft power up, this check may be considered accomplished and need not be repeated at this time.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 8. PASSENGER SIGNS .................................................... ON a. PED .......................................................................... ON b. FSTN BELTS ............................................................ ON 9. Departure Review (if PF) .................................. Complete If PF and after the first officer has completed his flows, review the performance attachment to the flight release and accomplish the Departure Review IAW the POH. Note:

The Release Briefing should be included in the Departure Review if not previously briefed.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 E. First Officer’s Flow Pattern

FIRST OFFICER BEFORE START – TO THE LINE

S

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 F. First Officer’s Abbreviated Flow First Officer’s Before Start Checklist Flow After fueling is completed and ATC clearance is received • • • • • •

Guidance Panel - Set PFD - Checked MFD - Checked MCDU - Set O2 - Checked Departure Review - Brief if PF

After the captain calls for the “Before Start Checklist” •

Accomplish Before Start Checklist (To the Line) G. First Officer’s Expanded Flow 1. Guidance Panel ............................................................ Set a. Set the following information: 1) Initial Heading 2) Altitude 3) Source 4) Course 2. PFD .......................................................................Checked a. ALT SEL .................................... Initial Assigned altitude b. EHSI ......... Departure course and NAV source selected c. Heading Bug .......................Set for departure procedure 3. MFD ...................................................................... Checked a. MAP ......................................................................Check 1) Select appropriate settings for Radar/TCAS/Navaids/ Waypoints, etc. a) Ensure STBY is checked in the Weather menu. b. PFD, HSI, and MAP ..................................... Crosscheck 1) Crosscheck initial heading, altitude, source and course on the PFD, HSI, and MAP.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5

4. MCDU.................................................................. Set a. ACARS..........................................................Initialized 1) MCDU...........................................................DLK 2) Main Menu........................................PRE FLT (1L) 3) Preflight.............................................Initialize (1L) 4) Data.................................................Enter/Confirm b. FMS (if PF)..............................................................Load 1) Enter flight plan route. a) FMS Routing. The PF normally enters the routing into the FMS. The PM will verify the routing is entered correctly and active. Compare the total distance on the FMS Progress Page against the Flight Release. Resolve any discrepancies. c. T/O DATASET MENU (if PF) ................................Select d. Enter the following data: 1) T/O MODE (TO-1) 2) T/O TEMP ( __°C) 3) ATTCS (ON) 4) REF ECS (ON or Select OFF from the performance attachment to the flight release) Note:

ENG REF DISAG message will always be annunciated when the REF ECS is set to on with the APU running and thrust levers at idle. e. REF A/I (OFF or if in icing conditions, ALL) f. Transponder Code (if PF) ........... Ensure assigned code Normally, the transponder code is already entered after receipt of the ATC clearance. If not done, enter the assigned code now.

5. Departure Review ( if PF).................................. Complete If PF and when the Captain is ready, review the performance attachment to the flight release and accomplish the Departure Review IAW the POH. Note:

The Release Briefing should be included in the Departure Review if not previously briefed.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line) Volume 5 H. Before Start Checklist (To the Line) This is a “Do-Verify” checklist. Fuel Quantity . . . . . . . . . . . . . . . Verify . . . . . . . . . . . __Req, __OB Crosscheck the fuel on board against the required “RAMP FUEL on the Flight Release and ensure the wing tanks are balanced. Note:

The required fuel for this checklist is Company required fuel and not FAR required fuel. The Captain, as the representative of the Company, is allowed to accept the onboard fuel if it is less than Company required fuel as long as FAR required fuel is available prior to takeoff at brake release.

MCDU . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . Set O2 . . . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . .Checked Altimeters . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . ___.___ Set 1. Captain cross checks the left field elevation and barometric settings. 2. First Officer cross checks the right altimeter field elevation and barometric settings. 3. Compare indicated altitude, max difference ± 75 feet (FAA) within field elevation and cross check left and right field elevation indications within ± 75 feet of each other. . PASSENGER SIGNS . . . . . . . . . . .[C] . . . . . . . . . . . . . . . . . . . . ON Departure Review. . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete

The preceding portion of the Before Start Checklist may be accomplished anytime prior to start. The following portion should be accomplished after W & B calculations are completed and just prior to pushback (or just prior to engine start if no pushback).

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 9 Before Start Checklist (To the Line)

I.

Volume 5 Departure Review 1. Clearance 2. Standard Instrument Departure (SID) including RNAV procedures if appropriate. 3. Special Considerations: a. Unique... 1) Airport Advisory Information 2) Acceleration Altitude if greater than 1,000 ft. AFE 3) Noise Abatement Procedures 4) Engine Failure Procedures 5) Emergency Return Plan 6) Rejected Takeoff Considerations due to field length 7) Lower-than-standard Takeoff and Alternate b. Significant... 1) Terrain/Obstacles 2) Weather Conditions c. Any other known risks d. Intentions

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 10 RNAV Pre-Flight Procedures Volume 5

Section 10 RNAV Pre-Flight Procedures This section provides the basic information concerning RNAV procedures using the Honeywell EPIC System. A. Pre-flight Planning 1. Verify the appropriate flight plan suffix code (Q) is designated on the flight release. 2. Ensure the onboard navigation data base in the FMS is current. 3. Ensure there is no degradation of the EPIC System prior to flight; i.e. there are no EICAS or FMS messages that relate to the normal operation of the FMS and/or the GPS system. B. General Operating Procedures 1. Crosscheck the cleared flight plan against the Jeppesen charts or other applicable resources, as well as the navigation system textual display and the aircraft map display. 2. While operating on RNAV segments including RNAV SIDs and STARS, both pilots must be in LNAV mode on their displays (i.e. magenta needles on their PFD). 3. When loading the route of flight into the FMS and using an RNAV SID or STAR: a. The SID or STAR must be retrievable by procedure name from the FMS navigation data base Note:

Manual entry of any published procedure waypoints into the aircraft system is not permitted and pilots must not change any RNAV SID or STAR waypoint type from a fly-by to a fly-over or vice versa. b. Both pilots must verify that the correct departure airport, active runway, RNAV SID, and initial waypoint are properly entered into the FMS data base for the active flight plan, that any discontinuities are resolved (deleted) with respect to the departure procedure, and the route of flight is verified either on the Map page or on the Plan page of the MFD. c. The information regarding the RNAV SID should be included as part of the Departure Review briefing when covering "Clearance and SID."

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 10 RNAV Pre-Flight Procedures Volume 5 d. When utilizing an RNAV SID (Type B SID) 1) The correct departure runway must be programmed into the FMS prior to taking the active runway. 2) An RNP of 1.0 must be displayed on both PFDs. 3) The correct call by the PF at 400 feet AFE is “FMS NAV” and the flight crew must follow the flight guidance. Note: If on vectors to join the RNAV SID, utilize HDG Mode until cleared by ATC to proceed on the published RNAV procedure. 4) Any changes to the departure clearance by ATC must be loaded in the FMS by the PM on the command of the PF. e. The most important element of the cockpit setup for an RNAV SID is for both pilots to verify that the magenta CDI is centered on their HSI after taking the active runway. If the magenta CDI is not centered for any reason after the aircraft takes the active runway, the Captain must taxi clear of the runway and not takeoff. C. Contingency Procedures 1. While on the ground and prior to takeoff, request an amended clearance from ATC if you are unable to comply with an RNAV SID. 2. During flight, the pilot must notify ATC of any loss of the RNAV capability, together with the proposed course of action. If unable to comply with the requirements of an RNAV procedure (e.g. an RNAV SID or STAR) the pilots must advise Air Traffic Control as soon as possible.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 11 Weight & Balance (W & B) Volume 5 Section 11 Weight & Balance (W & B) See Chapter 11, "Weight & Balance" for policy and procedures. Note:

The Captain is allowed to re-assign the Weight and Balance calculation listed below between the Captain and the First Officer as long as the tasking is accomplished safely and all calculations for ZFW, CG, and V Speeds are verified by the other crewmember. Captain’s Weight & Balance Calculations

After Weight and Balance paperwork is received (5 minutes prior to scheduled departure) • • •

• •

Confirm Passenger seating zones with “A” F/A Enter Zero Fuel Weight (Perf Init Page 3/3) Compute V speeds and enter Perf T/O Page 3/3 or review the V speed calculation from the ACARS Takeoff Data screen Set VFS (Speed Select on Guidance Panel) or select FMS mode on the Speed Selector Knob. MCDU - TRS - TO Dataset

A. Captain’s Expanded Flow 1. Passenger seating zones ........................................ Verify 2. ZFW ............................................................................... Set 3. V Speeds ....................................................................... Set 4. VFS ................................................................................. Set a. Set speed using the Speed Select Knob on the Guidance Panel and verify speed on the PFD or select FMS mode on the Speed Selector Knob. 1) FMS mode will be operative whenever the flight plan is closed out, the PERF INIT is initialized, the V Speeds are entered into Takeoff Perf Page 3/3, and the TOGA button is active. 5. MCDU - TRS - T/O DATASET....................................... Set a. Verify takeoff data and select Flex temperature

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 11 Weight & Balance (W & B) Volume 5

First Officer’s Weight & Balance Calculations After Weight and Balance paperwork is received (6 minutes prior to scheduled departure) • • • •

Crosscheck the loading with the Captain Complete the ACARS Loadsheet Screen or LF-001 Load Form Perform CG calculations via the Whiz Wheel or review the CG calculation from the ACARS Set Takeoff Trim B. First Officer’s Expanded Flow 1. Loading .....................................................................Verify 2. ACARS or LF-001 .............................................. Complete 3. CG Calculation................................................... Complete 4. Takeoff Trim .................................................................. Set a. Set takeoff trim according to the setting established on the load manifest or from the ACARS.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 12 Before Start Checklist (Below the Line) Volume 5 Section 12 Before Start Checklist (Below the Line) A. Captain’s Flow Pattern

CAPTAIN BEFORE START – BELOW THE LINE

S F

COCKPIT WINDOW/DOORS

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 12 Before Start Checklist (Below the Line) Volume 5 B. Captain’s Abbreviated Flow Captain’s Before Start Checklist (Below the Line) Flow Just prior to pushback (or just prior to engine start if no pushback) • • • •

Sterile Sign On Cockpit Window / Doors - Closed & Locked PARKING BRAKE - As required EICAS - Check

•

Call for “Below the line” C. Captain’s Expanded Flow 1. STERILE COCKPIT LIGHT ........................................... ON 2. Cockpit Window / Doors ...................... Closed & Locked a. Verify the window is closed and locked, the cockpit door is locked, the Cockpit Door Control Unlocked light is out, and all doors show green on the Status Page. 3. PARKING BRAKE ...........................................SET or OFF a. If pushback is required 1) Parking Brake .................................................. OFF Note:

The Captain will not release the Parking Brake until receiving confirmation first from the Push Back Crew that it is safe to release the brake.

Note:

Ensure that both the Captain and the First Officer verify the “POWER OFF/OUT” signal from the ground crew when disconnecting the GPU prior to taxi. b. If pushback is not required 1) Parking Brake ...................................................SET

Note:

Ensure that both the Captain and the First Officer verify the “POWER OFF/OUT” signal from the ground crew when disconnecting the GPU prior to taxi.

4. EICAS .......................................................................Check a. Verify the STEER OFF annunciator is shown on the EICAS prior to pushback. Note:

The Captain will verbalize to the Push Back Crew that the Parking Brake is OFF and the Steer is OFF.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 12 Before Start Checklist (Below the Line) Volume 5 5. Call for “Below the Line.” D. First Officer’s Flow Pattern

FIRST OFFICER BEFORE START – BELOW THE LINE

S COCKPIT WINDOW/DOORS

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 12 Before Start Checklist (Below the Line) Volume 5 E. First Officer’s Abbreviated Flow First Officer’s Before Start Checklist (Below the Line) Flow Just prior to pushback (or just prior to engine start if no pushback) • • •

RED BCN - ON Cockpit Window / Doors - Closed & Locked EICAS - Check

After the captain calls “Below the line” •

Accomplish Before Start Checklist (Below the Line) F. First Officer’s Expanded Flow 1. RED BCN ....................................................................... ON 2. Cockpit Window / Doors ...................... Closed & Locked a. Verify the window is closed and locked, the cockpit door is locked, the Cockpit Door Control Unlocked light is out, and all doors show green on the Status Page. 3. EICAS .......................................................................Check a. Verify the STEER OFF annunciator is shown on the EICAS prior to pushback. 4. Accomplish Before Start Checklist - Below the Line. G. Before Start Checklist (Below the Line) This is a “Do-Verify” checklist.

Doors/Windows . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . Closed 1. Status Page.............................No red indications displayed RED BCN. . . . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . . . ON (D) PARKING BRAKE . . . . . . . . . . [C]. . . . . . . . . . . . . . SET or OFF Before Start Checklist . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 13 Pushback/Powerback Procedures Volume 5 Section 13 Pushback/Powerback Procedures A. Pushback 1. Pushback procedures are accomplished IAW the GOM. WARNING: Ensure EICAS annunciates STEER OFF. B. Powerback 1. Powerback is not authorized.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 14 Engine Start Procedure Volume 5 Section 14 Engine Start Procedure A. General 1. Normally start the #1 engine first. B. Procedure The first officer initiates the engine start and monitors the start process. Start the engine using the following procedures: 1. START/STOP #__ Selector ................... START, then RUN a. Momentarily hold in Start position 2. EICAS Display........................................................ Observe a. N2 ................................................................... Increasing at 7% N2... b. IGN A or B....................................................... Displayed at approximately 20% N2... c. N1 ................................................................... Increasing d. Fuel Flow........................................................ Increasing at light-off (within 5 seconds after fuel flow)... e. ITT.................................................................. Increasing at approximately 50%N2... f. IGN A or B.................................................. Extinguishes g. Oil Pressure .......................................Positive Indication C. Stable Engine Indications The following parameters indicate a stable engine at ISA: 1. N1 ................................................................................. 27% 2. ITT ..............................................................................460°C 3. N2 ................................................................................. 62% 4. Fuel Flow.................................... Approximately 550 lbs./hr. 5. Oil Pressure........................................... Greater than 25 psi D. Aborted Engine Start Refer to QRH, Aborted Engine Start.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 14 Engine Start Procedure Volume 5 E. Delayed Engine Start Procedure 1. Complete the entire BEFORE START checklist, start the desired engine (normally #1) and when finished starting the first engine, complete the entire AFTER START checklist. (Gate or ramp conditions may require both engines to be operating until clear of the area. In this case, shutdown an engine for a known ground delay when appropriate.) 2. To start the second engine, accomplish the following: a. Start the second engine. b. Accomplish the TAXI checklist when appropriate. F. Engine Warm-up Before applying takeoff thrust, allow the engines to warm up for a minimum of two (2) minutes. Taxi time at or near idle can be included in the warm-up period. G. Extended Ground Delay In the event both engines are shut down due to an extended ground delay, accomplish the following: Note:

This procedure assumes the aircraft is not chocked or connected to a tug.

1. APU.......................................................................... START 2. PARKING BRAKE.......................................................... Set 3. HYDRAULIC .................................................................. Set a. HYD SYS 1 ELEC PUMP ......................................... ON b. HYD SYS 2 ELEC PUMP ......................................... ON c. HYD SYS 3 ELEC PUMP A ...................................... ON 4. Engines ................................................................ Shutdown 5. PASSENGER SIGNS .................................................... Set a. PED ............................................................. As required b. FSTN BELTS ............................................... As required At the end of the ground delay, complete the Before Start Checklist, start engines and complete the remaining checklists.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 15 Alternate Engine Start Methods Volume 5 Section 15 Alternate Engine Start Methods A. Engine Crossbleed Start On Ground 1.

Operating Engine Thrust Lever ........................... ADVANCE AS REQUIRED a. The minimum bleed duct pressure is 33 minus 0.5 psi for each 1000 ft above sea level. b. Check on the Status Page of the MFD for the required minimum bleed duct pressure.

2. Engine Start ............................................... ACCOMPLISH Note:

33 psi is the absolute minimum for start, but the higher the duct pressure the cooler the engine start. Consider using approximately 40% N1 setting on the good engine which should provide around 45 psi for the duct pressure and a cooler start on the second engine.

AFTER CROSSBLEED START 3. Thrust Levers.............................................AS REQUIRED B. Engine Ground Pneumatic Start It is recommended to start the #2 engine first. Consider an engine crossbleed start to avoid hazard to the ground personnel. BEFORE START 1. PACKS......................................................... PUSHED OUT a. Before connecting the ground pneumatic cart, the packs must be pushed out in order to avoid any cabin air contamination. 2. Minimum duct pressure...........................................33 PSI a. The minimum bleed duct pressure is 33 minus 0.5 psi for each 1000 ft above sea level. b. With the ground cart connected, check on ECS status page (MFD) the required minimum bleed duct pressure. AFTER START 3. PACKS............................................................. PUSHED IN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 15 Alternate Engine Start Methods Volume 5 C. Manual Starter Valve Operation Engine Start Accomplish an engine start with the following differences: 1. Prior to turning the start selector to START coordinate with the ground crew to keep the Starter Control Valve (SCV) in open position. 2. When N 2 reaches 53% ask the ground crew to close the SCV.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 Section 16 After Start Checklist A. General 1. This flow and checklist is used to configure the aircraft for taxiing. 2. Who - Initiated by the Captain; read by the First Officer 3. When - Before taxiing. B. Captain’s Flow Pattern CAPTAIN AFTER START

S

RUDDER CHECK

F SHOULDER HARNESS

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 C. Captain’s Abbreviated Flow Captain’s After Start Checklist Flow After engine start, before taxiing •

APU - OFF, unless operationally required

After First Officer selects FLIGHT CONTROL Synoptic Page • • • •

Flight Controls - Checked TRS Settings - Set / Verify V Speeds - Set / Verify Shoulder Harness - On

•

Call for “After Start Checklist” D. Captain’s Expanded Flow After engine start, before taxiing: 1. APU CONTROL MASTER Selector .................ON or OFF Note:

After First Officer selects Flight Control Synoptic Page

2. Flight Controls ....................................................Checked WARNING: Ensure the tow bar is disconnected prior to accomplishing this check. a. Nosewheel steering .................................................OFF 1) Steering disengage switch on back of control wheel ................................................................... Activate 2) Ensure nosewheel steering EICAS message displayed STEER OFF. b. Rudder Pedals ..................... Full left and right deflection 1) Move the rudder from neutral to full left taking more than one second to deflect the rudder. 2) Move the rudder from full left to neutral taking more than one second to move the rudder. 3) Wait in the neutral position for 2-3 seconds to allow the rate sensor to zero out. 4) Move the rudder from neutral to full right taking more than one second to deflect the rudder. 5) Move the rudder from full right to neutral taking more than one second to move the rudder. REV. 5, 01 MAY 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 6) Check for smooth movement without binding. 7) Verify proper RUD movement on the Flight Controls synoptic page. Note:

If the Number 2 engine is the only engine running when the rudder check is accomplished, wait until the First Officer has completed his/her flight control check prior to checking the rudders.

3. TRS Thrust Settings.................................................Verify a. Verify the following data: 1) T/O MODE (TO-1) 2) T/O TEMP ( __°C) 3) ATTCS (ON) 4) REF A/I (OFF or if in icing conditions, ALL) 5) REF ECS (ON or Select OFF from performance attachment to the flight release) Note: If the Captain accomplishes the TRS Thrust Settings, then the First Officer must verify these settings. Note: If the Captain decides to accomplish an ECS OFF takeoff for any reason, leave the APU ON (if available) to ensure there is some air pressure in the manifold during the takeoff roll. The Captain should shut down the APU after passing through 1,000 feet AFE. 4. V Speeds...............................................................................Verify a. Verify the V Speeds set in Takeoff Perf Page 3/3. Verify VFS on PFD or verify FMS mode on the Speed Selector knob. Note: If the Captain accomplishes the input of the V Speeds into the Takeoff Perf Page 3/3, then the First Officer must verify these settings. 5. Shoulder Harness..........................................................On a. Ensure the shoulder harness is on for takeoff IAW the GOM.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 E. First Officer’s Flow Pattern FIRST OFFICER AFTER START

CONTROL WHEEL

S

F SHOULDER HARNESS

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 F. First Officer’s Abbreviated Flow First Officer’s After Start Checklist Flow After engine start, before taxiing • • • • • • •

Flaps - Set - T.O. Setting display agrees with SLAT/Flap Lever Flight Control Synoptic Page - Select Flight Controls - Checked Pitch and Trim - Set Takeoff Data - Set EICAS - Checked Shoulder Harness - On

After the captain calls “After Start Checklist” •

Accomplish After Start Checklist G. First Officer’s Expanded Flow 1. Flaps ....................................................................... ___ Set a. SLAT/Flap Lever ........................................Set flaps ___ b. EICAS S/F Display .......Agrees with SLATS/Flaps Lever

CAUTION:

Do not move the flaps during Push Back until after the tow bar has been disconnected and the Push Back Crew is safely away from the aircraft.

2. Flight Controls Synoptic Page ............................... Select 3. Flight Controls.....................................................Checked a. Control Wheel ......................Full left and right deflection 1) Check for smooth movement without binding. 2) Verify proper AIL movement on the FLIGHT CONTROLS Synoptic Page. b. Control Wheel ...................Full front and back deflection 1) Check for smooth movement without binding. 2) Verify proper ELEV movement on the FLIGHT CONTROLS synoptic page. Note:

If the Number 2 engine is the only engine running when the flight controls are checked, the flight controls must be moved slowly one at a time to avoid a FLT CTRL NO DISPATCH message.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 4. PITCH & TRIM............................................__.__ & Green a. EICAS ....................................................................Verify 1) Trim Position Display (Roll, Yaw, & Pitch) 2) Pitch Trim in the Green & the takeoff setting (e.g 3.5 degrees). 5. MCDU ............................................................................ Set Note:

Accomplish the following MCDU data input only if not previously done a. PERFORMANCE INIT pg 3/3 ...............................Select 1) Enter the ZFW and initialize b. T/O DATASET MENU...........................................Select c. Enter the following data (From either the TLR or the ACARS Takeoff Data Screen): 1) T/O MODE (TO-1) 2) T/O TEMP ( __°C) 3) ATTCS (ON) 4) REF A/I (OFF or if in icing conditions, ALL) 5) REF ECS (ON or Select OFF from performance attachment to the flight release) d. TAKEOFF PERF pg 3/3........................................ Select e. Enter the following data: 1) V1, VR, V2, VFS

2) Set speed at VFS on FGP or select FMS on the speed knob. f. Takeoff Performance pg 2/3 .................................. Select 1) Enter the proper Flap Setting at LSK 1L g. Takeoff Pitch (Takeoff pg 3/3) ................. ___ Degrees 1) Verify the T/O Pitch at LSK 5R on Takeoff Page 3 is set to the following approximate settings: a) Flap Position 1 - T/O Pitch 11 degrees b) Flap Position 2 - T/O Pitch 10 degrees c) Flap Position 4 - T/O Pitch 12 degrees Note:

EPIC will calculate the actual initial pitch setting once the pilot inputs the aircraft weight, flap setting, and V Speeds. After the initial pitch setting is displayed on the Takeoff Performance Page 3/3, the pilot can then select the TOGA switch on the thrust levers.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 16 After Start Checklist Volume 5 6. EICAS ...................................................................Checked a. Check the following: 1) Engine indications 2) Oil pressure 3) Oil temperature 4) Engine vibrations b. Ensure all displayed EICAS messages are normal for the current operational aircraft configuration. 7. Shoulder Harness..........................................................On 8. Accomplish After Start Checklist. H. After Start Checklist This is a “Do-Verify” checklist Flight Controls . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked Pitch and Trim . . . . . . . . . . . . . . Verify . . . . . . . . . . __.__ & Green Takeoff Data . . . . . . . . . . . . . . . . Verify . . . . . . . . . . __,__,__,__/__ EICAS . . . . . . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Checked Shoulder Harness . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . On Flaps . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . __ After Start Checklist. . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 Section 17 Taxi Procedures A. Thrust Management 1. Use only the thrust necessary to start the aircraft rolling. 2. Thrust use during ground operations demands sound judgement and techniques. 3. The air blast effects at relatively low thrust can be destructive and cause injury. 4. Be aware of aircraft behind and likewise avoid following other aircraft too closely. 5. Consider tow out if the thrust required could cause injury/ damage. CAUTION:

Jet blast is a major cause of foreign object damage (FOD).

B. Speed 1. The tendency is to taxi faster than desired, especially during runway turnoff after landing. 2. The appropriate taxi speed will depend on the turn radius and surface condition. 3. Nosewheel scrubbing indicates excessive steering angle and/ or excessive taxi speed for surface condition. 4. The normal straight ahead taxi speed should not exceed thirty (30) knots. 5. When approaching a turn, adjust speed for the surface conditions. C. Aircraft Movement 1. Initial - To begin taxiing, release the brakes and smoothly increase thrust to the minimum required for the aircraft to move forward. Note:

Allow time for aircraft response to each thrust change.

2. Sustaining - Once taxi has commenced, idle thrust is more than adequate for most conditions.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 3. Do not start a turn until sufficient forward speed has been attained to allow the aircraft to turn at idle thrust. The nosewheel should not be turned when the aircraft is static.

Note:

D. Nosewheel/Rudder Pedal Steering 1. During a turn, maintain positive pressure on the nose steering tiller to prevent the nose gear from returning to center abruptly. 2. Straight ahead steering and large radius turns should be accomplished with rudder pedal steering only. 3. Avoid stopping the aircraft in a turn, as excessive thrust will be required to start taxiing again. 4. After completing a turn, and prior to stopping, center the nosewheel and allow the aircraft to roll straight ahead for short distance. E. Brakes 1. Avoid riding the brakes to control taxi speed. 2. If taxi speed is too high, reduce the speed with a steady brake application and then release the brakes to permit brake cooling. 3. Continuous braking should be avoided. Allow for decreased braking effectiveness on slick surfaces. F. Primary Task 1. The Captain will taxi the aircraft. 2. The flight crew’s primary task is to safely taxi the aircraft and should not be diverted from this task. CAUTION:

Do not taxi so close behind other aircraft as to ingest foreign objects.

G. Single Engine Taxi 1. Single engine taxi procedures are permitted. 2. Normally taxi with the #1 engine running.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 H. General Guidelines for Single Engine Taxi Use the following general guidelines and specific procedures: 1. Consider crew experience, workload requirements, and passenger comfort. 2. Consider single engine taxi if anticipated delay time will exceed 15 (fifteen) minutes. 3. Consider gross weight, temperature, ramp congestion and taxiway surface conditions before deciding to single engine taxi away from the gate. CAUTION:

High thrust settings required for breakaway can damage equipment in close proximity to the aircraft.

4. If possible, begin single engine taxi with a slight turn toward the non-operating engine. There will be less resistance, resulting in a lower thrust setting. 5. Sharp turns toward the operating engine will be difficult. 6. Constant pressure on the tiller will be required due to asymmetric thrust. Do not use rudder trim to counteract this turning tendency. 7. Keep the APU running for taxi-out; an APU start is more efficient than a crossbleed start. 8. If lengthy ground delays after gate departure are encountered with both engines operating, consider shutting down an engine. I.

Specific Procedures for Single Engine Taxi 1. Single engine taxi is not authorized: a. on ramps and taxiways when braking action is less than “Good”. b. with reported RVR less than 1,200 feet c. at stations that use power-out taxi 2. Fuel balancing limitations must be observed. 3. Single Engine Taxi after landing: a. Wait a minimum of 2 minutes after landing prior to shutting down the Number 2 engine. b. Wait a minimum of 1 additional minute after engine shutdown prior to starting the APU.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 c. For fuel utilization purposes, delay the start of the APU during Single Engine Taxi until approaching the gate area. d. If the Captain elects to start the APU prior to shutting down an engine during the taxi-in, do not shut down any engine until the APU has stabilized at 95% (or greater) for a minimum of 3 seconds. J. Delayed Engine Start 1. Start the remaining engine using the normal start procedure. If APU is unavailable, perform a crossbleed start (see Supplemental Normals). 2. Allow enough time to complete the Before Takeoff Checklist.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 K. Turning Radius - ERJ-170 The turning radius illustration shows the minimum turning radius capability. The tail tip has the largest arc while turning and detemines the minimum obstruction clearance path.

ERJ-170 Turning Radius Steering Angle

Nose

Right Winglet

Right Tail Tip

R1

R5

R6

76°

48 ft. 9 in.

51 ft.

54 ft. 3 in.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 17 Taxi Procedures Volume 5 L. Turning Radius - ERJ-175 18.04 m 59ft 2in (RUNWAY MINIMUM WIDTH)

R1 76 ° R3

R 11.78 m 38ft 8in

R2

R 5.45 m 17ft 11in R5

R6

ERJ-175 Turning Radius Steering Angle

Nose

Right Winglet

Right Tail Tip

R1

R5

R6

76°

52 ft. 5 in.

54 ft. 8 in

57 ft. 3 in.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist Volume 5 Section 18 Taxi Checklist A. General 1. This flow and checklist is used to ensure the aircraft is ready for takeoff. Note:

If performing single engine taxi procedures, do not accomplish this checklist until both engines are started.

2. Who - Initiated by the Captain; read by the First Officer. 3. When - After a runway assignment is issued. B. Captain’s Flow Pattern CAPTAIN TAXI CHECKLIST FLOW

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist Volume 5 C. Captain’s Abbreviated Flow Captain’s Taxi Checklist Flow After a runway assignment is issued and both engines are started • • •

EICAS Check - Proper power setting and ATTCS On Weather Radar - As required Takeoff Briefing - Brief if PF

•

Call for “Taxi Checklist” Note:

If the Captain has already accomplished these checks prior to the start of the taxi out, this tasking may be considered accomplished and need not be repeated at this time. This flow allows the Captain to update the takeoff data during the taxi out if there is a change required due to a change in the runway assignment, weather conditions, etc. D. Captain’s Expanded Flow 1. EICAS..................................................................CHECK a. Check the following information is displayed: 1) Proper Power Setting 2) White ATTCS displayed 2. Weather Radar............................................... As Required a. On the Map Menu select “Weather”, and on the Weather Menu select “FSBY OVRD” if ATIS includes information about thunderstorms in the vicinity of the airport. CAUTION:

Do not use FSBY OVRD mode near buildings, fueling facilities/trucks, or ground personnel. b. On the Map Menu, de-select Weather if weather is VMC. c. If the aircraft will encounter IMC conditions immediately after takeoff, ensure that “Weather” is selected on the Map Menu. At the Captain’s discretion, the flight crew may select either STBY or WX on the Weather Menu. If WX is selected, the weather radar will automatically display on the MFD immediately after takeoff. 3. Takeoff Briefing (if PF)..........................................Complete

Note:

The Takeoff Briefing may be accomplished at the end of the runway prior to takeoff when called for as part of the Taxi Checklist. 4. Call for “Taxi Checklist.”

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist Volume 5 E. First Officer’s Flow Pattern FIRST OFFICER TAXI CHECKLIST FLOW

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist Volume 5 F. First Officer’s Abbreviated Flow First Officer’s Taxi Checklist Flow After a runway assignment is issued • • •

Brake Temp - Green HYDRAULIC - Set Takeoff Briefing - Brief if PF

After the captain calls “After Start Checklist” •

Accomplish the “Taxi Checklist”

G. First Officer’s Expanded Flow 1. Brake Temp.............................................................. Green a. Status Page........................................................... Verify 1) Brake Temperature .......................................Green Note:

After the brake temperatures have been checked, the First Officer may select the Map mode on the MFD.

2. HYDRAULIC .................................................................. Set a. SYS 1 ELEC PUMP ..............................................AUTO b. SYS 2 ELEC PUMP ..............................................AUTO Note:

Hydraulic pumps may be turned to auto anytime after the second engine has been started.

3. Takeoff Briefing (if PF)...................................... Complete Note:

The Takeoff Briefing may be accomplished at the end of the runway prior to takeoff when called for as part of the Taxi Checklist.

4. Accomplish Taxi Checklist.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist Volume 5 H. Takeoff Briefing 1. Initial... a. Heading b. Altitude c. Fix 2. Special Considerations: a. Unique... 1) Airport Advisory Information 2) Noise Abatement Procedures 3) Engine Failure Procedures b. Significant... 1) Terrain/Obstacles 2) Weather Conditions c. Any other known risks d. Intentions

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 18 Taxi Checklist

I.

Volume 5 Taxi Checklist

This is a “Do-Verify” checklist. EICAS . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked 1. Verify all displayed EICAS messages are normal for the current operational aircraft configuration. Brake Temp. . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . Green . Takeoff Briefing . . . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete 1. Ensure the Takeoff Briefing has been completed by the PF IAW the POH. . At this point, the Taxi Checklist is considered complete. The Before Takeoff Checklist will be called for after being cleared onto the takeoff runway and completed prior to the takeoff roll.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 19 Before Takeoff Checklist Volume 5 Section 19 Before Takeoff Checklist A. Captain’s Flow Pattern CAPTAIN BEFORE TAKEOFF FLOW

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 19 Before Takeoff Checklist Volume 5 B. Captain’s Abbreviated Flow Captain’s Before Takeoff Checklist Flow After being cleared on to the takeoff runway; completed prior to takeoff roll • • • •

TOGA Switch(es) - TOGA (if not previously selected) A/T - Select Speed Selector Knob - Verify External Lights - As required

•

Call for “Before Takeoff Checklist”

C. Captain’s Expanded Flow 1. TOGA Switches ....................................................... TOGA Press the TOGA switch(es) and verify ROLL & TO are displayed in the FMA. Note:

The TOGA switches may be pressed at any time prior to taking the active runway. The Captain is allowed to press the TOGA switches early to ensure a proper display prior to the arriving at the runway end. The use of the Flight Director (if available) is required for all flights.

2. A/T............................................................................. Select The Captain will confirm the Autothrottles on and the Autothrottles armed mode (white TO) is annunciated in the FMA. 3. Speed Selector Knob ...............................................Verify The Captain will verify the position of the Speed Selector Knob. Use FMS if VNAV Procedures are going to be utilized by the flight crew. Use MAN if VNAV procedures are not going to be utilized by the flight crew 4. External Lights ...............................................As required a. STROBE lights are used for all flight operations as long as they do not create a distraction to the flight crew. b. LOGO lights should be ON for all operations below 10,000 feet at night. External lights are required for all operations conducted below 10,000 feet, as long as their use does not create a distraction to the flight crew. REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 19 Before Takeoff Checklist Volume 5 D. First Officer’s Flow Pattern FIRST OFFICER BEFORE TAKEOFF FLOW

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 19 Before Takeoff Checklist Volume 5 E. First Officer’s Abbreviated Flow First Officer’s Before Takeoff Checklist Flow After being cleared on to the takeoff runway; completed prior to takeoff roll • • •

Flight Attendants - Notified MCDU - Set XPDR to TA/RA Takeoff Config - Checked

•

Accomplish the Before Takeoff Checklist

F. First Officer’s Expanded Flow 1. Flight Attendants .................................................... Notified a. PA Switch ................................................Press and hold Notify the Flight Attendants when takeoff is imminent Note:

At the Captain’s direction, the First Officer is allowed to notify the Flight Attendants early when the Captain believes it is appropriate for the Flight Attendants to take their seats and when takeoff is imminent.

2. Transponder ............................................................TA/RA a. Radio Function Button...........................................Select b. TA/RA....................................................................Select 3. T/O CONFIG........................................................... ..Check a. T/O CONFIG...........................................................Press b. Verify “TAKEOFF OK” aural message WARNING: Do not reconfigure the aircraft after completing this checklist item.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 19 Before Takeoff Checklist Volume 5 G. Before Takeoff Checklist This is a “Do-Verify” checklist. . Flight Attendants . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . Notified . T/O Min Fuel . . . . . . . . . . . . . . . . Verify . . . . . . . ___ Req, ___ OB Crosscheck the fuel on board against the required “T.O. MIN” fuel on the Flight Release. Ensure at least this amount of fuel is on board prior to beginning the takeoff roll. If the amount is less, an amended Flight Release or more fuel is required. Transponder . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . TA/RA T/O CONFIG . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . .Checked WARNING: Do not reconfigure the aircraft after completing this checklist item. Before Takeoff Checklist . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 20 FLEX Takeoff Volume 5 Section 20 FLEX Takeoff A. Procedures 1. Flight Crews should use a FLEX takeoff to the maximum extent possible. Anytime a FLEX takeoff is used, the preferred technique is to use the Rolling Takeoff Procedure. 2. If a FLEX takeoff is not going to be used, the recommended technique is to use the Normal Takeoff Procedure. 3. A max performance takeoff (static) must be performed if a FLEX takeoff cannot be used and the following parameters are met: a. The actual aircraft weight is equal to or slightly less than the maximum takeoff weight per the approved runway performance (APG/AeroData) (i.e., unable to meet the minimum temperature for a Flex Takeoff), and b. The limiting takeoff weight is Field Length Limited (FL) and the aircraft is neither structurally limited nor climb limited, and c. The Autothrottles are inop. Note:

If all 3 parameters listed above are not met, a max performance (static) is not appropriate. The Normal Takeoff Procedure should be utilized in lieu of a static takeoff.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 21 Normal Takeoff Volume 5 Section 21 Normal Takeoff A. Setting Takeoff Thrust 1. Once the aircraft is aligned with the runway centerline, advance the thrust levers to approximately 40% N1 and verify the engines are spooled. 2. After the engines are stabilized, the PF releases the brakes, advances the thrust levers to approximately 60 degrees TLA (thrust lever angle), verifies Autothrottle engagement (TO & AT annunciates green) and calls “TOGA”. 3. The PM will confirm the thrust levers advance, ATTCS is enabled (displayed in green), TO-1 or FLEX TO-1 (if used) is annunciated on the EICAS. 4. The PM then calls “TOGA Set”. Note:

The exact amount of the setting is not as important as setting symmetrical thrust.

B. Initial Steering Keep the airplane on the runway centerline with nosewheel steering until rudder effectiveness. The rudder becomes effective between 40 and 60 KIAS. C. Aft Center-of-Gravity Effects At aft CG and light weights nose wheel steering effectiveness may be reduced. Hold the control wheel slightly forward to improve nose wheel steering.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 22 Other Takeoff Types Volume 5 Section 22 Other Takeoff Types A. Rolling The rolling takeoff is the same as the normal takeoff except that brakes are not applied. Note:

The Rolling Takeoff profile should be used to the maximum extent possible. Anytime a FLEX takeoff is performed, a Rolling Takeoff profile should be utilized. B. Maximum Performance The maximum performance takeoff is the same as the normal takeoff except the brakes are held until after takeoff thrust N1 is achieved. Note:

A maximum performance takeoff should only be used when the actual aircraft weight is equal to or slightly less than the maximum allowable takeoff weight and the Autothrottles are inoperative. C. Crosswind 1. The aircraft demonstrates good crosswind control capability during the takeoff roll. 2. Directional deviations should be corrected immediately with smooth and positive control inputs. 3. The aileron becomes effective as the aircraft accelerates through approximately 80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain center line. D. Flaps 1, 2, and 4 Takeoff 1. The procedures are the same for a Flaps 1, Flaps 2, or Flaps 4 takeoff 2. The approved runway performance (APG/AeroData) for the specific flap setting must be available for a Flaps 1, Flaps 2, or Flaps 4 takeoff. 3. Acceleration altitude is the same for a Flaps 1, Flaps 2, or Flaps 4 takeoff. 4. Callouts are the same for a Flaps 1, Flaps 2, or Flaps 4 takeoff. 5. When using a Flaps 4 takeoff, the first retraction callout is Flaps 3 (then Flaps 2, Flaps 1, Flaps Up) when at or above the F Bug. 6. When setting the airspeed knob, the pilot will set VFS or the flap limit speed, whichever is less. When bringing up the flaps after acceleration altitude, the PM will set the requested speed (e.g. 210) at the first available opportunity when the requested speed is higher than the flap limit speed. REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 23 Rotation & Lift-Off Volume 5 Section 23 Rotation & Lift-Off A. At V1 At V1, no earlier than V1 - 5 knots, the PM calls out “V1” and the Captain removes his/her hand from the thrust levers. B. Rotation and Liftoff 1. At VR, rotate smoothly toward the target pitch attitude in one continuous motion. 2. Use a rotation rate of approximately 2° to 3° per second. 3. High weights and temperatures or engine failure will require a lower rotation rate. 4. Correct rotation technique is important to ensure adequate performance is obtained. 5. Lift-off will occur prior to reaching initial climb target attitude. 6. After lift-off, and once a positive rate of climb has been established, select landing gear up. Note:

At lighter weights, the flight director can command pitch attitudes in excess of 20 degrees nose up. In those cases, the PF may use 15 degrees nose up as an initial pitch reference for passenger comfort. At 15 degrees nose up, the aircraft will climb in excess of 2,000 feet per minute and will exceed all TERPS criteria for a Standard Instrument Departure (SID).

C. Initial Climb 1. With all engines operating, adjust the pitch attitude to maintain V2 + 10 to 15 knots to the acceleration altitude. 2. Flight Director following liftoff continue the rotation rate as follows: with the flight director... a. Operative fly the flight director pitch commands. b. Inoperative fly a maximum deck angle limited to 12°.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 23 Rotation & Lift-Off Volume 5 D. Clean-Up and Acceleration At acceleration altitude (1,000 feet AFE), adjust the pitch attitude to maintain a slight climb rate while accelerating to 210 KIAS. E. Flap Retraction Speed Schedule Retract flaps at or above the F Bug. F. Slat/Flap Retraction Complete Once the SLAT/Flap retraction is complete and above 3,000 ft. AFE, select 250 knots and resume normal climb.

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“HDG or NAV” “Autopilot On” (if desired)

Select FLCH

400 feet A FE

Select HDG or NAV Engage Autopilot

Acceleration Altitu de 1,000 feet A FE

“Flaps __”

Accelerate to 250 KIAS

• Check airspeed • “Flaps UP” • Select Flaps UP • Complete After Takeoff Checklist

• Check airspeed • “Flaps __” • Select Flaps __

3,000 feet A FE

• “Flaps UP” • “After Takeoff Checklist”

V2 + 10 - 15 First flap retraction Retract flaps on schedule Accelerate to 210 KIAS

“Flight Level Change, 210” or as required

Takeoff Roll to 400 feet AFE

Takeoff Roll to 400 feet AFE

PF Duties PM Duties

• Verify Takeoff N1 • “TOGA Set”

V2 + 10 to 15

Select Gear Up

“Gear Up”

“Positive Rate”

Rotate towards FD

“80 kts” “V 1” “Rotate”

“Checked”

• “TOGA”

• Advance Thrust Levers 60° Thrust Lever Angle

• Press TOGA Switch(s) • Advance Thrust Levers to 40% N1 to spool engines

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 24 Normal Takeoff Profile

Volume 5 Section 24 Normal Takeoff Profile

Normal Takeoff Profile

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 25 Normal Takeoff Actions & Callouts Volume 5 Section 25 Normal Takeoff Actions & Callouts Normal Takeoff to Flap Retraction Trigger

PF

Commencing • takeoff roll •

•

Verify Autothrottle armed (TO white) Verify Flight Director modes ROLL & TO on FMA Advance thrust levers to approx 40% N1

•

Ensure engines are spooled • Advance thrust levers to approximately 60 degrees TLA “TOGA”

PM

•

Verify modes ROLL & TO on FMA

•

Verify ATTCS annunciates green Verify TO & AT annunciates green

•

•

Verify takeoff N 1

“TOGA Set” “80 Knots” • Verify HOLD is annunciated on FMA

80 kts

“Checked” V1 - 5 knots

“V1” Captain removes his/her hand from thrust levers.

VR

“Rotate” •

Rotate to F/D commanded attitude

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 25 Normal Takeoff Actions & Callouts Volume 5 Normal Takeoff to Flap Retraction (Continued) Trigger

PF

After liftoff

PM •

Verify positive rate of climb on VSI “Positive Rate” •

Verify positive rate of climb “Gear Up” • Establish initial climb speed of V2 +10-15 kts 400 AFE

“HDG” or “FMS NAV”

1000 AFE

“VNAV” (if using VNAV procedures) If not using VNAV procedures: “Flight Level Change, 210” (or speed as required) • Accelerate to 210 kts • Check airspeed “Flaps __” (Retract flaps at or above F Bug)

1000 ft. AFE

• Position gear lever up “Gear Up” • Monitor speed and altitude • Select HDG or FMS NAV • Select VNAV

• •

Select FLCH Set Speed Bug to 210 kts or requested speed • Check airspeed “Flaps __”

•

• Check airspeed “Flaps UP, After Takeoff Checklist”

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Select proper flap setting, when requested

Check airspeed “Flaps UP” • Retract Flaps • Accomplish After Takeoff Checklist

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 25 Normal Takeoff Actions & Callouts Volume 5 Normal Takeoff to Flap Retraction (Continued) Trigger Flap/slat retraction complete, at or above 3000 ft. AFE

PF •

PM

Accelerate to 250 knots

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 26 Climb Speed and Angle Volume 5 Section 26 Climb Speed and Angle A. Climb Speed Determination 1. Maintain flaps-up maneuvering speed until clear of obstacles or above minimum crossing altitudes. 2. If there are no altitude or airspeed restrictions, accelerate to the desired climb speed schedule. 3. 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 en route toward the destination. B. VNAV 1. If the flight crew is using VNAV procedures, they should ensure that the FGCS Vertical Mode on the FMA is in magenta. 2. The PF will monitor the active flight plan in the MCDU to ensure that all altitudes listed on the right hand column of the flight plan page can be met using a normal climb profile. 3. If at any time the flight crew is not able to ensure the VNAV functions are performing as desired, the PF must intervene if necessary and de-select the VNAV button on the Guidance Panel. 4. If the flight crew is using VNAV procedures, the preferred selection for executing a climb is V-FLCH (FLCH in magenta). Note:

If the crew elects to utilize either Vertical Speed or Flight Path Angle to execute a portion of the climb, the VNAV button must be re-selected after reaching the desired altitude and the PF should ensure that the FGCS Vertical Mode on the FMA is in V-ALT (ALT in magenta).

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 26 Climb Speed and Angle Volume 5 C. Climb Speed Schedule 1. The following climb speed schedule presents four (4) climb speeds above 10,000 ft. The speed selected would be determined by the operational requirements. Up to 10,000 feet MSL

10,000 feet And above

250 KIAS Long Range

250 KIAS/M 0.70

Normal

290 KIAS/M 0.74

Alternate

290 KIAS/M 0.70

High Speed

320 KIAS/M 0.77

D. Climb Thrust Set climb thrust by selecting FLCH on the Guidance Panel. The FADEC will maintain the correct thrust setting automatically throughout the flight. E. Maximum Angle Climb 1. Maximum angle climb speed is normally used for obstacle clearance or to reach a specified altitude/flight level in a minimum distance. 2. Maximum angle climb speed varies with gross weight and can be referenced by using the pitch limiter indicator (PLI) as a reference. F. Fuel Utilization Program 1. CLB-1 is associated with TO-1. CLB-2 is associated with TO2 and/or TO-1 with a FLEX takeoff. The selection of either CLB-1 or CLB-2 is at the discretion of the PF. There is not a preferred climb power with respect to fuel utilization. 2. Pilots should consider delaying the acceleration from 210 KIAS to 250 KIAS until on course (traffic permitting).

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 27 After Takeoff Checklist Volume 5 Section 27 After Takeoff Checklist A. General 1. This flow and checklist is used to configure the aircraft for climb/cruise. 2. Who - Initiated by the PF; PM reads and accomplishes silently; however verbalizes “After Takeoff Checklist Complete”. 3. When - After flap/slat retraction, accelerating to climb speed, and prior to 10,000 feet MSL. B. PF’s Flow Pattern No flow pattern. C. PF’s Abbreviated Flow No flow. Maintain aircraft control. D. PF’s Expanded Flow No flow. Maintain aircraft control.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 27 After Takeoff Checklist Volume 5 E. PM’s After Takeoff Flow Pattern PM - AFTER T/0

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 27 After Takeoff Checklist Volume 5 F. PM’s Abbreviated Flow PM After Takeoff Checklist Flow After slat/flap retraction, accelerating to climb speed, and prior to 10,000 feet MSL. • • • •

SLAT/Flap Lever - UP, 0 detent Landing Gear Lever - UP EICAS - Checked APU - As required

•

Accomplish After Takeoff Checklist silently; verbalize “After Takeoff Checklist Complete” G. PM’s Expanded Flow 1. Flaps............................................................................... UP a. SLAT/Flap Lever ......................................... Up, 0 detent 2. Landing Gear ................................................................. UP a. LDG GEAR Lever ...................................................... UP H. EICAS Checked I.

APU OFF, unless operationally required

J. After Takeoff Checklist This is a “Do-Verify” checklist. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP After Takeoff Checklist . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 28 Passing 10,000 feet MSL Volume 5 Section 28 Passing 10,000 feet MSL A. General 1. This flow is used to configure the aircraft’s external lights for cruise and notify the Flight Attendants the flight is leaving the sterile flight deck environment. 2. There is no checklist. 3. Who - Initiated by the PM. 4. When - Leaving 10,000 feet MSL. B. PF’s Flow Pattern No flow pattern, only altitude callout made. C. PF’s Abbreviated Flow PF Passing 10,000 Feet MSL Flow After climbing through 10,000 feet MSL. •

“10,000 feet” D. PF’s Expanded Flow 1. Altitude Callout.............................................“10,000 feet”

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 28 Passing 10,000 feet MSL Volume 5 E. PM’s Flow Pattern PM - CLIMBING THROUGH 10,000 FT

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 28 Passing 10,000 feet MSL Volume 5 F. PM’s Abbreviated Flow PM Passing 10,000 Feet MSL Flow After climbing through 10,000 feet MSL • • •

External Lights - As required STERILE - OFF PED - OFF G. PM’s Expanded Flow After the Call Out 1. External Lights ...............................................As required a. STROBE lights are used for all flight operations as long as they do not create a distraction to the flight crew. b. LOGO lights should be ON for all operations below 10,000 feet at night. External lights are required for all operations conducted below 10,000 feet, as long as their use does not create a distraction to the flight crew. 2. STERILE ...................................................................... OFF Notifies the Flight Attendants the aircraft is leaving the sterile flight deck environment. 3. PED .............................................................................. OFF

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 29 Climbing Through Transition Altitude Volume 5 Section 29 Climbing Through Transition Altitude A. General 1. This flow is used to set the altimeters to 29.92. 2. Who - Initiated by the PF. 3. When - Passing the transition altitude (e.g., 18,000 feet MSL). B. PF’s and PM Flow Pattern PM / PF - CLIMBING THROUGH TRANSITION ALTITUDE

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 29 Climbing Through Transition Altitude Volume 5 C. PF’s Abbreviated Flows PF Climbing Through Transition Altitude Flow Upon climbing through the transition altitude (e.g.,18,000 feet MSL.) • • •

Baro - STD “18,000 Standard” PFD - Cross checked D. PF’s Expanded Flows 1. Baro Set..............................................................Push STD Selects the standard reference barometric pressure of 1013 hPa/29.92 in hg.

WARNING: Ensure inches of mercury displayed to prevent altitude deviations and possible conflicts. 2. Altitude Callout................................... “18,000 Standard” 3. PFD ........................................................... Cross Checked Crosscheck STD set in both PFDs. E. PM’s Abbreviated Flows PM Climbing Through Transition Altitude Flow Upon climbing through the transition altitude (e.g.,18,000 feet MSL.) • •

Baro - STD PFD - Crosscheck F. PM’s Expanded Flows 1. Baro Set..............................................................Push STD Selects the standard reference barometric pressure of 1013 hPa/29.92 in hg.

WARNING: Ensure inches of mercury displayed to prevent altitude deviations and possible conflicts. 2. PFDs ............................................................... Crosscheck Crosscheck STD set in both PFDs.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 30 Cruise Volume 5 Section 30 Cruise A. VNAV 1. If the flight crew is using VNAV procedures, they should ensure that the FGCS Vertical Mode on the FMA is in V-ALT (ALT in magenta). 2. The PF will monitor the active flight plan in the MCDU to ensure that all altitudes listed on the right hand column of the flight plan page can be met. 3. If at any time the flight crew is not able to ensure the VNAV functions are performing as desired, the PF must intervene if necessary and de-select the VNAV button on the Guidance Panel. 4. The PF will ensure that the actual final cruising altitude of the aircraft is properly entered into the Perf Init on Page 3. 5. If the flight crew is using VNAV procedures, the preferred selection for executing a climb is V-FLCH and the preferred selection for executing a descent is V-PTH 6. If the crew elects to utilize either Vertical Speed or Flight Path Angle to execute a cruise-climb or a cruise-descent, the VNAV button must be re-selected after reaching the desired altitude and the PF should ensure that the FGCS Vertical Mode on the FMA is in V-ALT (ALT in magenta). B. Fuel Calculations 1. Anytime the flight plan shows a planned flight time in excess of 2 hours, the PIC is responsible for ensuring that the score is kept on the flight release in terms of flight time and fuel burn. 2. The score will be initialized at or abeam the first fix after the Top of Climb. 3. The score will be updated approximately once each hour at an appropriate fix after the flight plan score is initialized at the first fix after the Top of Climb. 4. Any significant differences between planned and actual flight time and/or planned and actual fuel burn will be communicated to Dispatch via the ACARS system. If required, the PIC will establish and communicate a plan to ensure the safe conclusion of the flight.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 31 Descent Volume 5 Section 31 Descent A.

Schedule The following descent speed schedule presents three (3) descent speeds above 10,000 feet. The speed selected would be determined by operational requirements. Descent Speed Schedule Long Range

10,000 feet and above Below 10,000 feet MSL

LRC to 250 KIAS

Normal

M 0.78 to 290 KIAS

High Speed

M 0.78 to 320 KIAS/ 250 KIAS

B. VNAV 1. If the flight crew is using VNAV procedures, they should ensure that the FGCS Vertical Mode on the FMA is in either V-PTH (PTH in magenta) or V-FLCH (FLCH in magenta) for all VNAV descents. 2. The PF will monitor the active flight plan in the MCDU to ensure that all altitudes listed on the right hand column of the flight plan page can be met. 3. If at any time the flight crew is not able to ensure the VNAV functions are performing as desired, the PF must intervene if necessary and de-select the VNAV button on the Guidance Panel. 4. The PF will ensure that the target altitude for a particular waypoint in the MCDU matches the target altitude shown on the Vertical Profile on the MFD and that the green line shown on the Vertical Profile passes through the target altitude at or before the listed waypoint. 5. For descents during an RNAV arrival, the flight crew will input the lowest altitude that the aircraft is cleared to in the AFCS via the guidance panel. Both pilots must verbally re-confirm all intermediate altitudes by cross-checking the altitudes listed in the Jeppesen Chart with the altitudes listed in the right hand column of the Active Flight Plan in the MCDU. The PF is responsible to ensure that all altitude crossing restrictions are met when the VNAV button is engaged. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 31 Descent Volume 5 6. The VNAV button must be selected prior to the start of any RNAV / GPS approach when using LNAV / VNAV minimums. The VNAV button must be de-selected prior to the start of any localizer based or VOR based instrument approach, or when using LNAV minimums for an RNAV / GPS approach. 7. The Preferred Descent Angle in the Perf Init (Page 1) is a 3.0 degree descent as it will provide the closest angle for an idle power at lower and intermediate altitudes (below FL 240). At higher altitudes (above FL 240), a 3.5 or a 4.0 degree descent may be used. 8. If the flight crew is using VNAV procedures, the preferred selection for executing a descent is V-PTH (PTH in magenta). Note:

If the crew elects to utilize either Vertical Speed or Flight Path Angle to execute a descent, the VNAV button must be re-selected after reaching the desired altitude and the PF should ensure that the FGCS Vertical Mode on the FMA is in V-ALT (ALT in magenta).

C. Rate When a flight reports leaving an altitude, the PF maintains a descent rate consistent with ATC requirements and fuel conservation procedures. D. Descent Ratio 1. The distance required for the descent is approximately three (3) miles per 1,000 feet (3 to 1). 2. As a guide, in level flight without speed brakes, it takes approximately ten (10) seconds and one (1) mile to decelerate each ten (10) knots of airspeed. E. Factors From a typical cruise altitude, the top-of-descent (TOD) point should be advanced two (2) miles for each ten (10) knots of tailwind during the descent, and by two (2) miles for each 1,000 feet of anti-ice use.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 31 Descent Volume 5 F. Configuration 1. Normally, descent is initiated with partial cruise thrust, at high altitude, in a clean configuration (no speed brakes). 2. If necessary, use speed brakes or airspeed to correct the descent profile. 3. For small adjustments, allow the airspeed to vary initially, using the speed brakes at a lower altitude if further speed adjustments are required. G. Flight Spoiler and Thrust Usage 1. Thrust should be at flight idle when deploying spoilers. Retract the flight spoilers before adding thrust. H. Planning 1. Good descent planning is necessary to arrive at the desired altitude and correct speed & configuration. 2. Plan all descents to arrive at traffic pattern altitude at flaps-up maneuvering speed about a. twelve (12) miles out for a straight-in approach or b. eight (8) miles out for an abeam approach. 3. A good crosscheck is to be at 10,000 feet AFE, thirty (30) miles from the airport at 250 KIAS.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 Section 32 Descent Flow and Checklist A. General 1. The Descent Flow is used to set up the aircraft for a descent and approach while the workload is relatively light. 2. Who - Initiated by the PF; Descent Checklist is read by the PM after passing FL 180. 3. When - Descent flow is accomplished prior to Top of Descent when approximately 100 NM out. The Descent Checklist is called for when passing through FL 180 (or prior to top of descent if cruising at an altitude below FL 180).

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 B. PF’s Descent Flow Pattern at FL 180

PF DESCENT CHECKLIST – AT FL180

S

SHOULDER HARNESS

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 C. PF’s Abbreviated Flow PF’s Descent Flow Upon receiving the destination weather and after the PM has completed his flow •

Approach Briefing

PF’s Descent Flow Passing through the transition level • • •

“18,000” or “” Altimeter - Set Shoulder Harness - On

•

Call for the “Descent Checklist” D. PF’s Expanded Flow Upon receiving the weather and after the PM has completed his flow 1. Approach Briefing............................................. Complete

UPON PASSING THROUGH THE TRANSITION LEVEL: 2. Altitude Callout .....“18,000” or “” 3. Altimeter ....................................................................... Set a. BARO SET............................................................ Select Turn to select destination altimeter setting. WARNING: Ensure inches of mercury displayed to prevent altitude deviations and possible conflicts. 4. Shoulder Harness ......................................................... On Ensure the shoulder harness is on for landing.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 E. PM’s Descent Flow Pattern Above FL 180

PM DESCENT CHECKLIST FLOW - ABOVE FL180

F

ATIS

S

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 F. PM’s Descent Flow Pattern Below FL 180

PM DESCENT CHECKLIST FLOW BELOW FL 180

S

F

SHOULDER HARNESS

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 G. PM’s Abbreviated Flow PM’s Descent Flow Approximately 120 NM out and before Top of Descent • • •

Wx - Obtain MCDU - Determine landing weight Landing Data - VREF, VAP, VAC, VFS, via the MCDU

PM’s Descent Checklist Flow Passing through the transition level • • • •

FSTN BELTS - ON Altimeter - Set Arrival Announcement Should Harness - On

After accomplishing flow and after passing FL 180 PF calls for “Descent Checklist” •

Accomplish Descent Checklist H. PM’s Expanded Flow

APPROXIMATELY 120 NM OUT AND BEFORE TOP OF DESCENT (TOD) 1. Wx ............................................................................ Obtain 2. MCDU............................................................................. Set a. PROGRESS..........................................................Select 1) Determine landing weight by subtracting projected burn to destination from current aircraft weight. Verify runway is acceptable for landing by using the Performance Manual/Attachment to the flight release Landing Data Section. Note:

See Chapter 9 of the POH on the approved runway performance (APG/AeroData). If runway and/or landing conditions are not defined in the Performance Manual/ Attachment, use Speed & Performance Flip Charts Landing Weight Tables or Pilot Handbook section on “Landing”.

Note:

If LAHSO is in effect, determine whether or not LAHSO can be accepted.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 b. LANDING Speeds..................................................... Set 1) PERF Function Key........................................Press 2) LANDING Line Select Key (4R) .....................Press 3) (Optional) On LANDING page 1/3, enter destination surface wind (i.e., 270/15, etc.) in 2R. Note:

I.

This optional step displays headwind/tailwind and crosswind on LANDING page 2/3 line 2R if landing runway is designated. 4) Select LANDING page 3/3

Landing Speeds Enter the following speeds: 1. VREF (1L) ....................................................................... Set Target airspeed at 50 ft. AGL over landing threshold. 1.23VS. a. Enter the landing reference speed (VREF ) from the appropriate Landing Speed Chart (i.e. Flaps 5 - No Ice Accretion, Flaps 5 - Ice, Flaps Full - No Ice Accretion, Flaps Full - Ice). Use the Ice Landing Speed Chart whenever the EICAS message "Stall Prot Ice Speed" is annunciated in flight. 2. VAPP (2L) ....................................................................... Set The minimum for VAPP is VREF plus 5 knots, and the maximum is VREF plus 20 knots. The PF is allowed to use any airspeed between the minimum and the maximum that is considered appropriate for the weather conditions at the landing airport. a. Approach Speed. VREF (from Step 1 above) + wind additive.

Note:

b. Standard callouts are based on VAPP. Wind Additive (KIAS) Minimum

Maximum

5

20

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 c. Wind Additive - Add one-half (1/2) of the reported steady headwind component plus the full gust increment. Note: Do not apply wind corrections for tailwinds. d. Steady Headwind - The steady additive may be bled off as the aircraft approaches touchdown. e. One half of the reported steady headwind component can be estimated by using: 1) 50% for a direct headwind, 2) 35% for a 45 degree crosswind, 3) 0 for a direct crosswind, and 4) Interpolation in between. f. Headwind components may also be determined from the: 1) QRH Ops Data Section WIND COMPONENTS Table, or 2) LANDING page 2/3 line 2R. g. Gust Increment - Maintain the gust additive until touchdown. h. Examples: Aircraft weighs 71,000 lbs. for a Flaps 5 landing on runway 36. With the Flip Card VREF = 130, for... 1) A normal approach with winds calm, VAPP = 135 2) An approach with STALL PROT ICE SPEED annunciated with winds 090 @ 15, set VAPP = 140 3. VAC (3L) ......................................................................... Set a. Approach climb speed. 1) Single engine/go around climb speed. b. Example: Aircraft weighs 71,000 lbs. for a Flaps 5 landing. From Speed & Performance Flip Cards 1) Set VAC = 155 4. VFS (1R) ......................................................................... Set a. Final segment speed. Speed to be attained during final segment climb with gear and flaps retracted. 1.25 VS with 40° bank. b. Example: Aircraft weighs 71,000 lbs. for a Flaps 5 landing. From Speed & Performance Flip Cards 1) Set VFS = 187 REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 5. Setting Non-Normal Landing Speeds. a. For a non-normal situation, when the procedure dictates a modified VREF (e.g., VREF FULL + 15 KIAS, VREF FULL + 30 KIAS, etc.) for 1) An approach flown with STALL PROT ICE SPEED annunciated, the 10 KIAS adjustment must be made to the modified VREF. 2) Example: Aircraft weighs 63,000 lbs., winds calm, STALL PROT ICE SPEED annunciated, non-normal procedure directs a Flaps 5 landing using a modified VREF FULL + 20 KIAS. a) Setting VREF in the MCDU i) From the Speed & Performance Flip Card for Flaps FULL VREF = 115 ii) Per the non-normal procedure VREF = 115 + 20 = 135 Note:

In case of multiple non-normals dictating modified VREFs, use the non-normal with the highest VREF. iii) For the STALL PROT ICE SPEED annunciated VREF = 135 + 10 = 145 b) Setting VAPP in the MCDU i) VAPP = VREF + wind additive VAPP = 145 + 5 (minimum wind additive) = 150 c) Setting VAC in the MCDU

Note:

If VAC < VREF, then set VAC = VREF. i) From the Speed & Performance Flip Card for Flaps 5 VAC = 146. Since 146 > 145 (VREF above), set 146 d) Setting VFS in the MCDU i) From the Speed & Performance Flip Card for Flaps 5 VFS = 176

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 PASSING THROUGH THE TRANSITION LEVEL 6. FSTN BELTS ................................................................. ON 7. Altimeter........................................................................ Set a. BARO SET ............................................................Select b. Turn to select destination altimeter setting. WARNING: Ensure inches of mercury displayed to prevent altitude deviations and possible conflicts. c. IESS Barometric Pressure ........................................ Set d. Set destination altimeter. 8. Arrival Announcement.................................. Accomplish a. The arrival announcement should be accomplished as soon as possible after accomplishing the Descent Checklist after passing Flight Lever 180. b. This announcement should be not be confused with the announcement at 10,000 feet which is made when the PED and Sterile Cockpit are illuminated. c. The arrival announcement should be kept short and include pertinent operational items as the current weather conditions at the airport and gate information if known. Note:

Using the terminology “Prepare the cabin for arrival” is not appropriate at this time. The flight crew should wait until turning on the PED light at 10,000 feet before using this terminology.

9. Shoulder Harness..........................................................On Ensure the shoulder harness is on for landing

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 J. Descent Checklist This is a “Do-Verify” checklist. Shoulder Harness . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ON FSTN BELTS . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . ON Altimeters . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . __.__ Set 1. Verify __.__ .................................................................... Set 2. Verbally state “__.__ Set” and crosscheck __.__ set in both PFDs and IESS Landing Data . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Set EICAS . . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . .Checked 3. EICAS Messages ..................................................Checked 4. Verify all displayed EICAS messages are normal for the current operational aircraft configuration . Approach Briefing . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete Descent Checklist . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete K. Approach Briefing 1. The approach briefing must be tailored to the specific approach situation and should include the items listed below as appropriate. 2. For approaches utilizing VNAV procedures (i.e. RNAV / GPS approaches using LNAV/VNAV minimums), the flight crew will input the lowest altitude that the aircraft is cleared to in the AFCS via the guidance panel. Both pilots must verbally reconfirm all intermediate altitudes by cross-checking the altitudes listed in the Jeppesen Chart with the altitudes listed in the right hand column of the Active Flight Plan in the MCDU. The PF is responsible to ensure that all altitude crossing restrictions are met when the VNAV button is engaged.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5

1) 2) 3) 4) 5) 6) 7) 8) 9)

Approach, Runway, Date, Frequency Course FAF Verify Altitude1 DA(H), AH, or MDA/MAP1 TDZE, Highest MSA Missed Approach Required Visibility1 Special Considerations:

a) Unique... 1. Airport Advisory Information 2. Noise Abatement Procedures 3. Engine Failure Procedures

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 32 Descent Flow and Checklist Volume 5 b) Significant... 1. Terrain/Obstacles 2. Weather Conditions c) Any other known risks d) Intentions Note:

Not required if a day visual approach can be expected and IMC will not be encountered during approach.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 33 Descending Through 10,000 feet MSL Volume 5 Section 33 Descending Through 10,000 feet MSL A. General 1. This flow is used to configure the aircraft’s external lights for a descent and notify the flight attendants the flight is entering the sterile flight deck environment. 2. Who - Initiated by the PM. 3. When - Leaving 10,000 feet MSL. B. PF’s Flow Pattern No flow pattern, only altitude callout made. C. PF’s Abbreviated Flow PF Descending Through 10,000 Feet MSL Flow Just prior to descending through 10,000 feet MSL. •

“10,000 feet” D. PF’s Expanded Flow 1. Altitude Callout............................................“10,000 feet,” a. The PF will ensure that 250 KIAS is shown on the PFD as the selected airspeed. Note:

The selection of 250 KIAS meets all FAA requirements to maintain 250 KIAS below 10,000 feet.

Note:

The PF may select a speed less than 250 KIAS if requested by ATC.

Note:

Whenever the aircraft exceeds 250 KIAS and does not appear to be correcting, the Pilot Flying is expected to make an adjustment of some kind (such as pulling the thrust levers towards idle) so that the aircraft corrects back towards 250 KIAS.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 33 Descending Through 10,000 feet MSL Volume 5 E. PM’s Descending Through 10,000 Feet Flow Pattern 1. No checklist, only flow accomplished.

PM DESCENDING THROUGH 10, 000 FT

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 33 Descending Through 10,000 feet MSL Volume 5 F. PM’s Abbreviated Flow PM Descending Through 10,000 Feet MSL Flow Just prior to descending through 10,000 feet MSL. • • • •

External Lights - As required STERILE - ON PED - ON Announcement - “Prepare the cabin for approach and landing” G. PM’s Expanded Flow 1. External Lights ...............................................As required a. STROBE lights are used for all flight operations as long as they do not create a distraction to the flight crew. b. LOGO lights should be ON for all operations below 10,000 feet at night. External lights are required for all operations conducted below 10,000 feet, as long as their use does not create a distraction to the flight crew. 2. STERILE ........................................................................ ON Notifies the Flight Attendants the aircraft is entering the sterile flight deck environment. 3. PED ................................................................................ ON Note:

In high workload environments such as arrivals at major hub airports, the PED and STERILE lights may be turned on prior to descending through 10,000 feet.

4. ANNOUNCEMENT ......................................... Accomplish Accomplish announcement per the GOM “Prepare the cabin for approach and landing.” This announcement is associated with the illumination of the PED and STERILE lights in the cabin.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 34 Holding Volume 5 Section 34 Holding 1. Speed The FMS will reduce aircraft speed three minutes prior to holding entry. It may be advantageous to request a clearance to reduce to holding speed immediately. This will reduce the required holding time and fuel burn at the holding fix. 2. Entries The FMS offers three (3) types of entries into holding patterns: 1) Direct 2) Teardrop a) If the leg toward the holding fix is on a “limit” between a teardrop entry and a parallel entry, the FMS may compute and display either of the two entries. Do not assume the FMS is malfunctioning. 3) Parallel a) If the flight plan leg toward the holding fix is on a course that is the reciprocal of the inbound course of the holding pattern, the aircraft will fly a parallel entry.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 35 Stabilized Approach Volume 5 Section 35 Stabilized Approach A. Definition and Parameters for Stabilized Approaches A Stabilized Approach is one of the key features of safe approaches and landings. It means the aircraft must be in an approved landing configuration (including a circling configuration, if appropriate), must maintain the proper approach speed, and must be established on the proper flight path before descending below the minimum "stabilized approach height" specified for the type of operation being conducted. These conditions must be maintained throughout the remainder of the approach. A stabilized approach is characterized by a constant-angle, constant-rate of descent approach profile ending near the touchdown point, where the landing maneuver begins. B. Minimum Stabilized Approach Heights 1. 500 feet above the airport elevation during VFR or visual approaches and during straight in instrument approaches in VFR weather conditions. 2. MDA or 500 feet above airport elevation whichever is lower, if a circling maneuver is to be conducted after completing an instrument approach. 3. 1000 feet above the airport or TDZ elevation during any straight-in instrument approach in instrument flight conditions. 4. In any type of abnormal or emergency situation, the approach must be stabilized no later than 1000 feet above the airport or TDZ elevation under VFR conditions. CAUTION:

If the above conditions are not met, a missed approach or go-around must be executed.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach Volume 5 Section 36 Visual Approach A. Normal Visual Approach Procedures 1. Use the most precise navigation and visual aids available (i.e., select and monitor an ILS to the landing runway). 2. 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. 3. Autopilot and flight director use is at pilot discretion. 4. The airspeeds listed in the callouts for the flap settings are recommended speeds only. The pilot is allowed to call for any speed that is less than the maximum speed for the flap setting and greater than the “Green Dot Speed”. B. Initial Approach 1. Fly at an altitude of 1,500 feet AFE and enter downwind with Flaps 1 at approximately 200 knots. The callout is “Flaps 1, Set Speed 200.” Note:

If the Pilot Flying elects to set the airspeed instead of requesting the airspeed, no airspeed callout is required. The PM will monitor the airspeed setting and advise the PF anytime the aircraft deviates from assigned parameters.

2. Select Flaps 2 abeam the runway numbers at approximately 180 knots. The callout is “Flaps 2, Set Speed 180.” C. Base Leg 1. When turning onto base leg, select Flaps 3, slow to 160 knots. The callout is “Flaps 3, Set Speed 160”. Then extend the landing gear. The callout is “Gear Down, Landing Checklist”. If the approach pattern must be extended, delay extending gear and selecting Flaps 3 until approaching the normal visual approach profile. 2. Extend landing flaps 5, when turning final. The callout is “Flaps 5, Set Speed VAPP.” Note:

If landing Flaps Full, the callout for Flaps 5 is “Flaps 5, Set Speed 140.” The next callout is “Flaps Full, Set Speed VAPP.”

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach Volume 5 D. On Final 1. Roll-out on runway center line and maintain the appropriate approach speed and select Flaps FULL. 2. Make thrust changes as required to hold approach speed and desired rate of descent. 3. Re-trim the stabilizer to maintain zero elevator forces on final. 4. Stabilize the airplane on the selected approach airspeed with a constant rate of descent between 600 FPM and 800 FPM on the desired glide-path, in-trim. E. Landing Approach Path 1. The recommended landing approach path is approximately 2½° to 3°. 2. Once the final approach is established, the aircraft configuration remains fixed and only small adjustments need to be made to the glide-path, approach speed, and trim. 3. This results in the same approach profile under all conditions regardless of weather.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach Volume 5 F. Visual Approach Profile

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach Volume 5 G. Normal Visual Approach Actions and Callouts Normal Visual Approach Trigger

PF

PM

1,000’ AFE

•

Verify altitude

“1,000 Feet”

500’ AFE

•

Verify altitude, speed and sink rate

“500 Feet, BUG ± ___, Sink ___”

H. Position Orientation & Energy Management 1. The Pilot Flying is always allowed to utilize Energy Management techniques when flying into the terminal area, including: a. Extending the Landing Gear prior to the extension of any flaps when the aircraft is slightly above the normal descent profile. b. Using both Landing Gear and Speed Brakes when the aircraft is well above a normal descent profile c. Extending the Landing Gear after Flaps 1, 2, or 3 settings are requested Note:

Flaps 4 is a Takeoff Only mode and is not to be utilized under any circumstances while flying an approach.

2. Position orientation and energy management are critical to a stabilized visual approach. 3. Align with runway approximately 5 miles on final at 1,500 feet AFE or 3 miles on final at 1,000 feet AFE, as shown below. 4. Use speedbrakes for minor speed and altitude adjustments, and flight spoilers/gear for larger adjustments. 5. Maintain stabilized approach rate of descent and flight parameters; if unable to maintain a stabilized approach, go around.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach Volume 5 Normal Visual Approach Profile Flaps 2

To avoid aural warning, do not select Flaps 5/FULL until gear is down & locked.

Flaps 3 15 nm

Flaps 5 (preferred) 10 nm

4500’

Flaps FULL 3000’

5 nm

10 nm

8 nm

Flaps 2

Flaps 3

4 nm 3 nm 1500’ 1200’ 1000’

nm = flying distance to runway

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 36 Visual Approach

I.

Volume 5 Three to One Descent Profile 1. This profile is based on an approximate 300ft (AFE) per NM reference, (3:1 Ratio). For example, 5NM, from touchdown would equate to 1500ft AFE. 2. The objective is to constantly monitor the profile and take actions to maintain a stabilized approach.

J. Energy Management Factors 1. There are numerous factors such as aircraft weight, weather conditions, and a pilot’s “comfort zone” that will dictate energy management techniques for each approach. 2. Energy Management Factors for a Visual Approach a. On a visual approach when other traffic is not a factor, plan to arrive over the FAF on glide slope at Flaps 1 and 200 KIAS. b. After that point (or its equivalent on a short base to final), use energy management techniques so that the thrust levers remain in the idle position until just prior to 500 feet AFE. 1) Time the use of various flap settings, and the extension of the landing gear so that the aircraft arrives at a point 500 feet AFE with: a) Gear down, b) Flaps at the final landing configuration c) Airspeed at the final approach speed d) Engines spooled (thrust levers moving forward) 3. Regardless of the techniques employed, the decision to go around is not an indication of poor performance, but rather good judgement. K. Flap Settings 1. Preferred landing flap setting is 5.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures Volume 5 Section 37 Instrument Procedures A. General 1. The instrument approach begins when the aircraft is over the initial approach fix for the procedure being used and ends when the aircraft either contacts the runway or completes the transition to a missed approach. 2. The recommended speeds and callouts for flap extension listed in the Visual Approach section applies to all instrument approaches. 3. Tune, Identify, and Monitor a. Navaids must be tuned and identified prior to beginning an instrument approach. b. Crosscheck of navigation guidance must occur by both pilots continually during approaches. c. If instrument and/or navigation discrepancies become evident, abandon the approach, climb to the missed approach altitude but delay required turns until arriving at the published missed approach point (MAP). d. Establish and communicate a plan. 4. Actions and Callouts a. Actions and callouts have been created to specify “trigger” events and define the callouts and actions required by each pilot during approaches. b. They are constructed for training purposes to depict the ideal situation. c. However, ATC vectoring, the pilots own navigation, or a particular set of circumstances may preclude doing things exactly as specified. Alterations to the ideal must be accomplished when it makes sense to do so.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures Volume 5 B. Planning Each type of approach and each approach to a particular runway, requires study and coordination, so that all questions are answered before commencing an approach: 1. to determine how it fits against the profile, 2. where should gear and flaps be extended, 3. when should airspeed be established, 4. when should timing begin, 5. how to establish a VDP where required, and 6. how to identify the MAP (missed approach point) C. Aircraft Approach Category Use Category C minimums. D. Contact Approaches Not authorized. E. Determining Decision Altitude/Height 1. CAT I decision altitude is based on the barometric altimeter. 2. A published RA less than 100 feet may be set when associated with a DH greater than or equal to 100 feet (e.g., setting a published RA of 91 feet to achieve a DH of 100 feet, etc.) is acceptable. F. Side-Step Maneuver 1. Side-step maneuver is authorized using published side-step minima. 2. Definition: A side-step maneuver is a visual maneuver accomplished by the pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted. 3. Landing Minimums: Landing minimums to the adjacent runway will be higher than the minimums to the primary runway, but will normally be lower than the published circling minimums. 4. If a full procedure turn is required, select flaps 2 prior to the IAF outbound.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures Volume 5 5. Fly the appropriate maneuver speed. Approximately 30 seconds after station/ fix passage, commence procedure turn. 6. A normal procedure turn outbound leg is 45 seconds to 1 minute. 7. Some procedure turns are specified by a Procedural Track, as identified by a bold track in the Jeppesen Manual. These turns must be flown as depicted. G. ILS (CAT I) 1. ILS precision approach procedures are flown using the APP mode of the AFCS system. 2. Decision Altitude (DA) - The DA is the point at which the pilot commences the vertical portion of the missed approach. In some instances, the lateral portion of the missed approach may require the aircraft to proceed to the missed approach fix before commencing a turn. 3. The appropriate ILS procedure must be programmed into the EPIC System via the NAV INDEX / ARRIVAL page prior to commencing any ILS approach. 4. Use the LNAV capabilities of the aircraft to the maximum extent possible when turning onto the localizer course. a. By using Preview Mode, the Pilot Flying can fly with magenta needles and still verify that the aircraft is within the proper RNP for the ILS approach (i.e. the blue dashed line that represents the localizer is remaining within a one dot deflection on the HSI). b. Once the aircraft is flying inbound on the localizer course, and the navigation radios are properly tuned and identified (using either autotune or manually tuning the frequency using the 4 letter identifier on the Progress Page), the Pilot Flying can arm the approach and fly the remainder of the ILS approach normally using green needles. H. LDA (Precision) 1. LDA approaches with minimums depicted as a DA(H) are precision approaches. Set up and fly these LDA approaches with the APP mode selected.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures

I.

Volume 5 Automation 1. The Autopilot (A/P) is routinely used during Precision Approach Operations. Note:

If the autopilot has been placed on the MEL list, the flight director must be operative. 2. The PF selects the respective autopilot, in preparation of the approach. 3. The autopilot may be disengaged or turned off after final flap selection or 200 feet AGL, and a target speed (VREF + additive) is established. 4. The ILS is considered tuned and identified anytime the pilots hear the proper morse code identifier or the correct 4 letter identifier is shown either on the PFD or on the Progress Page of the FMS and no primary instrument flags are displayed. a. Aircraft with EPIC Load 17.5 should utilize the following procedure when tuning and identifying a frequency for an ILS Approach 1) Ensure neither pilot is in Preview Mode 2) Set the ILS identifier on the FMS PROGRESS Page 1/3, lines 5L and/or 5R. 3) After the proper frequency is shown on the Progress Page in normal video (not in green inverse video), each pilot may select the Preview Mode when appropriate and all functionality will be normal. 4) If a frequency change is desired while in Preview Mode a) De-select Preview Mode b) Set the new ILS identifier on FMS PROGRESS Page 1/3, lines 5L and/or 5R c) Re-select Preview Mode.

Note:

In addition to the above procedure, the Autotune Mode may also be used to tune the desired frequency as well as the use of Radio Page 1/2 on aircraft with EPIC Load 17.5. If these options are used, both pilots must confirm that the proper ILS frequency is tuned and identified prior to commencing the approach. b. Aircraft with EPIC Load 19.3 should utilize the following procedure when tuning and identifying a frequency for an ILS Approach

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Note:

1) Use autotune whenever possible and when the Pilot Flying (PF) believes the aircraft will intercept the final approach course within 25 nm of the airport. Use manual tuning whenever the PF believes the aircraft will intercept the final approach course more than 25 nm from the airport. 2) Whenever autotune is used, the Pilot Monitoring (PM) must re-confirm the NAV radios are properly tuned and identified when the aircraft is within 25 nm of the airport. If autotune does not work when within 25 nm of the airport, the PM upon command of the PF should delete any discontinuities in the active flight plan.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures Volume 5 J. Alternate ILS Configuration 1. It is not uncommon to intercept the localizer and glideslope and be cleared for the ILS approach while still a considerable distance from the runway. 2. When it is prudent to delay configuring the aircraft for landing, the following general guidelines should be used: Aircraft distance (nm) with reference to the final approach intercept altitude

Accomplish the procedures associated with

2

1 1/2 dots

1

1/2 dot G/S Intercept

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures Volume 5 K. ILS CAT I Actions and Callouts ILS CAT I Trigger Initial approach; Airspeed and glideslope triggers

PF •

Check Airspeed

“Flaps 1” • Set/request speed bug (not less than green dot) •

GS Alive; 1 1/2 dots

* Select Flaps 1 * Set speed if requested

• Check Airspeed “Flaps 2” • Select Flaps 2 • Set speed if requested

Check Airspeed

“Flaps 3” • Set/request speed bug (not less than green dot)

Cleared for the approach; engage APP mode on GP

• Check Airspeed “Flaps 1”

Check Airspeed

“Flaps 2” • Set/request speed bug (not less than green dot)

•

PM

• Check Airspeed “Flaps 3” • Select Flaps 3 • Set speed if requested “Localizer Alive” “Glideslope Alive”

Verify that the FMA annunciations change from white (armed) to green (captured). •

Check Airspeed

“Gear down, Landing Checklist”

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• • •

Check Airspeed “Gear Down” Position Gear Lever DN

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PF

PM

• Check airspeed “Flaps 5” • Set/request speed bug (not less than green dot)

• • • •

Check Airspeed “Flaps 5” Select Flaps 5 Set speed if requested

• Check airspeed “Flaps Full” (if desired) • Set/request speed bug to VAPP “Set Missed Approach Altitude”

• • • •

Check Airspeed “Flaps Full” Select Flaps Full Set speed if requested Set missed approach altitude

1,000’ AFE

•

Verify altitude

“1,000 Feet”

500’ AFE

•

Verify altitude, speed and sink rate

“500 Feet, BUG ± ___, Sink ___”

1/2 dot

On GS

100 feet above DA (H)

•

“Approaching Minimums” (Auto callout) Verify Altitude

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Divide time between monitoring instruments and scanning outside for runway environment.

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PF

DA (H) Runway NOT in sight

“Go Around” • Execute go around procedure

PM “Minimums” (Auto call out) “No Contact”1

or DA (H) Runway in sight

“Minimums” (Auto call out) “ In Sight”1 “Landing” • Disconnect autopilot and land the aircraft

Note:

1

Not required if “Landing” callout has been made by PF

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APPROACHING INTERCEPT HEADING

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· WAIT FOR 1 1/2 DOTS · GEAR DOWN

GLIDE SLOPE ALIVE

LOCALIZER CAPTURE

· FLAPS 2

· FLAPS 3, ARM APP MODE

FIX

· FLAPS 5 · SET GO AROUND ALTITUDE · LANDING CHECKLIST

GLIDE SLOPE INTERCEPT

· FLAPS 1

APPROACHING FIELD

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · FLAPS 2 · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

· APPROPRIATE VERTICAL AND LATERAL MODES

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PRECISION APPROACH (ILS)

ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 37 Instrument Procedures

Volume 5 L. Precision Approach Profile

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 38 ILS PRM Approach Volume 5 Section 38 ILS PRM Approach A. Procedures 1. If ATIS broadcasts or ATC advises ILS/PRM approaches are in progress and approach will be accepted, accomplish the following: 2. Inform ATC on initial contact if unable to meet approach requirements. 3. Captain assumes PF duties prior to commencing approach. 4. Use autopilot, flight directors and, if available, A/THR. 5. Leave TCAS in TA/RA. If a Resolution Advisory (RA) is received without an ATC Traffic Alert, accomplish TCAS Warning RA procedure. 6. Review ILS/PRM Breakout procedures. If breakout initiated by: a. ATC Traffic Alert - follow controller’s vertical and lateral instructions. b. ATC Traffic Alert and TCAS RA - follow RA vertical guidance and controller’s lateral instructions. Note:

If the controller’s instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller’s lateral instructions.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 Section 39 Non-Precision Procedures A. General 1. When the weather is below 1000/3, the autopilot shall be utilized from at least the FAF until leveling at the MDA selected on the GP, or until a “Landing” call is made during non-precision approaches. Note:

If the autopilot is required by this section but has been placed in the MEL list, the flight director must be operative.

2. When the weather is above these minimums, the use of the autopilot is at the pilots discretion. 3. Use of the autopilot reduces crew workload, particularly in respect to flight path control, and allows more time for management and monitoring the approach. 4. Also, correct use of the autoflight altitude select feature can help prevent descents below authorized altitudes. B. Setting Minimums 1. When the published MDA is not a multiple of 100’, round it up to the next 100’ (e.g. 620’ is rounded up to 700’). 2. When setting MDA, set the “adjusted” MDA in the altitude window using the GP. This number now becomes the “new” MDA for the approach. When an intermediate step-down altitude(s) is designated, set the GP altitude to the step-down altitude(s), then to the “adjusted” MDA. 3. Some approaches may have a step down of 100 feet between an intermediate fix and the MDA. C. Descent Profile 1. Once ALT is annunciated on the FMA, set the next lower intermediate step down altitude until the MDA is set. 2. The V/S for the descent should be managed to avoid level flight at intermediate altitudes and/or the MDA and places the aircraft at the MDA concurrent with the VDP or “calculated” VDP. Note:

The use of FPA (or PTH with VNAV) is recommended so as to stay close to the glide path indicated by the VTA. 3. The objective is to arrive at the MDA at a distance from the runway that permits a normal 3 degree profile without leveling off and maintain this profile to the TDZ.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 D. Calculated VDP 1. If a non-precision approach does not contain a published VDP, a calculated VDP can be created for better situational awareness during the approach. The purpose of determining a ‘calculated’ VDP is to validate the aircraft is at the proper position on the approach corresponding to the point of intercept with a 3 degree profile to the touchdown zone. There are number of ways to calculate a VDP. 2. 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 feet above the TDZ elevation. 3. For example, the MDA places you 480 feet above the TDZ elevation. That means the normal glide path intercepts the MDA approximately 1.5 miles 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 degree profile, (700-800 FPM) descent rate. 4. Alternative Method a. Another method is based on timing and the normal descent rate for a 3 degree glide path. On a normal glide path the aircraft descends approximately 100 feet every nine (9) seconds of flight. For example, the MDA places you at 480 feet above the TDZ elevation. This means that it will take approximately 45 seconds (9 times 5), to descend from the MDA to the landing runway. b. In this example, the timing from the FAF to the MAP is two minutes and twenty seconds, (2:20). By subtracting the 45 seconds from the 2:20 you have determined the point of intercept for a 3 degree profile to the landing runway. At 1:35 seconds past the FAF you should be in a position to adjust the pitch and thrust for normal descent to the landing runway.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 E. Target Vertical Speed Non-precision approaches with a steep descent gradient may require approximately 1000 fpm to ensure reaching the MDA by the charted VDP position, or “calculated” VDP. By 1000 ft. AFE, the descent rate will be transitioning to no greater than 1000 fpm. The descent rate should be stabilized at 700-800 fpm when transitioning to the visual flight phase. F. MDA to Landing After leveling off at the MDA (the MDA set on the GP is the minimum altitude for the approach), request the altitude window on the GP to the missed approach altitude after ALT (green) is displayed on the FMA, or after the landing callout is made. Maintain the MDA until a 3 degree glide path can be established to the TDZ. When leaving MDA, the autopilot must be disengaged. Complete the landing manually.

Approach

Mode (Lateral Path)

VOR

LNAV(1)

LOC

LOC

LDA (non-precision)

LOC

LOC (BC)

LNAV(1)

RNAV

LNAV

GPS

LNAV

Mode (Vertical Path)

FPA(2)

Note: (1) If a discrepancy occurs between LNAV and raw data, use HDG SEL to correct and maintain desired track. Note: (2) FPA is used because it compensates for winds. VS may also be used.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 G. Non-Precision Actions and Callouts Non-Precision Approach Trigger

PF •

Check airspeed

“Flaps 1”

Initial approach; Airspeed and glideslope triggers

PM

•

Set/request speed bug (not less than green dot)

•

Check airspeed

“Flaps 2” • Set/request speed bug (not less than green dot)

•

• Check airspeed “Flaps 1” • Select Flaps 1 • Set speed if requested

• Check airspeed “Flaps 2” • Select Flaps 2 • Set speed if requested

Check airspeed

“Flaps 3” • Set/request speed bug (not less than green dot)

• Check airspeed “Flaps 3” • Select Flaps 3 • Set speed if requested “Course Alive”

Cleared for the approach

Approx. 3 miles prior to FAF

Verify that the FMA annunciations change from white (armed) to green (captured).

• Check airspeed “Gear Down, Landing Checklist”

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• Check airspeed “Gear Down” •

Position gear lever DN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 Non-Precision Approach (Continued) Trigger

PF •

Approx. 2 miles prior to FAF

Check Airspeed

“Flaps 5” • Set/request speed bug (not less than green dot)

•

1,000 feet above AFE

Check airspeed

“Flaps 5” • •

Select Flaps 5 Set speed if requested

•

Set/request speed bug to VAPP

• Check airspeed “Flaps FULL” • Select Flaps Full if requested • Set speed if requested

•

Verify altitude

“1000 Feet”

(if desired)

100 feet above MDA

MDA

•

Check airspeed

“Flaps FULL” Approx. 1 mile prior to FAF

PM

“Approaching Minimums” (Auto callout)1 •

Verify altitude

•

Level off, if appropriate After ALT annunciated on FMA

•

“Set Missed Approach Altitude”

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“Minimums” (Auto call out)1

•

Set missed approach altitude

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 Non-Precision Approach (Continued) Trigger At MAP (Runway environment not in sight)

PF

PM “Missed Approach Point, No Contact”

“Go Around” See go around procedure

or “ In Sight”1

Before MAP (Runway environment is in sight)

1Not

“Landing” “Set Missed Approach Altitude” (if not previously accomplished) • Disconnect autopilot and land the aircraft

•

Set missed approach altitude

required if “Landing” callout has been made by PF.

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· SET LANDING FLAPS · SET GO AROUND ALTITUDE · LANDING CHECKLIST

APPROACHING FAF

· FLAPS 3 · GEAR DOWN

INBOUND

· FLAPS 2

APPROACHING INTERCEPT HEADING

FAF

· INTERCEPT LANDING PROFILE · DISCONNECT AUTO PILOT

RUNWAY INSIGHT

· SET PROPER FLIGHT PATH ANGLE · PERFORM A PRECISION − LIKE APPROACH

DESCENDING TO MDA

· FLAPS 1

· APPROPRIATE VERTICAL AND LATERAL MODES

APPROACHING FIELD

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · SET GO AROUND FLAPS · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

NON−PRECISION APPROACH

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Volume 5 H. Non-Precision Profile



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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures

I.

Volume 5 Circling Approaches 1. Shuttle America’s Restrictions a. Shuttle America aircrews are permitted to accept instrument approaches that terminate in a "circle-to-land" maneuver only if the reported ceiling is at or above 1000 feet HAA and the visibility is better than 3 SM. b. If the flightcrew requests or ATC assigns a circling approach, the CA must fly the approach and landing. c. The aircrew must use the highest of the following landing minimums for an instrument approach that requires a circle-to-land maneuver to align the aircraft with the runway of intended landing when a straight-in landing from an instrument approach is not possible or is not desirable: 1) The circling landing minimum specified by the applicable instrument approach procedure, or 2) 1,000 FT HAA ceiling and 3 Statute Miles Visibility, whichever is higher. 2. Procedure a. Proper planning is the key to a well-executed circling approach. The circling approach must be thoroughly briefed during the approach briefing with emphasis on crew duties, callouts, direction of circle, and missed approach considerations. b. Prior to each approach, the Descent Check will be accomplished. When crossing the final approach fix, the Captain will establish a descent rate using the appropriate Flight Path Angle for the approach. Fly the first part of the Non-Precision Approach in accordance with the NonPrecision Approach Procedures found in this chapter. c. This maneuver will be initially flown on the autopilot with the Autothrottles connected to allow both pilots the ability to spend the maximum time looking outside the cockpit for visual cues and other aircraft in the pattern.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 39 Non-Precision Procedures Volume 5 d. When both pilots have acquired the airport visually, the Captain will verify the heading bug is on the initial heading to start the circling approach and select the Heading Mode on the Flight Guidance Panel. During the remainder of the circling maneuver, the Captain can either command the PM to move the heading bug to a specific heading or move the heading bug himself. As a technique, the pilots are allowed to back up the circling approach with the ILS for the landing runway. e. During the circling maneuver, when the aircraft intercepts a normal visual glide path to the landing runway, the Captain will disconnect the autopilot but leave the Autothrottles engaged. Once a stabilized descent towards the landing runway has been established, Autothrottles may be disconnected at the discretion of the Captain. f. The FO will make the appropriate visual approach callouts as previously described. g. Do not exceed 30° angle of bank during the circling maneuver. 3. Missed Approach from a Circling Maneuver a. A missed approach must be initiated at any point if the approach is not stabilized, if the aircraft is not in a position from which a normal landing can be made, or any time visual reference with the airport and runway is lost. b. Initially perform a climbing turn toward the landing runway. Continue turning until established on the prescribed missed approach course. Then follow the specific missed approach procedures for that particular instrument approach that has been flown, unless an alternate missed approach procedure has been specified by ATC. Adherence to the procedure will assure that the aircraft will remain within the circling and missed approach obstruction clearance areas.

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INITIAL APPROACH CONFIGURATION

· GEAR DOWN · FLAPS 5 · SET CIRCLING MINIMUMS

· START CHRONOMETER · MAINTAIN VISUAL REFERENCES

ABEAM THRESHOLD

· LEVEL OFF AT CIRCLING ALTITUDE · PROCEED TO DOWNWIND LEG

RUNWAY INSIGHT

CIRCLING APPROACH

MISSED APPROACH

· LANDING FLAPS · BEFORE LANDING CHECKLIST · SET GO AROUND ALTITUDE

TURNING BASE LEG

· INTERCEPT VISUAL PATH · AUTO PILOT DISCONNECTED

FINAL

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · SET GO AROUND FLAPS · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

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Volume 5 4. Circling Approach Profile

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 40 RNAV Approach Volume 5 Section 40 RNAV Approach A. General 1. The ERJ-170 is authorized to conduct RNAV approaches that provide lateral guidance to the runway threshold. 2. This FMS generated guidance can use a variety of sensor inputs of which GPS is primary. The RNAV approach is a nonprecision approach using an MDA based on LNAV or LNAV/ VNAV minimums, whichever is appropriate. Note:

LPV minimums are not authorized.

B. Jeppesen Approach Plate Terminology 1. Jeppesen approach plates may be labeled RNAV (GPS), RNAV, GPS, VOR or GPS, etc. In other words, if the title of the approach contains RNAV or GPS and the approach is stored in the nav database, then the approach may be flown. Note:

Pilot modifications to the stored procedures (to include fixes, altitudes or angles) are not permitted.

2. The approach plate in the “PRE-APPROACH BRIEFING INFORMATION” section, will list approach requirements. For instance, “GPS or RNP - 0.3 required” means that if you have GPS or no GPS, but your RNP is 0.3 NM or less, you are legal to execute the approach. “DME/DME RNP - 0.3 not authorized” means that if you do not have GPS, you are not authorized to execute the approach. C. LNAV/VNAV Approaches 1. When conducting LNAV/VNAV approaches, the PF (or the PM upon the command of the PF) will set the LNAV/VNAV MDA (rounded up to the nearest 100 feet) into the AFCS altitude via the guidance panel when ATC issues the clearance for the RNAV approach. 2. The PF will descend the aircraft via the VNAV button on the flight guidance panel. The PM will monitor the aircraft to ensure that all intermediate altitudes are properly maintained throughout the approach.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 40 RNAV Approach Volume 5 3. For approaches utilizing LNAV/VNAV minimums, the flight crew will input the lowest altitude that the aircraft is cleared to in the AFCS via the guidance panel. Both pilots must verbally re-confirm all intermediate altitudes by cross-checking the altitudes listed in the Jeppesen Chart with the altitudes listed in the right hand column of the Active Flight Plan in the MCDU. The PF is responsible to ensure that all altitude crossing restrictions are met when the VNAV button is engaged. 4. Missed Approach Procedures a. Missed approach procedures are the same as any other non-precision instrument approach except that the missed approach will be commenced upon reaching the LNAV/ VNAV MDA if the runway is not distinctly visible. b. In the event the runway is distinctly visible at or prior to reaching the LNAV/VNAV MDA, the PF will use the following procedures 1) Announce intentions (“Landing”) 2) Disconnect the autopilot 3) Callout “Set Missed Approach Altitude” WARNING: Depending on which vertical mode is annunciated on the FMA (FPA, ASEL, or ALT), when the missed approach altitude is set the flight director may command a climb. The PF should continue the descent visually on a 3 degree glide path and land the aircraft. 4) Callout “Set FPA 3 Degrees” 5. All other procedures are identical to the LNAV Approach procedures. D. Required Navigational Performance (RNP) 1. Currently, all published RNAV approaches have an RNP of 0.3 NM which is depicted on the approach plate. Selection of the RNP is automatic in the ERJ-170/175 Honeywell FMS and will change from the terminal setting of “1.0” to the approach setting of “0.3” two miles from the final approach fix. RNP is displayed on the PFD HSI and on the PROG page (1). 2. Estimated Position Uncertainty (EPU) is displayed on the PROG page (1). If the EPU exceeds the RNP, a DGRAD message is displayed on the PFD HSI. By switching the SRC (the FMS source), the EPU may be within limits and the approach continued. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 41 Landing Callout Volume 5 E. Discontinuing the Approach The approach must be discontinued if any of the following messages annunciate: 1. The DGRAD message on the PFD Note:

The SRC (the FMS source) may be switched to maintain the EPU within limits. After accomplishing this switch and the ensuring DGRAD message is not annunciated, the approach may be continued.

2. GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or GPS FAILED messages on the MCDU Section 41 Landing Callout A. For CAT I ILS, RNAV, and Visual Approaches The PF may call “Landing” when: 1. the aircraft is cleared to land 2. the aircraft is in position to land safely, and 3. the runway environment will remain in sight until touchdown. B. Prior to the “Landing” Callout 1. All approach callouts will be made in accordance with the procedures outlined in this manual. 2. The PM will callout any visual cues associated with the runway (e.g., strobe/approach lights, threshold location -left/ right/ahead) until the PF calls out “Landing.” C. After the “Landing” Callout 1. The PM will continue to monitor instruments and call out any deviations that would prevent a safe landing, and revert to visual approach callouts.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 42 Landing Checklist Volume 5 Section 42 Landing Checklist A. General 1. This flow and checklist is used to configure the aircraft for landing. 2. Who - Initiated by the PF. 3. When - After extending the landing gear. B. PF’s Flow Pattern No flow pattern. C. PF’s Abbreviated Flow No flow. Maintain aircraft control. D. PF’s Expanded Flow No flow. Maintain aircraft control.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 42 Landing Checklist Volume 5 E. PM’s Landing Checklist Flow Pattern PM LANDING

S

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 42 Landing Checklist Volume 5 F. PM’s Abbreviated Flow PM Landing Checklist Flow After extending the landing gear. • • •

Landing Gear Lever - Down Give Flight Attendants 2 Bell Signal EICAS - Check G. PM’s Expanded Landing Flow 1. Landing Gear Lever ................................................. Down 2. Flight Attendants .....................................................Notify a. Notify FA for brace position when the landing gear is extended (approximately 5 miles from touchdown) by selecting the ATTND CALL (FA Call Button) twice. 3. EICAS .................................................................. Checked a. Verify all displayed EICAS messages are normal for the current operational aircraft configuration.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 42 Landing Checklist Volume 5 H. Landing Checklist This is a “Do-Verify” checklist. Flight Attendant . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . Notified Notify Flight Attendant by pressing the ATTND CALL (FA Call Button) twice. EICAS . . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Checked 1. EICAS Messages .................................................. Checked a. Verify all displayed EICAS messages are normal for the current operational aircraft configuration. Landing Gear . . . . . . . . . . . . . . . Verify . . . . . . . . . Down, 3 Green 2. LANDING GEAR Lever .............................................. Down 3. LANDING GEAR Display ........................................3 Green

At this point, the Landing Checklist is referred to as “Down to the line.” The remainder of the checklist will be called for when landing flaps have been called for and selected. . Flaps . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ___ 4. EICAS......................................................................... Verify a. SLAT/Flap Position Display........., Green . Landing Checklist . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 43 Go Around Volume 5 Section 43 Go Around A. Preparation Maintain “Mode Awareness” by monitoring the FMA to determine the engaged pitch and roll modes. B. Manual vs. Automatic Go Around Procedures Go around procedures maximize the use of the automation. Pilots must remain mentally prepared to execute a F/D or raw data go around in the event of equipment failure or malfunction. C. TOGA Switch. All go around procedures begin by pressing either TOGA switch. The TOGA switch engages the highest level of automation available. This includes autopilot, Autothrottle and flight director use. D. Thrust And Configuration Requirements. 1. 1000 feet AFE and Below: All go-arounds initiated below 1000 feet AFE must follow the go around thrust and configuration requirements of this section. The TOGA functions of the AFCS system and the autothrottle will operate. 2. Above 1000 feet AFE: Thrust usage and configuration requirements are at the pilot’s discretion. For example, while descending through 2000 feet with gear down and flaps 3, ATC asks for a right turn to downwind for additional spacing, expect a turn to final in 2 miles. The pilot may elect to level off, keep the gear and flaps extended and complete the configuration after re-established inbound. 3. Thrust Levers: Normal thrust lever operation is with the autothrottle function engaged. Thrust levers may be set manually with the autothrottle function disengaged to either the TOGA or maximum thrust positions 4. Flight Director Go Around: Flap retraction is accomplished by reference to the indicated airspeed display. Retract flaps at or above the F Bug. 5. Raw Data Go Around: Flap retraction is accomplished identically to Flight Director Go Around.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 43 Go Around Volume 5 6. Executing the Go Around: a. Sufficient visual cues must exist to continue the approach below DH or MDA. If visual cues are lost after DH or MDA due to shallow fog, snow flurries, or heavy precipitation, the pilot shall immediately initiate a go-around and fly the published missed approach procedure as required by the 14 CFR’s. Go arounds, when properly executed, involve little loss of altitude below the altitude at which the go around is “started ”. Note:

Either pilot (Pilot Flying or Pilot Monitoring) can call for a go-around at any time during the approach and transition to landing. If either pilot calls for a go around, the PF must execute the go around maneuver without hesitation. b. Missed approach procedures for straight-in approaches rarely present a problem. Conducting a missed approach when not established on a final approach course should be as follows: 1) 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). 2) When over the airport and climbing, turn (in the shortest direction) to the missed approach fix and proceed with published procedure. E. Go Around Maneuver 1. To initiate the go around press either TOGA switch. 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 TOGA thrust. 2. 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. 3. 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. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 43 Go Around Volume 5 4. At 1,000 feet RA or obstacle clearance altitude (OCA) (whichever is higher), accelerate to flap retraction speed by selecting FLCH and 210 knots. 5. As the airspeed increases, retract flaps at or above the F Bug and complete the After Takeoff checklist. Go Around Flap Settings If landing flap setting is ...

Then the go around flap setting is ...

5

2

FULL

4

6. After flaps are retracted verify desired altitude is displayed in PFD.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 43 Go Around Volume 5 F. Go Around Actions And Callouts Go-Around Trigger Go around

PF “Go Around” • Press either TOGA switch “TOGA” • Verify thrust levers move to TOGA thrust. • Rotate toward 12° pitch attitude, then follow F/D commands • Check Airspeed “Flaps (2 or 4)” as appropriate

PM

•

Verify GA annunciates

•

Verify thrust levers move to TOGA thrust “TOGA Set”

• Check airspeed “Flaps (2 or 4)” •

Select Flaps (2 or 4)

•

Positive rate of climb •

Verify positive rate of climb “Gear Up”

“Advise ATC” • Execute published missed approach or proceed as instructed by ATC

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Verify positive rate of climb on VSI “Positive Rate”

“Gear Up” • Position gear lever UP •

Advise ATC

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 43 Go Around Volume 5 Go-Around (ContinTrigger

PF

At or above 400 ft AFE

Select/Request “HDG” or “FMS NAV”

At or above 1,000 ft AFE

“Flight Level Change, 210” (or speed as required) • Accelerate to 210 kts

At flap retraction speeds

• Check airspeed “Flaps __” (Retract flaps at or above F Bug)

•

•

Select HDG or FMS NAV

• • •

Verify Climb Thrust Select FLCH Set Speed Bug to 210 kts or requested speed

•

Monitor Missed Approach

• Check airspeed “Flaps __” • Select proper flap setting, when requested

Check airspeed

“Flaps UP, After Takeoff Checklist”

Note:

PM

Check airspeed “Flaps UP” • Retract Flaps • Accomplish After Takeoff Checklist

It is recommended to turn on the autopilot only after reaching 210 KIAS if desired.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 44 Missed Approach Point Volume 5 Section 44 Missed Approach Point A. ILS CAT I The Missed Approach Point (MAP) is the point during an approach where the aircraft on glideslope arrives at the published decision altitude, based on a barometric altimeter. Section 45 ILS/PRM Breakouts A. Conflicting Controller/RA Guidance If the controller’s instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller’s lateral instructions. B. ILS/PRM Breakouts Actions and Callouts ILS/PRM Climbing Breakout Trigger Alert

Capt (PF) Simultaneously: “Breakout, TOGA” • Select either TOGA button • TCS - Press and hold • Turn to heading • Establish climb (follow RA, if received)

FO (PM)

•

Ensure thrust levers advance to TOGA position

•

Select HDG and set heading on GP Set altitude on GP Monitor flight path; call out deviations

• • Established on heading

•

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Reconfigure aircraft, as desired

•

Reconfigure aircraft, as desired

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 45 ILS/PRM Breakouts Volume 5 ILS/PRM Descending Breakout Trigger Alert

Leveled off and established on heading

Capt (PF) Simultaneously: “Breakout” • TCS - Press and hold • Turn to heading, • Establish descent (follow RA, if received) • Do not exceed 1,000 FPM unless directed by RA •

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Reconfigure aircraft, as desired

FO (PM)

• • •

•

Select HDG and set heading on GP Set altitude on GP Monitor flight path; call out deviations

Reconfigure aircraft, as desired

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 Section 46 Normal Landing A. Vertical Guidance 1. As with any aircraft, the key to a successful landing is to make a stabilized approach by using: a. glideslope (ILS), b. glidepath (vertical guidance), and/or c. visual cues (VASI, PAPI, etc.). 2. By doing this, the aircraft should cross the landing threshold at a height of approximately 50 feet, which corresponds to a touchdown point of 1,000 feet. 3. The acceptable touchdown range is 750 to 1,250 feet from the runway threshold. B. Thrust 1. The PF should decide when to retard the thrust levers considering all external circumstances (e.g., landing configuration, aircraft speed versus target, speed trend arrow, aircraft acceleration/deceleration rate, aircraft height versus descent path, aircraft rate of closure with the ground, gusts, shears, outside perception of the runway, etc.). 2. Unless unusual conditions dictate otherwise, the thrust levers should be at IDLE prior to starting the flare at approximately 20 feet. It is recommended not to attempt to touchdown with the thrust above idle. C. Flare 1. A concerted flare is neither required nor desirable. 2. A slight increase in pitch (1-2°), at approximately 20 feet, is all that is needed to check the rate of descent. 3. This will produce a consistent touchdown point, while protecting against a tailstrike and excessive float. 4. The landing should occur without a long flare.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 D. Touchdown 1. After main gear touchdown, begin to smoothly fly the nose wheel onto the runway by relaxing aft control column pressure. Control column movement forward of neutral should not be required. CAUTION:

Pitch rates sufficient to cause aircraft structural damage can occur if large nose down control column movement is made prior to nose wheel touchdown.

E. Ground Spoilers 1. The ground spoilers “spoil” the lift from the wings, which places the aircraft weight on the main landing gear, providing excellent brake effectiveness. 2. Effectiveness: Unless ground spoilers are extended after touchdown, braking effectiveness may be reduced initially as much as 60 percent, since very little weight will be on the wheels and brake application may cause rapid anti-skid modulation. 3. Auto-Deploy: automatically.

Normally,

ground

spoilers

will

extend

F. Nosewheel & Rudder Inputs after Touchdown 1. Nosewheel: If the nosewheel is not promptly lowered to the runway, braking and steering capability are significantly degraded and no drag benefit will be gained. 2. Rudder: Rudder control is effective to approximately 60 knots. Rudder pedal steering is sufficient for maintaining directional control during the roll-out. 3. Nosewheel Steering: Do not use the nosewheel steering tiller until reaching taxi speed. In a crosswind, displace the control wheel into the wind to maintain wings-level which aids directional control. CAUTION:

Nose wheel steering tiller should not be used above normal taxi speeds (30 knots).

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 G. Reverse Thrust 1. The importance of establishing the desired reverse thrust as soon as possible after touchdown can not be overemphasized. 2. Immediate initiation of maximum reverse thrust at main gear touchdown is the preferred technique and full reverse thrust will minimize brake temperature, tire and brake wear, and reduce the stopping distance on very slippery runways. Under normal circumstances, the pilot should be able to routinely use maximum reverse and minimum braking to bring the aircraft to a safe taxi speed. Note: Use of minimum reverse thrust is not recommended and will almost double the brake energy requirements which can result in brake temperatures much higher than normal. Note:

Reverse thrust is most effective at high speeds.

3. Use of minimum reverse thrust will almost double the brake energy requirements and can result in brake temperatures much higher than normal. Note: Reverse thrust is most effective at high speeds. 4. Application: After touchdown and when the thrust levers are retarded to idle, lift the reverse thrust triggers on the thrust reverser levers. Select maximum reverse thrust consistent with runway conditions and modulate reverse thrust as required. Note:

If an engine surges during reverse thrust operation, quickly select reverse idle on both engines.

5. Callouts: The PM will call out: a. the number of green REV annunciations b. any limits being approached and/or exceeded c. any other abnormalities d. “80 KNOTS” and “60 KNOTS” to assist the PF in programming the reverse thrust 6. Reduction: Maintain up to maximum reverse thrust until the airspeed approaches 80 knots. Then start reducing the reverse thrust so the reverse levers are moving down at a rate commensurate with the deceleration rate of the aircraft. Reverse idle should be reached by 60 knots, then to full down after the engines have decelerated to idle. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 7. Engine Inoperative: Reverse thrust may be used with one engine inoperative. Use normal reversing procedures and techniques. If directional control becomes a concern during deceleration, return the operating engine lever to reverse idle detent. H. Braking The following procedure will give optimum braking for all runway conditions: 1. The pilot’s seat and rudder pedals should be adjusted so it is possible to apply maximum braking with full rudder deflection. 2. After main gear touchdown, smoothly apply a constant brake pedal pressure for the desired braking. For short or slippery runways, use full brake pedal. 3. Pumping the brakes will degrade braking effectiveness. Keep a steadily increasing brake pressure applied, allowing the anti-skid system to function at its optimum. 4. The anti-skid system will stop the aircraft for all runway conditions in a shorter distance than is possible with either anti-skid off or brake pedal modulation. 5. The anti-skid system adapts pilot-applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel for maximum braking effort. When brakes are applied on a slippery runway, several skid cycles will occur before the antiskid system establishes the right amount of brake pressure for the most effective braking. 6. Do not attempt to modulate, pump, or improve the braking by any other special techniques. 7. If the pilot modulates the brake pedals, the anti-skid system is forced to readjust the brake pressure to establish optimum braking. During this re-adjustment time, braking efficiency is lost. 8. Do not release the brake pedal pressure until the airplane speed has been reduced to a safe taxi speed.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 9. Anti-Skid Inoperative: When the anti-skid system is inoperative, the following procedures apply: a. Ensure the nosewheel is on the ground and the speed brakes are extended (assume automatic deployment unless appropriate EICAS messages are displayed) before applying the brakes. b. Initiate wheel braking using very light pedal pressure and increase pressure as ground speed decreases. Note: Apply steady pressure. Do not pump the pedals. c. Anti-skid-off braking requires even greater care during light-weight landings. 10. Brake Cooling: A series of taxi-back or stop-and-go landings, without additional in-flight cooling, can cause excessive brake temperature. The energy absorbed by the brakes from each landing is cumulative. I.

Landing Actions and Callouts LANDING Trigger

PF

PM

Touchdown

•

Select reverse thrust

Verify green REV icon(s) “Two (One, No) Reverse”

Nose wheel touchdown

•

Apply brakes, as required

• •

80 kts 60 kts

•

Monitor deceleration Monitor engine instruments

“80 Knots” •

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Ensure idle reverse thrust or less

“60 Knots”

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 J. Crosswind Landing 1. Methods a. Four methods of performing crosswind landings are presented. They are the sideslip, de-crab technique (with removal of crab in flare), crab technique for slippery runways, and combination crab/sideslip technique. b. Whenever a crab is maintained during a crosswind approach, offset the cockpit on the upwind side of centerline so the main gear touches down on the runway centerline. 2. Sideslip a. The sideslip crosswind technique aligns the aircraft with the extended runway course so main gear touchdown occurs on the runway centerline. b. The initial phase of the approach to landing is flown using the crab method to correct for drift. Prior to the flare, the aircraft centerline is aligned on or parallel to the runway centerline. c. Downwind rudder is used to align the longitudinal axis to the desired track as aileron is applied into the wind to prevent drift. A steady sideslip is established, with opposite rudder and low wing into the wind to hold the desired course. d. Touchdown is accomplished with the upwind wheels touching just before the downwind wheels. Overcontrolling the roll axis must be avoided because over-banking could cause the engine nacelle or outboard wing flap to contact the runway. e. Properly coordinated, this maneuver will result in nearly fixed rudder and aileron control positions during the final phase of the approach, touchdown, and beginning of the landing roll.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 3. De-Crab During Flare a. The objective of this technique is to maintain wings-level throughout the approach, flare, and touchdown. b. On final approach, a crab angle is established with the wings-level to maintain the desired course. c. Just prior to touchdown while flaring the aircraft, downwind rudder is applied to eliminate the crab and align the aircraft with the runway centerline. d. As rudder is applied, the upwind wing will sweep forward, developing roll due to lifting forces. e. Hold the wings level with simultaneous application of aileron control into the wind. f. The touchdown is made with cross-controls and both gear touching down simultaneously. g. Throughout the touchdown phase, upwind aileron application is utilized to keep the wings level. 4. Touchdown in Crab on Slippery Runways a. On very slippery runways, the crosswind crab angle may be maintained to touchdown. b. This will reduce drift toward the downwind side when touching down. c. Since the aircraft does not have to be de-crabbed, pilot workload is reduced. d. Proper rudder and upwind aileron must be maintained to ensure directional control is maintained. e. On slippery runways, crosswind capability is a function of runway surface conditions, aircraft loading, and pilot technique. 5. Combining Crab and Sideslip a. It may be necessary to combine crab and sideslip during strong crosswinds. b. Main gear touchdown is made with the wing low and crab angle applied. c. As the upwind gear touches first, a slight increase in downwind rudder is applied to straighten the nose. d. A simultaneous application of aileron is applied to maintain wings-level.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 K. Land And Hold Short Operations (LAHSO) LAHSO is an acronym for "Land And Hold Short Operations". These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. 1. Approved LAHSO Airports and Runway Configurations Shuttle America is authorized to conduct Land and Hold Short Operations at the destination airports and runway configurations listed in General Operations Manual (GOM) in accordance with the Operations Specifications A027. 2. LAHSO Policies and Procedures The following paragraphs outline specific pilot/operator responsibilities when conducting LAHSO. a. Pilot Notification of LAHSO When LAHSO operations are expected to be utilized, an announcement will be made on the ATIS; e.g. "LAHSO in effect" or "Expect landing on Runway 22 to hold short of Runway 27". The Available Landing Distance (ALD) may or may not be added to the ATIS message. When LAHSO is conducted at locations not served by an ATIS, or the ATIS is out of service, pilots will be advised on initial contact, or as soon as practical thereafter, to expect a LAHSO clearance. Aircraft conducting closed traffic operations need only be advised once that LAHSO is in effect. Acknowledgement of the current ATIS meets this requirement.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 b. Planning To conduct LAHSO, pilots should become familiar with all available information concerning LAHSO at their destination airport. Pilots should have, readily available, the published ALD and runway slope information for all LAHSO runway combinations at each airport of intended landing. Additionally, knowledge about landing performance data permits the pilot to readily determine that the ALD for the assigned runway is sufficient for safe LAHSO. As part of a pilot's preflight planning process, pilots should determine if their destination airport has LAHSO. If so, their preflight planning process should include an assessment of which LAHSO combinations would work for them given their aircraft's required landing distance. Good pilot decision making is knowing in advance whether one can accept a LAHSO clearance if offered. Note:

The maximum required field length for landing at the destination airport for the ERJ-170 at its respective maximum allowable landing weight is always within the 6000' minimum landing distance. Upon receipt of the Automatic Terminal Information Service (ATIS), or notification by ATC that LAHSO is being conducted on the expected landing runway, the pilot in command shall determine the capability to accept the LAHSO clearance. When the ATIS is acknowledged, and upon initial contact with the appropriate control tower, the PIC will advise ATC when unable to accept the LAHSO clearance. A LAHSO clearance shall not be accepted by the flight crew if provided after the aircraft has descended below 1,000 feet above ground level (AGL) on final approach to the landing runway.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 c. Minimum Equipment List Requirements LAHSO is prohibited if the aircraft is subject to any minimum equipment list item that affects the stopping capability of the aircraft. The following table shows these MEL items. If any one of the items listed is deferred, do not accept a LAHSO clearance. Aircraft Type

Sys./Seq Number

ERJ-170

78-30-00

Thrust Reversers

78-34-04

ENG 1 (2) REV DEPLOYED Warning EICAS Message

78-34-06

ENG 1 (2) REV PROT FAULT Caution EICAS Message

78-34-08

ENG 1 (2) REV FAIL Caution EICAS Message

78-34-10

ENG 1 (2) REV TLA FAIL Caution EICAS Message

78-34-12

ENG 1 (2) REV INHIBIT Status EICAS Message

Item

d. Required Landing Distance for LAHSO If the computation of LAHSO data interferes with other cockpit safety of flight duties, the LAHSO shall not be accomplished. Required landing distances or maximum weights for LAHSO are readily available to the PIC in these sources: - Landing weight cards in the airplane. - The ERJ-170 POH Chapter 9. - The General Operations Manual (GOM) Chapter 7. e. Importance of a Stabilized Approach and Touchdown Accuracy when Conducting LAHSO

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 1) Stabilized Approach It is essential that a stabilized approach to the landing runway be flown. A stabilized approach must be established before descending below the following minimum stabilized approach altitudes: • 500 feet above the airport elevation during visual flight rules (VFR) or visual approaches and during straight-in instrument approaches in Visual Meteorological Conditions (VMC). • Minimum descent altitude (MDA) or 500 feet above airport elevation, whichever is lower, if a circling maneuver is to be conducted after completing an instrument approach. • 1,000 feet above the airport or touchdown zone (TDZ) elevation during any straight-in instrument approach in instrument flight conditions. 2) Touchdown Accuracy It is essential that the airplane touch down in the first onethird of the ALD, but in no case greater than 3,000 feet down the runway, whichever is less. 3) Rejected Landing If touchdown in the first one-third of the ALD, but in no case greater than 3,000 feet down the runway is not assured, a rejected landing must be executed. 3. Limitations and Provisions a. Only the Captain will perform LAHSO. b. LAHSO on contaminated runways is prohibited. c. LAHSO will not be authorized to a runway that does not have visual or electronic vertical guidance. d. Minimum Weather Requirements: LAHSO requires the following prevailing weather conditions: - Ceiling of no less than 1,500 feet. - Visibility of no less than 5 statute miles.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5

e.

f.

g. h.

Where a Precision Approach Path Indicator (PAPI) or Visual Approach Slope Indicator (VASI) is installed and operational, the following weather minima can exist: - Ceiling of no less than 1,000 feet. - Visibility of no less than 3 statute miles. At locations where a rejected landing procedure is published, the ceiling and visibility minima will be established in local flying directives. Pilots will only accept a LAHSO clearance when the above weather conditions exist as listed above. The intent of having "basic" VFR weather conditions is to allow pilots to maintain visual contact with other aircraft and ground vehicle operations. Pilots should consider the effects of prevailing inflight visibility (such as landing into the sun) and how it may affect overall situational awareness. LAHSO is not authorized if windshear has been reported within the previous 20 minutes prior to the LAHSO clearance being issued. The tailwind on the hold short runway shall be calm (less than 3 knots). Night LAHSO may only be conducted where an approved LAHSO lighting configuration is installed and operating.

4. Pilot Requirements when conducting LAHSO Pilots may accept a LAHSO clearance provided that the pilotin-command determines that the aircraft can safely land and stop within the Available Landing Distance (ALD). Pilots receiving instructions "cleared to land, runway "xx"" from air traffic control are authorized to use the entire landing length of the runway and should disregard any holding position markings located on the runway. Pilots receiving and accepting instructions "cleared to land runway "xx," hold short of runway "yy" from air traffic control must either exit runway "xx", or stop at the holding position prior to runway "yy".

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 A pilot is expected to promptly inform ATC, ideally even before the clearance is issued, if for any reason, the pilot elects to land on the full length of the runway, to land on another runway, or to decline LAHSO. A LAHSO clearance, once accepted, must be adhered to, just as any other ATC clearance, unless an amended clearance is obtained or an emergency occurs. A LAHSO clearance does not preclude a rejected landing. If a rejected landing becomes necessary after accepting a LAHSO clearance, the pilot should maintain safe separation from other aircraft or vehicles, and should promptly notify the controller. Controllers need a full read back of all LAHSO clearances. Pilots should read back their LAHSO clearance and include the words, "HOLD SHORT OF (RUNWAY/TAXIWAY/OR POINT)" in their acknowledgment of all LAHSO clearances. In order to reduce frequency congestion, pilots are required to read back the LAHSO clearance without prompting. Don't make the controller have to ask for a read back! EXAMPLE: ATC: "(Aircraft ID) cleared to land runway six right, hold short of taxiway bravo for crossing traffic (type aircraft)." Aircraft: "(Aircraft ID), wilco, cleared to land runway six right to hold short of taxiway bravo." ATC: "Aircraft ID) cross runway six right at taxiway bravo, landing aircraft will hold short." Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo, landing traffic (type aircraft) to hold." 5. Rejected Landing Procedure (RLP) If a rejected landing becomes necessary, the PIC must promptly notify ATC. A rejected landing must be initiated immediately if any doubt exists whether a safe landing will occur within the first onethird of the ALD, or within 3,000 feet down the runway, whichever is less.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 a. With Published RLP 1) Upon conducting an instrument approach and cleared to land and hold short, and a go-around becomes necessary: a) Below 1000 feet AGL and in VMC, execute the published rejected landing procedure and maintain clear of clouds. b) At or above 1000 feet AGL, and in IMC or VMC, execute the published missed approach for the instrument procedure being flown. 2) If conducting a visual approach and cleared to land and hold short, and a go around becomes necessary: a) Below 1000 feet AGL, execute the published rejected landing procedure and maintain clear of clouds. 3) Heading and/or altitude assignments must be flown as published until directed otherwise by ATC. b. Without Published RLP 1) Upon conducting an instrument approach and cleared to land and hold short, and a go around becomes necessary: a) Below 1000 feet AGL and in VMC, remain clear of clouds and maintain visual separation from all other traffic. b) At or above 1000 feet AGL, and in IMC or VMC, execute the published missed approach for the instrument procedure being flown. 2) Upon conducting a visual approach and cleared to land and hold short, and a go around becomes necessary below 1000 feet AGL, pilots are expected to remain clear of clouds and maintain visual separation from all other traffic. 3) The pilot is expected to comply with specific heading and/or altitude instructions issued by ATC.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 46 Normal Landing Volume 5 c. PIC Final Authority The pilot-in-command has the final authority to accept or decline any land and hold short clearance. 6. Use of Anti Skid and Thrust Reverse The anti skid system and/or thrust reverse system must be functional during a landing under LAHSO conditions. LAHSO is prohibited if either aircraft system is inoperable that would adversely affect the stopping capability. 7. Crew Briefing There have been several instances where the pilot operating the radios accepted a LAHSO clearance but forgot to tell the pilot flying the aircraft. Effective communication between cockpit crewmembers is critical. The approach briefing must cover the required LAHSO items. a. If LAHSO is in effect for the planned landing runway, the flight crew will include the following items with the approach briefing: 1) LAHSO Runway and Hold Short Point(s); 2) Available Landing Distance (ALD); 3) Will ALD permit landing in actual configuration/ weight?; 4) Stabilized Approach Criteria; and 5) Rejected Landing Procedure.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 47 Landing Irregularities Volume 5 Section 47 Landing Irregularities A. Wing/Engine Strikes During Landing Wing tip or engine nacelle strike occurs if bank exceeds 18° at touchdown (16° with gear struts compressed). B. Tail Strike During Landing 1. Tail strikes are more frequent during landings than takeoffs. In fact, tail strikes occur more frequently during landings by a factor of two to one. 2. Based upon information gathered from tail strike occurrences, deviation from the normal landing maneuver above, is the main cause of tail strikes. 3. The mistakes most commonly made are: 4. allowing the airspeed to decrease well below VAPP, a. prolonged hold-off for a smooth touchdown, and b. starting to flare the aircraft too high above the runway. 5. Flaring Too High: a. Of these three commonly made mistakes, flaring the aircraft too high above the runway has the greatest potential for a tail strike and resulting damage. b. When the flare is started too high above the runway, airspeed will decrease below VAPP causing the PF to compensate. c. When placed in this situation, the tendency is to continue to increase pitch in an effort to arrest the excessive sink rate. d. The correct action to take is to immediately lower the pitch attitude and fly the aircraft to the runway before the airspeed dissipates any further. e. While the touchdown will be firm, taking this corrective action will prevent a tail strike.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 48 Rejected Landing Volume 5 C. Bouncing at Touchdown Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate. 1. In case of a light bounce a. Maintain the pitch attitude and complete the landing while keeping the thrust at idle. 2. In case of a high bounce a. Maintain the pitch attitude and initiate a go around. Note:

CAUTION:

Do not try to avoid a second touchdown during the go around. Should the aircraft touchdown, the impact will be soft enough to prevent damage to the aircraft provided pitch attitude is maintained. A landing should not be attempted immediately after a high bounce.

b. When safely established in the go around, accomplish normal go around procedures. Section 48 Rejected Landing A. Rejected Landing Maneuver 1. The rejected landing maneuver is identical to the go around maneuver. 2. Apply go around thrust and select go around flaps while rotating to go around attitude. 3. Retract the landing gear after a positive rate of climb is established and retract the flaps on schedule at a safe altitude. WARNING: After reverse thrust is initiated, a full stop landing must be made. Factors dictating this are five seconds are required for a reverser to stow in the forward thrust position and possibility exists a reverser may not stow in the forward thrust position.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 49 After Landing Checklist Volume 5 Section 49 After Landing Checklist A. Taxi Procedures See taxi procedures at the beginning of this chapter for applicable guidance B. Engine Shutdown after Landing In addition to applicable guidance on “Single Engine Taxi,” do the following prior to shutting down #2 engine on taxiing into the gate: 1. Thrust Lever (as appropriate) ...................................IDLE Note:

Following high power operations (e.g. maximum reverse thrust, etc.), run the engines at IDLE for two (2) minutes to allow for engine thermal stabilization before shutting down an engine.

2. START/STOP Selector (as appropriate) ................. STOP C. General 1. This flow and checklist is used to ensure the aircraft is ready for taxiing to parking. 2. Who - Initiated by the Captain; the First Officer reads and accomplishes silently; however, verbalizes “After Landing Checklist Complete”. 3. When - After the aircraft has cleared the active runway and if the First Officer performed the landing, after the Captain has assumed full control of the aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 49 After Landing Checklist Volume 5 D. Captain’s After Landing Flow Pattern CAPTAIN AFTER LANDING

S

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 49 After Landing Checklist Volume 5 E. Captain’s Abbreviated Flow Captain’s After Landing Checklist Flow After the aircraft has cleared the active runway •

External Lights - As required

•

Call for “After Landing Checklist”

F. Captain’s Expanded Flow 1. External Lights ...............................................As required LOGO lights should be ON for all operations at night.

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FIRST OFFICER AFTER LANDING

F

TRIM

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 49 After Landing Checklist Volume 5 H. First Officer’s Abbreviated Flow First Officer’s After Landing Checklist Flow After the aircraft has cleared the active runway and if the First Officer performed the landing, after the Captain has assumed full control of the aircraft • • • • •

Trim - PITCH to UP 4; Rudder & Aileron to neutral SLAT/Flap Lever - 0 Detent Transponder - As Required Wx radar - confirm FSBY or OFF APU - As Required

•

Accomplish the After Landing Checklist silently; verbalize “After Landing Checklist Complete”

I.

First Officer’s Expanded Flow 1. Trim ............................................................................... Set a. PITCH ..................................................................... UP 4 b. Rudder & Aileron ................................................ Neutral 2. Flaps............................................................................... UP a. SLAT/Flap Lever .............................UP & in the 0 detent b. Verify on the EICAS the Flaps/Slats are in the up position 3. Transponder ..................................................As Required a. Turn transponder to standby or leave it on at airports that require the transponder to be active while on the ground. 4. Wx Radar Mode ........................................... FSBY or OFF a. Verify RADAR is in FSBY for a through flight or OFF for the last flight of the day. 5. APU ................................................................As Required

CAUTION:

Select ON or OFF as required for current operational conditions.If starting the APU during taxi-in, do not shut down any engine until the APU has stabilized at 95% (or greater) for a minimum of 3 seconds.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 49 After Landing Checklist Volume 5 J. After Landing Checklist This is a “Do-Verify” checklist. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Required Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Required

After Landing Checklist. . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 50 Cockpit Voice Recorder (CVR) Deactivation after a Reportable Event Volume 5 Section 50 Cockpit Voice Recorder (CVR) Deactivation after a Reportable Event A. General The Captain is responsible to deactivate both CVRs immediately upon completion of a flight during which a reportable event according to NTSB 830 occurred (see GOM Chapter 1 for details). Thereafter, the CA will inform Dispatch and Maintenance Control of the reportable event and preserve the CVR data. The CA will make one logbook entry for the event and a separate one for the deactivated CVR circuit breaker. B. NTSB Reportable Event Checklist This is a “Do-Verify” checklist. Both CVR . . . . . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . . . . . OFF - Deactivate both CVRs via the MCDU. Logbook Entry . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . Complete -

Make two logbook entries: • one for the event, • one for the deactivated CVRs.

Logbook Entry . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . Complete NTSB 830 Reportable Event . . . . . . . . . . . . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 51 Parking Checklist Volume 5 Section 51 Parking Checklist A. General 1. This flow and checklist is used to configure the aircraft for parking and if applicable, a subsequent flight. 2. Who - Initiated by the Captain; read by the First Officer. 3. When - After the aircraft is stopped at the gate and the parking brake is set. B. Captain’s Parking Flow Pattern CAPTAIN PARKING CHECKLIST FLOW

F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 51 Parking Checklist Volume 5 C. Captain’s Abbreviated Flow Captain’s Parking Checklist Flow After the aircraft is stopped at the gate and the parking brake is set • • • • • • •

PARKING BRAKE - Set or OFF Thrust Levers - IDLE Electrics - Establish START/STOP 1 & 2- STOP Passenger Signs - OFF RED BCN - OFF HYDRAULICS - SET

•

Call for “Parking Checklist”

D. Captain’s Expanded Flow 1. Parking Brake .................................................. Set or OFF a. Verify EMERG/PRKG BRAKE light illuminated when set. 2. Thrust Levers .............................................................IDLE 3. Electrics .............................................................. Establish a. APU is the primary means of establishing electrics to shut down the engines unless the Captain can visually verify that the ramp crew is standing by with external power from the Gate or a GPU. Once the external power is established, the APU will be shut down. 1) APU...........................................Verify Up to Speed OR 2) GPU .................................................................... IN

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 51 Parking Checklist Volume 5 4. START/STOP 1 & 2 ...................................................STOP Following high power operations (e.g. maximum reverse thrust, etc.), run the engine(s) at IDLE for two (2) minutes to allow for engine thermal stabilization before shutting down the engine(s). CAUTION:

Thrust levers must be at IDLE for engines to shutdown.

5. PASSENGER SIGNS................................................... OFF 6. RED BCN ..................................................................... OFF 7. HYDRAULICS................................................................ Set Verify that both System 1 and System 2 electric pumps are set to Auto and ensure System 3A electric pump is set to Off. Note:

Do not press any rudder pedals up to fifteen (15) seconds after hydraulic power is shut down.

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FIRST OFFICER PARKING CHECKLIST FLOW

S F

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 51 Parking Checklist Volume 5 1. First Officer’s Abbreviated Flow First Officer’s Parking Checklist Flow After the aircraft is stopped at the gate and the parking brake is set •

ACARS - ON & IN Times

•

Accomplish the “Parking Checklist” 2. First Officer’s Expanded Flow. a. ACARS.................................................................... Sent Note:

Reporting ON & IN times and fuel on board (FOB) will normally be sent automatically.

3. Parking & Securing Checklist (Parking Portion) This is a “Do-Verify” checklist. PARKING BRAKE . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . Set or OFF START/STOP 1& 2 . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . STOP . PASSENGER SIGNS. . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF

RED BCN. . . . . . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF HYDRAULICS . . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . . Set SYS 3 ELEC PUMP A ..................................................... OFF

Parking Checklist. . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 52 Securing Checklist Volume 5 Section 52 Securing Checklist A. General 1. This checklist safely configures the aircraft for power down. 2. Who - Normally accomplished by the last pilot leaving the aircraft. 3. When - When leaving the aircraft with no electrical power (e.g., extended delays, remaining over night, etc.) B. Flow 1. This is a “read and do” checklist with no established flows. 2. Each item is read and accomplished silently. CAUTION:

Note:

Whenever the securing flight crew is leaving the aircraft at the end of the operational day with external electrical power on the Ground Service Bus (e.g. cabin lights on, cockpit lights off), the Captain will verify that all lights in the cockpit are off and the batteries are in the “OFF” position prior to exiting the aircraft. If during the operational day the securing flight crew wants to leave the aircraft powered on external power for the next flight crew, turn the batteries off and the emergency lights off in case external power is inadvertently disconnected. If the securing flight crew is not certain that the outbound flight crew will be on the aircraft within one hour, then the entire Securing Checklist must be accomplished.

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ERJ-170 Pilot Operating Handbook Chapter 4 Normal Procedures Section 52 Securing Checklist Volume 5 C. Securing Checklist Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In EXTERNAL LIGHTS Switches (All). . . . . . . . . . . . . . . . . . . . . . OFF EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF GPU/APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If the APU is running a. APU CONTROL MASTER ...................................... OFF 1) Allow for a complete two (2) minute cool down 2) EICAS Display “APU SHUTTING DOWN” appears 3) Completes the APU shutdown logic sequence If using a GPU b. GPU Pushbutton ............................................Push OUT BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DOME Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Entrance Light Switchlight (Forward FA Panel) . . . . . . . . . . . OFF Note: Note:

One of the crewmembers will accomplish the post flight exterior walkaround prior to leaving the aircraft. On a ferry flight when a flight deck crew member accomplishes the Interior Cabin Inspection, the PIC is responsible to ensure that all doors are disarmed prior to the flight crew leaving the aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 5 Emergency and Abnormal Checklists Table of Contents Volume 5

Chapter 5 Emergency and Abnormal Checklists Chapter Table of Contents Section 1 Quick Reference Handbook . . . . . . . . . . . . . . . . . . 5-3

THE PAGES IN THIS CHAPTER CONTAIN EXACT DUPLICATIONS OF THE QUICK REFERENCE HANDBOOK (QRH) FOUND ON THE AIRCRAFT. This Chapter may be used by the Flight Crew whenever the aircraft QRH is missing or damaged. The Alphabetical Index of EICAS Messages, the Table of Contents of Non-Announced Non-Normal Procedures, and the Table of Contents by Systems reference the page numbers of the original QRH. Always use the QRH page numbers to find the respective checklist procedure.

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Quick Reference Handbook

ERJ170 Quick Reference Handbook

This manual is current through: Revision 01, 15 SEP 2008

Uncontrolled copy when downloaded or printed from an electronic document.

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ERJ-170 Pilot Operating Handbook Chapter 5 Emergency and Abnormal Checklists Section 1 Quick Reference Handbook Volume 5 ERJ 170 Quick Reference Handbook QRC

ERJ-170 Emergency Quick Reference Checklist FLY THE AIRPLANE - SILENCE THE WARNING - DO NOT RUSH

ENGINE FIRE, SEVERE DAMAGE, OR SEPARATION „ AUTOTHROTTLES ......................DISENGAGE „ #__ THRUST LEVER......Confirm ............ IDLE „ #__ START/STOP...........Confirm ........... STOP „ #__ FIRE HANDLE .........Confirm ........... PULL QRC Actions Complete. Go to QRH Pg NAP-10.

DUAL ENGINE FAILURE „ AIRSPEED .................................. 250 KIAS MIN „ RAT MANUAL DEPLOY LEVER ............. PULL QRC Actions Complete. Go to QRH Pg NAP-5.

EMERGENCY EVACUATION „ „ „ „ „ „ „ „ „ „

PARKING BRAKE........................................ ON THRUST LEVERS ..................................... IDLE START/STOP 1 & 2 .................................. STOP FIRE HANDLES..................... PULL & ROTATE (1L AND 2R) APU EMER STOP................................ PUSH IN APU FIRE EXT .................................... PUSH IN PRESSURIZATION DUMP.................. PUSH IN ATC ....................................................... NOTIFY EVACUATION COMMAND .................INITIATE BATTERIES................................................ OFF

QRC Actions Complete. If there is no imminent danger to the flight crew, go to QRH Pg NAP-8.

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CABIN ALTITUDE HI „ OXYGEN MASKS.....Verify ............... ON, 100% „ CREW COMM.................................ESTABLISH „ ALTITUDE .......................... 10,000 FT OR MEA (whichever is higher) „ THRUST LEVERS ......................................IDLE „ SPEED BRAKE LEVER ................ FULL OPEN „ AIRSPEED....................... MAX/APPROPRIATE „ TRANSPONDER ........................................ 7700 „ ATC ........................................................NOTIFY QRC Actions Complete. Go to QRH Pg EAP2-3.

EMERGENCY DESCENT „ FSTN BELTS SIGN ...................................... ON „ ALTITUDE .......................... 10,000 FT OR MEA (whichever is higher) „ THRUST LEVERS ......................................IDLE „ SPEED BRAKE LEVER ................ FULL OPEN „ AIRSPEED....................... MAX/APPROPRIATE „ TRANSPONDER ........................................ 7700 „ ATC ........................................................NOTIFY QRC Actions Complete.

ENGINE ABNORMAL START „ #___START/STOP ................................... STOP QRC Actions Complete. Go to QRH Pg NAP-9.

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CRG FWD (AFT) SMOKE CAUTION:Do not discharge the cargo fire extinguisher on the ground with the cargo door open. „ ASSOCIATED CARGO FIRE EXTINGUISHING BUTTON......................PUSH QRC Actions Complete. Go to QRH Pg SMO-4.

APU FIRE „ APU EMER STOP................................ PUSH IN QRC Actions Complete. Go to QRH Pg EAP7-3.

BATT 1 (2) OVERTEMP „ ASSOCIATED BATTERY ........................... OFF QRC Actions Complete. Go to QRH Pg EAP5-3.

PITCH TRIM RUNAWAY „ AP/TRIM DISC BUTTON .........PRESS & HOLD „ PITCH TRIM SYS 1 & 2 CUTOUT BUTTONS.................................................PUSH QRC Actions Complete. Go to QRH Pg NAP-16.

ROLL (YAW) TRIM RUNAWAY „ AP/TRIM DISC BUTTON .........PRESS & HOLD QRC Actions Complete. Go to QRH Pg NAP-17.

STEERING RUNAWAY „ STEER DISC SWITCH........................... PRESS „ STEER THE AIRPLANE USING DIFFERENTIAL BRAKING AND RUDDER. QRC Actions Complete.

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AIR CONDITIONING SMOKE „ OXYGEN MASKS.....Verify ............... ON, 100% „ CREW COMM.................................ESTABLISH QRC Actions Complete. Go to QRH Pg SMO-3.

ELECTRICAL SYSTEM FIRE OR SMOKE „ OXYGEN MASKS......Verify .............. ON, 100% „ CREW COMM.................................ESTABLISH QRC Actions Complete. Go to QRH Pg SMO-5.

SMOKE EVACUATION „ OXYGEN MASKS.....Verify ............... ON, 100% „ CREW COMM.................................ESTABLISH „ PRESSURIZATION DUMP BUTTON.. PUSH IN QRC Actions Complete. Go to QRH Pg SMO-10.

JAMMED CONTROL COLUMN - PITCH „ ELEVATOR DISCONNECT HANDLE...... PULL QRC Actions Complete. Go to QRH Pg NAP-13.

JAMMED CONTROL WHEEL - ROLL „ AILERON DISCONNECT HANDLE ......... PULL QRC Actions Complete. Go to QRH Pg NAP-14

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ERJ-170 Pilot Operating Handbook Chapter 5 Emergency and Abnormal Checklists Section 1 Quick Reference Handbook Volume 5 ERJ 170 Quick Reference Handbook Preface Page

Preface Page PRF.1 Cover Page The Cover Page will be issued with each revision to the ERJ 170 Quick Reference Handbook. It will include the current revision number and date printed in the block below the title, validating the current revision status of this manual.

PRF.2 Cover Page Color The Cover Page will have a colored border framing the page. The border color will alternate with each revision cycle. The color code will also be a portion of the part number. The part number label is affixed in the lower block on the Cover Page for all aircraft issued QRH.

PRF.3 Purpose and Intent This manual is carried in the cockpit of each ERJ170 series aircraft for the use of our flight crews in addressing emergency and abnormal situations that might arise during flight operations. More details are found in the ERJ170 Pilot Operating Handbook. The policies and procedures in this manual are to be followed by all company and contract personnel performing flight crew duties. 8900.1 Volume 3, Chapter 32, Section 6

PRF.4 Compliance The procedures and policies in this manual are to be followed by all company and contracted personnel.

PRF.5 Proposing Manual Changes The Program Manager 170 has the authority to make changes to this manual. Forward all requested changes to this manual via email or telephone to the Program Manager 170. Reference the SME list on the company intranet for the SMEs name and phone number, or submit the change to your supervisor or company contact.

PRF.6 Manual Revision Status The effective date of the current revision to this manual will be tracked on the Manual Status Report. Each page of this manual will have a revision number and date on it. The manual may be verified for currency and completeness, by referencing the LCPs.

PRF.7 Classification of this Publication FAA Approved

This publication is classified as Approved.

PRF.8 Proprietary Company Information The information contained herein is considered proprietary to Shuttle America. Any reproduction or release of this information without the express written consent of Shuttle America is prohibited.

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List of Controlled Pages Chapter/Page

Revision/Date

QRC-1 .................................................................... 01, 15 SEP 2008 QRC-2 .................................................................... 01, 15 SEP 2008 QRC-3 .................................................................... 01, 15 SEP 2008 QRC-4 .................................................................... 01, 15 SEP 2008 PRF-1..................................................................... 01, 15 SEP 2008 PRF-2..................................................................... 01, 15 SEP 2008 LCP-1 ..................................................................... 01, 15 SEP 2008 LCP-2 ..................................................................... 01, 15 SEP 2008 LCP-3 ..................................................................... 01, 15 SEP 2008 LCP-4 ..................................................................... 01, 15 SEP 2008 LCP-5 ..................................................................... 01, 15 SEP 2008 LCP-6 ..................................................................... 01, 15 SEP 2008 TOC-1 .................................................................... 01, 15 SEP 2008 TOC-2 .................................................................... 01, 15 SEP 2008 SMO-1.................................................................... 01, 15 SEP 2008 SMO-2.................................................................... 01, 15 SEP 2008 SMO-3.................................................................... 01, 15 SEP 2008 SMO-4.................................................................... 01, 15 SEP 2008 SMO-5.................................................................... 01, 15 SEP 2008 SMO-6.................................................................... 01, 15 SEP 2008 SMO-7.................................................................... 01, 15 SEP 2008 SMO-8.................................................................... 01, 15 SEP 2008 SMO-9.................................................................... 01, 15 SEP 2008 SMO-10.................................................................. 01, 15 SEP 2008 SMO-11.................................................................. 01, 15 SEP 2008 SMO-12.................................................................. 01, 15 SEP 2008 SMO-13.................................................................. 01, 15 SEP 2008 SMO-14.................................................................. 01, 15 SEP 2008 NAP-1 .................................................................... 01, 15 SEP 2008 NAP-2 .................................................................... 01, 15 SEP 2008 NAP-3 .................................................................... 01, 15 SEP 2008 NAP-4 .................................................................... 01, 15 SEP 2008 NAP-5 .................................................................... 01, 15 SEP 2008 NAP-6 .................................................................... 01, 15 SEP 2008 NAP-7 .................................................................... 01, 15 SEP 2008 NAP-8 .................................................................... 01, 15 SEP 2008 NAP-9 .................................................................... 01, 15 SEP 2008 NAP-10 .................................................................. 01, 15 SEP 2008 NAP-11 .................................................................. 01, 15 SEP 2008 NAP-12 .................................................................. 01, 15 SEP 2008 NAP-13 .................................................................. 01, 15 SEP 2008 NAP-14 .................................................................. 01, 15 SEP 2008 NAP-15 .................................................................. 01, 15 SEP 2008 NAP-16 .................................................................. 01, 15 SEP 2008 NAP-17 .................................................................. 01, 15 SEP 2008 NAP-18 .................................................................. 01, 15 SEP 2008 NAP-19 .................................................................. 01, 15 SEP 2008 NAP-20 .................................................................. 01, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

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NAP-21 .................................................................. 01, 15 SEP 2008 NAP-22 .................................................................. 01, 15 SEP 2008 NAP-23 .................................................................. 01, 15 SEP 2008 NAP-24 .................................................................. 01, 15 SEP 2008 NAP-25 .................................................................. 01, 15 SEP 2008 NAP-26 .................................................................. 01, 15 SEP 2008 NAP-27 .................................................................. 01, 15 SEP 2008 NAP-28 .................................................................. 01, 15 SEP 2008 NAP-29 .................................................................. 01, 15 SEP 2008 NAP-30 .................................................................. 01, 15 SEP 2008 NAP-31 .................................................................. 01, 15 SEP 2008 NAP-32 .................................................................. 01, 15 SEP 2008 NAP-33 .................................................................. 01, 15 SEP 2008 NAP-34 .................................................................. 01, 15 SEP 2008 NAP-35 .................................................................. 01, 15 SEP 2008 NAP-36 .................................................................. 01, 15 SEP 2008 NAP-37 .................................................................. 01, 15 SEP 2008 NAP-38 .................................................................. 01, 15 SEP 2008 NAP-39 .................................................................. 01, 15 SEP 2008 NAP-40 .................................................................. 01, 15 SEP 2008 NAP-41 .................................................................. 01, 15 SEP 2008 NAP-42 .................................................................. 01, 15 SEP 2008 NAP-43 .................................................................. 01, 15 SEP 2008 NAP-44 .................................................................. 01, 15 SEP 2008 NAP-45 .................................................................. 01, 15 SEP 2008 NAP-46 .................................................................. 01, 15 SEP 2008 NAP-47 .................................................................. 01, 15 SEP 2008 NAP-48 .................................................................. 01, 15 SEP 2008 NAP-49 .................................................................. 01, 15 SEP 2008 NAP-50 .................................................................. 01, 15 SEP 2008 NAP-51 .................................................................. 01, 15 SEP 2008 NAP-52 .................................................................. 01, 15 SEP 2008 NAP-53 .................................................................. 01, 15 SEP 2008 NAP-54 .................................................................. 01, 15 SEP 2008 NAP-55 .................................................................. 01, 15 SEP 2008 NAP-56 .................................................................. 01, 15 SEP 2008 NAP-57 .................................................................. 01, 15 SEP 2008 NAP-58 .................................................................. 01, 15 SEP 2008 NAP-59 .................................................................. 01, 15 SEP 2008 NAP-60 .................................................................. 01, 15 SEP 2008 EAP1-1................................................................... 01, 15 SEP 2008 EAP1-2................................................................... 01, 15 SEP 2008 EAP1-3................................................................... 01, 15 SEP 2008 EAP1-4................................................................... 01, 15 SEP 2008 EAP1-5................................................................... 01, 15 SEP 2008 EAP1-6................................................................... 01, 15 SEP 2008 EAP2-1................................................................... 01, 15 SEP 2008 EAP2-2................................................................... 01, 15 SEP 2008 EAP2-3................................................................... 01, 15 SEP 2008 EAP2-4................................................................... 01, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

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EAP2-5................................................................... 01, 15 SEP 2008 EAP2-6................................................................... 01, 15 SEP 2008 EAP2-7................................................................... 01, 15 SEP 2008 EAP2-8................................................................... 01, 15 SEP 2008 EAP2-9................................................................... 01, 15 SEP 2008 EAP2-10................................................................. 01, 15 SEP 2008 EAP2-11................................................................. 01, 15 SEP 2008 EAP2-12................................................................. 01, 15 SEP 2008 EAP2-13................................................................. 01, 15 SEP 2008 EAP2-14................................................................. 01, 15 SEP 2008 EAP3-1................................................................... 01, 15 SEP 2008 EAP3-2................................................................... 01, 15 SEP 2008 EAP3-3................................................................... 01, 15 SEP 2008 EAP3-4................................................................... 01, 15 SEP 2008 EAP3-5................................................................... 01, 15 SEP 2008 EAP3-6................................................................... 01, 15 SEP 2008 EAP4-1................................................................... 01, 15 SEP 2008 EAP4-2................................................................... 01, 15 SEP 2008 EAP4-3................................................................... 01, 15 SEP 2008 EAP4-4................................................................... 01, 15 SEP 2008 EAP5-1................................................................... 01, 15 SEP 2008 EAP5-2................................................................... 01, 15 SEP 2008 EAP5-3................................................................... 01, 15 SEP 2008 EAP5-4................................................................... 01, 15 SEP 2008 EAP5-5................................................................... 01, 15 SEP 2008 EAP5-6................................................................... 01, 15 SEP 2008 EAP5-7................................................................... 01, 15 SEP 2008 EAP5-8................................................................... 01, 15 SEP 2008 EAP5-9................................................................... 01, 15 SEP 2008 EAP5-10................................................................. 01, 15 SEP 2008 EAP5-11................................................................. 01, 15 SEP 2008 EAP5-12................................................................. 01, 15 SEP 2008 EAP5-13................................................................. 01, 15 SEP 2008 EAP5-14................................................................. 01, 15 SEP 2008 EAP5-15................................................................. 01, 15 SEP 2008 EAP5-16................................................................. 01, 15 SEP 2008 EAP5-17................................................................. 01, 15 SEP 2008 EAP5-18................................................................. 01, 15 SEP 2008 EAP5-19................................................................. 01, 15 SEP 2008 EAP5-20................................................................. 01, 15 SEP 2008 EAP6-1................................................................... 01, 15 SEP 2008 EAP6-2................................................................... 01, 15 SEP 2008 EAP6-3................................................................... 01, 15 SEP 2008 EAP6-4................................................................... 01, 15 SEP 2008 EAP6-5................................................................... 01, 15 SEP 2008 EAP6-6................................................................... 01, 15 SEP 2008 EAP6-7................................................................... 01, 15 SEP 2008 EAP6-8................................................................... 01, 15 SEP 2008 EAP6-9................................................................... 01, 15 SEP 2008 EAP6-10................................................................. 01, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

QRH170

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Revision 01, 15 SEP 2008

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Chapter/Page

Revision/Date

EAP6-11................................................................. 01, 15 SEP 2008 EAP6-12................................................................. 01, 15 SEP 2008 EAP6-13................................................................. 01, 15 SEP 2008 EAP6-14................................................................. 01, 15 SEP 2008 EAP6-15................................................................. 01, 15 SEP 2008 EAP6-16................................................................. 01, 15 SEP 2008 EAP7-1................................................................... 01, 15 SEP 2008 EAP7-2................................................................... 01, 15 SEP 2008 EAP7-3................................................................... 01, 15 SEP 2008 EAP7-4................................................................... 01, 15 SEP 2008 EAP7-5................................................................... 01, 15 SEP 2008 EAP7-6................................................................... 01, 15 SEP 2008 EAP7-7................................................................... 01, 15 SEP 2008 EAP7-8................................................................... 01, 15 SEP 2008 EAP7-9................................................................... 01, 15 SEP 2008 EAP7-10................................................................. 01, 15 SEP 2008 EAP8-1................................................................... 01, 15 SEP 2008 EAP8-2................................................................... 01, 15 SEP 2008 EAP8-3................................................................... 01, 15 SEP 2008 EAP8-4................................................................... 01, 15 SEP 2008 EAP8-5................................................................... 01, 15 SEP 2008 EAP8-6................................................................... 01, 15 SEP 2008 EAP8-7................................................................... 01, 15 SEP 2008 EAP8-8................................................................... 01, 15 SEP 2008 EAP8-9................................................................... 01, 15 SEP 2008 EAP8-10................................................................. 01, 15 SEP 2008 EAP8-11................................................................. 01, 15 SEP 2008 EAP8-12................................................................. 01, 15 SEP 2008 EAP8-13................................................................. 01, 15 SEP 2008 EAP8-14................................................................. 01, 15 SEP 2008 EAP8-15................................................................. 01, 15 SEP 2008 EAP8-16................................................................. 01, 15 SEP 2008 EAP8-17................................................................. 01, 15 SEP 2008 EAP8-18................................................................. 01, 15 SEP 2008 EAP8-19................................................................. 01, 15 SEP 2008 EAP8-20................................................................. 01, 15 SEP 2008 EAP8-21................................................................. 01, 15 SEP 2008 EAP8-22................................................................. 01, 15 SEP 2008 EAP8-23................................................................. 01, 15 SEP 2008 EAP8-24................................................................. 01, 15 SEP 2008 EAP9-1................................................................... 01, 15 SEP 2008 EAP9-2................................................................... 01, 15 SEP 2008 EAP9-3................................................................... 01, 15 SEP 2008 EAP9-4................................................................... 01, 15 SEP 2008 EAP9-5................................................................... 01, 15 SEP 2008 EAP9-6................................................................... 01, 15 SEP 2008 EAP9-7................................................................... 01, 15 SEP 2008 EAP9-8................................................................... 01, 15 SEP 2008 EAP9-9................................................................... 01, 15 SEP 2008 EAP9-10................................................................. 01, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

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Chapter/Page

Revision/Date

EAP9-11................................................................. 01, 15 SEP 2008 EAP9-12................................................................. 01, 15 SEP 2008 EAP9-13................................................................. 01, 15 SEP 2008 EAP9-14................................................................. 01, 15 SEP 2008 EAP9-15................................................................. 01, 15 SEP 2008 EAP9-16................................................................. 01, 15 SEP 2008 EAP9-17................................................................. 01, 15 SEP 2008 EAP9-18................................................................. 01, 15 SEP 2008 EAP10-1................................................................. 01, 15 SEP 2008 EAP10-2................................................................. 01, 15 SEP 2008 EAP10-3................................................................. 01, 15 SEP 2008 EAP10-4................................................................. 01, 15 SEP 2008 EAP10-5................................................................. 01, 15 SEP 2008 EAP10-6................................................................. 01, 15 SEP 2008 EAP10-7................................................................. 01, 15 SEP 2008 EAP10-8................................................................. 01, 15 SEP 2008 EAP11-1................................................................. 01, 15 SEP 2008 EAP11-2................................................................. 01, 15 SEP 2008 EAP11-3................................................................. 01, 15 SEP 2008 EAP11-4................................................................. 01, 15 SEP 2008 EAP11-5................................................................. 01, 15 SEP 2008 EAP11-6................................................................. 01, 15 SEP 2008 EAP11-7................................................................. 01, 15 SEP 2008 EAP11-8................................................................. 01, 15 SEP 2008 EAP11-9................................................................. 01, 15 SEP 2008 EAP11-10............................................................... 01, 15 SEP 2008 EAP11-11............................................................... 01, 15 SEP 2008 EAP11-12............................................................... 01, 15 SEP 2008 EAP11-13............................................................... 01, 15 SEP 2008 EAP11-14............................................................... 01, 15 SEP 2008 EAP11-15............................................................... 01, 15 SEP 2008 EAP11-16............................................................... 01, 15 SEP 2008 EAP12-1................................................................. 01, 15 SEP 2008 EAP12-2................................................................. 01, 15 SEP 2008 EAP12-3................................................................. 01, 15 SEP 2008 EAP12-4................................................................. 01, 15 SEP 2008 EAP12-5................................................................. 01, 15 SEP 2008 EAP12-6................................................................. 01, 15 SEP 2008 EAP13-1................................................................. 01, 15 SEP 2008 EAP13-2................................................................. 01, 15 SEP 2008 EAP13-3................................................................. 01, 15 SEP 2008 EAP13-4................................................................. 01, 15 SEP 2008 EAP13-5................................................................. 01, 15 SEP 2008 EAP13-6................................................................. 01, 15 SEP 2008 EAP13-7................................................................. 01, 15 SEP 2008 EAP13-8................................................................. 01, 15 SEP 2008 EAP13-9................................................................. 01, 15 SEP 2008 EAP13-10............................................................... 01, 15 SEP 2008 EAP13-11............................................................... 01, 15 SEP 2008 EAP13-12............................................................... 01, 15 SEP 2008 FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

QRH170

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Revision 01, 15 SEP 2008

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Chapter/Page

Revision/Date

EAP14-1................................................................. 01, 15 SEP 2008 EAP14-2................................................................. 01, 15 SEP 2008 EAP14-3................................................................. 01, 15 SEP 2008 EAP14-4................................................................. 01, 15 SEP 2008 CA-1....................................................................... 01, 15 SEP 2008 CA-2....................................................................... 01, 15 SEP 2008 CA-3....................................................................... 01, 15 SEP 2008 CA-4....................................................................... 01, 15 SEP 2008 CA-5....................................................................... 01, 15 SEP 2008 CA-6....................................................................... 01, 15 SEP 2008 CA-7....................................................................... 01, 15 SEP 2008 CA-8....................................................................... 01, 15 SEP 2008 CA-9....................................................................... 01, 15 SEP 2008 CA-10 ..................................................................... 01, 15 SEP 2008 INX-1...................................................................... 01, 15 SEP 2008 INX-2...................................................................... 01, 15 SEP 2008 INX-3...................................................................... 01, 15 SEP 2008 INX-4...................................................................... 01, 15 SEP 2008 INX-5...................................................................... 01, 15 SEP 2008 INX-6...................................................................... 01, 15 SEP 2008

FAA Approved

This manual is FAA approved.

The signed master List of Controlled Pages is kept on file with Technical Publications. Changes are only issued with FAA administrator approval.

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Table of Contents ERJ-170 Emergency Quick Reference Checklist.............................................QRC-1 Preface Page ....................................................................PRF-1 List of Controlled Pages..................................................LCP-1 Table of Contents............................................................ TOC-1 Smoke ..............................................................................SMO-1 Non-Annunciated ............................................................ NAP-1 Airplane General ........................................................... EAP1-1 AMS (Pneumatics/Air Conditioning/Pressurization).. EAP2-1 Autoflight ....................................................................... EAP3-1 Auxiliary Power Unit ..................................................... EAP4-1 Electrical ........................................................................ EAP5-1 Engine ............................................................................ EAP6-1 Fire Protection............................................................... EAP7-1 Flight Controls .............................................................. EAP8-1 FMS/NAV/COM & Flight Instruments........................... EAP9-1 Fuel............................................................................... EAP10-1 Hydraulics.................................................................... EAP11-1 Ice & Rain Protection.................................................. EAP12-1 Landing Gear & Brakes .............................................. EAP13-1 Oxygen......................................................................... EAP14-1 Crew Awareness ................................................................CA-1 EICAS Index.......................................................................INX-1 QRH170

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Smoke TABLE OF CONTENTS WARNING AIR CONDITIONING SMOKE....................... SMO-3 CRG FWD (AFT) SMOKE............................. SMO-4 ELECTRICAL SYSTEM FIRE OR SMOKE .. SMO-5 LAV SMOKE ................................................. SMO-9 SMOKE EVACUATION............................... SMO-10 CAUTION RECIRC SMOKE......................................... SMO-11 CHECKLISTS SMOKE AND FUMES DESCENT/LANDING CHECKLIST ..................................................SMO-12 FLAPS 5 UNFACTORED LDG DIST ............SMO-13 FLAPS FULL UNFACTORED LDG DIST .....SMO-14

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AIR CONDITIONING SMOKE LAND AT NEAREST SUITABLE AIRPORT. OXYGEN MASKS..................Verify...... ON, 100% CREW COMMUNICATIONS.............ESTABLISH Recirc. Fan Button......................PUSH OUT SMOKE STOPS OR DECREASES?

No

Yes

END Pack 1 Button................................PUSH OUT SMOKE STOPS OR DECREASES?

No

Yes

Bleed 1 Button............................PUSH OUT Altitude...................................MAX 31,000 FT END Pack 1 Button..........................PUSH IN Pack 2 Button......................PUSH OUT Bleed 2 Button.....................PUSH OUT Altitude............................MAX 31,000 FT If Required Accomplish: Smoke Evacuation Procedure (SMO-10)........................ACCOMPLISH END

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CRG FWD (AFT) SMOKE Light: Associated Cargo Fire-Extinguishing Button Illuminates. CAUTION: DO NOT DISCHARGE THE CARGO FIRE EXTINGUISHER ON THE GROUND WITH THE CARGO DOOR OPEN.

ASSOCIATED CARGO FIRE EXTINGUISHING BUTTON.......................PUSH

LAND AT NEAREST SUITABLE AIRPORT. Confirm the CRG FWD (AFT) FIREX HI ARM message extinguishes and the CRG AFT (FWD) FIREX LO ARM message is displayed. ..........................Wait 1 minute............................... Confirm the CRG FWD (AFT) FIREX LO ARM message and the cargo fire-extinguishing button light extinguish. Establish And Communicate A Plan. If Required Accomplish: Smoke Evacuation Procedure (Pg SMO-10 and/or Emergency Evacuation Procedure (Pg NAP-8) CAUTION: NOTIFY GROUND PERSONNEL IF THE EXTINGUISHING AGENT HAS BEEN DISCHARGED PRIOR TO THEIR OPENING THE CARGO DOOR.

END

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ELECTRICAL SYSTEM FIRE OR SMOKE LAND AT NEAREST SUITABLE AIRPORT. OXYGEN MASKS...............Verify........ ON, 100% CREW COMMUNICATIONS .............ESTABLISH Recirc. Fan Button......................PUSH OUT SMOKE ORIGIN IDENTIFIED?

No

Yes

Affected source..............REMOVE END Emergency Lights......................OFF RAT Manual Deploy Lever........PULL Airspeed.........................MIN 130 KIAS Altitude.................................10000 FT OR MEA, WHICHEVER IS HIGHER IDG 1 Selector...................................OFF IDG 2 Selector...................................OFF APU Gen Button..................PUSH OUT NOTE: - Do not accomplish the Elec Emergency Procedure (Pg EAP5-4). - Refer to the Elec Emergency Procedure (Pg EAP5-4) to be aware of the relevant inoperative items. BATT DISCHARGING MESSAGE PRESENTED?

No

Yes

IDG 1 or 2 Selector...............................AUTO

(Continues on the next page)

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(Continued from previous page) No

SMOKE PERSISTS AND SUITABLE AIRPORT IS DISTANT? Yes

IDG 1 Selector........................AUTO IDG 2 Selector........................AUTO DC BUS TIES Switch..............OFF TRU 1 Switch............................OFF Battery 1....................................OFF DC ESS BUS 1 AND DC BUS 1 ARE DEENERGIZED. SMOKE STOPS OR DECREASES?

No

Yes

Accomplish the DC BUS 1 OFF (Pg EAP5-8) and DC ESS BUS 1 OFF (Pg EAP5-10) Procedures. When Appropriate Accomplish: Smoke / Fumes Descent Checklist & Landing Checklist (Pg SMO-12) CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (SMO-14) BY 2.30.

END

Battery 1............................ON TRU 1 Switch..............AUTO TRU 2 Switch.................OFF Battery 2..........................OFF DC ESS BUS 2 AND DC BUS 2 ARE DEENERGIZED. (Continues on the next page)

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(Continued from previous page) SMOKE STOPS OR DECREASES?

No

Yes

Accomplish the DC BUS 2 OFF (Pg EAP5-9) and DC ESS BUS 2 OFF (Pg EAP5-11) procedures. When Appropriate Accomplish: Smoke / Fumes Descent Checklist & Landing Checklist (Pg SMO-12) CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (SMO-14) BY 2.50.

END

Battery 2...................................AUTO TRU 2 Switch..........................AUTO TRU ESS Switch.......................OFF DC ESS BUS 3 IS DEENERGIZED. (Continues on the next page)

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(Continued from previous page) SMOKE STOPS OR DECREASES?

No

Yes

DC ESS BUS 3 OFF Procedure (Pg EAP5-13)......................ACCOMPLISH When Appropriate Accomplish: Smoke / Fumes Descent Checklist & Landing Checklist (Pg SMO-12) CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (SMO-14) BY 2.10.

END TRU ESS Switch.........................AUTO DC BUS TIES Switch.................AUTO

When Appropriate Accomplish: Smoke / Fumes Descent Checklist & Landing Checklist (Pg SMO-12) CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (SMO-14) BY 2.10.

If Required Accomplish: Smoke Evacuation Procedure (Pg SMO-10) END

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LAV SMOKE Establish contact with the cabin crew. If necessary: Diversion............................................... CONSIDER Smoke Evacuation Procedure (Pg SMO-10).....................................ACCOMPLISH END

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SMOKE EVACUATION

OXYGEN MASKS..............Verify.........ON, 100% CREW COMMUNICATIONS...........ESTABLISH PRESSURIZATION DUMP BUTTON........ PUSH IN LAND AT NEAREST SUITABLE AIRPORT. Cockpit Door ............................................ CLOSE Cabin Rate ................................................ VERIFY CABIN RATE IS LESS THAN 1000 FT/MIN?

No

Yes

Pressurization Mode Selector.....MAN Pack 1 Button.......................PUSH OUT Pack 2 Button.......................PUSH OUT Recirc Fan Button...............PUSH OUT

EMERGENCY DESENT Procedure (Pg NAP-7).....................ACCOMPLISH After smoke is cleared: Pressurization Mode Selector.............AUTO Pressurization Dump Button.....PUSH OUT Pack 1 Button.....................................PUSH IN Pack 2 Button.....................................PUSH IN Recirc Fan Button.............................PUSH IN NOTE: Identify the smoke origin and do the applicable procedure. NOTE: Verify white stripe is annunciated prior to pushing in the Pack / Recirc button to re-set the system. If the white stripe is not annunciated, then the button is already in the normal position and does not have to be re-set. Establish And Communicate A Plan. END

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RECIRC SMOKE Recirc Fan Button ....................................PUSH OUT END

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Smoke / Fumes Descent Checklist NOTE:

This Checklist is designed to be used when the RAT has been deployed and a Flaps 3 landing is required. 1. Approach considerations: • Plan on a Flap 3 landing. • Flaps/Slats may operate at low rate. 2. Landing DistanceDetermine For the following Bus Configuration:

Multiply the Flaps Full Unfactored Landing Distance on Page SMO-14 by:

DC ESS BUS 3 OFF

2.10

DC ESS BUS 1 OFF AND DC BUS 1 OFF

2.30

DC ESS BUS 2 OFF AND DC BUS 2 OFF

2.50

ALL OTHER ABNORMAL BUS CONFIGURATION

2.10

3. 4. 5. 6. 7.

GND PROX FLAP OVRD ......................................... PUSH IN Shoulder Harness...................... Verify...............................On FSTN BELTS ......................................................................ON Altimeters................................... Verify......................__.__Set Landing Data ............................. Verify.............................. Set a. Set VREF FULL + 20 KIAS or 130 KIAS (whichever is higher). 8. EICAS........................................................................Checked 9. Approach Briefing .....................................................Complete 10.Go Around considerations: • Use Slat/Flap 3 • Use airspeed of VREF FULL + 20 KIAS or 130 KIAS (whichever is higher). 11.Landing considerations: • Thrust reversers may not be available. • Apply brakes normally. • If necessary, use EMER/Parking Brake and maintain steady pressure since anti-skid protection is not available. 12. Smoke / Fumes Descent Checklist complete.

Smoke / Fumes Landing Checklist 1. 2. 3. 4.

Flight Attendant .................. [PM].................................Notified EICAS................................. [PM]...............................Checked EMER LT .................................................................... ARMED Landing Gear............................. Verify........... Down, 3 Green

5. Flaps.......................................... Verify................................. 3 6. Smoke / Fumes Landing Checklist complete.

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

52000 56000 60000 64000 68000 72000 76000

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

52000 56000 60000 64000 68000 72000 76000

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

52000 56000 60000 64000 68000 72000 76000

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

2463 2567 2674 2783 2891 3001 3113

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

2550 2659 2772 2883 2997 3120 3240

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

2635 2752 2871 2989 3114 3248 3377

NOTE: Landing distance in ft.

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Non-Annunciated TABLE OF CONTENTS WARNING CARGO COMPARTMENT FIRE.................... NAP-3 DITCHING ...................................................... NAP-4 DUAL ENGINGE FAILURE ........................... NAP-5 EMERGENCY DESCENT .............................. NAP-7 EMERGENCY EVACUATION........................ NAP-8 ENGINE ABNORMAL START....................... NAP-9 ENGINE FIRE, SEVERE DAMAGE OR SEPARATION........................................ NAP-10 FORCED LANDING ..................................... NAP-11 FUEL LEAK ................................................. NAP-12 FUEL LOW LEVEL ...................................... NAP-13 JAMMED CONTROL COLUMN- PITCH ..... NAP-13 JAMMED CONTROL WHEEL- ROLL ......... NAP-14 JAMMED RUDDER PEDALS ...................... NAP-15 PITCH TRIM RUNAWAY ............................. NAP-16 ROLL (YAW) TRIM RUNAWAY .................. NAP-17 STEERING RUNWAY .................................. NAP-17 CAUTION ABNORMAL LANDING GEAR EXTENSION................................................. NAP-18 BLANK DISPLAY UNIT WITHOUT AUTOMATIC REVERSION.......................... NAP-18 EICAS MESSAGE MISCOMPARISON ....... NAP-19 ENGINE ABNORMAL VIBRATION ............. NAP-20 ENGINE AIRSTART..................................... NAP-21 ENGINE AIRSTART ENVELOPE ................ NAP-23 ENGINE ITT OVERTEMPERATURE........... NAP-24 ENGINE SHUTDOWN.................................. NAP-25 ENGINE TAILPIPE FIRE ............................. NAP-26 GEAR LEVER CAN NOT BE MOVED UP .................................................. NAP-26 IMPAIRED OR CRACKED WINDSHIELD... NAP-27 LIGHTNING STRIKE ................................... NAP-28 LOSS OF APU INDICATIONS..................... NAP-30 LOSS OF HYDRAULIC SYSTEM 1............. NAP-31 LOSS OF HYDRAULIC SYSTEM 2............. NAP-32 LOSS OF HYDRAULIC SYSTEM 3............. NAP-32 LOSS OF HYDRAULIC SYSTEMS 1 AND 2........................................................ NAP-33

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CAUTION LOSS OF HYDRAULIC SYSTEMS 1 AND 3.........................................................NAP-34 LOSS OF HYDRAULIC SYSTEMS 2 AND 3.........................................................NAP-35 LOSS OF PRESSURIZATION INDICATION ................................................ NAP-36 OVERWEIGHT LANDING ............................NAP-37 OXYGEN LEAKAGE ....................................NAP-38 PARTIAL OR GEAR UP LANDING..............NAP-39 STRUCTURAL DAMAGE.............................NAP-40 VOLCANIC ASH ENCOUNTER ...................NAP-41 CHECKLISTS ENGINE OUT DESCENT/LANDING CHECKLIST...................................................NAP-42 FLAPS 5 UNFACTORED LDG DIST .............NAP-43 FLAPS FULL UNFACTORED LDG DIST ......NAP-44 DRIFTDOWN CHECKLIST............................NAP-45 DUAL ENGINE FAILURE DESCENT/ LANDING CHECKLIST..................................NAP-46 JAMMED RUDDER PEDALS DESCENT/ LANDING CHECKLIST..................................NAP-47 LOSS OF HYDRAULIC SYSTEM 1 DESCENT/LANDINGCHECKLIST.................NAP-48 LOSS OF HYDRAULIC SYSTEM 2 DESCENT/LANDING CHECKLIST................NAP-49 LOSS OF HYDRAULIC SYSTEM 1 AND 2 DESCENT/LANDING CHECKLIST................NAP-50 LOSS OF HYDRAULIC SYSTEM 1 AND 3 DESCENT/LANDING CHECKLIST................NAP-51 LOSS OF HYDRAULIC SYSTEM 2 AND 3 DESCENT/LANDING CHECKLIST................NAP-52 PITCH/ROLL MALFUNCTION DESCENT/ LANDING CHECKLIST..................................NAP-53 RAT DEPLOYED DESCENT/ LANDING CHECKLIST..................................NAP-54 SUPPLEMENTAL INFORMATION HOLDING.......................................................NAP-55 RVSM REQUIRED EQUIPMENT ..................NAP-55 TAKEOFF ALTERNATE ................................NAP-56 TAKEOFF MINIMUMS...................................NAP-56 APPROACH MINIMUMS ...............................NAP-57 WIND COMPONENT TABLE.........................NAP-58 TEMPERATURE CONVERSION TABLE ......NAP-58 SEVERE WEATHER/WINDSHEAR FLOW CHART ...............................................NAP-59 Page NAP- 2

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CARGO COMPARTMENT FIRE CAUTION: DO NOT DISCHARGE THE CARGO FIRE EXTINGUISHER ON THE GROUND WITH THE CARGO DOOR OPEN.

Associated CargoFire Extinguishing Button..........................PUSH LAND AT THE NEAREST SUITABLE AIRPORT. After CRG AFT (FWD) FIREX HI ARM message is displayed and the associated Cargo Fire Extinguishing Button is illuminated: Associated Cargo Fire Extinguishing Button.............. PUSH AGAIN Confirm the CRG FWD (AFT) FIREX HI ARM message extinguishes and the CRG AFT (FWD) FIREX LO ARM message is displayed. ...............................Wait 1 minute................................... Confirm the CRG FWD (AFT) FIREX LO ARM message and the cargo fire-extinguishing button light extinguish. END

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DITCHING Descent: Cabin Crew ............................................ NOTIFY ATC ........................................................ NOTIFY Transponder.......................................... 7700 Aural Warning CBs (C7; C31) .............. PULL No Smoking/Fasten Belts .................... ON ELT ......................................................... ON Landing Data ......................................... SET At 10000 ft. AGL: Pressurization Mode Selector...............PUSH IN Approach: Altimeters .............................................. .......SET At 5000 ft. AGL: Pressurization Mode Selector.................................................. .....MAN Cabin Alt Controller..............HOLD DOWN FOR 50 SEC Ditching Configuration: Terrain Inhibit Button ........................... .........IN Landing Gear......................................... ........UP Slat/Flap..........................MAXIMUM AVAILABLE APU Emergency Stop Button..............PUSH IN NOTE: If engines are not running maintain minimum speed of 130 KIAS. Just Before Water Contact: Cabin..................................ANNOUNCE IMPACT After Ditching: Thrust Levers ........................................ ....IDLE Start/Stop Selectors ............................. ...STOP Fire Extinguishing Handles................................PULL AND ROTATE Emergency Evacuation..................ANNOUNCE Batteries ................................................ ......OFF END

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DUAL ENGINE FAILURE EICAS Indication: FAIL icon inside both N1 indicators. Both oil pressure indicators in red. AIRSPEED...........................250 KIAS MIN RAT MANUAL DEPLOY LEVER......PULL LAND AT THE NEAREST SUITABLE AIRPORT. APU............................................START Emergency Lights ..........................OFF Thrust Levers ................................IDLE BOTH ENGINES SUCCESSFULLY AUTORELIGHT?

No

Yes

Flight Controls Mode Buttons (Spoilers, Elevators, Rudder)................PUSH IN, then OUT Landing Configuration: Emergency Lights.................................ARMED Gnd Prox Flap Ovrd Button...................PUSH IN Slat/Flap .............................................................3 Set VREF = VREF FULL + 20 KIAS. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE BY (Pg NAP-44) 2.10.

Establish and Communicate a Plan. When appropriate, accomplish: Dual Engine Failure Descent & Landing Checklist (Pg NAP-46) END Airstart Envelope (Pg NAP-23)...CHECK Fuel Xfeed Selector.....................LOW 1 Inoperative Engine(s): Start/Stop Selector(s) ...............................STOP Ignition(s)...................................................OVRD Start/Stop Selector(s).............START, then RUN (Continued on the next page) QRH170

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(Continued from the previous page)

DUAL ENGINES FAILURE CONDITION PERSISTS?

No

Yes

Landing Configuration: Emergency Lights................................. ARMED Slat/Flap................................................. 3 Set VREF = VREF FULL + 20 KIAS or VREF = 130 KIAS (whichever is higher). FORCED LANDING (Pg NAP-11) or DITCHING Procedure (Pg NAP-4) ............. .......ACCOMPLISH END Flight Controls Mode Buttons (Spoilers, Elevators, Rudder) .............. PUSH IN, then OUT After engine(s) stabilized at idle: Ignition(s) .............................................. AUTO Fuel........................................................BALANCE When appropriate, accomplish: Dual Engine Failure Descent & Landing Checklist (Pg NAP-46) CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (Pg NAP-44) BY 2.10.

If a go around is required: Slat/Flap................................................. 3 Airspeed.......................VREF FULL + 20 KIAS END

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EMERGENCY DESCENT FSTN BELTS SIGN ...................ON ALTITUDE .................................10000 FT OR MEA, (whichever is higher) THRUST LEVERS .....................IDLE SPEEDBRAKE ..........................FULL OPEN AIRSPEED.................................MAX/APPROPRIATE TRANSPONDER .......................7700 ATC............................................NOTIFY END

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EMERGENCY EVACUATION Alert flight attendants and passengers to assume brace position 30 seconds prior to landing. Time permitting, position the aircraft relative to the wind to prevent fire from enveloping escape routes. Unlock the cockpit door. First Officer reads the Checklist and the Captain accomplishes the items as they are read:

PARKING BRAKE..................... ON THRUST LEVERS ..................... .IDLE START/STOP 1 & 2................... STOP FIRE HANDLES .................. PULL & ROTATE (1L and 2R) APU EMER STOP ..................... PUSH IN APU FIRE EXTINGUISHER ......PUSH IN PRESSURIZATION DUMP........ PUSH IN ATC............................................ NOTIFY EVACUATION COMMAND ....... INITIATE • Initiate the evacuation by using the passenger address system. “This is the Captain, Evacuate, Evacuate”.

As the last step before leaving the cockpit: BATTERIES............................... OFF Captain: - Takes the portable fire extinguisher from the cockpit and proceeds to main cabin. - When all possible assistance has been rendered, leave the aircraft by any suitable exit and direct passengers away from the aircraft. First Officer: - Performs any additional duties as directed by the Captain. - Direct and coordinate the evacuation from all available exits. - When all possible assistance has been rendered, leave the aircraft by any suitable exit. - Circle the aircraft and enlist the aid of others. - Help direct passengers to an assembly point. END

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ENGINE ABNORMAL START #___ START/STOP ..................STOP

ENGINE DRY MOTORING CONSIDERED?

No

Yes

Affected engine: Ignition ...............................................OFF Start/Stop Selector.....START, then RUN ..............................Wait 30 seconds....................... Start/Stop Selector........................STOP Ignition ...........................................AUTO

If applicable when airborne accomplish: After Takeoff Checklist Driftdown Table (if applicable Pg NAP-45) Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END

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ENGINE FIRE, SEVERE DAMAGE OR SEPARATION AUTOTHROTTLES..........................DISENGAGE #___THRUST LEVER.........Confirm...........IDLE #___START/STOP...............Confirm.........STOP #___FIRE HANDLE.............Confirm.........PULL

LAND AT THE NEAREST SUITABLE AIRPORT #___FIRE HANDLE.......Confirm....ROTATE (L or R) ..................................Wait 30 seconds........................... ENG (1 or 2) FIRE MSG PERSISTS?

No

Yes

Fire Handle (remaining bottle) ...........ROTATE SEVERE DAMAGE OR SEPARATION?

No

Yes

Airspeed.................................... MAX 200 KIAS Altitude...................................... MAX 18000 FT APU ...........................................START Fuel............................................ BALANCE Autothrottle .............................. AS REQUIRED ESTABLISH AND COMMUNICATE A PLAN. When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg NAP-45) Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END

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FORCED LANDING Descent: Cabin Crew ............................................NOTIFY ATC.........................................................NOTIFY Transponder ..........................................7700 Aural Warning CBs (C7; C31) ..............PULL No Smoking/Fasten Belts.....................ON ELT .........................................................ON Landing Data .........................................SET At 10000 ft.: Pressurization Dump Button ...............PUSH IN Approach: Altimeters ..............................................SET Landing Configuration: Terrain Inhibit Button ...........................IN Landing Gear.........................................DOWN Slat/Flap .................................................MAXIMUM AVAILABLE APU Emergency Stop Button ..............PUSH IN NOTE: If engines are not running maintain minimum speed of 130 KIAS and alternate gear extension may be required. Just Before Touchdown: Cabin....................................ANNOUNCE IMPACT After Landing: Thrust Levers ..................................... IDLE Start/Stop Selectors........................... STOP Fire Extinguishing Handles............... PULL AND ROTATE Emergency Evacuation ..................... ANNOUNCE Batteries.............................................. OFF END

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FUEL LEAK LAND AT THE NEAREST SUITABLE AIRPORT. NOTE: An unexpected difference between the total fuel quantity indicated on EICAS and the total fuel quantity indicated on the FMS Fuel Management page may indicate a fuel leak condition. Fuel Xfeed Selector.................. OFF Affected Fuel Tank................... IDENTIFY Identify the affected fuel tank using the fuel flow, fuel quantity or visually. Asymmetric Thrust...........................AS REQUIRED LEAK ON THE RH TANK?

No

Yes

APU ...........................................OFF If fuel leakage continues and is severe: The pilot may consider to shutdown the engine at the same side as the apparent fuel leakage. In that case, perform the Engine Shutdown procedure (Pg NAP-25) and pull the fire handle at the same side. ESTABLISH AND COMMUNICATE A PLAN. END APU....................................................AS REQUIRED If fuel leakage continues and is severe: The pilot may consider to shutdown the engine at the same side as the apparent fuel leakage. In that case, perform the Engine Shutdown procedure (Pg NAP25) and pull the fire handle at the same side. ESTABLISH AND COMMUNICATE A PLAN. END

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FUEL LOW LEVEL CONDITION:The Fuel Quantity indication on EICAS is displayed in red but the EICAS message is not presented. FUEL 1 (2) LO LEVEL Procedure ..........ACCOMPLISH (Pg EAP10-3) END

JAMMED CONTROL COLUMN- PITCH

ELEVATOR DISCONNECT HANDLE ...... PULL Unrestricted Control Column..IDENTIFY Maximum Airspeed...........CURRENT OR 175 KIAS, WHICHEVER IS HIGHER NOTE: Expect lower pitch rates and authority. Relevant Inoperative Item: AOA Limit Avoid side slipping the airplane. NOTE: The stick shaker remains operative. ESTABLISH AND COMMUNICATE A PLAN When appropriate, accomplish: Pitch/Roll Malfunction Descent Checklist & Landing Checklist (Pg NAP-53) END

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JAMMED CONTROL WHEEL - ROLL

AILERON DISCONNECT HANDLE ..........PULL Unrestricted Control Wheel .... IDENTIFY Maximum Airspeed...........CURRENT OR 175 KIAS, WHICHEVER IS HIGHER NOTE: - Expect lower roll rates. - Avoid abrupt and large aileron inputs. - Maintain bank angle below 25°. - Rudder may be used to help controlling the airplane. - Do not accomplish the Spoiler Fault Procedure. Relevant Inoperative Items: Affected side aileron Multi Function Spoiler L3 and R3 Another Multi Function Spoiler pair depending on the affected side.

ESTABLISH AND COMMUNICATE A PLAN When appropriate, accomplish: Pitch/Roll Malfunction Descent Checklist & Landing Checklist (Pg NAP-53) END

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JAMMED RUDDER PEDALS Maximum Airspeed...........CURRENT OR 175 KIAS, WHICHEVER IS HIGHER Relevant Inoperative Item: Yaw trim

NOTE: Use asymmetric thrust for directional control. ESTABLISH AND COMMUNICATE A PLAN When appropriate, accomplish: Jammed Rudder Pedals Descent Checklist & Landing Checklist (Pg NAP-47) END

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PITCH TRIM RUNAWAY

AP/TRIM DISC BUTTON.................PRESS & HOLD PITCH TRIM SYS 1&2 CUTOUT BUTTONS...................................... PUSH AP/TRIM Disc Button ...............RELEASE WARNING:DO NOT OPEN THE SPEEDBRAKE.

Prepare to overcome unwanted pitch change: Pitch Trim System 1 Cutout Button................................PUSH OUT Pitch Trim Switch..........................ACTUATE PITCH TRIM NORMAL?

No

Yes

END Pitch Trim System 1 Cutout Button.....................................PUSH IN Pitch Trim System 2 Cutout Button.....................................PUSH OUT

END

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ROLL (YAW) TRIM RUNAWAY

AP/TRIM Disc Button..............PRESS AND HOLD Do not engage the autopilot. Prepare to overcome unexpected roll or yaw: AP/TRIM Disc Button...........RELEASE ROLL (YAW) TRIM NORMAL?

No

Yes

END AP/TRIM Disc Button...............PRESS AND HOLD Roll (Yaw) Trim Power Electronic CB.........................OUT Select on the MCDU: CB J CB MENU J CB BY SYSTEM J NEXT J FLT CTRL J ROLL TRIM PWR or YAW TRIM PWR. AP/TRIM Disc Button...............RELEASE Autopilot......................................DO NOT ENGAGE END

STEERING RUNAWAY

STEER DISC SWITCH.............. PRESS Steer the airplane using differential braking and rudder. END

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ABNORMAL LANDING GEAR EXTENSION Airspeed.............................................250 KIAS MAX Landing Gear Lever........................DOWN Electrical Override Switch.............GEAR DOWN LG INDICATES DOWN?

No

Yes

END Alternate Gear Extension LeverPULL UP NOTE:Pull up to latched position Landing Gear Indications........ CHECK LG INDICATES DOWN?

No

Yes

END Establish and Communicate a Plan PARTIAL OR GEAR UP LANDING Procedure ......ACCOMPLISH (Pg NAP-39)

END

BLANK DISPLAY UNIT WITHOUT AUTOMATIC REVERSION Select the affected side reversionary panel display selector to PFD or EICAS, as required. END

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EICAS MESSAGE MISCOMPARISON INDICATION: CAS MSG flag on PFD. CAS SOURCE SELECTION..........ALTERNATE BETWEEN CAS 1 AND CAS 2 AND COMPARE. Select on the MCDU: MENU J MISC (LSK 1L) J SETUP (LSK 2L) J CAS SOURCE SELECTION (LSK 2R) J CAS 1 J CAS 2. Compare the messages of the two CAS sources displayed on the EICAS to check which is the discrepant message. Analyze the situation to check whether the discrepant message is spurious or not, and take the appropriate corrective action. END

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ENGINE ABNORMAL VIBRATION EICAS Indication: Engine vibration indication may be displayed in amber. Autothrottle..........................................DISENGAGE ENGINE VIBRATION DUE TO ICE ACCUMULATION?

No

Yes

#___ THRUST LEVER.............Confirm.........IDLE, THEN ADVANCE TO MIN 70% N1 ....................................Wait 30 seconds......................... #___ THRUST LEVER......................AS REQUIRED END #___ THRUST LEVER.............Confirm......REDUCE Reduce thrust to keep vibration within normal range. If other engine parameters become abnormal or exceed operating limits: Establish and Communicate a Plan. ENGINE SHUTDOWN Procedure ...................... ACCOMPLISH (Pg NAP-25)

END

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ENGINE AIRSTART NOTE: - Windmilling starts accomplished with residual ITT below 90°C are more reliable. - If flight conditions permit operate the engine at idle for 2 minutes prior to apply engine thrust. - If N2 has gone to 0, more than one start attempt may be required to get a successful engine start. Autothrottle.................................... DISENGAGE Airstart Envelope (Pg NAP-23)..... CHECK ASSISTED ENGINE AIRSTART?

No

Yes

N2 (Operative engine) ..............MIN 80% Inoperative engine: Ignition ................................................ OVRD Start/Stop Selector............................. START, then RUN ENGINE NORMAL START?

No

Yes

After engine stabilizes at idle: Ignition..................................AUTO Autothrottle..........................AS REQUIRED END Start/Stop Selector...................STOP Ignition ......................................AUTO Fuel............................................BALANCE Establish and Communicate a Plan (Continues on the Next Page)

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(Continued from the Previous Page) When appropriate, accomplish: Driftdown Table (if applicable Pg NAP-45), After Takeoff Checklist, and Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END Xbleed Button.................................PUSH OUT APU Bleed Button (if engine 1 affected).....PUSH OUT Inoperative engine: N2....................................................MIN 7.2% Ignition...........................................OVRD Start/Stop Selector......................START, then RUN No

ENGINE NORMAL START? Yes

After engine stabilizes at idle: Xbleed Button...............................PUSH IN APU Bleed Button........................PUSH IN Ignition.................................................AUTO Autothrottle........................AS REQUIRED END LAND AT THE NEAREST SUITABLE AIRPORT. Xbleed Button...............................PUSH IN APU Bleed Button........................PUSH IN Start/Stop Selector......................STOP Ignition............................................AUTO Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg NAP-45) Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END

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ENGINE AIRSTART ENVELOPE

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ENGINE ITT OVERTEMPERATURE CONDITION:ITT pointer and digits flashing red. Autothrottle.......................................DISENGAGE #___ THRUST LEVER......Confirm.........REDUCE Reduce engine thrust to keep ITT within limits. If not able to maintain ITT within limits with reduced thrust, then:

Establish and Communicate a Plan. ENGINE SHUTDOWN Procedure ...................... ACCOMPLISH (Pg NAP-25) END

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ENGINE SHUTDOWN LAND AT THE NEAREST SUITABLE AIRPORT AUTOTHROTTLES...........................DISENGAGE #___ THRUST LEVER......Confirm...............IDLE #___ START/STOP............Confirm.............STOP Engine Thrust (remaining engine)....................As Required APU (if available)........................................START Associated Fuel Pump................................AUTO Fuel Balance.....................................As Required Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg NAP-45) Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END

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ENGINE TAILPIPE FIRE CONDITION:Tailpipe fire was detected visually by crew or ground personnel. No EICAS message displayed. #___ THRUST LEVER .............. IDLE #___ START/STOP ................... STOP #___ Fuel Pump........................ OFF #___ Ignition .............................OFF #___ START/STOP ................... START, then RUN ITT.............................................. MONITOR ATC............................................ NOTIFY …………..………..Wait 90 seconds……..………… #___ START/STOP ................... OFF NOTE: If fire is not extinguished while the engine is motored, it must be extinguished using ground equipment, and maintenance procedures applied. END

GEAR LEVER CAN NOT BE MOVED UP Landing Gear Lever.........................DOWN LG WOW SYS FAIL Procedure (Pg EAP13-6) ...........ACCOMPLISH NOTE: The DN LOCK REL button may be pressed to move the landing gear lever up if climb performance is required to clear obstacles. If a go around is required: Landing Gear.................................DOWN END

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IMPAIRED OR CRACKED WINDSHIELD Associated WINDSHIELD HEATING BUTTON................................................PUSH OUT Cockpit Door...........................................CLOSE NOTE: There is a windshield heating wire between the middle and outer layers that can be used as a reference to determine which layer is cracked. If the wire can be seen without a gap the crack is in the outer layer, and if there is a wire discontinuity, the crack may be located in the middle and/or inner layers. No

ONLY OUTER LAYER CRACKED? Yes

END LAND AT THE NEAREST SUITABLE AIRPORT. CAUTION: ACCOMPLISH THE DESCENT AS QUICKLY AS POSSIBLE - MAX DESCENT TIME IS 15 MINUTES.

Airspeed....................................MAX 220 KIAS Altitude........................... 10000 FT OR MEA, WHICHEVER IS HIGHER Establish and Communicate a Plan During Descent: Pressurization Mode Selector...........................MAN Cabin Altitude................INCREASE NOTE: Maintain cabin altitude at 10000 ft. while descending the airplane. (Continued on the Next Page)

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(Continued from the Previous Page) At or below 10000 ft.: Pack 1 Button...................................PUSH OUT Pack 2 Button...................................PUSH OUT No

ONLY ONE SIDE IMPAIRED? Yes

Pilot flying must be on the non-impaired side. END Airspeed.............................................MAX 140 KIAS Direct Vision Window.....................OPEN END

LIGHTNING STRIKE If Lightning Strike Is Suspected To Occur An imminent lightning strike event may be indicated to flight crews by the buildup of static discharge which causes interference on ADF indicators or noise in communication receivers. Another indication is St. Elmo’s Fire, which is visible at night as small electrical discharges running across the windshields and sparking on the wings. Consider wearing sunglasses to protect your eyes from the flash or have one pilot keep eyes downward. All Cockpit Lights..................... ON/FULL BRIGHTNESS If The Airplane Has Been Hit By Lightning If situation is under control after a lightning strike, apply the following procedure to ascertain whether the flight may be proceed normally. If all 8 listed items check normal, the PIC may continue the flight to the original destination airport that the aircraft was dispatched. 1. Circuit Breakers........................................................CHECK 2. Compass/Heading System ......................................CHECK a. Check magnetic compass and heading system for normal indication. 3. Engine Indication......................................................CHECK a. Check engine for normal indication and apply associated procedure if any failure arises after strike attachment. b. In case of engine shutdown, the flight crew shall analyze the circumstances of the event and consider an engine airstart.

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4. Pressurization...........................................................CHECK a. Check pressurization system for normal indication. 5. Flight Controls .......................................................... CHECK a. Check all flight controls for freedom of movement. Verify that slats/flaps and speed brakes are working properly (refer to slats/flaps and speed brakes operating limits). 6. Fuel System ............................................................. CHECK a. Check fuel system for normal operation. Monitor fuel remaining and fuel consumption to ascertain that no fuel leak exists. 7. Altitude ................................................................. MAINTAIN a. If any structural damage is suspected, never climb the aircraft unless required by performance (climb, obstacle clearance, or operational contingencies) and accomplish the EMERGENCY DESCENT procedure if required. b. If structural damage is not suspected and the PIC elects to continue the flight to the destination city, do not climb the airplane after a lightning strike unless required by performance (climb or obstacle clearance) or operational contingencies including normal climb, cruise, and descent profiles listed on the flight release. 8. All Other Airplane Systems ..................................... CHECK a. Check all airplane instrument following a panel scan sequence to ascertain that flight safety prevails. b. Apply the associated emergency/abnormal procedure if any failure arises after lightning strike. Consider discontinuing the flight and land at the nearest suitable airport if any unsafe condition is revealed after checking systems operation. ON GROUND Approaching and landing an airplane during a thunderstorm is strongly not recommended. The human body may provide the grounding that is otherwise lacking. If you are in the cockpit, do not attempt to communicate with ground through a wire handset, and stay inside the airplane until the storm has passed. 1. If The Airplane Has Been Hit By Lightning perform an External safety inspection: a. Check for holes, punctures, discoloration and delamination throughout the whole airframe. b. Verify for loose, melted or missing rivets. c. Check that all static dischargers are in place or in accordance with the CDL. d. Verify the integrity of the lights installed on tail, wing, fuselage and e. landing gear. f. Verify all antennas, ice detectors, smart probes, TAT probes and pressurization static ports for condition. 2. Write up the lightning strike in the Flight/Maintenance Log and report to maintenance personnel. 3. Make sure that the maintenance performed before flying the airplane again. 4. Fill out a LIGHTNING STRIKE REPORT form. Lightning Strike Checklist .................Complete

END QRH170

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LOSS OF APU INDICATIONS CONDITION: APU RPM or APU EGT indication on EICAS is displayed in amber dashes. APU ESSENTIAL FOR THE FLIGHT?

No

Yes

Monitor the APU for the remainder of the flight. If any APU fault message is displayed on EICAS:

APU Emergency Stop Button ............PUSH IN APU Master Selector...........................OFF Do not restart the APU. END

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LOSS OF HYDRAULIC SYSTEM 1 Autopilot...............................................DISENGAGE NOTE: - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. - Do not command the engine 1 reverser. Relevant Inoperative Items: Multi Function Spoilers L3, R3, L4 and R4

Engine 1 Reverser

Ground Spoiler L2 and R2

Outboard Brakes

Autopilot

Plan a long final approach. Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 1 Descent & Landing Checklist (Pg NAP-48) END

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LOSS OF HYDRAULIC SYSTEM 2 NOTE: - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. - Do not command the engine 2 reverser. Relevant Inoperative Items: Multi Function Spoilers L5 and R5

Landing Gear Retraction and Normal Extension

Ground Spoilers L1 and Nosewheel Steering R1 Engine 2 Reverser

Inboard Brakes

Plan a long final approach. Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 2 Descent & Landing Checklist (Pg NAP-49) END

LOSS OF HYDRAULIC SYSTEM 3 Back up hydraulic power to R.H. elevator, to rudder and ailerons will not be available. END

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LOSS OF HYDRAULIC SYSTEMS 1 AND 2 LAND AT THE NEAREST SUITABLE AIRPORT. NOTE: - Expect lower roll and pitch rates. - Do not accomplish the ELEVATOR FAULT and the SPOILER FAULT procedures. - Apply the Emergency/Parking Brake to stop the airplane monitoring the Emergency/Parking Brake light. - When the Emergency/Parking Brake light is on, maintain steady pressure since the Anti-Skid protection is not available. Relevant Inoperative Items: L.H. Elevator

Nosewheel Steering

Multi Function Spoilers L3, R3, L4, R4, L5 and R5

Engine 1 and Engine 2 Reversers

Ground Spoilers L1, R1, L2 and R2

Outboard and Inboard Brakes

Speedbrake

Landing Gear Retraction and Normal Extension

Autopilot

Plan a long final approach. Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 1 and 2 Descent & Landing Checklist (Pg NAP-50) END

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LOSS OF HYDRAULIC SYSTEMS 1 AND 3 LAND AT THE NEAREST SUITABLE AIRPORT Autopilot...............................................DISENGAGE NOTE: - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. - Do not command the engine 1 reverser. Relevant Inoperative Items: Rudder

Engine 1 Reverser

Multi Function Spoilers L3, R3, L4 and R4

Outboard Brakes

Ground Spoilers L2 and Autopilot R2

Plan a long final approach. Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 1 and 3 Descent & Landing Checklist (Pg NAP-51)

END

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LOSS OF HYDRAULIC SYSTEMS 2 AND 3 LAND AT THE NEAREST SUITABLE AIRPORT NOTE: - Expect lower roll and pitch rates and lower speedbrake efficiency. - Do not accomplish the ELEVATOR FAULT and the SPOILER FAULT procedures. - Do not command the engine 2 reverser. Relevant Inoperative Items: R.H. Elevator

Engine 2 Reverser

Ailerons

Inboard Brakes

Multi Function Spoilers L5 Landing Gear Retraction and R5 and Normal Extension Ground Spoilers L1 and R1 Nose Wheel Steering Autopilot

Plan a long final approach. Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 2 and 3 Descent & Landing Checklist (Pg NAP-52)

END

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LOSS OF PRESSURIZATION INDICATION CONDITION: Cabin altitude or cabin UP is not being presented, or during use of the pressurization manual control. NOTE: This table must be used to control the cabin altitude/ UP when operating in manual mode only. This table is not to be used when the auto-pressurization system is controlling the cabin. AIRPLANE/CABIN ALTITUDE CONVERSION TABLE AIRPLANE CABIN DIFFERENTIAL ALTITUDE ALTITUDE PRESSURE (ft) (ft) (PSID) 10000

900

4.2

11000

1000

4.5

12000

1200

4.8

13000

1300

5.1

14000

1500

5.3

15000

1700

5.6

16000

1900

5.8

17000

2100

6.0

18000

2300

6.2

19000

2600

6.4

20000

2800

6.6

21000

3000

6.7

22000

3300

6.9

23000

3600

7.0

24000

3900

7.1

25000

4200

7.2

26000

4500

7.3

27000

4800

7.4

28000

5100

7.5

29000

5400

7.5

30000

5700

7.6

31000

6000

7.7

32000

6300

7.7

33000

6700

7.7

34000

7000

7.8

35000

7300

7.8

36000

7600

7.8

37000

8000

7.8

38000

8000

8.0

39000

8000

8.1

40000

8000

8.3

41000

8000

8.4

END

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OVERWEIGHT LANDING [Condition: Perform overweight landing when condition dictates it to be safer to land overweight than to continue flight. 1. Overweight landings are at captain’s discretion. 2. Overweight landing data tablesReview • Tables are based on anti-skid and ground spoiler system working. • The Minimum Landing Distance Table list the minimum required FAA landing distance vs. gross weight for dry and wet runway conditions and airport elevations, based on normal touchdown point. ERJ-170 FULL Flap Minimum Landing Distance Table Landing Field Length1 Landing Weight

Dry

Corrections

Wet

(1000 LB)

FT/1000 FT Press Alt Dry & Wet

FT/10 KT Tailwind Dry & Wet

75

6910

7950

+180

+1290

80

7130

8200

+185

+1300

85

7330

8860

+190

+1320

1

Data based on A/C Packs ON. The Approach Climb Weight Table ensures FAA required engine-out gradient requirements are satisfied. APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4 Temp (°C)/ Altitude (ft) 10 15 20 25 30 35 40 45 50

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 83864 78520 73445

85980 85980 85980 85980 85980 85980 80963 76485 72488

85980 85980 85980 85980 84475 79287 74468 70032 -

83787 83595 83176 81117 77003 72936 68952 -

78529 77786 76256 73919 70733 67532 -

72578 71692 70550 68063 65098 -

APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4 Temp (°C)/ Altitude (ft) 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

83225 83507 83712 83857 84001 84012 83833 83745 83789 83833 85980

76362 77909 78403 78668 78881 78974 78910 78888 78889 78930 78961

70473 71663 72448 72834 73222 73341 73407 73473 73540 73606 73672

3. Considerations: • Sink rate at touchdown should be 120 to 180 FPM (same as normal touchdown) but must never exceed 300 FPM. • Upon touchdown use maximum available reverse thrust and brakes as required to stop in the available runway. 4. Overweight Landing Checklist complete. Make an “overweight landing” logbook entry after landing. QRH170

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OXYGEN LEAKAGE CONDITION:Evidence of oxygen leakage through the crew masks, mask hose, flow indicator or oxygen lines. NO PED.............................................ON Oxygen Test/Reset Button..........ACTUATE Altitude..............................................AS REQUIRED END

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PARTIAL OR GEAR UP LANDING NOTE: Accomplish the following procedure in lieu of the Normal Procedures Descent and Landing Checklist. Fuel............................................Burn to reduce landing speed Cabin Crew ...............................Notify Aural Warning CB’s (C7 and C31).......PULL NO PED/FSTN BELTS ..............ON APU............................................OFF (if running) Below 10,000 ft. AGL: PRESSURIZATION DUMP........PUSH IN Altimeters...................................__.__Set • Considerations: - Review “Evacuation” procedures - Plan a long final approach. - Plan a Flap FULL landing. - If a go around is required, ensure the landing gear remains down

Establish and Communicate a Plan Final Approach: GND PROX TERR INHIB ..........PUSH IN Landing Gear ............................DOWN Plan to land on available gear. SLAT/FLAP ...............................FULL Just prior to touchdown (30 sec.), Advise on PA “Brace for impact” After landing, accomplish the Emergency Evacuation Procedure (Pg NAP-8) END

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ENGINE FIRE, SEVERE DAMAGE OR SEPARATION AUTOTHROTTLES..........................DISENGAGE #___THRUST LEVER.........Confirm...........IDLE #___START/STOP...............Confirm.........STOP #___FIRE HANDLE.............Confirm.........PULL

LAND AT THE NEAREST SUITABLE AIRPORT #___FIRE HANDLE.......Confirm....ROTATE (L or R) ..................................Wait 30 seconds........................... ENG (1 or 2) FIRE MSG PERSISTS?

No

Yes

Fire Handle (remaining bottle) ...........ROTATE SEVERE DAMAGE OR SEPARATION?

No

Yes

Airspeed.................................... MAX 200 KIAS Altitude...................................... MAX 18000 FT APU ...........................................START Fuel............................................ BALANCE Autothrottle .............................. AS REQUIRED ESTABLISH AND COMMUNICATE A PLAN. When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg NAP-45) Engine Out Descent & Engine Out Landing Checklist (Pg NAP-42) END

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VOLCANIC ASH ENCOUNTER Accomplish the following while making a 180° turn:

ATC............................................Notify Autothrottles.............................Disengage Thrust (altitude permitting) .....Reduce to IDLE NOTE: [This reduces ash ingestion, maximizes engine surge margin and lowers engine turbine temperature.] Oxygen Masks ..........................ON/100% Cabin Crew ...............................Notify Passenger Oxygen...................As Required ICE PROTECTION MODE.........ON APU............................................START ENGINE PARAMETERS ...........Monitor Airspeed Indications................Monitor Establish and Communicate a Plan

END

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Engine Out Descent Checklist 1. Approach considerations: • Multiply the Flaps Full Unfactored Landing Distance on page NAP-44 by 1.50. • Use SLAT/FLAP 5 for landing; Set VREF FULL + 20 KIAS. • If RAT deployed use SLAT/FLAP 3 only; Set VREF FULL + 20 KIAS. 2. Shoulder Harness...................... Verify...............................On 3. FSTN BELTS ..................................................................... ON 4. Altimeters................................... Verify................... .__.__Set 5. Landing Data ............................. Verify.............................Set 6. EICAS....................................................................... Checked 7. Approach BriefingComplete 8. Go Around Considerations: • Simultaneously press TOGA and ensure thrust lever in TOGA detent and verify thrust setting. • Rotate to FD commands and/or go around attitude of 8° nose up. • Select FLAPS 2, Positive Rate, Gear UP, maintain VAC and limit bank angle to 15°. • Climb straight ahead to 500 ft. AGL or follow “Engine Failure Missed Approach” procedure if published. • Climbing through engine out acceleration altitude select FLCH, VFS, HDG or FMS NAV. • Retract flaps on flap retraction schedule. 9. Engine Out Descent Checklist complete.

Engine Out Landing Checklist Landing consideration: • During landing only operative engine thrust reverser is available. 1. Flight Attendant .................. [PM].................................Notified 2. EICAS................................. [PM]...............................Checked 3. Landing Gear.............................Verify ....... DOWN, 3 GREEN 4. FLAPS......................................Verify .................................. 5 3 (if RAT deployed) 5. FUEL XFEED .................................................................. OFF 6. Engine Out Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

52000 56000 60000 64000 68000 72000 76000

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

52000 56000 60000 64000 68000 72000 76000

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

52000 56000 60000 64000 68000 72000 76000

2830 2962 3102 3253 3413 3599 3795

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

2463 2567 2674 2783 2891 3001 3113

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

2550 2659 2772 2883 2997 3120 3240

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Driftdown Checklist [Condition: Engine failure during cruise when descent to lower altitude becomes necessary.] CRUISE ALTITUDE - CONFIGURATION - CLEAN o

DRIFTDOWN SPEED

ENGINE LOSS MAX CONT THRUST

TERRAIN CRITICAL

o LRC CRUISE

LEVEL OFF

1. AutothrottlesOFF 2. Max. Continuous ThrustSet 3. SPD on GPSet SPD from Tables below a. Enter the weight row (Start Driftdown) and proceed to the appropriate speed (Initial Driftdown Speed). 4. ALT SELSet Gross Level-Off Altitude from Tables below a. Enter the weight row (Start of Driftdown) and proceed to the appropriate ISA deviation column to determine the Gross Level-Off Altitude. 5. FLCHSelect DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE OFF WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA+10°C & BELOW

ISA +15°C

ISA+20°C

79000

75400

199

20000 (15100)

19600 (14400)

18600 (13000)

75000

72000

194

21300 (17000)

21000 (16400)

20200 (15100)

71000

68400

188

22700 (18600)

22400 (18200)

21900 (17000)

67000

64600

183

24100 (20100)

24000 (19900)

23400 (19000)

63000

60900

178

25700 (21700)

25600 (21500)

25000 (20900)

59000

57100

172

27300 (23300)

27200 (23200)

26700 (22700)

55000

53300

166

28900 (25100)

28900 (25000)

28400 (24600)

160

30700 (26900)

30700 (26900)

30300 (26500)

51000

49500

DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE ON WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA-8°C & BELOW

ISA

ISA+10°C

79000

75400

198

19700 (14900)

19600 (14700)

18000 (12600)

75000

72200

194

20900 (16800)

20800 (16600)

19400 (14700)

71000

68500

188

22200 (18400)

22200 (18200)

20800 (16500)

67000

64700

183

23600 (19800)

23600 (19700)

22300 (18200)

63000

61000

178

25100 (21300)

25000 (21300)

23800 (19900)

59000

57100

172

26600 (22900)

26300 (22900)

25300 (21600)

55000

53400

166

28300 (24600)

27500 (24600)

26500 (23400)

51000

49600

160

30100 (26300)

29000 (26100)

27800 (25100)

6. Driftdown Checklist complete. QRH170

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Dual Engine Failure Descent Checklist 1. Approach consideration: • Plan on a Flap 3 landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 2.10. 3. Flight Attendants............................................................ Notify 4. ATC................................................................................ Notify 5. Transponder ................................................................... 7700 6. Aural Warning CBs (C7 and C31)..................................PULL 7. GND PROX FLAP OVRD ........................................ PUSH IN 8. Shoulder Harness...................... Verify...............................On 9. FSTN BELTS .....................................................................ON 10.Altimeters .................................. Verify..................... __.__Set 11. Landing Data ............................. Verify............................. Set a. Set VREF FULL + 20 KIAS or 130 KIAS (whichever is higher). 12. Approach Briefing ....................................................Complete 13. Landing consideration: • For a ditching, plan on gear up. At 10,000 ft. and below: 14. PRESSURIZATION DUMP................................... PUSH OUT 15.

If depressurized and ditching is required: a. PRESSURIZATION MODE .................................... MAN or b. CABIN ALT ....................... DOWN (hold for 50 seconds) c. Dual Engine Failure Preliminary Landing Checklist complete. If depressurized and ditching is not required: a. Dual Engine Failure Descent Checklist complete.

Dual Engine Failure Landing Checklist 1. 2. 3. 4.

Flight Attendant .................. [PM].................................Notified EICAS................................. [PM]...............................Checked EMER LT ................................................................... ARMED Landing Gear............................. Verify......Down, 3 Green or Up (if ditching) Note: Alternate gear extension may be required.

5. 6. 7. 8.

Flaps................................................................ Max Available Airspeed ..........................................................130 KIAS MIN APU EMER STOP ...................................................PUSH IN Dual Engine Failure Landing Checklist complete, and * Just prior to touchdown (30 sec.), advise on PA “Brace for impact.” * When required, accomplish “Evacuation,”

END

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Jammed Rudder Pedals Descent Checklist 1. Approach Considerations: • • • • 2. 3. 4. 5. 6. 7. 8.

Plan on a Flap FULL landing. Avoid crosswinds greater than 10 kts. Use asymmetrical thrust for directional control. Due to possible inadvertent flight control inputs, consider first officer to accomplish approach and landing. Shoulder Harness.........Verify..................... ........................On FSTN BELTS ...................... ................................................On Altimeters.....................Verify.................... ................__.__Set Landing Data...............Verify ................... .........VREF FULL Set EICAS...................... .................................................Checked Approach Briefing .................... ................................Complete Landing Considerations:

• Determine who will accomplish the landing. • First officer holds the Yoke Steering Disconnect Switch until engaging the Nosewheel Steering Handle upon nosewheel touchdown. • Use asymmetric thrust/braking as necessary. • Do not release the Nosewheel Steering Handle until aircraft is completely stopped. 9. Jammed Rudder Pedals Descent Checklist complete.

Jammed Rudder Pedals Landing Checklist 1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified 2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked 3. Landing Gear . . . . . . . . Verify. . . . . Down, 3 Green 4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . FULL 5. Yoke Steer Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hold 6. Jammed Rudder Pedals Landing Checklist complete.

END

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Loss of Hydraulic System 1 Descent Checklist 1. Approach Considerations: • Expect lower roll rates. • Plan a long final approach. • Plan a Flaps FULL landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 1.90. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ......................................................................ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify..............VREF FULL Set 7. EICAS........................................................................Checked 8. Approach Briefing .....................................................Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic System 1 Descent Checklist complete.

Loss of Hydraulic System 1 Landing Checklist 1. Flight Attendant .................. [PM].................................Notified 2. EICAS................................. [PM]...............................Checked 3. Landing Gear............................. Verify............Down, 3 Green 4. Flaps.......................................... Verify........................... FULL 5. Loss of Hydraulic System 1 Landing Checklist complete.

END

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Loss of Hydraulic System 2 Descent Checklist 1. Approach Considerations: • Expect lower roll rates. • Plan a long final approach. • Plan a Flaps FULL landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 1.80. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify..................... __.__Set 6. Landing Data ............................. Verify............. VREF FULL Set 7. EICAS........................................................................Checked 8. Approach Briefing .................................................... Complete 9. Landing Considerations: • Stopping effectiveness degraded due to inoperative components. • Use asymmetric thrust/braking as necessary due to nosewheel steering inoperative. 10. Go Around Consideration: * Landing gear cannot be retracted. 11. Loss of Hydraulic System 2 Descent Checklist complete.

Loss of Hydraulic System 2 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever..................................................... DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS.................................[PM]...............................Checked Landing Gear............................. Verify........... Down, 3 Green

6. Flaps.......................................... Verify...........................FULL 7. Loss of Hydraulic System 2 Landing Checklist complete.

END

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Loss of Hydraulic System 1 and 2 Descent Checklist 1. Approach Considerations: • Expect slower than normal roll and pitch rates. • Plan a long final approach. • Plan a Flaps 5 landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 2.70. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ......................................................................ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify..... VREF FULL + 10 Set 7. EICAS........................................................................ Checked 8. Approach Briefing .....................................................Complete 9. Landing Considerations: • Stopping effectiveness degraded due to inoperative components. • Apply brakes normally. • If necessary, apply the Emergency/Parking Brake monitoring the Emergency/Parking Brake light. When the light is on, maintain steady pressure since the anti-skid protection is not available. 10. Loss of Hydraulic Systems 1 and 2 Descent Checklist complete.

Loss of Hydraulic Systems 1 and 2 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever......................................................DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS................................. [PM]...............................Checked Landing Gear............................. Verify........... Down, 3 Green

6. Flaps.......................................... Verify................................. 5 7. Loss of Hydraulic Systems 1 and 2 Landing Checklist complete.

END

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Loss of Hydraulic System 1 and 3 Descent Checklist 1. Approach Considerations: • • • •

Expect slower than normal roll and pitch rates. Plan a long final approach. Plan a Flaps 5 landing. Avoid crosswinds greater than 10 kts.

2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 2.30. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify..................... __.__Set 6. Landing Data ............................. Verify......VREF FULL + 10 Set 7. EICAS........................................................................Checked 8. Approach Briefing .................................................... Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic Systems 1 and 3 Descent Checklist complete.

Loss of Hydraulic Systems 1 and 3 Landing Checklist 1. Flight Attendant .................. [PM].................................Notified 2. EICAS.................................[PM]...............................Checked 3. Landing Gear............................. Verify............Down, 3 Green 4. Flaps.......................................... Verify.................................. 5 5. Loss of Hydraulic Systems 1 and 3 Landing Checklist complete.

END

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Loss of Hydraulic System 2 and 3 Descent Checklist 1. Approach Considerations: • • • •

Expect slower than normal roll and pitch rates. Plan a long final approach. Plan a Flaps 5 landing. Avoid crosswinds greater than 10 kts.

2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page NAP-44 by 2.20. 3. Shoulder Harness...................... Verify...............................On 4. FSTN BELTS ......................................................................ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify..... VREF FULL + 10 Set 7. EICAS........................................................................ Checked 8. Approach Briefing .................................................... Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic Systems 2 and 3 Descent Checklist complete.

Loss of Hydraulic Systems 2 and 3 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever..................................................... DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS................................[PM]............................... Checked Landing Gear............................. Verify............Down, 3 Green

6. Flaps.......................................... Verify.................................. 5 7. Loss of Hydraulic Systems 2 and 3 Landing Checklist complete.

END

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Pitch/Roll Malfunction Descent Checklist 1. Approach Considerations: • Plan on a Flap 5 landing. • Establish landing configuration early. • Avoid crosswinds greater than 10 kts. for a roll malfunction. 2. Landing DistanceDetermine For the following: ELEVATOR (LH or RH) FAIL

Multiply the Flaps Full Unfactored Landing Distance on Page NAP-44 by: 1.40

Jammed Control Column Pitch Jammed Control Wheel Roll PITCH TRIM FAIL

1.40

SPOILER FAULT

1.78

STALL PROT FAIL

1.40

3. 4. 5. 6. 7. 8. 9.

Shoulder Harness.........Verify................... ..........................On FSTN BELTS ......................................................................On Altimeters.....................Verify.................. ..................__.__Set Landing Data......Verify ................. ............VREF FULL + 15 Set EICAS........................................................................Checked Approach Briefing .................. ..................................Complete Landing Consideration:

• Expect less elevator control authority and slower response during landing flare. 10. Pitch/Roll Malfunction Descent Checklist complete.

Pitch/Roll Malfunction Landing Checklist 1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified 2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked 3. Landing Gear . . . . . . . . Verify. . . . . . Down, 3 Green 4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . . . __ 5. Pitch/Roll Malfunction Landing Checklist complete.

END

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RAT Deployed Descent Checklist 1. Approach considerations: • Plan on a Flap 3 landing. • Multiply the Flaps Full Unfactored Landing Distance on page NAP-44 by 2.10. • Avoid side slipping the airplane • On ground, use differential braking and rudder to steer the airplane. • The slats and flaps will operate at low rate • If a go around is required, use Slat/Flap 3 and airspeed of VREF FULL + 20 KIAS or 130 KIAS (whichever is higher) 2. GND PROX FLAP OVRD ......................................... PUSH IN 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ......................................................................ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify...............................Set a. Set VREF FULL + 20 KIAS or 130 KIAS (whichever is higher). 7. EICAS........................................................................Checked 8. Approach Briefing .....................................................Complete 9. RAT Deployed Descent Checklist complete.

RAT Deployed Landing Checklist 1. 2. 3. 4.

Flight Attendant .................. [PM].................................Notified EICAS................................. [PM]...............................Checked EMER LT ................................................................... ARMED Landing Gear............................. Verify........... Down, 3 Green

5. Flaps.......................................... Verify.................................. 3 6. RAT Deployed Landing Checklist complete.

END

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Holding Altitude (ft)

Maximum Airspeed (KIAS)

SL < 6,000

200

> 6,000 < 14,000

230 (210 where published)

> 14,000

265

Timing SL < 14,000

1 minute

> 14,000

1 minute 30 seconds

RVSM Required Equipment Equipment

Prior to Entry

Autopilot (1)

Must be operational

Altitude Alerting System

Must be operational

Altitude Reporting Transponder (2)

One (1) must be operational

Air Data Computers (3) Two (2) must be operational

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Takeoff Alternate/Takeoff Minimums Takeoff Alternate If the departure airport is below CAT I landing minimums for the runway(s) in use, ensure a takeoff alternate is designated.

Takeoff Minimums [See Low Time First Officer in GOM,if applicable.] [The standard for aircraft with two engines is RVR 5000 or 1 mile.] 1. Refer to the Jeppesen Airport page, Takeoff Block for appropriate runway RVR/Visibility requirement. 2. Comply with IFR Departure Procedure (if applicable). 3. Use table below to confirm operable RVR and Runway Lighting/Marking requirements.

Canada

United States

TDZ

MID

RO

Lighting/Markings

Vis or RVV 1/4 sm (no RVR reported)

HIRL or CL or RCLM1

RC 1600

S

A

HIRL or CL or RCLM1

RC 1000

S

RC 1000

CL

RC2 600

RC2 600

RC2 600

CL, RCLM

RC 1200 (1/4 sm)

S

A

HIRL or CL or RCLM

RC3 600

RC3 600

A3

HIRL, CL, RCLM

C: Controlling visibility; R: Required; S: May substitute for controlling visibility if “C” is not available; A: Advisory, if operational 1

Takeoff allowed without these, as long as other runway markings or lighting provide sufficient visual reference to identify the takeoff surface and maintain directional control throughout takeoff roll. 2 At airports with only TDZ and RO RVR, both are required and controlling. At airports with TDZ, MID, RO RVR, if any RVR out, the other two are required and controlling. 3 If Mid RVR is OTS, TDZ and RO are required and controlling.

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Approach Minimums [See Captain on High Minimums or Low Time First Officer in GOM, if applicable.] Approach minimums shall be as published or as depicted in table below, whichever is higher. RVR in feet; visibility in statute miles; when either RVR or Visibility may be used, they are depicted as “RVR-Vis” (e.g. 1800-1/2). Approach Minimums Min. Alt.

TDZ

MID

RO

Remarks

Circling 1,000 ft. HAA or MDA (whichever is higher)

3 sm

MDA/DA

RC A 2400-1/2

DA

RC A 1800-1/2

Min ceiling 1,000 ft.

Non-Precision A

Use MID if TDZ inop

A

Use MID if TDZ inop

CAT I ILS

C: Controlling reported.

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Revision 01, 15 SEP 2008

A: Advisory if

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WIND COMP/CONT RUNWAY/TEMP CONV WIND COMPONENTS Tower/ATIS wind = Magnetic True Kts 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 Kts

p

METAR/TAF wind = p

Crosswind (Degrees off Nose/Tail)

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 90

0 0 0 1 1 1 1 1 1 2 2 2 2 2 2 3 3 3 3 3 3 95

0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 2 2 2 1 1 1 2 2 2 3 3 3 3 3 1 2 2 3 3 3 4 4 5 5 5 1 2 3 3 4 5 5 6 6 7 7 2 3 3 4 5 6 6 7 8 8 9 2 3 4 5 6 7 8 8 9 10 10 2 4 5 6 7 8 9 10 11 11 12 3 4 5 7 8 9 10 11 12 13 14 3 5 6 8 9 10 12 13 14 15 16 3 5 7 8 10 11 13 14 15 16 17 4 6 8 9 11 13 14 16 17 18 19 4 6 8 10 12 14 15 17 18 20 21 5 7 9 11 13 15 17 18 20 21 23 5 7 10 12 14 16 18 20 21 23 24 5 8 10 13 15 17 19 21 23 25 26 6 8 11 14 16 18 21 23 25 26 28 6 9 12 14 17 20 22 24 26 28 29 6 9 12 15 18 21 23 25 28 29 31 7 10 13 16 19 22 24 27 29 31 33 7 10 14 17 20 23 26 28 31 33 35 10 10 11 11 12 12 13 13 14 14 15 0 5 0 5 0 5 0 5 0 5 0 nTailwind (Degrees Off Nose) n 90 85 80 75 70 65 60 55 50 45 40 35 30 nHeadwind (Degrees Off Nose) n

0 2 4 5 7 9 11 13 15 16 18 20 22 24 25 27 29 31 33 34 36 15 5

0 2 4 6 8 9 11 13 15 17 19 21 23 24 26 28 30 32 34 36 38 16 0

0 2 4 6 8 10 12 14 15 17 19 21 23 25 27 29 31 33 35 37 39 16 5

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 33 35 37 39 17 0

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 17 5

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 18 0

25 20 15 10 5 0

Temperature Conversion (°C to °F) °C

°F

°C

°F

°C

°F

44 111

30 86

16 61

42 108

28 82

40 104

26 79

38 100

°C

°F

°C

°F

°C

°F

2

36

-12 10

-26 -15

14 57

0

32

-14 7

-28 -18

12 54

-2

28

-16 3

-30 -22

24 75

10 50

-4

25

-18 0

-32 -26

36 97

22 72

8

46

-6

21

-20 -4

-34 -29

34 93

20 68

6

43

-8

18

-22 -8

-36 -33

32 90

18 64

4

39

-10 14

-24 -11

-38 -36

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Severe Weather/Windshear Do not takeoff or land until conditions improve. Average windshear lasts only 10-15 minutes

Evaluate the Weather

Any sign of hazardous convective weather within 15 miles of airport? (H=high/M=medium/L=low) Convective weather and... •tModerate turbulence (M)

No

•Rwy specific alert (H)

•Temp/Dewpoint spread >16°C (M)

•Localized strong winds (H) •Dewpoint > 10°C (M) •tred return/heavy precip (H)

•Rain showers (M)

•LLWASt20kt change (H)

•Lightning (M)

Yes Yes

Has Microburst Alert been issued for takeoff/landing runway? No

Can you maintain at least 3 nm horizontal separation from severe weather when aircraft is d1,000 feet AGL? •ATC report of VIP level 5 or greater •Steep and/or asymmetrical radar gradients •Notches, hooks, fingers, or scalloped radar edges •Heavy rain with convective activity •Radar echo with a shadow behind it or a magenta radar return

Yes Do you judge it safe to continue?

No

No

Yes Apply Windshear Precautions Landing Takeoff •Use longest suitable runway •When possible, use flaps 2 •Consider increased rotation speed •Use maximum takeoff thrust

•Use longest suitable runway •Use ILS or VASI for glidepath monitoring •Use flaps 5 •Consider using increased approach speed, up to 20 knots •Establish a stabilized approach no later than 1,000 feet AFE •Minimize thrust reductions •Monitor flight director, autopilot, and autothrottles

Follow Standard Operating Procedures •Takeoff: minimize pitch attitude reductions •Approach: avoid large thrust reductions •Know normal attitude and performance •PNF monitor flight path instruments and call out deviations

Accomplish Windshear Recovery if Windshear Encountered Report Encounter

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Airplane General (Cargo Compartment/Doors/Lighting) TABLE OF CONTENTS WARNING DOOR CRG FWD (AFT) OPEN ................... EAP1-3 DOOR PAX (SERV) FWD (AFT) OPEN ...... EAP1-4 CAUTION DOOR CENTER (FWD) EBAY OPEN ......... EAP1-5 DOOR FUELING OPEN............................... EAP1-5 DOOR HYD OPEN ....................................... EAP1-5 EMER LT NOT ARMED ............................... EAP1-6 EMER LT ON ............................................... EAP1-6 ADVISORY EMERG LT BATT FAULT .............................EAP1-6

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DOOR CRG FWD (AFT) OPEN Condition: Associated baggage door open or not properly locked. NORMAL PRESSURIZATION?

No

Yes

END LAND AT THE NEAREST SUITABLE AIRPORT. ESTABLISH AND COMMUNICATE A PLAN. Altitude......10000 FT OR MEA, WHICHEVER IS HIGHER At 10000 ft.: Pressurization Dump Button ...............PUSH IN END

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DOOR PAX (SERV) FWD (AFT) OPEN (Condition: Main passenger or service) door open or not properly locked either on the ground with an engine running or in flight.] Fasten Seat Belts .......................................... ON NORMAL PRESSURIZATION?

No

Yes

Check the affected door. MINIMUM OF 2 DOOR INDICATORS IN GREEN?

No

Yes

END LAND AT THE NEAREST SUITABLE AIRPORT. ESTABLISH AND COMMUNICATE A PLAN. Altitude......10000 FT OR MEA, WHICHEVER IS HIGHER At 10000 ft.: Pressurization Dump Button ............... PUSH IN END

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DOOR CENTER (FWD) EBAY OPEN Condition: Associated electronic bay door open or not properly locked.] NORMAL PRESSURIZATION?

No

Yes

END Altitude......10000 FT OR MEA, WHICHEVER IS HIGHER LAND AT THE NEAREST SUITABLE AIRPORT. ESTABLISH AND COMMUNICATE A PLAN. END

DOOR FUELING OPEN Condition: Fueling door open or not properly locked.] Monitor the airplane systems. END

DOOR HYD OPEN Condition: Hydraulic System 3 access door open or not properly locked.] Airspeed...................................... MAX 250 KIAS END

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EMER LT NOT ARMED Condition: Emergency lighting system not armed. Emergency Lights..................................ARMED END

EMER LT ON Condition: Emergency lighting system ON. Emergency Lights................OFF, then ARMED END

EMER LT BATT FAULT Condition: EICAS Message Annunciated EMER LT BATT FAULT. Do not takeoff. END

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AMS (Pneumatics/Air Conditioning/ Pressurization) TABLE OF CONTENTS WARNING CABIN ALTITUDE HI................................... EAP2-3 CAUTION AMS CTRL FAIL .......................................... EAP2-4 BLEED APU LEAK ................................... EAP2-5 BLEED 1 (2) FAIL ..................................... EAP2-5 BLEED 1 (2) LEAK ..................................... EAP2-6 BLEED 1 (2) OVERPRESS.......................... EAP2-7 CABIN DIFF PRESS FAIL ........................... EAP2-8 CENTER EBAY FANS FAIL ........................ EAP2-8 CRG FWD VENT FAIL................................. EAP2-8 FWD EBAY FANS FAIL............................... EAP2-9 PACK 1 (2) FAIL .......................................... EAP2-9 PACK 2 LEAK............................................ EAP2-10 PRESN AUTO FAIL ................................... EAP2-10 PRES MAN FAIL........................................ EAP2-11 PRESSURIZATION CONVERSION TBL... EAP2-12 RECIRC SMK DET FAIL............................ EAP2-13 ADVISORY BLEED 1 (2) OFF........................................EAP2-14 PACK 1 (2) OFF..........................................EAP2-14

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CABIN ALTITUDE HI EICAS Indication: Cabin Altitude indication in red. Aural Warning: CABIN OXYGEN MASKS…..…Verify ................ ON, 100% CREW COMM........................................ESTABLISH ALTITUDE ..............................10000 FT or MEA, WHICHEVER IS HIGHER THRUST LEVERS ....................................... IDLE SPEED BRAKE ............................... FULL OPEN AIRSPEED.........................MAX/APPROPRIATE TRANSPONDER ..........................................7700 ATC......................................................... NOTIFY Passenger Oxygen Selector.................... OVRD Autopilot (if available)................................... ON No Ped/Fstn Belts ......................................... ON Audio Control Panel................................. EMER NOTE: Activates the emergency call signal, sounds a triple chime and illuminates a red light in the cabin. Flight attendants will establish communication with the pilots. Cabin Altitude........................................ Monitor When cabin altitude is 14,000 ft. or below: Flight Attendants .................... Notify&obtain status report When approximately 1,000 ft. above desired altitude: SPEED BRAKE Lever ............. CLOSE Speed............................ Adjust as necessary Crew O2 (if required) .............. Normal NOTE: Flight crew must use oxygen when cabin altitude is above 10,000 ft. To conserve oxygen, position the mask selector to NORM. Establish and Communicate a Plan. If Structural Damage is suspected, accomplish: Structural Damage Procedure (Pg NAP-40) END

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AMS CTRL FAIL CONDITION:Cabin Pressurization and temperature control is lost. Icing Conditions........................... EXIT / AVOID Altitude................................. 10000 FT OR MEA, WHICHEVER IS HIGHER NOTE: Monitor Cabin Altitude and increase rate of descent accordingly. An emergency descent may be required. At 10000 ft.: Pressurization Dump Button ............... PUSH IN NOTE: - Assisted crossbleed start is not available. - Pneumatic assisted engine start APU is not available. END

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BLEED APU LEAK APU Bleed Button ............................ PUSH OUT ...................................Wait 3 minutes................. BLEED APU LEAK MESSAGE EXTINGUISHES?

No

Yes

END APU Emergency Stop Button.............. PUSH IN APU............................................................... OFF BLEED APU LEAK MESSAGE EXTINGUISHES?

No

Yes

END Bleed 1 Button.................................. PUSH OUT XBleed Button .................................. PUSH OUT Verify BLEED 1 OFF and XBLEED SW OFF messages displayed on EICAS. END

BLEED 1 (2) FAIL Affected Bleed Button ..................... PUSH OUT ..........................................Wait 1 minute........... BLEED 1 (2) FAIL MESSAGE EXTINGUISHES?

No

Yes

Affected Bleed Button ......................... PUSH IN END Altitude........................................ MAX 31000 FT END QRH170

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BLEED 1 (2) LEAK Light: Amber stripped bar illuminates inside the affected bleed button. Affected Bleed Button. .................... PUSH OUT APU Bleed Button (if applicable).... PUSH OUT XBleed Button .................................. PUSH OUT Icing Conditions........................... EXIT / AVOID Altitude........................................ MAX 31000 FT .....................................Wait 3 minutes.................. BLEED 1 (2) LEAK MESSAGE EXTINGUISHES?

No

Yes

END

BLEED 1 (2) OFF MESSAGE DISPLAYS?

No

Yes

NOTE: Consider the possibility of leaking occurring in the opposite side. Opposite Side Bleed Button ........... PUSH OUT APU Bleed Button ........................................OFF Altitude................................. 10000 FT OR MEA, WHICHEVER IS HIGHER At 10000 ft.: Pressurization Dump Button ............... PUSH IN END Associated Thrust Lever ............................IDLE When appropriate, accomplish: Engine Out Descent Checklist & Engine Out Landing Checklist (Pg NAP-42) END

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BLEED 1 (2) OVERPRESS Affected Bleed Button ..................... PUSH OUT No

BLEED 1 (2) LEAK MESSAGE DISPLAYS? Yes

XBleed Button .................................. PUSH OUT ...................................Wait 30 seconds................ No

BLEED 1 (2) LEAK MESSAGE PERSISTS? Yes

BLEED 1 (2) LEAK Procedure ... ACCOMPLISH END XBleed Button ...................................... PUSH IN .............................Wait 1 minute............................... Affected Bleed Button ......................... PUSH IN BLEED 1 (2) OVERPRESS MESSAGE EXTINGUISHES?

No

Yes

END Affected Bleed Button ..................... PUSH OUT APU Bleed Button (if applicable) .... PUSH OUT XBleed Button .................................. PUSH OUT Icing Conditions ........................... EXIT / AVOID Altitude........................................ MAX 31000 FT BLEED 1 (2) OVERPRESS MESSAGE EXTINGUISHES?

No

Yes

END Associated Thrust Lever ........................... IDLE When appropriate, accomplish: Engine Out Descent Checklist & Engine Out Landing Checklist (Pg NAP-42) END QRH170

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CABIN DIFF PRESS FAIL EICAS Indication:Abnormal cabin altitude indication may be presented. If Cabin Differential Pressure red limit is reached: No

POSITIVE DIFFERENTIAL PRESSURE? Yes

Pack 1 Button ................................... PUSH OUT Pack 2 Button ................................... PUSH OUT Altitude................................. 10000 FT OR MEA, WHICHEVER IS HIGHER END Airplane Descent Rate.........................REDUCE END

CENTER EBAY FANS FAIL LAND AT THE NEAREST SUITABLE AIRPORT. END

CRG FWD VENT FAIL LAND AT THE NEAREST SUITABLE AIRPORT. END

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FWD EBAY FANS FAIL

No

TRU 1 (2) FAIL MESSAGE DISPLAYED? Yes

LAND AT THE NEAREST SUITABLE AIRPORT.

END

PACK 1 (2) FAIL Associated Temperature Controller ....................................... 12 O'CLOCK Affected Pack Button....................... PUSH OUT ......................................Wait 1 minute......................... Affected Pack Button........................... PUSH IN PACK 1 (2) FAIL MESSAGE EXTINGUISHES?

No

Yes

After 1 minute: Associated Temperature Controller ...................... OPERATE NORMALLY END Affected Pack Button....................... PUSH OUT Altitude........................................ MAX 31000 FT END

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PACK 2 LEAK Pack 2 Button ................................... PUSH OUT Altitude........................................ MAX 31000 FT .....................................Wait 3 minutes..................... PACK 2 FAIL MESSAGE EXTINGUISHES?

No

Yes

END Icing Conditions........................... EXIT / AVOID Bleed 2 Button.................................. PUSH OUT XBleed Button .................................. PUSH OUT END

PRESN AUTO FAIL EICAS Indication:Landing Field Elevation indications showing amber dashes. Pressurization Mode Selector...................MAN, then AUTO PRESN AUTO FAIL MESSAGE EXTINGUISHES?

No

Yes

END Pressurization Mode Selector....................MAN Cabin Alt Controller ................... AS REQUIRED Operate the cabin alt controller to set pressurization according to conversion table. At 5000 ft. AGL: Cabin Alt Controller................... HOLD UP FOR 50 SECONDS END

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PRES MAN FAIL Altitude...................................10000 FT or MEA, WHICHEVER IS HIGER At 25000 ft.: Pack 1 Button ........................................PUSH OUT At 10000 ft.: Pack 2 Button ........................................PUSH OUT END

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PRESSURIZATION CONVERSION TABLE NOTE: This table must be used to control the cabin altitude/ UP when operating in manual mode only. AIRPLANE/CABIN ALTITUDE CONVERSION TABLE AIRPLANE ALTITUDE ft.)

CABIN ALTITUDE (ft.)

DIFFERENTIAL PRESSURE (PSID)

10000

900

4.2

11000

1000

4.5

12000

1200

4.8

13000

1300

5.1

14000

1500

5.3

15000

1700

5.6

16000

1900

5.8

17000

2100

6.0

18000

2300

6.2

19000

2600

6.4

20000

2800

6.6

21000

3000

6.7

22000

3300

6.9

23000

3600

7.0

24000

3900

7.1

25000

4200

7.2

26000

4500

7.3

27000

4800

7.4

28000

5100

7.5

29000

5400

7.5

30000

5700

7.6

31000

6000

7.7

32000

6300

7.7

33000

6700

7.7

34000

7000

7.8

35000

7300

7.8

36000

7600

7.8

37000

8000

7.8

38000

8000

8.0

39000

8000

8.1

40000

8000

8.3

41000

8000

8.4

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RECIRC SMK DET FAIL Recirc Fan Button ............................ PUSH OUT END

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BLEED 1 (2) OFF Altitude........................................ MAX 31000 FT END

PACK 1 (2) OFF Altitude........................................ MAX 31000 FT END

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Autoflight TABLE OF CONTENTS CAUTION AP FAIL........................................................ EAP3-3 AP PITCH MISTRIM..................................... EAP3-3 AP PITCH TRIM FAIL .................................. EAP3-3 AP ROLL MISTRIM...................................... EAP3-4 AT FAIL........................................................ EAP3-4 AT NOT IN HOLD ........................................ EAP3-4 FD LATERAL MODE OFF ........................... EAP3-4 FD VERT MODE OFF .................................. EAP3-4 SHAKER ANTICIPATED ............................. EAP3-5 STALL PROT FAIL ...................................... EAP3-6 ADVISORY AFCS FAULT ................................................EAP3-6 STALL PROT FAULT....................................EAP3-6

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AP FAIL CONDITION:Autopilot no longer operative. Fly the airplane manually. END

AP PITCH MISTRIM CONDITION:Pitch trim and autopilot commanding pitch trim, control in opposite directions. Control Wheel............................. HOLD FIRMLY A/P Disc Button ...................................... PRESS Pitch Trim....................................AS REQUIRED Autopilot .....................................AS REQUIRED END

AP PITCH TRIM FAIL CONDITION:Autopilot stabilizer trim no longer operative. Control Wheel............................. HOLD FIRMLY A/P Disc Button ...................................... PRESS Pitch Trim....................................AS REQUIRED Autopilot .....................................AS REQUIRED END

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AP ROLL MISTRIM CONDITION:Roll trim and autopilot commanding roll trim, control in opposite directions. Roll Trim ..................................... AS REQUIRED END

AT FAIL CONDITION:Both autothrottles failed. Selected autothrottle not available. Operate thrust levers manually. END

AT NOT IN HOLD CONDITION:Autothrottle not in takeoff HOLD. Disengage the autothrottle. END

FD LATERAL MODE OFF CONDITION:Disconnection of the lateral mode due to invalid conditions. Select a flight director lateral mode. END

FD VERT MODE OFF CONDITION:Disconnection of the vertical mode due to invalid conditions. Select a flight director vertical mode. END

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SHAKER ANTICIPATED CONDITION:Stall warning function inoperative. Avoid side slipping the airplane. Airspeed.....................................MAX 0.5 MACH FLAP FAIL MESSAGE PRESENTED?

No

Yes

FLAP FAIL Procedure (Pg EAP8-7) ......ACCOMPLISH END

SLAT FAIL MESSAGE PRESENTED?

No

Yes

SLAT FAIL Procedure (Pg EAP8-13) ... ACCOMPLISH END Landing Configuration: Slat/Flap .................................................FULL Set normal V Speeds for VREF FULL landing END

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STALL PROT FAIL CONDITION:Stall Warning Protection, Stick Shaker, and AOA Limiting are inoperative. Avoid side slipping the airplane. Landing Configuration: For flaps 5, set VREF = VREF FULL + 15 KIAS. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (NAP-44) BY 1.40.

END

AFCS FAULT Do not takeoff. END

STALL PROT FAULT Do not takeoff. END

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Auxiliary Power Unit TABLE OF CONTENTS WARNING APU FIRE..................................................... EAP7-3 CAUTION APU FAIL ..................................................... EAP4-3 APU FAULT ................................................. EAP4-3 APU OIL HI TEMP ....................................... EAP4-4 APU OIL LO PRESS.................................... EAP4-4

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APU FAIL CONDITION:APU FAIL message with automatic shutdown. No

APU FAILED DURING START? Yes

APU can be restarted according to the APU starter limitations. END APU............................................................... OFF Do not restart the APU. END

APU FAULT EICAS Indication:Abnormal APU EGT indication may be presented. No

ABNORMAL INDICATION? Yes

APU Bleed Button..............PUSH OUT ....................Wait 1 minute...................................... ABNORMAL INDICATION REMAINS?

No

Yes

APU Emergency Stop Button........PUSH IN APU..............................................................OFF END NOTE: If the APU is not essential for the flight, turn off the APU. END

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APU OIL HI TEMP APU FAULT Procedure...............ACCOMPLISH END

APU OIL LO PRESS APU FAULT Procedure...............ACCOMPLISH END

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Electrical TABLE OF CONTENTS WARNING BATT DISCHARGING .................................EAP5-3 BATT 1 (2) OVERTEMP ..............................EAP5-3 BATT 1-2 OFF..............................................EAP5-3 ELEC EMERGENCY....................................EAP5-4 CAUTION AC BUS 1 OFF.............................................EAP5-6 AC BUS 2 OFF.............................................EAP5-6 AC ESS BUS OFF .......................................EAP5-6 AC STBY BUS OFF .....................................EAP5-7 APU GEN OFF BUS ....................................EAP5-7 BATT 1 (2) DISCHARGING .........................EAP5-7 BATT 1 OFF.................................................EAP5-8 BATT 2 OFF.................................................EAP5-8 DC BUS 1 OFF.............................................EAP5-8 DC BUS 2 OFF.............................................EAP5-9 DC ESS BUS 1 OFF ..................................EAP5-10 DC ESS BUS 2 OFF ..................................EAP5-11 DC ESS BUS 3 OFF ..................................EAP5-13 GPU CONNECTED .................................... EAP5-13 IDG 1 (2) OFF BUS .................................... EAP5-13 IDG 1 (2) OIL.............................................. EAP5-14 TRU 1 (2) FAIL...........................................EAP5-14 TRU ESS FAIL ...........................................EAP5-14 DIAGRAM LEFT CB PANEL.........................................EAP5-15 RIGHT CB PANEL ......................................EAP5-16 CHECKLISTS RAT DEPLOYED DESCENT/LANDING CHECKLIST .................................................EAP5-17 FLAPS 5 UNFACTORED LDG DIST ...........EAP5-18 FLAPS FULL UNFACTORED LDG DIST ....EAP5-19

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BATT DISCHARGING LAND AT THE NEAREST SUITABLE AIRPORT. END

BATT 1 (2) OVERTEMP EICAS Indication:Battery temperature indication in red band. ASSOCIATED BATTERY..............................OFF NOTE: Do not start the APU. END

BATT 1-2 OFF LAND AT THE NEAREST SUITABLE AIRPORT. NOTE: Do not start the APU. END

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ELEC EMERGENCY LAND AT THE NEAREST SUITABLE AIRPORT. Airspeed.........................................MIN 130 KIAS APU..............................................................START IDG 1 Selector..........................OFF, then AUTO IDG 2 Selector..........................OFF, then AUTO Emergency Lights.................................... OFF NOTE: Only two APU start attempts are allowed. ELEC EMERGENCY MESSAGE PERSISTS?

No

Yes

BATT DISCHARGING MESSAGE PRESENTED?

No

Yes

RAT Manual Deploy Lever.........PULL TRU 1 Switch...................................OFF TRU 2 Switch...................................OFF Icing Conditions.......................EXIT/AVOID Altitude................................10000 FT or MEA, WHICHEVER IS HIGHER Relevant Inoperative Items: ADS 1 and 2

Weather Radar

IRS 2

Yaw Damper

TAT 1 and 2

Radio Altimeters 1 and 2

AOA Limit

Windshear Detection

Autothrottle

Nosewheel Steering

Autopilot

Ground Spoilers L1, R1, L2 and R2

Display Unit 1, 4 and 5

Multi Function Spoilers L3, R3, L4, R4, L5 and R5

CCD 2

Speedbrake

Flight Director 1 and 2

Engine 1 and Engine 2 Reversers

FMS 1

Fuel AC Pump 1

MCDU 1

Pack 1 e 2

GPS 1

Ice Detectors 1 and 2

NAVCOM 2

Windshield Wiper 1 and 2

TCAS

Windshield Heater 1 and 2

Anti-Ice System

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(Continued from the previous page) NOTE: - Avoid side slipping the airplane. - On ground, use differential braking and rudder to steer the airplane. - The slats and flaps will operate at low rate. When appropriate, accomplish: RAT Deployed Descent Checklist & RAT Deployed Landing Checklist (Pg EAP5-17)

END Flight Controls Mode Buttons (Spoilers, Elevators and Rudder)...........PUSH IN, then OUT When appropriate, accomplish: RAT Deployed Descent Checklist & RAT Deployed Landing Checklist (Pg EAP5-17) END

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AC BUSS 1 OFF Relevant Inoperative Items: Fuel AC Pump 1 Hyd Sys 2 Elec Pump Windshield Wiper 2 Windshield Heater 2 Ice Detector 1

NOTE: - The slats will operate at low rate. - Fuel Crossfeed Low 2 is not available. When flying in icing conditions: Ice Protection Mode Selector .............. ON Two minutes after exiting icing conditions: Ice Protection Mode Selector .............. AUTO END

AC BUS 2 OFF Relevant Inoperative Items: Hyd Sys 1 Elec Pump Hyd Sys 3 Elec Pump B Windshield Wiper 1 Windshield Heater 1 Ice Detector 2

NOTE: The flaps will operate at low rate. When flying in icing conditions: Ice Protection Mode Selector .............. ON Two minutes after exiting icing conditions: Ice Protection Mode Selector .............. AUTO END

AC ESS BUS OFF TRU ESS Switch....................................... OFF Relevant Inoperative Items: Fuel AC Pump 2 Hyd Sys 3 Elec Pump A

NOTE: - The flaps and slats will operate at low rate. - Fuel Crossfeed Low 1 is not available. END Page EAP5- 6

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AC STBY BUS OFF Monitor the electrical system. Relevant Inoperative Items: Ignition 1A Ignition 2A

NOTE: Engine start with batteries only is not available. END

APU GEN OFF BUS APU Gen Button.....................PUSH OUT, then IN APU GEN OFF BUS MESSAGE EXTINGUISHES?

No

Yes

END APU Gen Button...................................PUSH OUT END

BATT 1 (2) DISCHARGING Associated TRU Switch..............OFF, then AUTO BATT 1 (2) DISCHARGING MSG EXTINGUISHES?

No

Yes

END Associated TRU Switch ...........................OFF END

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BATT 1 OFF Battery 1.........................................VERIFY ON NOTE: If battery 1 selector is off, APU start is not available. END

BATT 2 OFF Battery 2....................................VERIFY AUTO END

DC BUS 1 OFF Autothrottle.....................................DISENGAGE Emergency Lights.........................................OFF Altitude..........................................MAX 31000 FT Relevant Inoperative Items: Autopilot

Engine 1 Reverser

Autothrottle 1

PTU

MCDU 1

Hyd Sys 2 Elec Pump

CCD 2

Radio Altimeter 1

ADS 1

Multi Function Spoiler L5 and R5

Pack 1

Weather Radar

Display Unit 1

Windshield Wiper 2

Display Unit 4

Windshield Heater 2

NOTE: The slats will operate at low rate. Landing Configuration: Emergency Lights.........................ARMED Slat/Flap...............................................FULL Set Normal V Speeds for VREF FULL Landing. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (EAP5-19) BY 1.15.

END

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DC BUS 2 OFF Autothrottle..........................................DISENGAGE Altitude..............................................MAX 31000 FT Relevant Inoperative Items: Display Unit 5

Engines Vibration Indications

ADS 2

NAVCOM 2

Pack 2

Radio Altimeter 2

Multi Function Spoilers L3, R3, L4 and R4

Transponder 2

Roll Trim

TCAS

Autothrottle 2

HF Transceiver

Engine 2 Reverser

Speedbrake

Nosewheel Steering

Windshield Heater 1

Hyd Sys 1 Elec Pump

Windshield Wiper 1

Hyd Sys 3 Elec Pump B

Pedal Adjustment Switch

Landing Configuration: Slat/Flap .................................................FULL Set Normal V Speeds for VREF FULL Landing. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE BY (EAP5-19) 1.20.

On ground: Use differential braking and rudder to steer the airplane. END

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DC ESS BUS 1 OFF LAND AT THE NEAREST SUITABLE AIRPORT. Icing Conditions..............................EXIT / AVOID Battery 1..........................................................OFF Relevant Inoperative Items: Hydraulic System 2 Depressurization Valve

Display Unit 3 ADS 1

Digital Audio Panel 1

Multi Function Spoilers L5 and R5

RAT Automatic Deployment

Outboard Brakes

NAVCOM 1

Engine 1 Start Valve

Transponder 1

Ignition 1A

Master Caution 1 Oil Pressure Indicator 1

APU

Fuel Quantity 1 Indication

Hyd Sys 3 Elec Pump A

Fwd LAV Smoke Detection

NOTE: - Compass internal light will be lost. - FADEC will set flight idle on ground. - The flaps will operate at low rate. - Engine 2 windmill start is not available. - Thrust Reversers, Wing Anti-Ice and Ground Idle may not be available. - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. Landing Configuration: Slat/Flap................................................. FULL Set Normal V Speeds for VREF FULL Landing. CAUTION: MULTIPLY THE FULL FLAP UNFACTORED LANDING DISTANCE (EAP5-19) BY 1.70.

On Ground: Brakes...................................APPLY NORMALLY If necessary: Emergency/Parking Brake ................... PULL CAUTION: APPLY THE EMERGENCY/PARKING BRAKE MONITORING THE EMERGENCY/PARKING BRAKE LIGHT. CAUTION: WHEN THE EMERGENCY/PARKING BRAKE LIGHT IS ON, MAINTAIN STEADY PRESSURE SINCE THE ANTI-SKID PROTECTION IS NOT AVAILABLE.

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DC ESS BUS 2 OFF LAND AT THE NEAREST SUITABLE AIRPORT. Icing Conditions............................EXIT / AVOID Battery 2.........................................................OFF Relevant Inoperative Items: Display Unit 2

Inboard Brakes

CCD 1

DC Fuel Pump

ADS 3

Fuel Quantity 2 Indication

IESS

Fuel Crossfeed Operation

ADS Standby

APU Fire Extinguishing

MCDU 2

APU Fuel Shutoff Valve

TCAS

APU Fire Detection

Master Warning/Caution 2

Aft Lavatory Smoke Detection

Aural Warning 2

Engine 2 Oil pressure indication

Digital Audio Panel 2

Engine 1 and Engine 2 Reversers

Multi Function Spoilers L3, R3, L4 and R4

Hydraulic System 1 Depressurization Valve

Ignition 2A

NOTE: - The slats will operate at low rate. - FADEC will set flight idle on ground. - Engine 1 windmill start is not available. - Thrust Reversers, Wing Anti-Ice and Ground Idle may not be available. - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. APU............................................................OFF Landing Configuration: Slat/Flap .................................................FULL Set Normal V Speeds for VREF FULL Landing. (Continues on the next page)

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(Continues from the previous page) CAUTION: MULTIPLY THE FULL FLAP UNFACTORED LANDING DISTANCE (EAP5-19) BY 1.80.

On Ground: Brakes..................................APPLY NORMALLY If necessary: Emergency/Parking Brake ................... PULL CAUTION: APPLY THE EMERGENCY/PARKING BRAKE MONITORING THE EMERGENCY PARKING BRAKE LIGHT. CAUTION: WHEN THE EMERGENCY/PARKING BRAKE LIGHT IS ON, MAINTAIN STEADY PRESSURE SINCE THE ANTI-SKID PROTECTION IS NOT AVAILABLE.

END

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DC ESS BUS 3 OFF TRU ESS Switch .......................................OFF DC ESS BUS 3 MESSAGE EXTINGUISHES?

No

Yes

END Relevant Inoperative Items: Radio Altimeter 3

Fuel Crossfeed Valve

ADS 2

Landing Gear Override Switch

Internal Light of all Switches

Cargo Compartment Fire Bottles

Pax Address

Rudder Trim

NOTE: The flaps will operate at low rate. APU...............................................................OFF END

GPU CONNECTED Before Taxi: GPU .................................................. DISCONNECT END

IDG 1 (2) OFF BUS Affected IDG Selector..............OFF, then AUTO IDG 1 (2) OFF BUS MESSAGE EXTINGUISHES?

No

Yes

END Affected IDG Selector.......................OFF APU...................................AS REQUIRED END

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IDG 1 (2) OIL Light: Affected IDG light becomes amber. Affected IDG Selector .............................. DISC APU ...........................................AS REQUIRED END

TRU 1 (2) FAIL Affected TRU Switch.................OFF, then AUTO TRU 1 (2) FAIL MESSAGE EXTINGUISHES?

No

Yes

END Affected TRU Switch................................ OFF END

TRU ESS FAIL TRU ESS Switch....................................... OFF END

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5

5

F L OOD/ ST ORM

5

21

22

REF UEL I NG DEF UEL I NG 2 F UEL

5

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5

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5

5

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5

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DI SPL AY PF D 2

15

5

5

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5

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24

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25

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5

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26

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27

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5

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5

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5

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28

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5 G

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29

PRESN CPCS CT RL 1A

5

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5

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ENGI NE T HRUST CT RL 2

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ENG 2 A- 1 WI PER PRESS I ND 1 I CE/ RAI N PROT

5

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5

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5

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5

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5

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31

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5

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5

32

F I REX

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ENG 2 F ADEC

33

F UEL SOV

5

TX

5

AF CS

5

5

ENG 2 OI L PRESS

5

CHAN B2

5

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PI T CH T RI M 2

34

35

AF T 2 CARGO SMK DET

F WD 3

5

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5

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5 AL ERT S

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5

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5

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5

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37

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L G EXT OVRD

5

F L AP ACE 2

5

BACKUP HOT BAT T BUS F CS

L H OUT BD EL EV SEC

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RAT Deployed Descent Checklist 1. Approach considerations: • Plan on a Flap 3 landing. • Multiply the Flaps Full Unfactored Landing Distance on page EAP5-19 by 2.10. • Avoid side slipping the airplane • On ground, use differential braking and rudder to steer the airplane. • The slats and flaps will operate at low rate • If a go around is required, use Slat/Flap 3 and airspeed of VREF FULL + 20 KIAS or 130 KIAS (whichever is higher) 2. GND PROX FLAP OVRD ......................................... PUSH IN 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify.............................. Set a. Set VREF FULL + 20 KIAS or 130 KIAS (whichever is higher). 7. EICAS........................................................................Checked 8. Approach Briefing .....................................................Complete 9. RAT Deployed Descent Checklist complete.

RAT Deployed Landing Checklist 1. 2. 3. 4.

Flight Attendant .................. [PM].................................Notified EICAS.................................[PM]...............................Checked EMER LT ................................................................... ARMED Landing Gear............................. Verify........... Down, 3 Green

5. Flaps.......................................... Verify.................................. 3 6. RAT Deployed Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

2638 2758 2882 3008 3142 3286 3435

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

2830 2962 3102 3253 3413 3599 3795

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt

20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Engine TABLE OF CONTENTS WARNING ENG 1 (2) FIRE ............................................EAP7-4 ENG 1 (2) REV DEPLOYED ........................EAP6-3 ENG 1 (2) OIL LO PRESS ...........................EAP6-4 CAUTION ENG 1 (2) CONTROL FAULT......................EAP6-5 ENG 1 (2) FADEC OVERTEMP...................EAP6-5 ENG 1 (2) FAIL ............................................EAP6-6 ENG 1 (2) FUEL IMP BYPASS....................EAP6-7 ENG 1 (2) FUEL LO PRESS........................EAP6-7 ENG 1 (2) NO DISPATCH............................EAP6-7 ENG 1 (2) OIL LO LEVEL............................EAP6-7 ENG 1 (2) REV FAIL ....................................EAP6-8 ENG 1 (2) REV PROT FAULT .....................EAP6-8 ENG 1 (2) REV TLA FAIL ............................EAP6-8 ENG 1 (2) START VLV OPEN .....................EAP6-9 ENG 1 (2) TLA FAIL ..................................EAP6-10 ENG 1 (2) T2 HEAT FAIL .......................... EAP6-10 ENG EXCEEDANCE..................................EAP6-10 ENG NO TAKEOFF DATA ........................ EAP6-10 ENG REF A-I DISAG ................................. EAP6-11 ENG REF ECS DISAG............................... EAP6-11 ENG THR RATING DISAG ........................ EAP6-11 ENG TLA NOT TOGA................................ EAP6-11 CHECKLISTS ENGINE OUT DESCENT/LANDING CHECKLIST .................................................EAP6-12 FLAPS 5 UNFACTORED LDG DIST ...........EAP6-13 FLAPS FULL UNFACTORED LDG DIST ....EAP6-14 DRIFTDOWN CHECKLIST ..........................EAP6-15

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ENG 1 (2) REV DEPLOYED EICAS Indication:REV icon above the associated ITT indication. LAND AT THE NEAREST SUITABLE AIRPORT. Autothrottle........................................DISENGAGE Associated Thrust Lever...............................IDLE ANY BUFFETING NOTICED?

No

Yes

Start/Stop Selector (affected engine)........................................STOP APU................................................................START Fuel..........................................................BALANCE Autothrottle...................................AS REQUIRED END When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg EAP6-15), Engine Out Descent & Engine Out Landing Checklist (Pg EAP6-12) END

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ENG 1 (2) OIL LO PRESS EICAS Indication:Oil pressure indication in amber may be presented. OIL PRESSURE INDICATION ABNORMAL?

No

Yes

ENGINE 1 (2) FAIL Procedure ......ACCOMPLISH (Pg EAP6-6)

END

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ENG 1 (2) CONTROL FAULT Autothrottle.................................DISENGAGE CAUTION: AVOID THRUST REVERSER USE, RAPID THRUST LEVER MOVEMENT, AND HIGH THRUST OPERATION.

ABLE TO CONTROL ENGINE THRUST?

No

Yes

END ENGINE 1 (2) FAIL Procedure ......ACCOMPLISH (Pg EAP6-6) END

ENG 1 (2) FADEC OVERTEMP

ENGINE PARAMETERS ABNORMAL?

No

Yes

ENGINE 1 (2) FAIL Procedure ......ACCOMPLISH (Pg EAP6-6) CAUTION: IF THE ENGINE DOES NOT SHUTDOWN, PULL (DO NOT ROTATE) THE ASSOCIATED FIREEXTINGUISHING HANDLE.

END

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ENG 1 (2) FAIL EICAS Indication:FAIL icon on N1 indication. Oil Press indication in red. Autothrottle.......................DISENGAGE #___ Thrust Lever ...Confirm.......IDLE ENGINE AUTO RELIGHTS?

No

Yes

NOTE: If flight conditions permit, operate the engine at idle for 2 minutes prior to applying engine thrust.

END #___ Start/Stop ............Confirm...................STOP APU ........................................................... START FUEL LEAK SUSPECTED?

No

Yes

FUEL LEAK Procedure ............ACCOMPLISH (Pg NAP-12) END

RESTART CONSIDERED?

No

Yes

ENGINE AIRSTART Procedure ................ACCOMPLISH (Pg NAP-21) END Fuel............................................................ BALANCE Autothrottle ....................................... AS REQUIRED LAND AT THE NEAREST SUITABLE AIRPORT ESTABLISH AND COMMUNICATE A PLAN When appropriate, accomplish: Driftdown Table (if applicable Pg EAP6-15), After Takeoff Checklist, and Engine Out Descent & Engine Out Landing Checklist (Pg EAP6-12) END Page EAP6- 6

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ENG 1 (2) FUEL IMP BYPASS CAUTION: IF BOTH ENGINES ARE AFFECTED, LAND AT THE NEAREST SUITABLE AIRPORT.

END

ENG 1 (2) FUEL LO PRESS Fuel Xfeed Selector..............................OFF Autothrottle.............................DISENGAGE #___ Thrust Lever ...Confirm............IDLE Altitude.................................MAX 25000 FT FUEL LEAK SUSPECTED?

No

Yes

FUEL LEAK Procedure ............ACCOMPLISH (Pg NAP-12) END At 25000 ft.: Autothrottle ................................ AS REQUIRED NOTE: The thrust lever may be set above idle, but the ENG 1 (2) FUEL LO PRESS message may return. END

ENG 1 (2) NO DISPATCH Do not takeoff. END

ENG 1 (2) OIL LO LEVEL Do not takeoff. END

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ENG 1 (2) REV FAIL Do not takeoff. END

ENG 1 (2) REV PROT FAULT Do not takeoff. END

ENG 1 (2) REV TLA FAIL Do not move thrust levers below idle in flight. END

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ENG 1 (2) START VLV OPEN XBleed Button..................................PUSH OUT Associated Bleed Button................PUSH OUT No

ON GROUND? Yes ENGINE 1 AFFECTED?

No

Yes

APU Bleed Button...........................PUSH OUT Engine 1: #1 Thrust Lever ............Confirm...............IDLE #1 Start/Stop...........Conirm......................STOP END Engine Start Ground Cart.............REMOVE Engine 2: #2 Thrust Lever ............Confirm........IDLE #2 Start/Stop ..................Confirm.....STOP END APU Bleed Button.......................PUSH OUT Icing Conditions........................EXIT / AVOID Altitude....................................MAX 31000 FT CAUTION: IN FLIGHT ASSISTED STARTS ARE NOT POSSIBLE FOR THE AFFECTED ENGINE.

END

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ENG 1 (2) TLA FAIL CONDITION:Associated engine thrust control is lost. NOTE: The engine thrust will be set to idle automatically. LAND AT THE NEAREST SUITABLE AIRPORT ESTABLISH AND COMMUNICATE A PLAN When appropriate, accomplish: Driftdown Table (if applicable Pg EAP6-15), Engine Out Descent Checklist & Engine Out Landing Checklist (Pg EAP6-12) END

ENG 1 (2) T2 HEAT FAIL Icing Conditions...................EXIT / AVOID END

ENG EXCEEDANCE Do not takeoff. END

ENG NO TAKEOFF DATA Engine Takeoff Data ................................ ENTER END

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ENG REF A-I DISAG Configure the airplane according to takeoff data or reenter the takeoff data according to the airplane configuration. END

ENG REF ECS DISAG Configure the airplane according to takeoff data or re enter the takeoff data according to the airplane configuration. NOTE: The EICAS message ENG REF ECS DISAG will be always displayed when the following conditions apply simultaneously: The REF ECS is set to ON, the APU is running and the engine thrust levers are set to idle. END

ENG THR RATING DISAG Do not takeoff. END

ENG TLA NOT TOGA Move the thrust levers to TOGA position END

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Engine Out Descent Checklist 1. Approach considerations: • Multiply the Flaps 5 Unfactored Landing Distance on page EAP6-14 by 1.50. • Use SLAT/FLAP 5 for landing; Set VREF FULL + 20 KIAS. • If RAT deployed use SLAT/FLAP 3 only; Set VREF FULL + 20 KIAS. 2. Shoulder Harness...................... Verify...............................On 3. FSTN BELTS ..................................................................... ON 4. Altimeters................................... Verify................... .__.__Set 5. Landing Data ............................. Verify.............................Set 6. EICAS....................................................................... Checked 7. Approach BriefingComplete 8. Go Around Considerations: • Simultaneously press TOGA and ensure thrust lever in TOGA detent and verify thrust setting. • Rotate to FD commands and/or go around attitude of 8° nose up. • Select FLAPS 2, Positive Rate, Gear UP, maintain VAC and limit bank angle to 15°. • Climb straight ahead to 500 ft. AGL or follow “Engine Failure Missed Approach” procedure if published. • Climbing through engine out acceleration altitude select FLCH, VFS, HDG or FMS NAV. • Retract flaps on flap retraction schedule. 9. Engine Out Descent Checklist complete.

Engine Out Landing Checklist Landing consideration: • During landing only operative engine thrust reverser is available. 1. Flight Attendant .................. [PM].................................Notified 2. EICAS................................. [PM]...............................Checked 3. Landing Gear.............................Verify ....... DOWN, 3 GREEN 4. FLAPS......................................Verify .................................. 5 3 (if RAT deployed) 5. FUEL XFEED .................................................................. OFF 6. Engine Out Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: • Touchdown within 1,000 feet from the approach end of the runway. • Application of maximum manual braking.

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.) UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt 20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt 20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt 20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Driftdown Checklist [Condition: Engine failure during cruise when descent to lower altitude becomes necessary.] CRUISE ALTITUDE - CONFIGURATION - CLEAN o

DRIFTDOWN SPEED

ENGINE LOSS MAX CONT THRUST

TERRAIN CRITICAL

o LRC CRUISE

LEVEL OFF

1. AutothrottlesOFF 2. Max. Continuous ThrustSet 3. SPD on GPSet SPD from Tables below a. Enter the weight row (Start Driftdown) and proceed to the appropriate speed (Initial Driftdown Speed). 4. ALT SELSet Gross Level-Off Altitude from Tables below a. Enter the weight row (Start of Driftdown) and proceed to the appropriate ISA deviation column to determine the Gross Level-Off Altitude. 5. FLCHSelect DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE OFF WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA+10°C & BELOW

ISA +15°C

ISA+20°C

79000

75400

199

20000 (15100)

19600 (14400)

18600 (13000)

75000

72000

194

21300 (17000)

21000 (16400)

20200 (15100)

22400 (18200)

21900 (17000)

71000

68400

188

22700 (18600)

67000

64600

183

24100 (20100)

24000 (19900)

23400 (19000)

63000

60900

178

25700 (21700)

25600 (21500)

25000 (20900)

59000

57100

172

27300 (23300)

27200 (23200)

26700 (22700)

28900 (25000)

28400 (24600)

30700 (26900)

30300 (26500)

55000

53300

166

28900 (25100)

51000

49500

160

30700 (26900)

DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE ON WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA-8°C & BELOW

ISA

ISA+10°C

79000

75400

198

19700 (14900)

19600 (14700)

18000 (12600)

75000

72200

194

20900 (16800)

20800 (16600)

19400 (14700)

71000

68500

188

22200 (18400)

22200 (18200)

20800 (16500)

67000

64700

183

23600 (19800)

23600 (19700)

22300 (18200)

63000

61000

178

25100 (21300)

25000 (21300)

23800 (19900)

59000

57100

172

26600 (22900)

26300 (22900)

25300 (21600)

55000

53400

166

28300 (24600)

27500 (24600)

26500 (23400)

160

30100 (26300)

29000 (26100)

27800 (25100)

51000

49600

6. Driftdown Checklist complete. QRH170

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Fire Protection TABLE OF CONTENTS WARNING APU FIRE..................................................... EAP7-3 ENG 1 (2) FIRE ............................................ EAP7-4 CAUTION APU FIRE DET FAIL.................................... EAP7-5 APU FIREX FAIL ......................................... EAP7-5 CRG AFT (FWD) FIRE SYS FAIL................ EAP7-5 ENG 1 (2) FIRE DET FAIL ........................... EAP7-5 RECIRC SMK DET FAIL............................ EAP2-13 CHECKLISTS ENGINE OUT DESCENT/LANDING CHECKLIST ...................................................EAP7-6 FLAPS 5 UNFACTORED LDG DIST .............EAP7-7 FLAPS FULL UNFACTORED LDG DIST ......EAP7-8 DRIFTDOWN CHECKLIST ............................EAP7-9

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APU FIRE Light: APU Emergency Stop Button upper half illuminates in red. LAND AT THE NEAREST SUITABLE AIRPORT APU EMERGENCY STOP BUTTON..... PUSH IN APU............................................................... OFF APU FIRE MESSAGE EXTINGUISHES?

No

Yes

Establish and Communicate a Plan END APU Fire Extinguishing Button ....................................................PUSH Establish and Communicate a Plan END

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ENG 1 (2) FIRE EICAS Indication:FIRE icon on the associated ITT indicator and associated fire handle illuminates. LAND AT THE NEAREST SUITABLE AIRPORT AUTOTHROTTLES........................DISENGAGE #___ THRUST LEVER ......Confirm...........IDLE #___ START/STOP ............Confirm.........STOP #___ FIRE HANDLE ..........Confirm.........PULL #___Fire Handle.......Confirm......Rotate (L or R) .................................Wait 30 seconds....................

ENG 1 (2) FIRE MESSAGE PERSISTS?

No

Yes

Fire Handle (remaining bottle)..............ROTATE

SEVERE DAMAGE OR SEPARATION?

No

Yes

Airspeed...............................MAX 200 KIAS Altitude..................................MAX 18000 FT APU..........................................START Fuel.....................................BALANCE Autothrottle................AS REQUIRED Establish and Communicate a Plan When appropriate, accomplish: After Takeoff Checklist (if applicable) Driftdown Table (if applicable Pg EAP7-9) Engine Out Descent & Engine Out Landing Checklist (Pg EAP7-6) END

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APU FIRE DET FAIL APU............................................................... OFF END

APU FIREX FAIL APU............................................................... OFF END

CRG AFT (FWD) FIRE SYS FAIL

AFFECTED CARGO COMPARTMENT IS EMPTY?

No

Yes

END LAND AT THE NEAREST SUITABLE AIRPORT. END

ENG 1 (2) FIRE DET FAIL If fire is suspected in the affected engine: ENGINE 1 (2) FIRE Procedure ......ACCOMPLISH (Pg EAP7-4) END

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Engine Out Descent Checklist 1. Approach considerations: • Multiply the Flaps 5 Unfactored Landing Distance on page EAP7-8 by 1.50. • Use SLAT/FLAP 5 for landing; Set VREF FULL + 20 KIAS. • If RAT deployed use SLAT/FLAP 3 only; Set VREF FULL + 20 KIAS. 2. Shoulder Harness...................... Verify...............................On 3. FSTN BELTS ..................................................................... ON 4. Altimeters................................... Verify................... .__.__Set 5. Landing Data ............................. Verify.............................Set 6. EICAS....................................................................... Checked 7. Approach BriefingComplete 8. Go Around Considerations: • Simultaneously press TOGA and ensure thrust lever in TOGA detent and verify thrust setting. • Rotate to FD commands and/or go around attitude of 8° nose up. • Select FLAPS 2, Positive Rate, Gear UP, maintain VAC and limit bank angle to 15°. • Climb straight ahead to 500 ft. AGL or follow “Engine Failure Missed Approach” procedure if published. • Climbing through engine out acceleration altitude select FLCH, VFS, HDG or FMS NAV. • Retract flaps on flap retraction schedule. 9. Engine Out Descent Checklist complete.

Engine Out Landing Checklist Landing consideration: • During landing only operative engine thrust reverser is available. 1. Flight Attendant .................. [PM].................................Notified 2. EICAS................................. [PM]...............................Checked 3. Landing Gear.............................Verify ....... DOWN, 3 GREEN 4. FLAPS......................................Verify .................................. 5 3 (if RAT deployed) 5. FUEL XFEED .................................................................. OFF 6. Engine Out Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: • Touchdown within 1,000 feet from the approach end of the runway. • Application of maximum manual braking.

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

2728 2856 2988 3124 3272 3427 3605

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.) UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt 20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt 20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

WIND 10 Kt 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt 20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Driftdown Checklist [Condition: Engine failure during cruise when descent to lower altitude becomes necessary.] CRUISE ALTITUDE - CONFIGURATION - CLEAN o

DRIFTDOWN SPEED

ENGINE LOSS MAX CONT THRUST

TERRAIN CRITICAL

o LRC CRUISE

LEVEL OFF

1. AutothrottlesOFF 2. Max. Continuous ThrustSet 3. SPD on GPSet SPD from Tables below a. Enter the weight row (Start Driftdown) and proceed to the appropriate speed (Initial Driftdown Speed). 4. ALT SELSet Gross Level-Off Altitude from Tables below a. Enter the weight row (Start of Driftdown) and proceed to the appropriate ISA deviation column to determine the Gross Level-Off Altitude. 5. FLCHSelect DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE OFF WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

79000

75400

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA+10°C & BELOW

ISA +15°C

ISA+20°C

199

20000 (15100)

19600 (14400)

18600 (13000)

21000 (16400)

20200 (15100)

75000

72000

194

21300 (17000)

71000

68400

188

22700 (18600)

22400 (18200)

21900 (17000)

67000

64600

183

24100 (20100)

24000 (19900)

23400 (19000)

63000

60900

178

25700 (21700)

25600 (21500)

25000 (20900)

59000

57100

172

27300 (23300)

27200 (23200)

26700 (22700)

55000

53300

166

28900 (25100)

28900 (25000)

28400 (24600)

51000

49500

160

30700 (26900)

30700 (26900)

30300 (26500)

DRIFTDOWN TABLE EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI-ICE ON WEIGHT (lb)

INITIAL DRIFTDOWN

START LEVEL OFF DRIFTDOWN

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

ISA-8°C & BELOW

ISA

ISA+10°C

79000

75400

198

19700 (14900)

19600 (14700)

18000 (12600)

75000

72200

194

20900 (16800)

20800 (16600)

19400 (14700)

22200 (18200)

20800 (16500)

71000

68500

188

22200 (18400)

67000

64700

183

23600 (19800)

23600 (19700)

22300 (18200)

63000

61000

178

25100 (21300)

25000 (21300)

23800 (19900)

26300 (22900)

25300 (21600)

59000

57100

172

26600 (22900)

55000

53400

166

28300 (24600)

27500 (24600)

26500 (23400)

51000

49600

160

30100 (26300)

29000 (26100)

27800 (25100)

6. Driftdown Checklist complete. QRH170

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Flight Controls TABLE OF CONTENTS WARNING ELEV NML MODE FAIL...............................EAP8-3 GROUND SPOILERS FAIL .........................EAP8-3 RUDDER NML MODE FAIL.........................EAP8-4 SPOILER NML MODE FAIL ........................EAP8-4 CAUTION AOA LIMIT FAIL ..........................................EAP8-5 ELEV THR COMP FAIL ...............................EAP8-5 ELEVATOR FAULT .....................................EAP8-5 ELEVATOR LH (RH) FAIL...........................EAP8-6 FLAP FAIL ...................................................EAP8-7 FLT CTRL NO DISPATCH...........................EAP8-9 PITCH TRIM FAIL ........................................EAP8-9 RUDDER FAIL ...........................................EAP8-10 RUDDER FAULT .......................................EAP8-11 RUDDER LIMITER FAIL............................ EAP8-12 SLAT-FLAP LEVER DISAG ...................... EAP8-12 SLAT FAIL ................................................. EAP8-13 SPOILER FAULT .......................................EAP8-15 STAB LOCK FAULT..................................EAP8-16 ADVISORY AILERON LH (RH) FAIL.................................. EAP8-17 FLAP (SLAT) LO RATE .................................. EAP8-17 FLT CTRL FAULT ........................................... EAP8-17 STALL PROT ICE SPEED .............................. EAP8-17 CHECKLISTS AILERON FAIL DESCENT & LANDING CHKLST .......................................................... EAP8-18 FLAP / SLAT FAIL DESCENT & LANDING CHKLST .......................................................... EAP8-19 FLIGHT CONTROL / BRAKE MALFUNCTION DESCENT & LANDING CHKLST ................... EAP8-20 PITCH / ROLL MALFUNCTION DESCENT & LANDING CHKLST ......................................... EAP8-21 SPOILER FAULT DESCENT & LANDING CHKLST .......................................................... EAP8-22 FLAPS 5 UNFACTORED LDG DIST .............. EAP8-23 FLAPS FULL UNFACTORED LDG DIST ....... EAP8-24

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ELEV NML MODE FAIL Flight Controls Mode Elevators Button ............. PUSH IN NOTE: Do not accomplish the ELEVATOR FAULT Procedure. Relevant Inoperative Items: AOA Limit Auto Config Trim Autopilot Elevator Thrust Compensation

Avoid side slipping the airplane. END

GROUND SPOILERS FAIL CONDITION:One or more ground spoiler panels have extended inadvertently, have failed to extend when commanded or are unavailable to extend. Inflight: Speedbrake...................... CLOSE When appropriate, accomplish: Flight Control / Brake Malfunction Descent and Landing Checklist (Pg EAP8-20) END

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RUDDER NML MODE FAIL Flight Controls Mode Rudder Button................. PUSH IN NOTE: Do not accomplish the RUDDER FAULT Procedure. Relevant Inoperative Items: Yaw Damper Turn Coordination

END

SPOILER NML MODE FAIL Speedbrake............................... CLOSE Flight Controls Mode Spoilers Button ............... PUSH IN NOTE: Do not accomplish the SPOILER FAULT Procedure. Relevant Inoperative Items: Ground Spoilers Speed Brake

When appropriate, accomplish: Flight Control / Brake Malfunction Descent and Landing Checklist (Pg EAP8-20) END

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AOA LIMIT FAIL Avoid side slipping the airplane. NOTE: The stick shaker remains operative. END

ELEV THR COMP FAIL Compensate manually any pitch tendency following thrust variations. END

ELEVATOR FAULT NOTE: If the SPOILER FAULT message is also displayed, accomplish the Spoiler Fault procedure prior to this procedure. Flight Controls Mode Elevators Button ............. PUSH IN, then OUT ELEVATOR FAULT MESSAGE EXTINGUISHES?

No

Yes

END Relevant Inoperative Items: AOA Limit Auto Config Trim Autopilot Elevator Thrust Compensation

Avoid side slipping the airplane. END

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ELEVATOR LH (RH) FAIL Maximum Airspeed .................. CURRENT OR 175 KIAS, WHICHEVER IS HIGHER NOTE: Expect less elevator control authority and slower response, especially during landing flare. When appropriate, accomplish: Pitch / Roll Malfunction Descent & Landing Checklist(Pg EAP8-21) If a go around is required: Slat/Flap........................... 5 Airspeed .......................... VREF FULL + 15 KIAS END

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FLAP FAIL NOTE: Use the Flap Fail procedure for Flap/Slat Fail Slat/Flap Lever........................RETURN TO THE PREVIOUS POSITION ------------------Wait 10 seconds----------------MESSAGE EXTINGUISHES?

No

Yes

Slat/Flap Lever............... RESELECT DESIRED POSITION No

MESSAGE REMAINS EXTINGUISHED? Yes

END

FLAP FAILED IN RETRACTION?

No

Yes

The Flap may remain available for extension.

Landing configuration: Select the desired slat position and use the landing data according to the FLAP/SLAT FAIL LANDING CONFIGURATION TABLE, or FLAP/SLAT FAIL WITH SHAKER ANTICIPATED LANDING CONFIGURATION TABLE. NOTE: - If amber dashes are displayed on the EICAS, use the most conservative position to enter the table (e.g. for a failure between 1 and 2, consider 1). - Flaps external marks can be used to determine flap position. (Continues on the next page)

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(Continued from the previous page) Bank Angle ............................... 20° MAXIMUM Gnd Prox Flap Ovrd Button .... PUSH IN If a go around is required: Slat/Flap........................... MAINTAIN Maintain the VREF presented in the respective Landing Table. When appropriate, accomplish: Flap/Slat Fail Descent & Ldg Checklist (Pg EAP8-19) FLAP/SLAT FAIL LANDING CONFIGURATION TABLE SLAT FLAP VREF (KIAS)

0

Ldg Coef VREF (KIAS)

1

Ldg Coef VREF (KIAS)

2

Ldg Coef VREF (KIAS)

0

3

FULL

VREF FULL+60

VREF FULL+50

VREF FULL+50

2.41

1.75

1.80

VREF FULL+35

VREF FULL+35

VREF FULL+35

1.46

2.00

2.00

VREF FULL+30

VREF FULL+25

VREF FULL+20

1.38

3 (4) (5)

Ldg Coef

NOT SELECTABLE

VREF (KIAS)

FULL

Ldg Coef

1.55

1.28

VREF FULL+15

VREF FULL+10

1.31

1.29

VREF FULL+5

VREF FULL

1.06

1.00

FLAP/SLAT FAIL WITH SHAKER ANTICIPATED LANDING CONFIGURATION TABLE SLAT FLAP VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef

0

1

2

0

3

FULL

VREF FULL+60

VREF FULL+60

VREF FULL+60

2.41

2.00

2.00

VREF FULL+40

VREF FUL 40

VREF FULL+40

1.55

1.60

1.60

VREF FULL+30

VREF FULL+25

VREF FULL+25

1.38

3 (4) (5) NOT SELECTABLE

FULL

1.55

1.57

VREF FULL+15

VREF FULL+10

1.31

1.29

VREF FULL+5

VREF FULL

1.06

1.00

END

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FLT CTRL NO DISPATCH Do not takeoff.

END

PITCH TRIM FAIL Maximum Airspeed .................. CURRENT OR 175 KIAS, WHICHEVER IS HIGHER Pitch Trim System 1 and 2 Cutout Buttons................ PUSH IN, then OUT Pitch Trim Switches ................. ACTUATE PITCH TRIM NORMAL?

No

Yes

END Pitch Trim System 1 and 2 Cutout Buttons................ PUSH IN NOTE: No more pitch trim is available.

When appropriate, accomplish: Pitch / Roll Malfunction Descent & Landing Checklist(Pg EAP8-21)

Establish landing configuration early. If a go around is required: Slat/Flap ........................... 5 Airspeed........................... VREF FULL + 15 KIAS

END

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RUDDER FAIL LAND AT THE NEAREST SUITABLE AIRPORT. Maximum Airspeed .................. CURRENT OR 175 KIAS, WHICHEVER IS HIGHER Relevant Inoperative Items: Yaw Trim Yaw Damper Turn Coordination

Landing configuration: Slat/Flap........................... FULL Set VREF FULL. CAUTION: AVOID LANDING WITH CROSSWIND COMPONENTS ABOVE 10 KT.

If a go around is required, proceed as a normal go around limiting the airspeed to 175 KIAS. NOTE: As asymmetric thrust may be required to help controlling the airplane, maximum thrust on both engines may not be possible. Establish and Communicate a Plan

END

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RUDDER FAULT CONDITION:Rudder control has reverted to Direct Mode. NOTE: If the SPOILER FAULT message is also displayed, accomplish the Spoiler Fault procedure prior to this procedure. Flight Controls Mode Rudder Button................. PUSH IN, then OUT RUDDER FAULT MESSAGE EXTINGUISHES?

No

Yes

END

RUDDER LIMITER FAIL MESSAGE DISPLAYED?

No

Yes

Flight Controls Mode Rudder Button................. PUSH IN, then OUT RUDDER FAULT MESSAGE EXTINGUISHES?

No

Yes

END Relevant Inoperative Items: Yaw Damper Turn Coordination

END

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RUDDER LIMITER FAIL CONDITION:Rudder position limiter is inoperative and rudder authority in flight is 30°. WARNING:DO NOT APPLY ABRUPT PEDAL COMMANDS. WARNING:DO NOT APPLY FULL RUDDER DEFLECTION.

END

SLAT-FLAP LEVER DISAG Return the slat/flap lever to previous position and then use it as required.

END

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SLAT FAIL NOTE: Use the Flap Fail procedure for Flap/Slat Fail

Slat/Flap Lever.................RETURN TO THE PREVIOUS POSITION ------------------Wait 10 seconds----------------MESSAGE EXTINGUISHES?

No

Yes

Slat/Flap Lever.....................RESELECT DESIRED POSITION MESSAGE REMAINS EXTINGUISHED?

No

Yes

END SLAT FAILED IN RETRACTION?

No

Yes

The Slat may remain available for extension

Landing configuration: Select the desired flap position and use the landing data according to the FLAP/SLAT FAIL LANDING CONFIGURATION TABLE, or FLAP/SLAT FAIL WITH SHAKER ANTICIPATED LANDING CONFIGURATION TABLE. NOTE: - If amber dashes are displayed on the EICAS, use the most conservative position to enter the table (e.g. for a failure between 1 and 2, consider 1). - Slats external marks can be used to determine the slat position. Bank Angle ............................... 20° MAXIMUM Gnd Prox Flap Ovrd Button..... PUSH IN (Continues on the next page)

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(Continued from the previous page)

If a go around is required: Slat/Flap........................... MAINTAIN Maintain the VREF presented in the respective Landing Table. When appropriate, accomplish: Flap/Slat Fail Descent & Landing Checklist (Pg EAP8-19) FLAP/SLAT FAIL LANDING CONFIGURATION TABLE SLAT FLAP VREF (KIAS)

0

Ldg Coef VREF (KIAS)

1

Ldg Coef VREF (KIAS)

2

Ldg Coef VREF (KIAS)

0

3

FULL

VREF FULL+60

VREF FULL+50

VREF FULL+50

2.41

1.75

1.80

VREF FULL+35

VREF FULL+35

VREF FULL+35

1.46

2.00

2.00

VREF FULL+30

VREF FULL+25

VREF FULL+20

1.38

3 (4) (5)

Ldg Coef

NOT SELECTABLE

VREF (KIAS)

FULL

1.55

1.28

VREF FULL+15

VREF FULL+10

1.31

1.29

VREF FULL+5

VREF FULL

1.06

1.00

Ldg Coef

FLAP/SLAT FAIL WITH SHAKER ANTICIPATED LANDING CONFIGURATION TABLE SLAT FLAP VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef VREF (KIAS) Ldg Coef

0

1

2

0

3

FULL

VREF FULL+60

VREF FULL+60

VREF FULL+60

2.41

2.00

2.00

VREF FULL+40

VREF FUL 40

VREF FULL+40

1.55

1.60

1.60

VREF FULL+30

VREF FULL+25

VREF FULL+25

1.38

3 (4) (5) NOT SELECTABLE

FULL

1.55

1.57

VREF FULL+15

VREF FULL+10

1.31

1.29

VREF FULL+5

VREF FULL

1.06

1.00

END

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SPOILER FAULT CONDITION:One or more Multifunction Spoilers Panels have reverted to Direct Mode, have extended inadvertently or have failed to extend. Autopilot ................................... DISENGAGE Speedbrake............................... CLOSE Flight Controls Mode Spoilers Button ........................ PUSH IN, then OUT SPOILER FAULT MESSAGE EXTINGUISHES?

No

Yes

END Relevant Inoperative Items: Ground Spoilers (partially or fully lost) Speed Brake (partially or fully lost)

Landing configuration: If any spoiler panel is failed opened or if it is not possible to determine the spoiler panel position: Slat/Flap ........................... 5 Set VREF = VREF FULL + 15 KIAS. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (EAP8-24) BY 1.78.

If all spoiler panels are closed: Slat/Flap ........................... FULL Set VREF FULL. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (EAP8-24) BY 1.45.

When appropriate, accomplish: Spoiler Fault Descent & Landing Checklist (Pg EAP8-22) END

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STAB LOCK FAULT CONDITION:The Horizontal Stabilizer may have a drift rate up to 0.5 deg/min. nose up or nose down. LAND AT THE NEAREST SUITABLE AIRPORT.

Pitch Trim ................................. AS REQUIRED CAUTION: DO NOT PRESS ANY PITCH TRIM SYSTEM CUTOUT BUTTON.

Establish and Communicate a Plan

END

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AILERON LH (RH) FAIL [Condition: (Left or Right) aileron inoperative.] 1. Abrupt and Large Aileron InputsAvoid 2. Bank Angle25° or less

When appropriate, accomplish: Aileron Failure Descent & Landing Checklist (Pg EAP8-18) END

FLAP (SLAT) LO RATE During approach: Slat/Flap Actuation ......... ANTICIPATE END

FLT CTRL FAULT Do not takeoff.

END

STALL PROT ICE SPEED Set landing reference speed and use landing performance data appropriate to ice accretion.

END

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Aileron LH (RH) Fail Descent Checklist 1. Approach Considerations: • Plan on a Flap 5 landing. • Establish landing configuration early. • Avoid crosswinds greater than 10 kts. for a roll malfunction. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP8-24 by 1.30. 3. Shoulder Harness..................Verify.................. ..................On 4. FSTN BELTS .................... ..................................................On 5. Altimeters..............................Verify................. ..........__.__Set 6. Landing Data.............Verify ................ ......VREF FULL + 10 Set 7. EICAS........................................................................Checked 8. Approach BriefingComplete 9. Aileron LH (RH) Fail Descent Checklist complete.

Aileron LH (RH) Landing Checklist 1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified 2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . .Checked 3. Landing Gear . . . . . . . . . Verify . . . . . Down, 3 Green 4. Flaps . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . . . . . .5 5. Aileron LH (RH) Fail Landing Checklist complete.

END

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FLAP/SLAT FAIL Descent Checklist 1. Approach Considerations: • Extend pattern to ensure a long, straight final approach. • Establish landing configuration early. 2. Determine the landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP8-24 by the appropriate Ldg. Coef. from the table. 3. Shoulder Harness..............Verify........................................On 4. FSTN BELTS ......................................................................On 5. Altimeters...........................Verify............... ...............__.__Set 6. Landing Data....Verify ............. .....Applicable VREF (KIAS) Set from the table above 7. EICAS................. ......................................................Checked 8. GND PROX FLAP OVRD ........... ........PUSH IN (if applicable) 9. Approach Briefing .....................................................Complete 10. FLAP/SLAT FAIL Descent Checklist complete.

FLAP/SLAT FAIL Landing Checklist 1. Flight Attendant .......................................................... Notified 1. EICAS........................................................................Checked 2. Landing Gear..............Verify ............................Down, 3 Green 3. Flaps..................Verify........ ......___ (Max extension possible) 4. FLAP/SLAT FAIL Landing Checklist complete.

END

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Flight Control / Brake Malfunction Descent Checklist 1. Approach Considerations: • Plan on a Flap FULL landing. • Establish landing configuration early. • For multiple messages, use the largest multiplier factor to determine landing distance 2. Landing DistanceDetermine For the following EICAS messages:

Multiply the Flaps Full Unfactored Landing Distance on Page EAP8-24 by:

AVNX MAU 1A FAIL

1.70

AVNX MAU 1B FAIL

1.15

AVNX MAU 2B FAIL

1.65

AVNX MAU 3A FAIL

1.20

AVNX MAU 3B FAIL BRK CONTROL FAULT BRAKE FAULT

1.65

BRK (LH or RH) FAIL

1.65

GROUND SPOILERS FAIL

1.30

LG WOW SYS FAIL SPOILER NML MODE FAIL

1.45

3. Shoulder Harness.......Verify...............................................On 4. FSTN BELTS ................. .....................................................On 5. Altimeters....................Verify......................................__.__Set 6. 7. 8. 9.

Landing Data..............Verify .............. ...............VREF FULL Set EICAS........................................................................Checked Approach Briefing .....................................................Complete Landing Considerations (for brake malfunction):

• Apply brakes normally. • If necessary, apply the Emergency/Parking Brake monitoring the Emergency/Parking Brake light. When the light is on, maintain steady pressure since the anti-skid protection is not available. 10. Flight Control / Brake Malfunction Descent Checklist complete.

Flight Control / Brake Malfunction Landing Checklist 1. Flight Attendant ......... .................................................Notified 2. EICAS........................................................................Checked 3. Landing Gear..................Verify ...................DOWN, 3 GREEN 4. FLAPS...........................Verify .............................FULL 5. Flight Control / Brake Malfunction Landing Checklist complete.

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Pitch/Roll Malfunction Descent Checklist 1. Approach Considerations: • Plan on a Flap 5 landing. • Establish landing configuration early. • Avoid crosswinds greater than 10 kts. for a roll malfunction. 2. Landing DistanceDetermine For the following:

Multiply the Flaps Full Unfactored Landing Distance on Page EAP8-24 by:

ELEVATOR (LH or RH) FAIL Jammed Control Column Pitch

1.40

Jammed Control Wheel Roll PITCH TRIM FAIL

1.40

SPOILER FAULT

1.78

STALL PROT FAIL

1.40

3. Shoulder Harness.............Verify............... ..........................On 4. FSTN BELTS ......................................................................On 5. Altimeters..........................Verify.............. .................__.__Set 6. 7. 8. 9.

Landing Data.................Verify ..................VREF FULL + 15 Set EICAS................. .......................................................Checked Approach Briefing .....................................................Complete Landing Consideration:

• Expect less elevator control authority and slower response during landing flare. 10. Pitch/Roll Malfunction Descent Checklist complete.

Pitch/Roll Malfunction Landing Checklist 1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified 2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked 3. Landing Gear . . . . . . . . Verify. . . . . Down, 3 Green 4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . . . . 5 5. Pitch/Roll Malfunction Landing Checklist complete.

END

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Spoiler Fault Descent Checklist 1. Approach Considerations: • Plan on a Flap 5 landing if spoiler panels are open or the position of the panels cannot be determined. • Plan on a Flap Full landing if spoiler panels are closed. • Establish landing configuration early. 2. Landing DistanceDetermine For the following:

Multiply the Flaps Full Unfactored Landing Distance on Page EAP8-24 by:

SPOILER FAULT PANELS OPEN

1.78

SPOILER FAULT PANELS CLOSED

1.45

3. Shoulder Harness.............Verify.................... ....................On 4. FSTN BELTS ....................... ...............................................On 5. Altimeters.........................Verify..................... ...........__.__Set 6. 7. 8. 9.

Landing Data....................Verify .........................................Set EICAS....................... ................................................Checked Approach Briefing .....................................................Complete Landing Consideration:

• Expect less elevator control authority and slower response during landing flare. 10. Spoiler Fault Descent Checklist complete.

Spoiler Fault Landing Checklist 1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified 2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked 3. Landing Gear . . . . . . . . . Verify . . . . . Down, 3 Green 4. Flaps . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . . . . .__ 5. Spoiler Fault Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

52000 56000 60000 64000 68000 72000 76000

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

52000 56000 60000 64000 68000 72000 76000

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

52000 56000 60000 64000 68000 72000 76000

2830 2962 3102 3253 3413 3599 3795

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt

20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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FMS/NAV/COM & Flight Instruments TABLE OF CONTENTS WARNING NO TAKEOFF CONFIG ............................... EAP9-3 CAUTION ADS 1 (2) FAIL............................................. EAP9-4 ADS 3 FAIL .................................................. EAP9-4 ADS 1 (2) (3) HTR FAIL............................... EAP9-4 ADS 4 HTR FAIL.......................................... EAP9-4 APM FAIL..................................................... EAP9-4 APM MISCOMP ........................................... EAP9-4 AURAL WRN SYS FAIL .............................. EAP9-5 AVNX ASCB FAULT.................................... EAP9-5 AVNX MAU 1A FAIL.................................... EAP9-5 AVNX MAU 1B FAIL.................................... EAP9-6 AVNX MAU 2A FAIL.................................... EAP9-6 AVNX MAU 2B FAIL.................................... EAP9-7 AVNX MAU 3A FAIL.................................... EAP9-7 AVNX MAU 3B FAIL.................................... EAP9-8 AVNX MAU 1A (1B) OVHT.......................... EAP9-8 AVNX MAU 2A (2B) OVHT.......................... EAP9-8 AVNX MAU 3A (3B) OVHT.......................... EAP9-9 AVNX MAU 1 (2) (3) FAN FAIL ................... EAP9-9 CMS FAIL..................................................... EAP9-9 CREW WRN SYS FAULT ............................ EAP9-9 DISPLAY CTRL FAIL ................................ EAP9-10 DISPLAY CTRL FAULT............................. EAP9-10 EICAS FAULT............................................ EAP9-10 EICAS OVHT.............................................. EAP9-10 FMS POS DISAG ....................................... EAP9-11 FMS 1 (2) - GPS POS DISAG.................... EAP9-11 GND PROX FAIL ....................................... EAP9-11 IRS EXCESSIVE MOTION......................... EAP9-11 IRS 1 (2) FAIL ............................................ EAP9-11 MCDU 1 (2) OVHT ..................................... EAP9-12 MFD 1 (2) FAULT....................................... EAP9-12 MFD 1 (2) OVHT ........................................ EAP9-12 NAVCOM 1 (2) FAIL .................................. EAP9-12 NAVCOM 1 (2) OVHT ................................ EAP9-13

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CAUTION (continued) PFD 1 (2) FAULT ....................................... EAP9-13 PFD 1 (2) OVHT......................................... EAP9-13 SYS CONFIG FAIL .................................... EAP9-13 TERRAIN FAIL .......................................... EAP9-14 VALIDATE CONFIG .................................. EAP9-14 VHF 1 (2) (3) OVHT ................................... EAP9-14 VHF 3 FAIL ................................................ EAP9-14 WINDSHEAR FAIL .................................... EAP9-14 ADVISORY ADS PROBE 1 (2) (3) (4) FAIL ................... EAP9-15 IRS PRES POS INVALID............................EAP9-15 IRS 1 (2) NAV MODE FAIL......................... EAP9-15 CHECKLISTS FLIGHT CONTROL / BRAKE MALFUNCTION DESCENT & LANDING CHECKLIST .........EAP9-16 FLAPS 5 UNFACTORED LDG DIST ........... EAP9-17 FLAPS FULL UNFACTORED LDG DIST .... EAP9-18

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NO TAKEOFF CONFIG Configure the airplane for takeoff.

END

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ADS 1 (2) FAIL Confirm the affected ADS automatic reversion. If necessary: Affected Reversionary Panel ADS Button ................................. PUSH

END

ADS 3 FAIL Reversion....................................AS REQUIRED END

ADS 1 (2) (3) HTR FAIL Revert the affected ADS.

END

ADS 4 HTR FAIL Disregard IESS altitude and airspeed indication.

END

APM FAIL Do not takeoff.

END

APM MISCOMP Do not takeoff.

END

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AURAL WRN SYS FAIL Monitor visual indications. NOTE: Aural warnings, including EGPWS callouts, are lost. TCAS aural will be operative.

END

AVNX ASCB FAULT Do not takeoff.

END

AVNX MAU 1A FAIL LAND AT THE NEAREST SUITABLE AIRPORT. Icing Conditions ............................. EXIT/AVOID Relevant Inoperative Items: Multi Function Spoilers L5 and R5MCDU 1 (except circuit breakers page)

Outboard BrakesPitch Trim Indication

Weather RadarAutopilot 1

Left Aileron Indication ACARS

Nosewheel Steering

Establish and Communicate a Plan When appropriate, accomplish: Flight Control / Brake Malfunction Descent & Landing Checklist (Pg EAP9-16)

END

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AVNX MAU 1B FAIL Relevant Inoperative Items: Multi Function Spoilers L5 and R5 Pitch Trim Indication GPS 1

Establish and Communicate a Plan When appropriate, accomplish: Flight Control / Brake Malfunction Descent & Landing Checklist (Pg EAP9-16)

END

AVNX MAU 2A FAIL Relevant Inoperative Items: Nose Wheel Steering FMS 1

On ground: Steer the airplane using rudder and differential braking.

END

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AVNX MAU 2B FAIL Relevant Inoperative Items: Inboard Brakes

EGPWS

Autopilot 1

NAVCOM 2

Right Side Weather Radar Control

IESS - Localizer and Glide Slope Indication

MCDU 2 (except circuit breakers page)

Transponder 2

Establish and Communicate a Plan When appropriate, accomplish: Flight Control / Brake Malfunction Descent & Landing Checklist (Pg EAP9-16)

END

AVNX MAU 3A FAIL LAND AT THE NEAREST SUITABLE AIRPORT.

Icing Conditions ........................... EXIT / AVOID Relevant Inoperative Items: Multi Function Spoiler L3, R3, L4 and R4 Speedbrake Ground Spoilers Right Aileron Indication APU ADS 3 GPS 2 FMS 2 Autopilot 2

Establish and Communicate a Plan When appropriate, accomplish: Flight Control / Brake Malfunction Descent & Landing Checklist (Pg EAP9-16)

END

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AVNX MAU 3B FAIL Relevant Inoperative Items: Multi Function Spoilers L3, R3, L4 and R4 Pitch Trim Indication Engine Vibration Indication

Establish and Communicate a Plan When appropriate, accomplish: Flight Control / Brake Malfunction Descent & Landing Checklist (Pg EAP9-16)

END

AVNX MAU 1A (1B) OVHT Associated CB........................................... PULL NOTE: - For MAU 1A OVHT, pull the B6 and B7 CB. - For MAU 1B OVHT, pull the B15 CB. Refer to AVNX MAU 1A (1B) FAIL Procedure (Pg EAP 9-5 and 9-6) to be aware of relevant inoperative items.

END

AVNX MAU 2A (2B) OVHT Associated CB........................................... PULL NOTE: - For MAU 2A OVHT, pull the B25 CB. - For MAU 2B OVHT, pull the B26 and B35 CB. Refer to AVNX MAU 2A (2B) FAIL Procedure (Pg EAP 9-6 and 9-7 ) to be aware of relevant inoperative items.

END

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AVNX MAU 3A (3B) OVHT Associated CB........................................... PULL NOTE: - For MAU 3A OVHT, pull the B34 CB. - For MAU 3B OVHT, pull the B27 CB. Refer to AVNX MAU 3A (3B) FAIL Procedure (Pg EAP 9-7 and 9-8) to be aware of relevant inoperative items.

END

AVNX MAU 1 (2) (3) FAN FAIL Do not takeoff.

END

CMS FAIL Do not takeoff.

END

CREW WRN SYS FAULT Do not takeoff.

END

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DISPLAY CTRL FAIL NOTE: - PFD selections of VOR, FMS, RA/BARO, Minimums and Baro setting will be locked at the last setting position prior to the failure. - Disregard altitude callouts from aural system. - Use IESS for barometric setting and ILS approach. Relevant Inoperative Items on both pilot and copilot display controllers: V/L Push button

HSI Push button

Bearing “O” Push button

FPR Push button

Bearing “<>” Push button

RAD/BARO Minimums Knob

FMS Push button

IN/Hpa baro setting knob

PREV Push button

Push STD Push button

WX Push button

END

DISPLAY CTRL FAULT Do not takeoff.

END

EICAS FAULT Crosscheck EICAS information and revert if necessary.

END

EICAS OVHT B11 CB ....................................................... PULL Reversionary Panel Selector................................................ EICAS END

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FMS POS DISAG Do not use FMS as navigation source.

END

FMS 1 (2) - GPS POS DISAG

No

DUAL FMS INSTALLED? Yes

Select another FMS source. END Select another navigation source. END

GND PROX FAIL Increase awareness in relation to ground proximity.

END

IRS EXCESSIVE MOTION Airplane...................................................... STOP The IRS will restart the alignment after the motion is stopped. END

IRS 1 (2) FAIL Reversionary Panel IRS Button ...............PUSH END

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MCDU 1 (2) OVHT Associated CB........................................... PULL NOTE: - For MCDU 1 OVHT, pull the B16 CB. - For MCDU 2 OVHT, pull the B31 CB. END

MFD 1 (2) FAULT Crosscheck the affected MFD display information (System Synoptics, MAP, TAS, TAT, SAT, TCAS info, WX radar and Terrain Data) with the opposite side MFD display information. Disregard any non-reliable information from the affected MFD.

END

MFD 1 (2) OVHT Associated CB........................................... PULL Reversion....................................AS REQUIRED NOTE: - For MFD 1 OVHT, pull the B29 CB. - For MFD 2 OVHT, pull the B20 CB. END

NAVCOM 1 (2) FAIL Select and use the remaining NAVCOM (VHF, VOR, DME and Transponder).

END

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NAVCOM 1 (2) OVHT Associated MRC CB.................................. PULL NOTE: - For NAVCOM 1 OVHT, pull the C10 CB. - For NAVCOM 2 OVHT, pull the MRC 2 Electronic CB. NAVCOM 1 (2) FAIL Procedure (Pg EAP9-12)........ACCOMPLISH END

PFD 1 (2) FAULT Crosscheck the affected PFD display information (Attitude, Airspeed, Altitude, FMA, FPA, Minimums, Baro setting, NAVCOM radio frequencies, HDG and CRS) with the opposite side PFD display information. Disregard any non-reliable information from the affected PFD.

END

PFD 1 (2) OVHT Associated CB........................................... PULL Reversionary Panel Selector....................................AS REQUIRED NOTE: - For PFD 1 OVHT, pull the B19 CB. - For PFD 2 OVHT, pull the B21 CB. END

SYS CONFIG FAIL Do not takeoff.

END

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TERRAIN FAIL Increase awareness in relation to terrain proximity.

END

VALIDATE CONFIG Do not takeoff.

END

VHF 1 (2) (3) OVHT Associated CB........................................... PULL NOTE: - For VHF 1 OVHT, pull the C11 CB. - For VHF 2 OVHT, pull the VHF 2 Electronic CB. - For VHF 3 OVHT, pull the VHF 3 Electronic CB. END

VHF 3 FAIL Select another VHF source.

END

WINDSHEAR FAIL Increase awareness in relation to weather, wind and speed variations.

END

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ADS PROBE 1 (2) (3) (4) FAIL Do not takeoff.

END

IRS PRES POS INVALID FMS Present Position .... ENTER OR REENTER END

IRS 1 (2) NAV MODE FAIL Associated Reversionary Panel IRS Button...................................PUSH END

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Flight Control / Brake Malfunction Descent Checklist 1. Approach Considerations: • Plan on a Flap FULL landing. • Establish landing configuration early. • For multiple messages, use the largest multiplier factor to determine landing distance 2. Landing DistanceDetermine For the following EICAS messages:

Multiply the Flaps Full Unfactored Landing Distance on Page EAP9-18 by:

AVNX MAU 1A FAIL

1.70

AVNX MAU 1B FAIL

1.15

AVNX MAU 2B FAIL

1.65

AVNX MAU 3A FAIL

1.20

AVNX MAU 3B FAIL BRK CONTROL FAULT BRAKE FAULT

1.65

BRK (LH or RH) FAIL

1.65

GROUND SPOILERS FAIL

1.30

LG WOW SYS FAIL SPOILER NML MODE FAIL

1.45

3. Shoulder Harness.......Verify...............................................On 4. FSTN BELTS ................. .....................................................On 5. Altimeters....................Verify......................................__.__Set 6. 7. 8. 9.

Landing Data..............Verify .............. ...............VREF FULL Set EICAS........................................................................Checked Approach Briefing .....................................................Complete Landing Considerations (for brake malfunction):

• Apply brakes normally. • If necessary, apply the Emergency/Parking Brake monitoring the Emergency/Parking Brake light. When the light is on, maintain steady pressure since the anti-skid protection is not available. 10. Flight Control / Brake Malfunction Descent Checklist complete.

Flight Control / Brake Malfunction Landing Checklist 1. Flight Attendant ......... .................................................Notified 2. EICAS........................................................................Checked 3. Landing Gear..................Verify ...................DOWN, 3 GREEN 4. FLAPS...........................Verify .............................FULL 5. Flight Control / Brake Malfunction Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

52000 56000 60000 64000 68000 72000 76000

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

52000 56000 60000 64000 68000 72000 76000

2728 2856 2988 3124 3272 3427 3605

ALTITUDE Weight (lb)

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

52000 56000 60000 64000 68000 72000 76000

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

2463 2567 2674 2783 2891 3001 3113

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Fuel TABLE OF CONTENTS WARNING FUEL 1 (2) LO LEVEL ............................... EAP10-3 CAUTION APU FUEL SOV FAIL ................................ EAP10-4 ENG 1 (2) FUEL SOV FAIL ....................... EAP10-4 FUEL AC PUMP 1 (2) FAIL ....................... EAP10-4 FUEL DC PUMP FAIL................................ EAP10-4 FUEL IMBALANCE.................................... EAP10-5 FUEL XFEED FAIL .................................... EAP10-6 ADVISORY FUEL FEED 1(2) FAULT.............................EAP10-7 FUEL TANK LO TEMP................................EAP10-7

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FUEL 1 (2) LO LEVEL EICAS Indication:Low level sensors indicate 660 lbs of fuel remain in the respective tank. Associated fuel quantity indication in red.

LAND AT THE NEAREST SUITABLE AIRPORT CAUTION: AVOID ATTITUDES IN EXCESS OF 15° NOSE UP OR DOWN, UNCOORDINATED MANEUVERS AND NEGATIVE G'S.

Associated Fuel AC Pump ........................... ON FUEL LEAK SUSPECTED?

No

Yes

FUEL LEAK Procedure (Pg NAP-12)............ACCOMPLISH END Fuel Xfeed Selector.....................AS REQUIRED Considerations: • Maintain a clean configuration as long as possible during the descent and approach to conserve fuel. However, initiate configuration change early enough to provide a smooth, slow deceleration to final approach speed to prevent fuel running forward in the tanks. • Runway conditions permitting, avoid heavy braking and high levels of reverse thrust to prevent uncovering all fuel pumps and possible engine flameout during landing roll. • For a go around, apply thrust slowly and smoothly, maintain minimum nose-up attitude required for safe climb gradient and avoid rapid acceleration. • If any wing tank fuel pump low pressure message is displayed, do not turn fuel pump off.

Establish and Communicate a Plan END

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APU FUEL SOV FAIL Do not restart the APU.

END

ENG 1 (2) FUEL SOV FAIL

FUEL LEAK SUSPECTED?

No

Yes

Associated Fuel AC Pump ..........................OFF Fuel Xfeed Selector......................................OFF

END

FUEL AC PUMP 1 (2) FAIL Fuel Xfeed Selector......................................OFF END

FUEL DC PUMP FAIL Fuel DC Pump Selector ...............................OFF END

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FUEL IMBALANCE

FUEL LEAK SUSPECTED?

No

Yes

FUEL LEAK Procedure ............ACCOMPLISH (Pg NAP-12) END ATTITUDE ...................................WINGS LEVEL Compare total fuel quantity indication on EICAS with fuel remaining information indicated on FMS Fuel Management page. If FMS fuel remaining quantity is lower than EICAS total fuel indication, disregard FMS fuel remaining information and monitor fuel quantities. NOTE: - Crossfeed performance may be reduced in a high thrust asymmetry condition with both engines operating. On those conditions fuel imbalance above 800 lbs may be observed. - Crossfeed performance is restored with any thrust reduction below maximum continuous.

RH WING LOWER LEVEL?

No

Yes

Fuel Xfeed Selector................................. LOW 2 When the desired balance is achieved: Fuel Xfeed Selector...............................OFF Monitor total fuel indication in EICAS with FMS fuel remaining information. END Fuel Xfeed Selector................................. LOW 1 When the desired balance is achieved: Fuel Xfeed Selector...............................OFF Monitor total fuel indication in EICAS with FMS fuel remaining information. END

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FUEL XFEED FAIL

FUEL XFEED SELECTOR OFF?

No

Yes

END

FUEL IS BEING EQUALIZED?

No

Yes

When appropriate: Fuel Xfeed Selector .............................. OFF END Fuel Xfeed Selector......................................OFF Asymmetric Thrust .................... AS REQUIRED END

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FUEL FEED 1 (2) FAULT

No

IN FLIGHT? Yes

Continue the flight monitoring the systems.

END Emergency/Parking Brake...........................SET Associated FUEL AC PUMP .................... AUTO Associated Thrust Lever...ADVANCE to 65% N2 Associated FUEL AC PUMP ......................... ON ..............................Wait 5seconds...............................

Associated FUEL AC PUMP .................... AUTO Associated Thrust Lever ........................... IDLE No

FUEL FEED 1 (2) FAULT MESSAGE PERSISTS? Yes

Do not Takeoff. END Associated Thrust Lever...........AS REQUIRED

FUEL TANK LO TEMP Airspeed.......................................VMO/MMO ..........................Wait 3 minutes...................................... No

FUEL TANK LO TEMP MESSAGE PERSISTS? Yes

Altitude.........................................LOWER END QRH170

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Hydraulics TABLE OF CONTENTS WARNING HYD 1 (2) OVERHEAT............................... EAP11-3 HYD 3 OVERHEAT .................................... EAP11-3 CAUTION HYD PTU FAIL........................................... EAP11-4 HYD 1 (2) EDP NOT D-PRESS.................. EAP11-4 HYD 1 (2) HI TEMP .................................... EAP11-4 HYD 3 HI TEMP ......................................... EAP11-4 HYD 1 (2) LO PRESS ................................ EAP11-5 HYD 3 LO PRESS...................................... EAP11-5 HYD 3 VLV FAIL ........................................ EAP11-5 LOSS OF HYDRAULIC SYSTEM 1........... EAP11-6 LOSS OF HYDRAULIC SYSTEM 2........... EAP11-7 LOSS OF HYDRAULIC SYSTEM 3........... EAP11-7 ADVISORY HYD 1 (2) ELEC PUMP FAIL......................EAP11-8 HYD 3 ELEC PUMP A (B) FAIL ..................EAP11-8 HYD TEMP SENS FAIL ..............................EAP11-8 CHECKLISTS LOSS OF HYD SYS 1 DESCENT/ LANDING ....................................................EAP11-9 LOSS OF HYD SYS 2 DESCENT/ LANDING ..................................................EAP11-10 LOSS OF HYD SYS 1&2 DESCENT/ LANDING ..................................................EAP11-11 LOSS OF HYD SYS 1&3 DESCENT/ LANDING ..................................................EAP11-12 LOSS OF HYD SYS 2&3 DESCENT/ LANDING ..................................................EAP11-13 FLAPS 5 UNFACTORED LDG DIST .........EAP11-14 FLAPS FULL UNFACTORED LDG DIST ..EAP11-15

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HYD 1 (2) OVERHEAT Associated Electric Hydraulic Pump Selector..................................................OFF Associated Engine Pump Shutoff Button.......................................PUSH IN HYD 1 (2) SOV FAIL MESSAGE PRESENTED?

No

Yes

LAND AT THE NEAREST SUITABLE AIRPORT.

ENGINE SHUTDOWN Procedure .............ACCOMPLISH (Pg NAP-25) Establish and Communicate a Plan.

Appropriate LOSS OF HYDRAULIC SYSTEM Procedure .......ACCOMPLISH(Pg EAP11-6 or EAP11-7) END

HYD 3 OVERHEAT Electric Hyd Sys 3 Pump A Selector..................................................OFF Electric Hyd Sys 3 Pump B Selector..................................................OFF LOSS OF HYDRAULIC SYSTEM 3 Procedure .............ACCOMPLISH (Pg EAP11-7) END

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HYD PTU FAIL PTU Selector.................................................. ON HYD PTU FAIL MESSAGE PERSISTS?

No

Yes

PTU Selector.................................................OFF END NOTE: During cruise flight, the PTU Selector may be turned to AUTO.

END

HYD 1 (2) EDP NOT D-PRESS An engine windmill restart will not be available. END

HYD 1 (2) HI TEMP Associated Electric Hydraulic Pump Selector....................................... OFF END

HYD 3 HI TEMP Electric Hydraulic Pump A Selector.................................................. OFF END

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HYD 1 (2) LO PRESS Associated Electric Hydraulic Pump Selector.......................................ON HYD 1 (2) LO PRESS MESSAGE PERSISTS?

No

Yes

Associated Electric Hydraulic Pump Selector.......................................OFF Appropriate LOSS OF HYDRAULIC SYSTEM Procedure (Pg EAP11-6 or EAP11-7)............. ......................................................ACCOMPLISH END

HYD 3 LO PRESS Electric Hydraulic Pump B Selector..................................................ON Electric Hydraulic Pump A Selector..................................................OFF HYD 3 LO PRESS MESSAGE PERSISTS?

No

Yes

Electric Hydraulic Pump B Selector..................................................OFF LOSS OF HYDRAULIC SYSTEM 3 Procedure (Pg EAP11-7).............ACCOMPLISH END

HYD 3 VLV FAIL Airspeed....................................... MIN 130 KIAS END

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LOSS OF HYDRAULIC SYSTEM 1 Autopilot ........................................ DISENGAGE NOTE: - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. - Do not command the engine 1 reverser. Relevant Inoperative Items: Multi Function Spoilers L3, R3, L4 and R4

Engine 1 Reverser

Ground Spoiler L2 and R2

Outboard Brakes

Autopilot

Plan a long final approach.

Establish and Communicate a Plan. When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 1 Descent & Landing Checklist (Pg EAP11-9) END

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LOSS OF HYDRAULIC SYSTEM 2 NOTE: - Expect lower roll rates and lower speedbrake efficiency. - Do not accomplish the SPOILER FAULT procedure. - Do not command the engine 2 reverser. Relevant Inoperative Items: Multi Function Spoilers L5 and R5

Landing Gear Retraction and Normal Extension

Ground Spoilers L1 and Nosewheel Steering R1 Engine 2 Reverser

Inboard Brakes

Plan a long final approach.

Establish and Communicate a Plan. When appropriate, accomplish: After Takeoff Checklist (if applicable) Loss of Hydraulic System 2 Descent & Landing Checklist (Pg EAP11-10) END

LOSS OF HYDRAULIC SYSTEM 3 Back up hydraulic power to R.H. elevator, to rudder and ailerons will not be available.

END

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HYD 1 (2) ELEC PUMP FAIL Associated Electric Hydraulic Pump Selector....................................... OFF END

HYD 3 ELEC PUMP A (B) FAIL Associated Electric Hydraulic Pump Selector....................................... OFF END

HYD TEMP SENS FAIL Do not takeoff.

END

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Loss of Hydraulic System 1 Descent Checklist 1. Approach Considerations: • Expect lower roll rates. • Plan a long final approach. • Plan a Flaps FULL landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP11-15 by 1.90. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify..................... __.__Set 6. Landing Data ............................. Verify............. VREF FULL Set 7. EICAS........................................................................Checked 8. Approach Briefing .................................................... Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic System 1 Descent Checklist complete.

Loss of Hydraulic System 1 Landing Checklist 1. Flight Attendant .................. [PM].................................Notified 2. EICAS.................................[PM]...............................Checked 3. Landing Gear............................. Verify............Down, 3 Green 4. Flaps.......................................... Verify........................... FULL 5. Loss of Hydraulic System 1 Landing Checklist complete.

END

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Loss of Hydraulic System 2 Descent Checklist 1. Approach Considerations: • Expect lower roll rates. • Plan a long final approach. • Plan a Flaps FULL landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP11-15 by 1.80. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify............. VREF FULL Set 7. EICAS........................................................................Checked 8. Approach Briefing .................................................... Complete 9. Landing Considerations: • Stopping effectiveness degraded due to inoperative components. • Use asymmetric thrust/braking as necessary due to nosewheel steering inoperative. 10. Go Around Consideration: * Landing gear cannot be retracted. 11. Loss of Hydraulic System 2 Descent Checklist complete.

Loss of Hydraulic System 2 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever......................................................DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS................................. [PM]...............................Checked Landing Gear............................. Verify........... Down, 3 Green

6. Flaps.......................................... Verify...........................FULL 7. Loss of Hydraulic System 2 Landing Checklist complete.

END

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Loss of Hydraulic System 1 and 2 Descent Checklist 1. Approach Considerations: • Expect slower than normal roll and pitch rates. • Plan a long final approach. • Plan a Flaps 5 landing. 2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP11-15 by 2.70. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify..... VREF FULL + 10 Set 7. EICAS........................................................................ Checked 8. Approach Briefing .................................................... Complete 9. Landing Considerations: • Stopping effectiveness degraded due to inoperative components. • Apply brakes normally. • If necessary, apply the Emergency/Parking Brake monitoring the Emergency/Parking Brake light. When the light is on, maintain steady pressure since the anti-skid protection is not available. 10. Loss of Hydraulic Systems 1 and 2 Descent Checklist complete.

Loss of Hydraulic Systems 1 and 2 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever..................................................... DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS.................................[PM]...............................Checked Landing Gear............................. Verify........... Down, 3 Green

6. Flaps.......................................... Verify................................. 5 7. Loss of Hydraulic Systems 1 and 2 Landing Checklist complete.

END

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Loss of Hydraulic System 1 and 3 Descent Checklist 1. Approach Considerations: • • • •

Expect slower than normal roll and pitch rates. Plan a long final approach. Plan a Flaps 5 landing. Avoid crosswinds greater than 10 kts.

2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP11-15 by 2.30. 3. Shoulder Harness...................... Verify............................... On 4. FSTN BELTS ......................................................................ON 5. Altimeters................................... Verify......................__.__Set 6. Landing Data ............................. Verify......VREF FULL + 10 Set 7. EICAS........................................................................Checked 8. Approach Briefing .....................................................Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic Systems 1 and 3 Descent Checklist complete.

Loss of Hydraulic Systems 1 and 3 Landing Checklist 1. Flight Attendant .................. [PM].................................Notified 2. EICAS................................. [PM]...............................Checked 3. Landing Gear............................. Verify............Down, 3 Green 4. Flaps.......................................... Verify.................................. 5 5. Loss of Hydraulic Systems 1 and 3 Landing Checklist complete.

END

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Loss of Hydraulic System 2 and 3 Descent Checklist 1. Approach Considerations: • • • •

Expect slower than normal roll and pitch rates. Plan a long final approach. Plan a Flaps 5 landing. Avoid crosswinds greater than 10 kts.

2. Determine landing distance by multiplying the Flaps Full Unfactored Landing Distance on page EAP11-15 by 2.20. 3. Shoulder Harness...................... Verify...............................On 4. FSTN BELTS ..................................................................... ON 5. Altimeters................................... Verify..................... __.__Set 6. Landing Data ............................. Verify..... VREF FULL + 10 Set 7. EICAS........................................................................ Checked 8. Approach Briefing .................................................... Complete 9. Landing Consideration: • Stopping effectiveness components.

degraded

due

to

inoperative

10. Loss of Hydraulic Systems 2 and 3 Descent Checklist complete.

Loss of Hydraulic Systems 2 and 3 Landing Checklist 1. 2. 3. 4. 5.

Flight Attendant .................. [PM].................................Notified Landing Gear Lever..................................................... DOWN Alternate Gear Extension .......... Confirm ....................... PULL EICAS................................[PM]............................... Checked Landing Gear............................. Verify............Down, 3 Green

6. Flaps.......................................... Verify.................................. 5 7. Loss of Hydraulic Systems 2 and 3 Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

2638 2758 2882 3008 3142 3286 3435

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

2830 2962 3102 3253 3413 3599 3795

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

2463 2567 2674 2783 2891 3001 3113

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Ice & Rain Protection TABLE OF CONTENTS WARNING A-I WING 1 (2) LEAK................................. EAP12-3 CAUTION A-I ENG 1 (2) FAIL..................................... EAP12-4 A-I LO CAPACITY ..................................... EAP12-4 A-I WING FAIL ........................................... EAP12-5 A-I WING NO DISPATCH .......................... EAP12-6 ICE DETECTOR 1 (2) FAIL ....................... EAP12-6 WINDSHIELD 1 (2) HTR FAIL ................... EAP12-6

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A-I WING 1 (2) LEAK Ice Protection Wing Button ............. PUSH OUT Icing Conditions ............................. EXIT/AVOID A-I WING 1 (2) LEAK MESSAGE PERSISTS?

No

Yes

Affected Bleed Button.................PUSH OUT XBleed Button..............................PUSH OUT Altitude.........................................MAX 31000 FT

AFFECTED BLEED 1?

No

Yes

APU Bleed Button ............................ PUSH OUT END During Landing: ICE CONDITIONS OR ICE ACCRETION?

No

Yes

Landing Configuration: Slat/Flap .................................................5 Set VREF FLAP 5 ICE. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE ( Pg NAP-44) BY 1.30.

NOTE: Do not perform the A-I WING FAIL procedure.

END

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A-I ENG 1 (2) FAIL Affected Ice Protection Engine Button.....................................PUSH OUT, then IN A-I ENG 1 (2) FAIL MESSAGE EXTINGUISHES?

No

Yes

END Ice Protection Mode Selector....................... ON No

A-I ENG 1 (2) FAIL MESSAGE PERSISTS? Yes

Icing Conditions............................EXIT/AVOID HIGH ENGINE VIBRATION?

No

Yes

ENGINE ABNORMAL VIBRATION Procedure (Pg NAP-20) ...........ACCOMPLISH

Five minutes after exiting icing conditions: Ice Protection Mode Selector .............. AUTO END

A-I LO CAPACITY Thrust Levers .................................... ADVANCE END

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A-I WING FAIL Ice Protection Wing Button ............ PUSH OUT, then IN A-I WING FAIL MESSAGE EXTINGUISHES?

No

Yes

END Ice Protection Mode Selector....................... ON A-I WING FAIL MESSAGE PERSISTS?

No

Yes

Ice Protection Mode Selector.................. AUTO Ice Protection Wing Button ............. PUSH OUT Icing Conditions ............................. EXIT/AVOID LANDING IN ICING CONDITIONS OR WITH ICE ACCERETION?

No

Yes

Landing Configuration: Slat/Flap .................................................5 Set VREF FLAP 5 ICE. CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED LANDING DISTANCE (Pg NAP-44) BY 1.30.

END Five minutes after exiting icing conditions: Ice Protection Mode Selector...............AUTO END

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A-I WING NO DISPATCH Do not perform an assisted engine airstart. END

ICE DETECTOR 1 (2) FAIL When flying in icing conditions: Ice Protection Mode Selector ............ ON Two minutes after exiting icing conditions: Ice Protection Mode Selector ............ AUTO END

WINDSHIELD 1 (2) HTR FAIL Affected Windshield Heating Button ................... PUSH OUT, then IN WINDSHIELD 1 (2) HTR FAIL MSG EXTINGUISHES?

No

Yes

END Affected Windshield Heating Button ................................. PUSH OUT END

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Landing Gear & Brakes TABLE OF CONTENTS WARNING LG LEVER DISAG ..................................... EAP13-3 CAUTION BRK LH (RH) FAIL .................................... EAP13-4 BRK OVERHEAT....................................... EAP13-5 EMER BRK FAIL ....................................... EAP13-5 LG NO DISPATCH..................................... EAP13-6 LG NOSE DOOR OPEN ............................ EAP13-6 LG WOW SYS FAIL................................... EAP13-6 STEER FAIL............................................... EAP13-7 ADVISORY BRK CONTROL FAULT..............................EAP13-8 BRK LH (RH) FAULT ..................................EAP13-8 CHECKLIST FLIGHT CONTROL / BRAKE MALFUNCTION DESCENT/LANDING CHECKLIST.............EAP13-9 FLAPS 5 UNFACTORED LDG DIST .........EAP13-10 FLAPS FULL UNFACTORED LDG DIST ..EAP13-11

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LG LEVER DISAG EICAS Indication:One or more landing gear indications disagree with the landing gear lever. Landing Gear Lever ............................... CYCLE LG LEVER DISAG MESSAGE PERSISTS?

No

Yes

DURING EXTENSION?

No

Yes

ABNORMAL LANDING GEAR EXTENSION Procedure (Pg NAP-18).......ACCOMPLISH

END Landing Gear ........................................... DOWN Icing Conditions ............................. EXIT/AVOID

END

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BRK LH (RH) FAIL NOTE: During landing run, Thrust Reverser and/or the Emergency/Parking Brake may be used to stop the airplane. Landing configuration: Slat/Flap................................................. FULL Set VREF FULL

When appropriate, accomplish: Flight Control / Brake Malfunction Descent Checklist & Landing Checklist (Pg EAP13-9). END

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BRK OVERHEAT No

ON GROUND? Yes

Airplane...................................................... STOP Chocks ........................................................... ON Emergency/Parking Brake.......................... OFF END Landing Gear ........................................... DOWN BRK OVERHEAT MESSAGE PERSISTS?

No

Yes

After the BRK OVERHEAT message disappears:

..............................Wait 5 minutes........................ Landing Gear ..................................................UP END

EMER BRK FAIL CONDITION:Emergency/Parking Brake is inoperative. When parking the airplane, use wheel chocks.

END

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LG NO DISPATCH Do not takeoff.

END

LG NOSE DOOR OPEN Airspeed...................................... MAX 250 KIAS CAUTION: DO NOT MOVE UP THE LANDING GEAR LEVER, EXCEPT FOR CLIMB PERFORMANCE TO CLEAR OBSTACLES.

END

LG WOW SYS FAIL LAND AT THE NEAREST SUITABLE AIRPORT.

Icing Conditions............................. EXIT/AVOID Landing configuration: Slat/Flap................................................. FULL Set VREF FULL. When appropriate, accomplish: Flight Control / Brake Malfunction Descent Checklist & Landing Checklist (Pg EAP13-9) NOTE: - Thrust Reversers, Steering, Ground Spoilers, Wing Anti-Ice and Ground Idle may not be available. - If the Weather Radar is inoperative, the Forced Standby option may be available to allow its use.

END

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STEER FAIL STEER THE AIRPLANE USING DIFFERENTIAL BRAKING AND RUDDER. NOTE: If in the air, the nose wheel will automatically center with normal gear extension via the mechanical centering mechanism which is located inside the nose wheel strut. NOTE: Steer Fail in the air is considered an abnormal checklist and no special emergency procedures (i.e. tower fly-by, etc.) are required prior to landing the aircraft.

END

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BRK CONTROL FAULT Brakes .................................APPLY NORMALLY Landing configuration: Slat/Flap................................................. ..FULL Set VREF FULL END

BRK LH (RH) FAULT NOTE: During landing run, expect a slight directional tendency. Brakes .................................APPLY NORMALLY If necessary: Emergency/Parking Brake ................... ..PULL

When appropriate, accomplish: Flight Control / Brake Malfunction Descent Checklist & Landing Checklist (Pg EAP13-9) END

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Flight Control / Brake Malfunction Descent Checklist 1. Approach Considerations: • Plan on a Flap FULL landing. • Establish landing configuration early. • For multiple messages, use the largest multiplier factor to determine landing distance 2. Landing DistanceDetermine For the following EICAS messages:

Multiply the Flaps Full Unfactored Landing Dist on Page EAP13-11 by:

AVNX MAU 1A FAIL

1.70

AVNX MAU 1B FAIL

1.15

AVNX MAU 2B FAIL

1.65

AVNX MAU 3A FAIL

1.20

AVNX MAU 3B FAIL BRK CONTROL FAULT BRAKE FAULT

1.65

BRK (LH or RH) FAIL

1.65

GROUND SPOILERS FAIL

1.30

LG WOW SYS FAIL SPOILER NML MODE FAIL 3. 4. 5. 6. 7. 8. 9.

1.45

Shoulder Harness.........Verify.............................................On FSTN BELTS ....................... ...............................................On Altimeters......................Verify.................... ...............__.__Set Landing Data................Verify ................... ........VREF FULL Set EICAS........................................................................Checked Approach Briefing .....................................................Complete Landing Considerations (for brake malfunction):

• Apply brakes normally. • If necessary, apply the Emergency/Parking Brake monitoring the Emergency/Parking Brake light. When the light is on, maintain steady pressure since the anti-skid protection is not available. 10. Flight Control / Brake Malfunction Descent Checklist complete.

Flight Control / Brake Malfunction Landing Checklist 1. Flight Attendant .................... .......................................Notified 2. EICAS........................................................................Checked 3. Landing Gear............Verify .........................DOWN, 3 GREEN 4. FLAPS.....................Verify......................... .....................FULL 5. Flight Control / Brake Malfunction Landing Checklist complete.

END

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Unfactored Landing Distance The table reflects the actual landing distance required. Plan accordingly. Chose a runway that provides the largest safety margin possible. This information is for in-flight emergency use only. These distances reflect the required landing distance only. The FAA additional runway margin is not included. The published distances are based on the following: Touchdown within 1,000 feet from the approach end UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

2638 2758 2882 3008 3142 3286 3435

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

2830 2962 3102 3253 3413 3599 3795

NOTE: Landing distance in ft.

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Unfactored Landing Distance (Cont.)

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

0 Kt

10 Kt

20 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

2463 2567 2674 2783 2891 3001 3113

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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Oxygen TABLE OF CONTENTS CAUTION CREW OXY LO PRESS............................. EAP14-3 PAX OXY NOT DEPLOYED ...................... EAP14-3 ADVISORY OBSERVER OXY LO PRESS.....................EAP14-4

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CREW OXY LO PRESS Altitude................................. 10000 FT OR MEA, WHICHEVER IS HIGHER END

PAX OXY NOT DEPLOYED If required: Passenger Oxygen Selector ..................................................... OVRD END

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OBSERVER OXY LO PRESS

LG LEVER DISAG MESSAGE PERSISTS?

No

Yes

Altitude................................. 10000 FT OR MEA, WHICHEVER IS HIGHER

END

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Crew Awareness TABLE OF CONTENTS ADVISORY CREW AWARENESS MESSAGES .................. CA-3 SYSTEM STATUS MESSAGES ....................... CA-9

Crew Awareness Messages and System Status Messages are advisory only. They are not operationally restrictive in any manner and do not affect whether an aircraft may be Dispatched. These messages are tracked electronically and are not part of the MEL/CDL process.

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The following EICAS messages are crew awareness:

ADS (1 or 2) HTR FAULT ADS 3 SLIPCOMP FAIL ADS 4 SLIPCOMP FAIL AFCS FAULT AFCS PANEL FAIL AFCS PANEL FAULT A-I ENG (1 or 2) FAULT A-I ENG (1 or 2) LEAK A-I MODE NOT AUTO A-I SWITCH OFF AMS CTRL FAULT AP FAULT AP PITCH TRIM FAULT APM FAULT APPR 2 NOT AVAIL

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The following EICAS messages are crew awareness:

APU FIREX BTL DISCH AT FAULT AURAL WRN SYS FAULT AUTO CONFIG TRIM FAIL AVNX DB MODULE FAIL AVNX MAU (1A or 1B) FAULT AVNX MAU (2A or 2B) FAULT AVNX MAU (3A or 3B) FAULT BATT (1 or 2) TEMP SENS FAULT BRK PEDL (LH or RH) SEAT FAIL CCD (1 or 2) FAULT CMC FAIL CMF (1 or 2) FAIL CMS FAULT CRG AFT FIREX (HI or LO) ARM

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The following EICAS messages are crew awareness:

CRG FIRE PROT FAULT CRG FWD FIREX (HI or LO) ARM CVR (AFT or FWD) FAIL DEFUEL SOV OPEN EMER LT BATT FAULT ENG (1 or 2) FADEC FAULT ENG (1 or 2) FIREX BTL (A or B) FAIL ENG (1 or 2) FUEL SW FAIL ENG (1 or 2) OIL IMP BYPASS ENG (1 or 2) OIL SW FAIL ENG (1 or 2) SHORT DISPATCH ENG FIREX BTL (A or B) DISCH ENG TLA TRIM FAIL FD FAIL FD FAULT

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The following EICAS messages are crew awareness:

FDR (AFT or FWD) FAIL FLT CTRL ADS FAIL FLT CTRL TEST FAILED FLT CTRL TEST IN PROG FLT CTRL TEST PASSED FMS (1 or 2) GPS POS DISAG FMS POS DISAG FUEL EQUAL-XFEED OPEN FUEL FEED (1 or 2) FAULT FUEL KG-LB MISMATCH HYD (1 or 2) EDP FAIL HYD (1 or 2 or 3) LO QTY HYD 3 PUMP A NOT ON HYD PTU NOT AUTO HYD PUMP NOT AUTO HYD TEMP SENS FAIL

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The following EICAS messages are crew awareness:

ICE CONDITION INVERTER FAIL IRS ALIGNING LAV SMOKE DET FAIL LG TEMP EXCEEDANCE LOAD SHED MACH TRIM FAULT PAX OXY SW NOT AUTO PITCH CONTROL DISC PITCH TRIM BKUP FAIL PITCH TRIM SW (1 or 2) FAIL PRESN AUTO FAULT RALT (1 or 2) FAIL RAM AIR FAULT RAT FAIL REMOTE CB TRIP

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The following EICAS messages are crew awareness:

ROLL CONTROL DISC SHAKER (1 or 2) FAIL SPDA FAIL SPDBRK LEVER DISAG STEER FAULT TAT (1 or 2) FAIL TCAS FAIL TERRAIN NOT AVAILABLE XBLEED FAIL XBLEED SW OFF XPDR (1 or 2) FAIL YD FAIL YD FAULT YD OFF

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The following EICAS messages are system status messages:

A-I ENG (1 or 2) VLV OPEN A-I WING VLV OPEN APU FUEL SOV CLOSED APU SHUTTING DOWN BLEED APU VLV OPEN CRG FIREX (HI or LO) DISCH ENG (1 or 2) FUEL SOV CLOSED ENG (1 or 2) REV INHIBIT ENG TDS REF A-I ALL ENG TDS REF A-I ENG ENG (1 or 2) TLA NOT IDLE FUEL XFEED SOV OPEN FUEL XFEED SOV OPEN HYD (1 or 2) SOV CLOSED HYD (1 or 2) SOV FAIL STEER OFF QRH170

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EICAS Index EICAS MESSAGES MESSAGE

PAGE

AC BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6 AC BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6 AC ESS BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6 AC STBY BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-7 ADS (1 or 2 or 3) HTR FAIL . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 ADS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 ADS 3 FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 ADS 3 SLIPCOMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 ADS 4 HTR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 ADS 4 SLIPCOMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 ADS PROBE 1(2-3-4) FAIL. . . . . . . . . . . . . . . . . . . . . . . EAP9-15 AFCS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6 AFCS PANEL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 AFCS PANEL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 A-I ENG (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-4 A-I ENG (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 A-I ENG (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 A-I LO CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-4 A-I MODE NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 A-I SWITCH OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 A-I WING (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-3 A-I WING FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-5 A-I WING NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . EAP12-6 AILERON (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-17 AIR CONDITION SMOKE . . . . . . . . . . . . . . . . . . . . . . . . SMO-3 AMS CTRL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-4 AMS CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 AOA LIMIT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5 AP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3 AP FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 AP PITCH MISTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3 AP PITCH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3 AP PITCH TRIM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 AP ROLL MISTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4 APM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 APM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCA-3 APM MISCOMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4 APPR 2 NOT AVAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3 APU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-3 APU FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-3 APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-3, QRC-3 APU FIRE DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-5 APU FIREX BTL DISCH . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-4 APU FIREX FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-5 APU FUEL SOV CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . CA-9 APU FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-4 APU GEN OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-7 APU OIL HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-4 APU OIL LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-4 APU SHUTTING DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-9 AT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4 AT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-4

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AT NOT IN HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4 AURAL WRN SYS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5 AURAL WRN SYS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 AUTO CONFIG TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 AVNX ASCB FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5 AVNX DB MODULE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 AVNX MAU (1 or 2 or 3) FAN FAIL . . . . . . . . . . . . . . . . . EAP9-9 AVNX MAU (1A or 1B) FAULT . . . . . . . . . . . . . . . . . . . . . . .CA-4 AVNX MAU (1A or 1B) OVHT . . . . . . . . . . . . . . . . . . . . . EAP9-8 AVNX MAU (2A or 2B) FAULT . . . . . . . . . . . . . . . . . . . . . . .CA-4 AVNX MAU (2A or 2B) OVHT . . . . . . . . . . . . . . . . . . . . . EAP9-8 AVNX MAU (3A or 3B) FAULT . . . . . . . . . . . . . . . . . . . . . . .CA-4 AVNX MAU (3A or 3B) OVHT . . . . . . . . . . . . . . . . . . . . . EAP9-9 AVNX MAU 1A FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5 AVNX MAU 1B FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-6 AVNX MAU 2A FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-6 AVNX MAU 2B FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-7 AVNX MAU 3A FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-7 AVNX MAU 3B FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-8 BATT (1 or 2) DISCHARGING . . . . . . . . . . . . . . . . . . . . EAP5-7 BATT (1 or 2) OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . EAP5-3 BATT (1 or 2) TEMP SENS FAULT . . . . . . . . . . . . . . . . . . .CA-4 BATT 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8 BATT 1-2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-3 BATT 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8 BATT DISCHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-3 BLEED (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-5 BLEED (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-6 BLEED (1 or 2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-14 BLEED (1 or 2) OVERPRESS . . . . . . . . . . . . . . . . . . . . . EAP2-7 BLEED APU LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-5 BLEED APU VLV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 BRK (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-4 BRK (LH or RH) FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP13-8 BRK CONTROL FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP13-8 BRK OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-5 BRK PEDL (LH or RH) SEAT FAIL . . . . . . . . . . . . . . . . . . . .CA-4 CABIN ALTITUDE HI . . . . . . . . . . . . . . . . . . . . . EAP2-3, QRC-2 CABIN DIFF PRESS FAIL . . . . . . . . . . . . . . . . . . . . . . . EAP2-8 CCD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 CENTER EBAY FANS FAIL . . . . . . . . . . . . . . . . . . . . . . EAP2-8 CMC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 CMF (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 CMS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-9 CMS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4 CREW OXY LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . EAP14-3 CREW WRN SYS FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-9 CRG (FWD or AFT) FIRE SYS FAIL . . . . . . . . . . . . . . . EAP7-5 CRG (FWD or AFT) SMOKE . . . . . . . . . . . . . . . . . . . . . . SMO-4 CRG AFT FIREX (HI or LO) ARM . . . . . . . . . . . . . . . . . . . . .CA-4 CRG FIRE PROT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5 CRG FIREX (HI or LO) DISCH . . . . . . . . . . . . . . . . . . . . . . .CA-9 CRG FWD FIREX (HI or LO) ARM . . . . . . . . . . . . . . . . . . . .CA-5 CRG FWD VENT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-8 CVR (AFT or FWD) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5

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DC BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8 DC BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-9 DC ESS BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-10 DC ESS BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-11 DC ESS BUS 3 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13 DEFUEL SOV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-5 DISPLAY CTRL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10 DISPLAY CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10 DOOR (CENTER or FWD) EBAY OPEN . . . . . . . . . . . . . EAP1-5 DOOR (PAX or SERV) (FWD or AFT) OPEN . . . . . . . . . EAP1-4 DOOR CRG (FWD or AFT) OPEN . . . . . . . . . . . . . . . . . EAP1-3 DOOR FUELING OPEN . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-5 DOOR HYD OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-5 EICAS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10 EICAS OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10 ELEC EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-4 ELECTRICAL SYSTEM FIRE OR SMOKE . . . . . . . . . . . SMO-5 ELEV NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-3 ELEV THR COMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5 ELEVATOR (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-6 ELEVATOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5 EMER BRK FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-5 EMER LT NOT ARMED . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6 EMER LT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6 EMERG LT BATT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6 ENG (1 or 2) CONTROL FAULT . . . . . . . . . . . . . . . . . . . EAP6-5 ENG (1 or 2) FADEC FAULT . . . . . . . . . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) FADEC OVERTEMP . . . . . . . . . . . . . . . . . EAP6-5 ENG (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-6 ENG (1 or 2) FIRE DET FAIL . . . . . . . . . . . . . . . . . . . . . . EAP7-5 ENG (1 or 2) FIREX BTL (A or B) FAIL . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) FUEL IMP BYPASS . . . . . . . . . . . . . . . . . . EAP6-7 ENG (1 or 2) FUEL LO PRESS . . . . . . . . . . . . . . . . . . . . EAP6-7 ENG (1 or 2) FUEL SOV CLOSED . . . . . . . . . . . . . . . . . . . CA-9 ENG (1 or 2) FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . EAP10-4 ENG (1 or 2) FUEL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . EAP6-7 ENG (1 or 2) OIL IMP BYPASS . . . . . . . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) OIL LO LEVEL . . . . . . . . . . . . . . . . . . . . . . EAP6-7 ENG (1 or 2) OIL LO PRESS . . . . . . . . . . . . . . . . . . . . . . EAP6-4 ENG (1 or 2) OIL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) REV DEPLOYED . . . . . . . . . . . . . . . . . . . . EAP6-3 ENG (1 or 2) REV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-8 ENG (1 or 2) REV INHIBIT . . . . . . . . . . . . . . . . . . . . . . . . . CA-9 ENG (1 or 2) REV PROT FAULT . . . . . . . . . . . . . . . . . . . EAP6-8 ENG (1 or 2) REV TLA FAIL . . . . . . . . . . . . . . . . . . . . . . EAP6-8 ENG (1 or 2) SHORT DISPATCH . . . . . . . . . . . . . . . . . . . . CA-5 ENG (1 or 2) START VLV OPEN . . . . . . . . . . . . . . . . . . . EAP6-9 ENG (1 or 2) T2 HEAT FAIL . . . . . . . . . . . . . . . . . . . . . EAP6-10 ENG (1 or 2) TLA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-10 ENG (1 or 2) TLA NOT IDLE . . . . . . . . . . . . . . . . . . . . . . . . CA-9 ENG (1/2) FIRE, DAMAGE, SEP . . . . . . . . . . . . . . . . . . . EAP7-4 ENG 1 (2) FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . . . EAP10-4 ENG 1(2) FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-4

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ENG EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-10 ENG FIREX BTL (A or B) DISCH . . . . . . . . . . . . . . . . . . . . .CA-5 ENG NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . EAP6-10 ENG REF A-I DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11 ENG REF ECS DISAG . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11 ENG TDS REF A-I ALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 ENG TDS REF A-I ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 ENG THR RATING DISAG . . . . . . . . . . . . . . . . . . . . . . EAP6-11 ENG TLA NOT TOGA . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11 ENG TLA TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5 FD FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5 FD FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5 FD LATERAL MODE OFF . . . . . . . . . . . . . . . . . . . . . . . EAP3-4 FD VERTICAL MODE OFF . . . . . . . . . . . . . . . . . . . . . . . EAP3-4 FDR (AFT or FWD) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FLAP (or SLAT) LO RATE . . . . . . . . . . . . . . . . . . . . . . EAP8-17 FLAP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-7 FLT CTRL ADS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FLT CTRL NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . EAP8-9 FLT CTRL TEST FAILED . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FLT CTRL TEST IN PROG . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FLT CTRL TEST PASSED . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FMS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FMS (1 or 2) GPS POS DISAG . . . . . . . . . . . . . . . . . . EAP9-11 FMS POS DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11 FTL CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-17 FUEL (1 or 2) LO LEVEL . . . . . . . . . . . . . . . . . . . . . . . EAP10-3 FUEL AC PUMP (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . EAP10-4 FUEL DC PUMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-4 FUEL EQUAL-XFEED OPEN . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FUEL FEED (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . EAP10-7 FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-5 FUEL KG-LB MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 FUEL TANK LO TEMP . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-7 FUEL XFEED FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-6 FUEL XFEED SOV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 FWD EBAY FANS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-9 GND PROX FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11 GPU CONNECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13 GROUND SPOILERS FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-3 HYD (1 or 2 or 3) LO QTY . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 HYD (1 or 2) EDP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6 HYD (1 or 2) EDP NOT D-PRESS . . . . . . . . . . . . . . . . EAP11-4 HYD (1 or 2) ELEC PUMP FAIL . . . . . . . . . . . . . . . . . . EAP11-8 HYD (1 or 2) HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4 HYD (1 or 2) LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5 HYD (1 or 2) OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . EAP11-3 HYD (1 or 2) SOV CLOSED . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 HYD (1 or 2) SOV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 HYD 3 ELEC PUMP A FAIL . . . . . . . . . . . . . . . . . . . . . EAP11-8 HYD 3 ELEC PUMP B FAIL . . . . . . . . . . . . . . . . . . . . . EAP11-8 HYD 3 HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4 HYD 3 LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5

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HYD 3 OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-3 HYD 3 PUMP A NOT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6 HYD 3 VLV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5 HYD PTU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4 HYD PTU NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6 HYD PUMP NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6 HYD TEMP SENS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-8 ICE CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 ICE DETECTOR (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . EAP12-6 IDG (1 or 2) OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13 IDG (1 or 2) OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14 INVERTER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 IRS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11 IRS (1 or 2) NAV MODE FAIL . . . . . . . . . . . . . . . . . . . . EAP9-15 IRS ALIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 IRS EXCESSIVE MOTION . . . . . . . . . . . . . . . . . . . . . . EAP9-11 IRS PRES POS INVALID . . . . . . . . . . . . . . . . . . . . . . . . EAP9-15 LAV SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-9 LAV SMOKE DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 LG LEVER DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-3 LG NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6 LG NOSE DOOR OPEN . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6 LG TEMP EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 LG WOW SYS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6 LOAD SHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 MACH TRIM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 MCDU (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12 MFD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12 MFD (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12 NAVCOM (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12 NAVCOM (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13 NO TAKEOFF CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-3 OBSERVER OXY LO PRESS . . . . . . . . . . . . . . . . . . . . EAP14-4 PACK (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-9 PACK (1 or 2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-14 PACK 2 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-10 PAX OXY NOT DEPLOYED . . . . . . . . . . . . . . . . . . . . . EAP14-3 PAX OXY SW NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 PFD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13 PFD (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13 PITCH CONTROL DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 PITCH TRIM BKUP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 PITCH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-9 PITCH TRIM SW (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . CA-7 PRESN AUTO FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-10 PRESN AUTO FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 PRESN MAN FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-11 PRESSURIZATION CONVERSION TABLE. . . . . . . . . . EAP2-12 RALT (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 RAM AIR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 RAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7 RECIRC SMK DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . EAP2-13 RECIRC SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-11 REMOTE CB TRIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7

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Revision 01, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Chapter 5 Emergency and Abnormal Checklists Section 1 Quick Reference Handbook

Volume 5

ERJ 170 Quick Reference Handbook EICAS Index

EICAS MESSAGES (cont’d) MESSAGE

PAGE

ROLL CONTROL DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 RUDDER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-10 RUDDER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-11 RUDDER LIMITER FAIL . . . . . . . . . . . . . . . . . . . . . . . . EAP8-12 RUDDER NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-4 SHAKER (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 SHAKER ANTICIPATED . . . . . . . . . . . . . . . . . . . . . . . . EAP3-5 SLAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-13 SLAT-FLAP LVR DISAG . . . . . . . . . . . . . . . . . . . . . . . . EAP8-12 SMOKE EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-10 SPDA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 SPDBRK LEVER DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 SPOILER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-15 SPOILER NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-4 STAB LOCK FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-16 STALL PROT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6 STALL PROT FAULT. . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6 STALL PROT ICE SPEED . . . . . . . . . . . . . . . . . . . . . . EAP8-17 STEER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-7 STEER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 STEER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9 SYS CONFIG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13 TAT (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 TCAS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 TERRAIN FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14 TERRAIN NOT AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 TRU (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14 TRU ESS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14 VALIDATE CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14 VHF (1 or 2 or 3) OVHT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14 VHF 3 FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14 WINDSHEAR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14 WINDSHIELD (1 or 2) HTR FAIL . . . . . . . . . . . . . . . . . EAP12-6 XBLEED FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 XBLEED SW OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 XPDR (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 YD FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 YD FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8 YD OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 1 Starting Engines Volume 5

Chapter 6 Abnormal Procedures Section 1

Starting Engines

A. Engine Start Abort 1. The FADEC will shut down the start sequence automatically for various abnormal conditions. However, safety considerations dictate that the First Officer must keep one hand on the START/STOP switch during all starts in case of a malfunction of the controlling FADEC. 2. Abort the engine start by selecting STOP and accomplishing the Aborted Engine Start checklist. If the reason for the aborted start is a start valve stuck open, accomplish the ENG 1 (2) START VLV OPEN Checklist. B. Hung Start If a hung start occurs, abort the start following the approved procedures. Start the opposite engine if not yet running. Consider starting the affected engine with a different air source. C. Engine Dry Motoring The Engine Dry Motoring procedure must be performed for at least 30 seconds after any aborted start to assure that no unburned fuel remains in the combustion chamber and/or reduce residual ITT prior to attempting another start.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 1 Starting Engines Volume 5

This Page Intentionally Left Blank

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6-2

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 2 Takeoff Emergencies Volume 5 Section 2 Takeoff Emergencies A. Rejected Takeoff - General 1. Use the 80 knot check as a type of decision speed for a rejected takeoff. a. Prior to 80 knots, the Captain can safely reject the takeoff for virtually any amber light, any EICAS Caution message, or any other abnormality where the Captain is not certain that the aircraft can be safely flown. In this case, the most conservative action is a rejected takeoff. b. At or above 80 knots, the Captain should reject the takeoff only for a major malfunction such as an engine fire, engine failure, or loss of directional control. 1) In the case of the illumination of an amber light after 80 knots, the most conservative action is to continue the takeoff unless the Captain is not certain that the aircraft can be safely flown. 2. Guarding the Thrust Levers - Since the normal takeoff profile involves the use of the autothrottle system, only the Captain should have his hands on the thrust levers. a. There is no need for the other pilot to guard the thrust levers during the takeoff roll. b. Whenever the First Officer is making the takeoff, the FO will push the thrust levers up, call “TOGA” and move his hands off of the thrust levers. c. The Captain will then place his hands on the thrust levers until V1 is called by the PM.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 2 Takeoff Emergencies Volume 5 B. Rejected Takeoff Actions & Callouts Rejected Takeoff CA

FO

“Reject” • • •

Retard thrust levers to IDLE Disconnect AT Ensure maximum braking, if necessary

•

Set maximum reverse thrust consistent with conditions

• •

Callout “2 (1) (No) Reverse” Monitor deceleration throughout the reject

• •

Notify tower, when able Notify passengers when able

“80 Knots” “60 Knots” Check brake temperature indication on MFD status page C. After a Rejected Takeoff 1. Consider the condition of the aircraft and the reason for the rejection. 2. If the situation is stable, clear the runway before stopping the aircraft. 3. Stop on the runway if the potential for an evacuation exists. 4. The runway provides crash, fire, and rescue vehicles better access to the aircraft. 5. Consider requesting assistance from the tower, ground personnel, or the Flight Attendants in evaluating the situation. Use all available information in formulating a response plan. D. Communications 1. Notify the tower of any rejected takeoff. Communications with the Flight Attendants and passengers must be considered. E. Rejected Takeoff PA Announcements 1. A rejected takeoff can cause a great deal of anxiety among passengers. 2. A prompt and professional announcement will reassure the passengers and may prevent an unwarranted evacuation initiated by Flight Attendants or passengers.

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6-4

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 Section 3 Loss of Thrust At or Above V1 A. General 1. In the event of a single engine malfunction accompanied by a loss of thrust at or above V1, follow the “Loss of Thrust At or Above V1” procedure. If the engine is still producing normal thrust (such as an engine fire or compressor/stall), clean up using the normal takeoff profile except fly: a. the runway heading or b. follow the applicable Special Departure procedure (DP) if published. c. Call for the “ENG (1 or 2) FAIL” checklist. d. If the failure was due to an engine fire, or engine seizure, call for “ENGINE FIRE (1 or 2), SEVERE DAMAGE, OR SEPARATION checklist. B. Considerations 1. The PF must fly the aircraft and not be distracted trying to analyze the problem while the aircraft is in a critical phase of flight. 2. Normally, the safest course of action is to accomplish the appropriate non-normal checklist after the flaps are up and the desired climb speed has been attained. 3. However, under compelling circumstances such as severe vibration, adverse flight characteristics, etc., it may be necessary to accomplish the memory items as early as 400 ft. AFE. C. Takeoff Performance 1. Takeoff performance using an assumed temperature is predicated on an engine failure with ATTCS on. ATTCS is on for every takeoff and through the FADEC will automatically produce 14,200 pounds on the remaining engine whenever the FADEC detects a loss of power on the opposite side. Thus, trying to advance the thrust levers during the takeoff roll with a power loss will not be necessary to maintain safe flight. 2. In the event ATTCS does not adjust to Max Thrust, manually advance the thrust lever to the firewall to achieve Max Thrust on the remaining engine.

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6-5

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 D. Engine Failure 1. An engine failure is an engine malfunction accompanied by thrust loss without any apparent damage. The potential for a relight, inflight start, or continued operation at reduced thrust exists. Engine Failure without Severe Damage Initially identified by:

• •

Airborne indications: •

Follow:

increasing yaw and decreasing N1/N2 indications N1 rotation, FAIL icon on N1 gauge and

•

N2 rotation, and

•

oil pressure may indicate zero even though no damage exists

•

“Loss of Thrust At or Above V1” procedure and QRH “ENG 1 (2) FAIL” procedure

• E. Engine Fire

1. If the engine is on fire and is still producing normal thrust, aircraft performance should not be adversely affected. 2. However, if the engine has lost thrust, the performance loss necessitates the use of the “Loss of Thrust At or Above V1” procedure. Engine Fire Initially identified by: • •

engine fire warning indications little, if any, yaw will occur (if the engine is still producing thrust)

After airborne:

engine failure/severe damage may be imminent

Follow:

•

normal climb profile except fly the runway heading or follow the Special Departure Procedure (DP) if published.

•

or if loss of thrust occurs follow “Loss of Thrust At or Above V1” procedure and

•

QRH “ENG 1 (2) FIRE” or “Engine Fire, Severe Damage or Separation” procedure

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6-6

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 F. Engine Severe Damage 1. Engine severe damage may be due to turbine seizure or failure. Seizure may not occur until the engine is shutdown. If the engine has separated: fuel flow, N1, and N2 will drop to zero with associated hydraulic, pneumatic, and electrical system non-normal indications. The potential for further damage or fire exists. Engine Severe Damage Initially identified by: •

Confirmed after airborne by:

Follow:

REV. 1, 15 MAR 2006

decreasing engine N1/N 2 and vibration indications on EICAS

•

vibration/noise from the affected engine, and

•

yaw (may be rapid)

•

surge/stall

•

seized N1 or

•

seized N2 or

•

zero oil pressure

•

ITT rise

•

vibration indications on EICAS display

•

normal climb profile except fly the runway heading or follow the Special Departure Procedure (DP) if published.

•

or if loss of thrust occurs follow “Loss of Thrust At or Above V1” procedure and

•

QRH “Engine Fire, Severe Damage or Separation” procedure

6-7

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 G. Compressor/Engine Stall There are three (3) types of compressor/engine stalls: 1. Single or multiple compressor/engine stalls prior to self recovery. a. During takeoff, a single stall will be followed by a loud bang, yaw, vibration, and engine instrument fluctuation. b. The engine normally recovers so quickly, if no engine monitoring message is received, it may be difficult to detect which engine stalled. c. For multiple stalls, the loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until self recovery. 2. Multiple compressor/engine stalls requiring pilot action to recover. a. The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until thrust is reduced. 3. Multiple compressor/engine stalls requiring Pilot Action NonRecoverable a. The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until the engine is shut down or fails. b. Compressor/Engine Stall Considerations c. Multiple compressor/engine stall events increase aircraft handling difficulty. d. The magnitude of the symptoms are difficult to simulate and have distracted crews from flying the aircraft in the past. e. The loud bang, yaw, and vibration associated with the stall have been misidentified as tire failure, a bomb, or more frequently, severe damage

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6-8

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 Compressor/Engine Stalls Initially identified by: •

Confirmed after airborne for:

loud bang and yaw (may be repetitive)

•

vibration,

•

engine instrument fluctuation,

•

ITT rise, and

•

flames from inlet and tailpipe Single/Multiple with Self Recovery

the engine returns to normal or close to normal parameters Multiple Requiring Pilot Action stall symptoms cease when the thrust lever is retarded (ITT may not decrease immediately) Non-Recoverable stall symptoms do not cease until the engine is shut down or fails

Follow:

REV. 1, 15 MAR 2006

•

normal climb profile except fly the runway heading or follow the Special Departure Procedure (DP) if published.

•

or if loss of thrust occurs, follow “Loss of Thrust At or Above V1” procedure and

•

QRH “Engine Fire, Severe Damage or Separation” procedure

6-9

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 H. Engine Failure Recognition 1. An engine failure due to turbine failure or other internal causes at or after V1 will initially affect yaw much like a crosswind. 2. Vibration and noise from the affected engine may be apparent and the onset of the yaw may be rapid. I.

Engine Failure Callout 1. The first pilot recognizing the engine failure will make the callout “Engine Failure”, but will not identify the engine.

J. Thrust Requirements 1. The PF will continue the takeoff roll and if an assumed temperature (Flex thrust) has been used for takeoff, the ATTCS adjusts for loss of thrust. The PM verifies this compensation by verifying T/O-1 RSV is displayed on the EICAS. 2. Engine-out takeoff performance meets or exceeds required climb gradients even at FLEX thrust settings. K. Directional Control Prior to, and During, Liftoff 1. To counter the thrust asymmetry due to an engine failure between V1 and liftoff, maintain directional control by smoothly applying rudder proportionally to thrust decay; thereby, maintaining the desired ground track. 2. Use aileron to keep wings level during the liftoff. Anticipate additional rudder displacement when the nosewheel leaves the runway. L. Rotation 1. At VR, the PM will callout “Rotate”. 2. The PF will rotate with one continuous motion at a rate slightly less than for a normal takeoff, or approximately 2° per second. 3. After liftoff continue the rotation rate as follows: a. With the flight director operative, fly the flight director pitch commands. b. With the flight director inoperative, fly a maximum deck angle limited to 8°.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 M. Directional Control After Liftoff 1. 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. 2. Inflight, correct input will approximate the leveling of the control wheel. N. Initial Climb 1. When safely airborne, with a positive rate of climb on the VSI; the PM will callout, “Positive Rate” and the PF will command “Gear Up”. 2. When time and conditions permit, the PM will notify ATC. 3. When at or above 400 feet AFE, the PF will a. fly the runway heading or b. call for the appropriate ‘FD roll mode’ to comply with airport specific Special Departure procedure (DP), if published. O. Ground Track Consideration 1. If an engine failure occurs after turning from the runway centerline, the crew must determine the safest lateral flightpath. 2. As a guide, the closer the aircraft is to the runway, the more likely the extended runway centerline is the safest lateral path. a. As altitude increases and ATC/departure procedure turns are accomplished, other lateral flightpaths may be the safer option. b. Where a Special Departure Procedure (DP) is published, follow the DP as the safest lateral flightpath.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 P. Acceleration and Clean-Up 1. At Engine Out acceleration altitude, the PF will a. call for “Flight Level Change, VFS”, b. accelerate, and retract the flaps on schedule. c. The PM will select the proper flap setting when requested. d. At the last flap retraction, the PF will respond “Flaps UP” and the PM will retract the flaps. e. 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. Q. Max Continuous Thrust At VFS the PM will select CON on MCDU and verify CON is displayed on the EICAS. R. Follow-Up Actions 1. The PF will accomplish the memory items and then call for the appropriate QRH procedure if immediate actions apply. 2. If no memory actions, the Captain will assign the PF, and then the PM accomplishes the QRH procedures. 3. Climb to the assigned/safe altitude at the Flaps UP maneuver speed. 4. Autopilot Usage (if desired) - Whenever possible, delay the use of the autopilot until VFS. 5. Autothrottle Usage a. The autothrottles must be disconnected in accordance with the Engine Failure procedures in the QRH. b. Once the affected engine is secured, the autothrottles may be re-engaged with one engine inoperative. 6. Notification - The failure or shutdown of an engine inflight must be reported to the appropriate ATC agency and the controlling dispatcher. ATC and the controlling dispatcher should be kept informed of the flight progress, work load permitting. Immediately after landing, the Captain will: a. Call the dispatcher (if not previously done). b. Enter the discrepancy in the logbook. REV. 1, 15 MAR 2006

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 3 Loss of Thrust At or Above V1 Volume 5 c. Complete an Irregularity Report 1) Irregularity Reports are required to be completed within 24 hours of the incident. S. Landing When one engine of a two engine aircraft fails or is shut down inflight, an emergency will be declared and a landing shall be made at the nearest suitable airport.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 4 Loss of Thrust At or Above V1 Profile

REV. 1, 15 MAR 2006

400 ft AFE

Takeoff Roll After V1 to 400 ft AFE

Volume 5 Section 4 Loss of Thrust At or Above V1 Profile

6-14

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 4 Loss of Thrust At or Above V1 Profile Volume 5 A. Loss of Thrust At or Above V1 Actions & Callouts Loss of Thrust At or Above V1 Trigger

PF

Loss of thrust

PM

First pilot recognizing engine failure “Engine Failure” •

Verify TO-1 RSV

“Rotate”

VR •

Rotate to F/D commanded attitude

After liftoff

•

Verify positive rate of climb on VSI

“Positive Rate” •

Verify positive rate of climb “Gear Up” •

At or above 400 ft. AFE, or altitude as specified in the Special Departure Procedure (DP)

Maintain FD commanded attitude to maintain V2 to V2 +10

“Gear Up” •

Position gear lever up

•

Monitor speed and altitude

Comply with airport specific Special Departure Procedure (DP), if published; otherwise, fly runway heading “HDG” or “FMS NAV”

REV. 1, 15 MAR 2006

•

Select HDG or FMS NAV

6-15

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 4 Loss of Thrust At or Above V1 Profile Volume 5 Loss of Thrust At or Above V1 (Continued) Trigger

PF

PM

At or above 1000 ft. AFE, or altitude as specified in the special Departure Procedure (DP)

“Flight Level Change, VFS”

• •

•

• •

Flap retraction schedule

Check airspeed

Check airspeed

“Flaps __” (Retract flaps at or above F Bug)

“Flaps __” • Select Flaps__

Reduce Pitch and accelerate to VFS

Check airspeed “Flaps UP”

At VFS

Select FLCH Set Speed Bug to VFS Advise able

ATC,

when

•

Check airspeed “Flaps UP” •

Select Flaps UP

•

“CON”

•

Select CON on MCDU

•

Climb at VFS speed to assigned/safe altitude

•

Verify “CON” displayed on EICAS

At or above 1500 ft AFE

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Accomplish appropriate memory items and non-normal checklist

6-16

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 5 Inflight Emergencies Volume 5 Section 5 Inflight Emergencies A. EICAS Abnormal or Emergency Crew Coordination - Actions and Callouts Trigger

PF

EICAS Warning “Identify and Cancel” or Caution occurs

PM • Identifies the EICAS message. • States message. • “_____” • Cancels the Aural Warning or Caution.

• Captain assigns the flying • Completes the checklist pilot and the PM accomcalled for by the PF. plishes the QRH procedure.

B. EICAS Advisory Crew Coordination - Actions and Callouts Trigger

PF

PM

EICAS Advisory • Either pilot identifies the EICAS message. “_____” occurs

•

Calls for the appropriate • checklist.

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Completes the checklist called for by the PF.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 5 Inflight Emergencies Volume 5

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 6 Rapid Depressurization / Emergency Descent Volume 5 Section 6 Rapid Depressurization / Emergency Descent To prevent making an unnecessary emergency descent, the aircraft condition should be verified. If a rapidly rising cabin altitude is brought under control, an emergency descent may not be required. This maneuver is designed to provide a smooth descent to a safe altitude, in minimum time, with the lowest possible passenger discomfort. A. General 1. The autopilot should remain engaged and used to accomplish the descent. 2. If structural damage is suspected, limit airspeed as much as possible, and avoid high maneuvering loads. An acceptable technique with structural damage is to maintain the initial indicated airspeed throughout the descent rather than accelerating to VMO. 3. When turbulent air is encountered or expected, reduce to turbulent air penetration speed (270 KIAS/ .7 MACH). 4. Rapid Depressurization - When a sustained or high rate of cabin pressurization loss occurs and cannot be controlled, both crewmembers should don oxygen masks simultaneously and establish crew communications. B. Use of Flight Level Change (FLCH) 1. Use of autopilot with FLCH mode is the recommended technique for rapid descents. a. Reduces pilot workload and provides airspeed and altitude protection. b. Do not use vertical speed (V/S) mode. 2. Initiate an emergency descent: a. Set a lower altitude in the altitude window (spin). b. Engage FLCH (Push). c. Retard thrust levers to idle (Pull). d. Smoothly open the speedbrakes to the FULL position (Pull). e. Ensure altitude window is correctly set for level off.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 6 Rapid Depressurization / Emergency Descent Volume 5 f. During descent, the IAS/MACH speed window changes from MACH to IAS at approximately 300KIAS. g. Manually reset VMO as desired. C. Level off 1. Level off at 10,000 feet or safe altitude, whichever is higher. 2. At 1,000 feet above the level-off altitude, the speedbrakes should be closed and manually reset speed to an appropriate airspeed below VMO (such as 250 KIAS) and verify SPDT is annunciated on the FMA. 3. Safe Altitude is: a. On an airway the Minimum Enroute Altitude (MEA), or Minimum Obstacle Clearance Altitude (MOCA), whichever is higher b. Off an airway Minimum Off-Route Altitude (MORA), or other altitude based on terrain clearance, navigation aid reception, or c. Within the terminal area, the highest Minimum Safe Altitude (MSA) 4. After Level Off a. Determine a new course of action based on weather, oxygen, fuel remaining, and available airports b. Obtain new ATC clearance D. Manual Flight 1. Disconnect the autothrottles and retard thrust levers to Idle. 2. Smoothly OPEN the speedbrakes. 3. Disconnect the autopilot and lower the nose to initial descent attitude (approximately 10 degrees nose -down). 4. Approaching level off altitude: a. Adjust pitch to reduce rate of descent. b. Close speedbrake lever approximately 1,000 feet above level off altitude. 5. Add thrust to maintain desired speed.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5 Section 7 One Engine Inoperative (OEI) Approaches A. General 1. Engine-out approach procedures are identical to those for a two-engine approach, except Flaps 5 is always used for approach and landing. 2. An ILS approach is recommended for any engine-out approach and landing as it provides a stable framework and familiar cues for configuration, deceleration, and descent. 3. Prior to commencing the approach, the Captain should request a straight out missed approach from ATC along with the assignment of a safe altitude. If a straight out missed approach is not available due to obstacle clearance, then the Captain should review the missed approach instructions from ATC to ensure they are reasonable for an aircraft with one engine inoperative. Note:

If compliance with the missed approach instructions or the published missed approach procedure is in doubt, notify ATC prior to commencing the approach.

4. During any abnormal or emergency situation, the approach must be stabilized no later than 1000 feet above the airport or TDZ elevation even under VMC conditions. B. One Engine Inoperative (OEI) Visual Approach Procedure 1. The OEI visual approach procedure is the same as the twoengine visual approach procedure. Plan a base leg a minimum of 1.5 miles from the end of the runway. Ensure that all applicable emergency and abnormal checklists are completed prior to starting the approach. Remember to call for the One Engine Inoperative Preliminary Landing Checklist as well as the One Engine Inoperative Landing Checklist when appropriate. 2. A good technique on a OEI visual approach is to have the ILS for the landing runway tuned and identified to assist in maintaining the appropriate glide path to the touchdown zone.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5 3. Autothrottles may be used, however, it is an acceptable technique to manually control the operating engine by disconnecting the autothrottles just prior to intercepting a normal visual glide path. 4. The autopilot may be used, however, it is an acceptable technique to manually control the aircraft by disconnecting the autopilot just prior to intercepting a normal visual glide path. 5. Rudder trim should be zeroed out prior to landing. It is an acceptable technique to zero out the rudder trim once established on final, on a normal visual glide path, and above 1,000 feet AFE. It is not recommended that the rudder trim be zeroed out close to the touchdown zone.

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6-22

· FLAPS 3 · GEAR DOWN

TURNING BASE

REV. 1, 15 MAR 2006 1500 FT

1000 FT 4 nm

· FLAPS 5 · OEI LANDING CHECKLIST

FINAL APPROACH

· FLAPS 2

ABEAM THRESHOLD

1.5 nm

COMPLETE ONE ENGINE INOPERATIVE PRELIMINARY LANDING CHECKLIST

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · FLAPS 2 · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

· FLAPS 1

ENTERING DOWNWIND

ONE ENGINE INOPERATIVE APPROACH

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches

Volume 5 C. One Engine Inoperative Visual Approach Profile

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EM170AOM980023.DGN

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5 D. One Engine Inoperative (OEI) Precision Approach Procedure 1. The OEI precision approach procedure is the same as the two-engine precision approach procedure. Ensure that all applicable emergency and abnormal checklists are completed prior to starting the approach. Remember to call for the One Engine Inoperative Preliminary Landing Checklist as well as the One Engine Inoperative Landing Checklist when appropriate. 2. Autothrottles and autopilot procedures are the same for the OEI precision approach as for the OEI visual approach. Autothrottles may be used to touchdown. Autopilot must be disconnected at or above 200 feet AFE. 3. Prior to commencing the approach, the Captain should request a straight out missed approach from ATC along with the assignment of a safe altitude. If a straight out missed approach is not available due to obstacle clearance, then the Captain should review the missed approach instructions from ATC to ensure they are reasonable for an aircraft with one engine inoperative.

REV. 1, 15 MAR 2006

6-24

REV. 1, 15 MAR 2006

· FLAPS 2

· WAIT FOR 1 1/2 DOTS · GEAR DOWN

GLIDE SLOPE ALIVE

LOCALIZER CAPTURE

· FLAPS 3, ARM APP MODE

FIX

· FLAPS 5 · SET GO AROUND ALTITUDE · OEI LANDING CHECKLIST

GLIDE SLOPE INTERCEPT

· COMPLETE ONE ENGINE INOPERATIVE APPROACH AND LANDING CHECKLIST · FLAPS 1

APPROACHING FIELD

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · FLAPS 2 · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

· APPROPRIATE VERTICAL AND LATERAL MODES

EM170AOM980025B.DGN

APPROACHING INTERCEPT HEADING

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches

Volume 5 E. One Engine Inoperative Precision Approach Profile

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5 F. One Engine Inoperative (OEI) Non-Precision Approach Procedure 1. The OEI non-precision approach procedure is the same as the two-engine non-precision approach procedure. Ensure that all applicable emergency and abnormal checklists are completed prior to starting the approach. Remember to call for the One Engine Inoperative Preliminary Landing Checklist as well as the One Engine Inoperative Landing Checklist when appropriate. 2. Autothrottles and autopilot procedures are the same for the OEI non-precision approach as for the OEI visual approach. Autothrottles may be used to touchdown. Autopilot must be disconnected when departing the MDA. 3. Prior to commencing the approach, the Captain should request a straight out missed approach from ATC along with the assignment of a safe altitude. If a straight out missed approach is not available due to obstacle clearance, then the Captain should review the missed approach instructions from ATC to ensure they are reasonable for an aircraft with one engine inoperative.

REV. 1, 15 MAR 2006

6-26

REV. 1, 15 MAR 2006

· FLAPS 5 · SET GO AROUND ALTITUDE · OEI LANDING CHECKLIST

APPROACHING FAF

· FLAPS 3 · GEAR DOWN

INBOUND

· FLAPS 2

APPROACHING INTERCEPT HEADING

FAF

· INTERCEPT LANDING PROFILE · DISCONNECT AUTO PILOT

RUNWAY INSIGHT

· SET PROPER FLIGHT PATH ANGLE · PERFORM A PRECISION − LIKE APPROACH

DESCENDING TO MDA

· COMPLETE ONE ENGINE INOPERATIVE PRELIMINARY LANDING CHECKLIST · FLAPS 1

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · FLAPS 2 · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

· APPROPRIATE VERTICAL AND LATERAL MODES

APPROACHING FIELD

ONE ENGINE INOPERATIVE NON−PRECISION APPROACH

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches

Volume 5 G. One Engine Inoperative Non Precision Profile

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EM170AOM980026B.DGN

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5 H. No Slat / Flap Approach Procedure 1. The key to a successful no slat / no flap approach and landing is to accomplish the (FLAP OR SLAT) FAIL Checklist as soon as possible and to configure the aircraft early. a. Accomplish the entire Flap/Slat Fail checklist, including the Flap/Slat Fail Preliminary Landing Checklist and the Flap/ Slat Fail Landing Checklist (with the landing gear down) prior to turning onto the final approach course. 2. Remember the adage “Long Checklist, Long Runway,” and request the longest runway available at the landing airport. 3. During an actual no slat / no flap approach, the pilot will be expected to use everything available to the flight crew to assist in a successful approach and landing such as using the ILS for the landing runway. Note:

During training, the No Slat / Flap approach procedure assumes VMC conditions with no Navaids available for the pilot. In the simulator, the pilot is expected to accomplish the procedure purely as a visual approach with no aids such as VASIs or PAPIs.

4. As soon as the aircraft is on the final approach, immediately slow to VAPP speed and intercept a normal visual glide path. a. An acceptable technique is to have the PM select the runway end in the FMS and have the distance to the end of the runway available to the PF on the Progress display on the MFD. If the aircraft is flying a normal visual pattern at 1,500 feet AFE, begin a normal descent (approximately 600 - 700 fpm) when the aircraft is 5 nm from the end of the runway. 5. Autothrottles and autopilot may be used, but this approach is normally flown with the autopilot disconnected and the autothrottles engaged. The autothrottles should be disengaged approximately 200 feet AFE and the thrust levers brought to idle approximately 50 feet AFE. The aircraft will have a tendency to float and the pilot should fly the aircraft onto the runway without hesitation or delay. Any attempt at a normal flare will result in an extremely long landing.

REV. 1, 15 MAR 2006

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TURNING BASE

· GEAR DOWN

BASE

REV. 1, 15 MAR 2006

1500 FT 5.0 nm

· BEFORE LANDING CHECKLIST (if not previously done)

1500 FT

ABEAM THRESHOLD

4 nm

NO SLAT / FLAP LANDING

· THRUST LEVELS IDLE

OVER THE THRESHOLD

· PUSH TO/GA SWITCH · GO AROUND THRUST · GO AROUND ATTITUDE · POSITIVE RATE / GEAR UP · COMPLETE GO AROUND PROCEDURE · AFTER TAKEOFF CHECKLIST

MISSED APPROACH

ENTERING DOWNWIND

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches

Volume 5 I. No Slat / Flap Landing

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EM170AOM980024B.DGN

ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 7 One Engine Inoperative (OEI) Approaches Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 8 Rejected Landing Volume 5 Section 8 Rejected Landing A. Rejected Landing Maneuver 1. The rejected landing maneuver is identical to the go around maneuver. 2. Apply go around thrust and select go around flaps while rotating to go around attitude. 3. Retract the landing gear after a positive rate of climb is established and retract the flaps on schedule at a safe altitude. WARNING: After reverse thrust is initiated, a full stop landing must be made. Factors dictating this are five seconds are required for a reverser to stow in the forward thrust position and the possibility exists a reverser may not stow in the forward thrust position.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 8 Rejected Landing Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 9 Engine Failure on Final Volume 5 Section 9 Engine Failure on Final A. General 1. If an engine failure occurs on final approach, there are certain considerations and procedures that apply regardless of whether the approach is a visual, nonprecision, or precision. 2. If an engine failure should occur on final approach with the flaps in the landing position, adequate thrust is available to maintain the approach profile using landing flaps, if desired. 3. If an engine failure should occur on final approach, it is usually preferable to continue the approach using Flaps 5. If the decision is made to reduce the flap setting, increase thrust to maintain an airspeed of VREF FULL + 20 KIAS. 4. If a go around from a Flaps 5 configuration is required, maintain the additional 20 knots and retract flaps to Flaps 2. Continue with procedures as discussed in Chapter 4.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 10 Engine Out Go Around Volume 5 Section 10 Engine Out Go Around A. Engine Out Go Around Maneuver 1. If a go around is required, press a TOGA switch to apply go around thrust to the GA N1 limit. 2. Select Flaps 2 and rotate toward 8° pitch attitude and then follow flight director commands. Control yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim. 3. Verify the GA pitch and roll modes are annunciated on the FMA and ADI. 4. At a positive rate of climb, call for gear up. The flight director commands a pitch attitude that will maintain the selected speed ( VAC to VAC +15 knots). With an engine inoperative, the resulting vertical speed will depend on temperature, available thrust and aircraft gross weight. The GA roll mode maintains a ground track. 5. Call for autopilot engagement and HDG SEL at or above 400 ft AFE, unless a Special Departure procedure (DP) requires a turn prior to 400 ft AFE. 6. Advise ATC of your intentions. Either fly a straight-out missed approach or, when published, fly the Special Departure procedure (DP). 7. 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. B. Acceleration and Clean-Up 1. At 1000 ft. (or at an altitude listed in the Special Departure Procedure (DP) if higher), the PF will a. call for “Flight Level Change, VFS”, b. accelerate, and c. retract the flaps at green dot plus 10 kts. 2. The PM will select the proper flap setting when requested.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 10 Engine Out Go Around Volume 5 3. At the last flap retraction, the PF will respond “Flaps UP” and the PM will retract the flaps. 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. C. Max Continuous Thrust 1. At VFS the PM will select CON on MCDU and verify CON is displayed on the EICAS.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 10 Engine Out Go Around Volume 5 D. Engine Out Go Around Actions And Callouts Engine Out Go Around Trigger

PF

Go around

“Go Around” •

Press either TOGA switch

PM

•

Verify GA annunciates

•

Verify thrust levers move to TOGA thrust

“TOGA” •

Verify thrust levers move to TOGA thrust

“TOGA Set” •

Rotate toward 8° pitch attitude, then follow F/D commands

• Check Airspeed “Flaps 2” (verify VAC)

• Check airspeed “Flaps 2”

•

•

limit bank angle to 15°

Positive rate of climb

Select Flaps 2

•

Verify positive rate of climb on VSI “Positive Rate” •

Verify positive rate of climb “Gear Up” “Gear Up” •

Position gear lever UP

•

Advise ATC

“Advise ATC”

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 10 Engine Out Go Around Volume 5 Engine Out Go Around (Continued) Trigger At or above 400 AFE (or altitude as specified in the Special Departure Procedure (DP)

PF

PM

Comply with airport specific Special Departure procedure (if published), otherwise fly runway heading.

•

Select/Request “HDG” or “FMS NAV”

•

Monitor missed approach procedure

•

Select HDG or FMS NAV if requested Verify HDG or FMS NAV annunciates

•

At or above 1,000 ft AFE (or altitude as specified in the Special Departure Procedure (DP) At or above 400 ft AFE (or altitude as specified in the Special Departure Procedure (DP)

•

“Flight Level Change, VFS”

•

Reduce pitch and accelerate VFS

• • •

Verify Climb Thrust Select FLCH Set speed bug to VFS

Comply with airport specific Special Departure procedure (if published), otherwise fly runway heading.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 10 Engine Out Go Around Volume 5 Engine Out Go Around (Continued) Trigger Flap retraction schedule

PF Check airspeed “Flaps 1” (Retract flaps at or above F Bug) • Check airspeed “Flaps UP, After Takeoff Checklist” (Retract flaps at or above F Bug)

At VFS

PM

• Check airspeed “Flaps 1” •

Select Flaps 1

• Check airspeed “Flaps UP” •

Select Flaps UP

•

Accomplish After Takeoff Checklist flow

•

“CON”

•

•

Climb at VFS speed to assigned/safe altitude

Select CON on MCDU

•

Verify “CON” displayed on EICAS

At or above 1,500 ft AFE

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Accomplish appropriate memory items and non-normal checklist

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 11 EGPWS Volume 5 Section 11 EGPWS A. EGPWS Input Sources 1. Systems that monitor altitude, airspeed, attitude, glideslope, and position are required for operation of the EGPWS. Accelerations, angle-of-attack (AOA), and flap position are required for the windshear function. 2. The EGPWS is fully active when the following systems are powered and functioning normally: a. EGPWS b. Radio Altimeter c. Air Data d. ILS or glideslope receiver e. AHRS, VG (attitude) f. GPS, FMS g. Landing gear h. Stall warning or AOA (wind shear only) i. Weather radar, EFIS, or a dedicated terrain display. B. Use of the EGPWS 1. The EGPWS has a self-test capability that verifies and indicates intended functions. 2. When a terrain warning/caution exists and the terrain is not selected on the MFD, the terrain is automatically displayed on the MFD with a range of 10 NM.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 11 EGPWS Volume 5 C. EGPWS Recovery •

If a “PULL UP” or “TERRAIN, TERRAIN PULL UP” alert occurs at night or in IMC, use the following maneuver: EGPWS Escape Maneuver

1

Accomplished Simultaneously

Step

PF Thrust

PM •

• Autothrottles - disconnect “FIREWALL THRUST” •

Set firewall thrust

•

Pitch •

Autopilot - disconnect

•

Roll wings level

•

Rotate (3°/sec) to 15° pitch

•

Respect stick shaker/buffet

2

Configuration • Speedbrakes - retract • Do not alter gear/flap configuration until terrain clearance is assured

3

•

Climb to safe altitude

•

•

Verify all actions have been completed and call out any omissions Monitor radio altimeter and call out information on flight path (e.g., “300 FEET, DESCENDING; 400 FEET, CLIMBING,” etc.)

Call out the safe altitude1 (e.g., “MSA IS 3,400 FEET”) Advise ATC

After EGPWS Recovery

4

•

Resume normal flight

•

This call is required

1.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 11 EGPWS Volume 5 D. Other EGPWS Alerts Accomplish the following: 1. “TERRAIN, TERRAIN” - “TOO LOW TERRAIN” Adjust the flight path or initiate a go around. 2. “CAUTION TERRAIN” Adjust the flight path. Stop descent. Climb and/or turn as necessary based on analysis of all available instruments and information. 3. “SINK RATE” - “DON'T SINK” Adjust pitch attitude and thrust to silence the alert. 4. “TOO LOW GEAR” or “TOO LOW Flaps” Correct the configuration or perform a go around. 5. “GLIDE SLOPE” Establish the aircraft on the glide slope or switch OFF the G/S mode pushbutton if flight below the glide slope is intentional.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 12 TCAS Volume 5 Section 12 TCAS A. TCAS Procedures 1. During the Before Start Checklist and flow, both pilots will activate the TCAS on their respective MFD. 2. Activate the MAP menu and select the TCAS title button using the CCD cursor pad. Push ENTER. 3. To control the TCAS display, move the cursor to the TCAS menu title and push ENTER. The TCAS menu is displayed. Select range, absolute altitude (ABS) and Normal or Expanded as desired. B. TCAS Warnings 1. Traffic Advisory (TA) a. If receiving a TA, do not maneuver based on a TA alone and attempt to see the reported traffic. 2. Resolution Advisory (RA) If receiving an RA Trigger

PF •

Press and hold the TCS button (if autopilot is engaged)

•

•

Follow RA PFD guidance

•

Respect stall, GPWS, or windshear warnings

• • •

•

Maintain desired airspeed

•

Perform a go around procedure with a CLIMB RA and the aircraft in a landing configuration

RA

Clear of Conflict

PM Verify all actions have been completed and call out any omissions Monitor airspeed Advise ATC Attempt to see reported traffic

Release TCS and establish appropriate vertical/lateral modes to return to last ATC assigned altitude

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 13 Wake Turbulence Volume 5 Section 13 Wake Turbulence A. Recognition 1. An encounter with wake vortices is associated with abrupt roll and aerodynamic loads similar to turbulence encounters. 2. Prompt initiation of recovery procedures is necessary to preclude an unusual attitude. B. Wake Turbulence Recovery Actions and Callouts Wake Turbulence Recovery Step

PF

1

Accomplished Simultaneously

Thrust • Add thrust as necessary

•

Verify all actions have been completed and call out any omissions

•

Monitor attitude, airspeed and altitude Monitor radio altimeter, and call out information on flight path (e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)

Roll • Autopilot - disconnect • Apply ailerons and rudder to recover wings-level attitude Pitch • Adjust pitch to horizon

•

• 2

PM

• •

Check airspeed and adjust thrust Establish pitch attitude Initiate go-around if on approach with probability of further encounter

REV. 1, 15 MAR 2006

•

Advise ATC if required

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 14 Simultaneous Failure of All Three MAUs Volume 5 Section 14 Simultaneous Failure of All Three MAUs The following is the operational procedure to be used in the event of a simultaneous failure of all three MAU's on the aircraft while in flight. The MAUs monitor the PRIMUS EPIC routed information full time in order to detect any synchronization loss and, if it occurs, the MAU's attempt to re-synchronize in order to protect the system. During flight tests, it has been detected that a specific case of PRIMUS EPIC synchronization loss, which is not successfully resynchronized within an acceptable period and leads to a simultaneous failure of the three MAU's. As a consequence of the failure of all three MAUs, all five Display Units (DUs) will also fail. In addition, the Flight Control System (FCS) reverts to direct mode and both the Autopilot and the Autothrottle will disengage. After this event, two different scenarios will arise. 1. CASE 1: MAU's failure and auto restore. 2. CASE 2: MAU's failure and manual restore upon crew action. Note:

In face of this temporary condition, Shuttle America will not dispatch an aircraft with the Integrated Electronic Standby System (IESS) inoperative even though that is allowed by the MEL.

A. CASE 1 - MAU'S Failure With Automatic Restore 1. The DUs may not blank; however, all information is lost for approximately 2 seconds and returns to normal after that. 2. Flight Control Systems (FCS) might revert to Direct Mode and therefore the Auto Pilot will disengage 3. The Autothrottles will disengage 4. The ILS and the VMO flag on the IESS is invalid, but all other information on the IESS is valid. 5. Several messages display on EICAS that might gradually disappear following the recovery.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 14 Simultaneous Failure of All Three MAUs Volume 5 6. The following messages remain displayed during the rest of the flight: • AVNX MAU 1A FAIL • AVNX MAU 1B FAIL • AVNX MAU 2A FAIL • AVNX MAU 2B FAIL • AVNX MAU 3A FAIL • AVNX MAU 3B FAIL Note:

The AVNX MAU FAIL messages are latched and can only be reset on ground after accomplishing a power down and power up. Even though these messages are displayed during flight, the systems are working properly and the flight crew should not accomplish the AVNX MAU FAIL procedures in the QRH.

7. In this case proceed as follows: • Use the IESS and Standby Compass guidance until the airplane guidance is restored. Note:

•

If in final approach, discontinue the approach and climb to a safe altitude prior to following the MAU's restoration procedures. Perform a manual go around as follows: Thrust Levers..........................................................TOGA Pitch Attitude.................................................................8o Flap/Slat..........................................................................3 With positive climb: Landing Gear................................................................Up Airspeed.......................................Approach Climb Speed After DUs restore: MCDU Radio Button............................................. PRESS Spoiler/Elevator/Rudder Mode Buttons...............PUSH IN then OUT Auto Pilot...................................................... As Required Autothrottle..................................................As Required

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 14 Simultaneous Failure of All Three MAUs Volume 5 B. CASE 2 - MAU'S Failure With Restore Upon Crew Action 1. The first aspects of this failure include • All five display units go blank; it is possible that prior to the start of the blanking they show invalid information for up to 5 seconds. • Flight Control System (FCS) reverts to Direct Mode. • Aural Warning System is unavailable. • Autothrottles and Autopilot disengage. • MCDU #1 goes to Menu Page (CB Pages are available) • MCDU #2 goes to BACKUP RADIO PAGE (only Comm 1, Nav 1, Xpdr 1 are available) and CB Pages are available. • The ILS and VMO flag on IESS remains invalid. • •

Nose wheel steering is unavailable, but brake system works normally. The EDS does not recover by itself

2. In such cases, proceed as follows: • Use the IESS and Standby Compass guidance until the airplane systems are restored. Note:

•

If in final approach, discontinue the approach and climb to a safe altitude prior to following the MAU's restoration procedures. Perform a manual go around as follows: Thrust Levers..........................................................TOGA Pitch Attitude.................................................................8o Flap/Slat..........................................................................3 With positive climb: Landing Gear................................................................Up Airspeed.......................................Approach Climb Speed MCDU #2 Backup Radio Page.SET (COM1/NAV1/XPDR1) MRC 1 CB (C10)............................... PULL, then PUSH

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 14 Simultaneous Failure of All Three MAUs Volume 5 • If the system does not restore: MRC 2 Electronic CB .................................... CYCLE (OUT then IN) (Select the MCDU: CB>CB Menu>CB By System 3/ 3> NAV>MRC 2). • • •

If the system does not restore: MAU 3A CB (B34)................................ PULL, then PUSH If the system does not restore: MAU 1A CB (B7) .................................. PULL, then PUSH After the airplane systems restore MCDU Radio Button............................................. PRESS Spoiler/Elevator/ Rudder Mode Buttons........................PUSH IN then OUT Auto Pilot ......................................................As Required Autothrottle..................................................As Required

Note:

The AVNX MAU FAIL messages might remain latched. Then disregard these messages after the failure.

3. After the recovery, the following can be expected: • All DUs operate normally. • Aural Warning System remains inactive for approximately 20 seconds. • Flight Control Systems (FCS) does not present valid information, although the surfaces are operating properly in Direct Mode. • It is not possible to return the FCS to the normal mode. • The Autothrottles and the Auto Pilot are unavailable for the remainder of the flight. • MCDU and all radios operate normally. • The ILS and the VMO flags on the IESS operate normally. •

The nosewheel steering operates normally.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 Section 15 Embraer Operational Bulletins A. Introduction 1. From time to time, Embraer publishes Operational Bulletins to advise operators of revisions to Abnormal Procedures as software and hardware changes occur. 2. Shuttle America will utilize this section of the POH to publish excepts from the Embraer Operational Bulletins whenever they effect our aircraft and our operation. B. Steer Fail EICAS Message 1. The following information is derived from Embraer Operational Bulletin 170-003/05, Rev 1, dated 09/12/05. 2. Besides real failures in the steering system, the STEER FAIL EICAS message can also occur in the following specific scenarios: a. If the handwheel steering is inadvertently engaged by the crew, when towing the airplane with hydraulic power activated. b. If hydraulic power is introduced after the steering module is engaged. c. If the steering is engaged during a period of approximately 8 seconds after hydraulic system 2 is commanded OFF. d. Other causes due to malfunctions related to the nose wheel steering control module. 3. In order to restore the system in the cases described above, accomplish the following when on the ground with engines not running and the airplane stopped: CAUTION:

If the STEER FAIL message occurs during pushback, the following procedure can only be accomplished by the flight crew after the aircraft is towed back to the gate, the engines are shut down, and the Parking Checklist is complete.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 SYSTEM RESTORE PROCEDURE 1. MAU 2 Pwr 1 CB (B-25).........................................PULL The following EICAS messages will be displayed while the CB remains pulled: AVNX MAU 2A FAIL, STEER FAIL, FMS 1 FAIL and AFCS FAULT.

2. MAU 2 Pwr 1 CB (B-25).........................................PUSH The messages described previously must not be displayed on EICAS. Note:

The engines must not be running to avoid the "ENG EXCEEDANCE" EICAS spurious message.

4. If the STEER FAIL message extinguishes, the flight crew may continue the flight operation with no further maintenance action prior to the next push back. 5. If the STEER FAIL message persists after cycling the CB, maintenance is required before the flight. C. Engine Vibration and ENG EXCEEDANCE EICAS Message The ERJ-170 can experience spurious engine exceedance messages on the EICAS due to normal harmonics from the GE CF348E5 engines. The purpose of this Section is to provide the flight crew with guidance to recognize a spurious engine exceedance message on the EICAS and provide procedures to proceed with the flight. 1. ENG EXCEEDANCE EICAS message may be triggered due to vibration in three cases: a. Ice accumulation on the fan blades and spinner; b. LP (Low Pressure) turbine high vibration during engine start; Note:

In this case, due to the system logic, the ENG EXCEEDANCE EICAS message will trigger 2 minutes after ground idle RPM is reached. c. N1 or N2 high vibration indication during any flight phase.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 2. Engine Exceedance due to Ice Accumulation a. Before engine start, in order to minimize the occurrence of ENG EXCEEDANCE EICAS message due to ice accumulation in the fan blades and spinner during ground start, the following procedure is recommended: 1) Do not start the engine until it has been checked that all ice deposits have been removed from the engine inlet, inlet lip, fan, spinner and exhaust duct. b. After engine start, if the PIC believes the probable cause of ENG EXCEEDANCE EICAS message was ice accumulation on the fan blades and spinner, proceed as follows: 1) Advance the thrust lever of the affected engine to approximately 54% N1 for 30 seconds and monitor LP vibration. 2) If the LP vibration indication does not return to the normal operating range and/or any other engine parameters are abnormal, shutdown the engine. Make a log book entry and report the event to Maintenance Control via Dispatch. 3) If the LP vibration indication returns to the normal operating range and other engine parameters are normal, proceed to step 4. 4) Shutdown the affected engine and access the ENGINE MAINTENANCE page on the MFD (SYSTEMS > ENGINE MAINT). On this page assure that only the N1 HI VIB message is displayed in the Engine Exceedances field. No other engine exceedance related message shall be displayed together with N1 HI VIB message. 5) If the cause of ENG EXCEEDANCE EICAS message is not due to the engine N1 HI VIB, make a log book entry and report the event to Maintenance Control via Dispatch. 6) If the cause of ENG EXCEEDANCE EICAS message was engine N1 HI VIB, restart the engine and proceed with the flight.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 7) In case of subsequent display of the ENG EXCEEDANCE EICAS message after the affected engine was restarted, shutdown the engine. Make a log book entry and report the event to Maintenance Control via Dispatch. 3. Engine Exceedance due LP (Low Pressure) turbine high vibration during engine start a. In the event of ENG EXCEEDANCE EICAS message due to LP high vibration during engine start, proceed as follows: 1) Keep the engines running at idle for 1 minute and monitor the LP vibration; 2) If the LP vibration indication does not return to the normal operating range and/or any other engine parameters are abnormal, shutdown the engine. Make a log book entry and report the event to Maintenance Control via Dispatch. 3) If the LP vibration indication returns to the normal operating range and other engine parameters are normal, proceed to step 4; 4) Shutdown the affected engine and access the ENGINE MAINTENANCE page on the MFD (SYSTEMS > ENGINE MAINT). On this page assure that only the N1 HI VIB message is displayed in the Engine Exceedances field. No other engine exceedance related message shall be displayed together with N1 HI VIB message; 5) If the cause of ENG EXCEEDANCE EICAS message is not due to the engine N1 HI VIB, make a log book entry and report the event to Maintenance Control via Dispatch. 6) If the cause of ENG EXCEEDANCE EICAS message was the engine N1 HI VIB, restart the engine and proceed with the flight. 7) In case of subsequent display of the ENG EXCEEDANCE EICAS message after the affected engine was restarted, shutdown the engine. Make a log book entry and report the event to Maintenance Control via Dispatch. REV. 2, 15 AUG 2006

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 4. Engine Exceedance due to N1 or N2 high vibration indication during any flight phase. a. In the event of ENG EXCEEDANCE EICAS message on the ground due to high vibration during any flight phase proceed as follows: 1) After landing the airplane, shutdown the affected engine and access the ENGINE MAINTENANCE page on the MFD (SYSTEMS > ENGINE MAINT). On this page assure that only the N1 HI VIB or N2 HI VIB message is displayed in the Engine Exceedances field. No other engine exceedance related message shall be displayed together with N1 HI VIB or N2 HI VIB message; 2) If the ENG EXCEEDANCE EICAS message was not caused by N1 or N2 high vibration, make a log book entry and report the event to Maintenance Control via Dispatch. 3) If the cause of ENG EXCEEDANCE EICAS message was the engine N1 or N2 high vibration and the duration of the event was less than two minutes, restart the engine and proceed with the next flight; 4) If the cause of ENG EXCEEDANCE EICAS message was the engine N1 or N2 high vibration but the duration of the event was more than two minutes, make a log book entry and report the event to Maintenance Control via Dispatch. 5) In case of subsequent display of the ENG EXCEEDANCE EICAS message after the affected engine was restarted, shutdown the engine. Make a log book entry and report the event to Maintenance Control via Dispatch. 6) The ENG EXCEEDANCE EICAS message is being triggered due to vibration but, in the conditions described above, no maintenance action is required. Transient high vibration indication without any other abnormal engine parameters indication may be considered normal according to the engine manufacturer.

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 D. SPDA FAIL EICAS Message 1. The ERJ-170 flight crews have recently seen SPDA FAIL messages on the EICAS while in flight. The SPDA FAIL message may be triggered due to: a. Total failure of any SPDA module b. Loss of communication between any SPDA and the ASCB. 2. The airplane is equipped with two SPDAs and no matter which one has failed, the advisory message SPDA FAIL will be displayed on the EICAS. If SPDA 1 or SPDA 2 present any of the failures mentioned above, there will be no impact on the airplane's operation and for that reason, the SPDA FAIL advisory EICAS message is classified as Crew Awareness. 3. Investigations have identified a new failure mode that causes interruption of SPDA communication with ASCB bus. When the ASCB communication is lost in only one SPDA, crew will experience only the advisory CAS message SPDA FAIL and there will be no impact to the airplane's operation. In case the ASCB communication is lost on both SPDAs, besides the SPDA FAIL message, some other messages may be also displayed on the EICAS, as follows: • AMS CTRL FAIL (Caution) • CRG FWD FIRE SYS FAIL (Caution) • CRG AFT FIRE SYS FAIL (Caution) 4. Under that circumstance, the flight crew may not be able to control pressurization, air conditioning and the wing anti-icing system may not be available. The cargo fire detection and extinguishing systems may not be available either. Therefore, if the airplane experiences the scenario mentioned above, follow the QRH procedures for each message, starting with the AMS CTRL FAIL procedure in order to avoid cabin altitude going high. Upon extending the landing gear, the BRK CONTROL FAULT advisory message may be displayed on the EICAS as well. 5. Upon landing, the following messages may also be displayed, and the associated QRH procedures must be followed: • ENG 1 REV TLA FAIL (Caution) • ENG 2 REV TLA FAIL (Caution) • ENG 1 NO DISPATCH (Caution) • ENG 2 NO DISPATCH (Caution) REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 6 Abnormal Procedures Section 15 Embraer Operational Bulletins Volume 5 6. In case both engines are shutdown after loss of SPDA 1 and 2 as well as ASCB communication in flight, the RAT will deploy regardless the presence of external power supply. Therefore, make sure that RAT area is free before shutting the engines down.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 1 Contaminated Runway Operations Volume 5

Chapter 7 Weather Operations Section 1

Contaminated Runway Operations

A. General 1. Experience with operations conducted from wet or contaminated runways has shown that standing water, slush, snow or ice causes a deteriorating effect on takeoff and landing performance. 2. Braking effectiveness is reduced due to low tire-to-runway friction and is further reduced if the hydroplaning occurs. 3. Acceleration: During takeoff on a contaminated runway, aircraft acceleration is reduced. Energy normally available for acceleration is dissipated in compression or displacement of the contaminant and the resulting impingement of the contaminant onto the plane can aggravate this energy loss. 4. Stopping: Stopping distance depends, among other things, on the depth of the runway contaminant. In some cases, stopping distances will decrease as contamination depth increases; however, the risk of hydroplaning is significantly greater and longer distances normally result. In either situation the aircraft could experience directional control difficulties. B. Hydroplaning 1. Hydroplaning can occur on runways contaminated with standing water or slush and results when hydrodynamic lift forces generated between the tires and the contaminant are sufficient to lift the tires and aircraft clear of the runway surface. In this condition, the tires are no longer capable of providing directional control or effective braking. 2. Hydroplaning does not normally occur in water depths of less than 1/5 inch (5.0mm), although under some conditions the minimum depth may be as low as 1/10 inch (2.5 mm). 3. Once hydroplaning has commenced it can be sustained over areas where the water depth is less than required to initiate hydroplaning and to speeds lower than that required for initiation. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 1 Contaminated Runway Operations Volume 5 C. Crosswind Landings 1. A slippery runway and a crosswind are obviously a bad combination. 2. In crosswind conditions, the crosswind crab angle should be maintained for as long as possible until prior to touchdown. Aim for the center line or slightly on the upwind side and avoid touching down on the downwind side of the runway. This technique will minimize the possibility of the aircraft weathervaning into the wind after touchdown, and drifting toward the downwind side of the runway. D. Use of Reverse Thrust 1. The intensity and duration of reverse thrust used at low speeds should be minimized. 2. Using reverse thrust at low speeds on snow and ice covered runways can cause foreign object damage (FOD) to the engines, possibly leading to low forward visibility due to “whiteout”. 3. Excessive use of reverse thrust can increase the possibility of ice buildup on the wing and empennage section, which could cause considerable delays, especially during quick turnarounds. Note:

Maximum reverse thrust may be used to a full stop during emergencies.

4. During Crosswind Conditions: The use of reverse thrust during crosswind conditions may aggravate the drift into the wind, the reverse thrust side component will add to the crosswind component, drifting the airplane toward the downwind side of the runway at a faster rate than normal. a. To correct the situation, it will be necessary to reduce the reverse thrust to reverse idle and release the brakes. b. In extreme conditions, it may even be necessary to move the thrust levers out of reverse thrust and go to forward idle thrust. c. Use rudder steering and differential braking as required to prevent over correcting past the runway center line. d. When reestablished on the runway center line, reapply steady brakes and reverse thrust as required to stop the aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 2 Hot Weather Operations Volume 5 Section 2 Hot Weather Operations A. General 1. Extremely hot environments present operational problems of a different nature from those associated with cold weather operations. 2. The main concerns focus primarily on a. passenger and crew comfort and b. the significant decrease in aircraft performance which high ground temperatures can cause. B. Taxi 1. Operation in areas of high ambient temperatures may cause brake temperature limits to be exceeded. This condition would lead to fusible plugs melting and deflation of the overheated tires involved. 2. Runway and taxiway surface temperatures often exceed the ambient temperature. 3. Consideration for brake cooling should always be taken into account. 4. Excessive use and riding of brakes should be avoided. 5. Minimize braking when possible to allow ample time for cooling between applications. 6. The recommended technique is to allow the aircraft to accelerate, then brake to a very slow taxi speed and release the brakes completely. C. Takeoff 1. High ambient temperatures in combination with short runways or high elevation airports could cause substantial penalties to aircraft performance. 2. Special attention must be given to the restriction imposed on the maximum takeoff operating weight. 3. These penalties should be taken into account early in the preflight preparation.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 2 Hot Weather Operations Volume 5 D. Landing. 1. The landing phase of flight during high ambient temperature conditions is not as demanding as with cold weather operations. 2.

It should be noted that runway conditions, particularly at the touchdown area, could be slick due to the heavy deposits of melted rubber.

E. Brake Cooling 1. For quick turnaround operations, bear in mind that the energy absorbed by the brakes following each landing is cumulative. 2. This could prove detrimental and may cause considerable delays at stops if overheating of the brakes and the possible melting of the wheel fusible plug(s) results in deflating the tire(s) involved. 3. Excessive braking should be avoided and the thrust reversers should be used to their full advantage.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 Section 3 Cold Weather Operations A. General 1. This section contains aircraft specific procedures for the ERJ-170. 2. A flight crewmember will perform a walkaround check prior to each flight. B. Ground Operations 1. The preparation and ground operation of the aircraft, after sitting idle in very low temperatures, may present particular problems. 2. The upper wing and tail surfaces must be free of frost, ice and snow. 3. To avoid APU start malfunctions, the area in the vicinity of the APU intake must be clear of heavy snow buildup. 4. Clear ice is most likely to form when the aircraft is operated in an environment of high humidity and the upper surfaces of the wing are in contact with the cold fuel in the wing tanks. 5. The formation of clear ice on the wing upper surfaces is very difficult to detect visually, especially if the wing is wet. When operating in conditions that could lead to the formation of clear icing, the pilot must conduct a tactile examination of the wing upper surfaces to confirm that they are free of contamination. Note:

The Company will always adhere to the ‘clean aircraft concept’ during severe or adverse weather operations.

C. ADSP Warm-Up On the first flight of the day after overnight parking at temperatures below -18°C (0°F), accomplish the following procedure after AC Power is established on the aircraft. 1. ADSP Heater Switch .............................................. ON 2. FBW PBIT Test.......................................... Accomplish - Verify the clock on the Flight Control Synoptic page resets to 20 hours after the FBW PBIT Test is complete.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 - If the FBW PBIT Test will not run or if the clock on the Flight Control Synoptic page will not re-set to 20 hours, leave the aircraft powered for a minimum of 3 minutes with the ADSP Heater Switch on. After a minimum of 3 minutes and after any accumulated ice in the Smart Probes has had a chance to melt, power down the aircraft, wait one minute, and power the aircraft back up using the procedures found in Chapter 4, Section 3 of the POH. The FBW PBIT Test should now run properly. 3. ADSP Heater Switch .............................................OFF D. Hydraulic Systems Warm-Up On the first flight of the day after overnight parking at temperatures below -18°C, accomplish the following procedure prior to starting the engines. 1. HYDRAULIC SYS 1,2, 3A & 3B ELEC PUMPS ..... ON 2. Steering ......................................................... Engaged - Keep the nosewheel steering engaged while the electric hydraulic pumps are running. - After reservoir temperatures are higher than -10°C for systems 1, 2 and 3: 3. HYDRAULIC SYS 2 PUMP.....................................OFF 4. PTU ........................................................................ ON After 30 seconds 5. PTU .......................................................................OFF 6. HYDRAULIC SYS 2 PUMP .................................... ON 7. Flight Controls ................................................Checked - Check control wheel, control column and rudder pedals for freedom of movement and full travel. Control forces can be increased at low temperatures. - Operate all trim systems, including back up pitch trim system, checking for freedom of movement and full travel. If any control is suspected of restricted movement or jamming, report to maintenance personnel.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 E. Engine Start 1. Before starting the engines, the pilot should assess the surface conditions of the ramp. Special consideration should be given to problems that could be encountered during the engine start and pushback. CAUTION:

The freedom of N1 fan to rotate must be confirmed before engine start. Water may freeze in the area of the lower intake jamming the adjacent fan blades. Under no circumstance is it permissible to use deicing or deicing/ anti-icing fluid for removal of the contaminant.

2. Oil:During cold weather starts, initial oil pressure response may be slow. As the engine accelerates, the oil pressure may rapidly increase then exceed the normal range. The high oil pressure should progressively reduce to normal as the engine achieves normal operating temperatures. Refer to the limitations section for oil pressure limitations. CAUTION:

If oil pressure is not indicated by the time idle rpm is achieved, conduct an immediate shutdown of the engine.

3. IDGs: Expect the generators to be slow in producing steady power due to cold oil in the IDGs. Five (5) minutes may be required for the IDGs to stabilize sufficiently. F. Taxi 1. Always taxi at a manageable speed. 2. Maintain a greater distance than normal between aircraft especially when slush, standing water, ice or snow is present on the taxi surfaces. 3. Be aware of other aircraft’s jet blast, obscured runways and taxi/ramp markings, and snowbanks. 4. Brake Usage: Application of brakes should be kept to a minimum during turns. Anticipate increased stopping distances and be aware of the additional hazard of operating on slippery surfaces with crosswind conditions. 5. Reverse Thrust: Reverse thrust should be used with extreme caution and only when necessary to prevent nosewheel skidding or departure from the intended taxi path.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 G. Run-Ups 1. When moderate to severe icing conditions are present during prolonged2 ground operation, periodic engine run-ups to as high a thrust setting (54% N1 is recommended) as practical are recommended. a. This run-up should be done for a minimum of thirty (30) seconds at thirty (30) minute intervals prior to takeoff. This action is effective in dissipating fan blade icing. 2. Prior to positioning for takeoff, ensure that the aircraft is aerodynamically clean. H. Takeoff The use of reduced thrust settings is prohibited if the runway is contaminated. 1. Procedures a. Apply brakes and advance the thrust levers. b. If the aircraft starts to creep or slide during engine power check, release the brakes and begin the takeoff roll. c. Anticipate a lag in nosewheel steering response and possible nosewheel skidding. d. Apply corrections as necessary. Directional control can be improved by employing a light but firm forward pressure on the control column to increase nosewheel steering effectiveness. e. Use aerodynamic control as soon as it becomes available. 1) Ailerons can increase directional control in the 60 to 100 knot range. 2) Avoid large or rapid rudder input.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 I. Reject If the decision is made to reject the takeoff, maximum deceleration is achieved by using maximum reverse thrust and maximum braking. 1. During the rejected takeoff, anticipate the possibility of skidding. 2. Keep the nosewheel centered and maintain directional control with the rudder and small inputs of the nosewheel steering. 3. If a skid develops, reduce reverse thrust to idle reverse and if necessary, return the engines to idle forward thrust to return to the center line. regain the center line with nosewheel steering, rudder and/or differential braking. 4. Directional control problems on slick runways could also be encountered due to excessive cycling of the anti-skid system. To correct the condition, reduce brake pressure. J. In Flight 1. Slats/Flaps should not be extended in icing conditions except when required for takeoff, approach and landing. 2. If Slats/Flaps are deployed in icing conditions for extended periods or in severe icing, light to moderate buffet may be encountered. No handling difficulties will result. WARNING: Small accumulations of ice on the wing leading edge can change the stall speed and stall characteristics or warning margin provided by the stall protection system. Do not reduce speed below VREF or land with visible ice on the wing except under failure conditions. K. Landing 1. For landing on a contaminated runway, lower the nosewheel immediately and maintain light forward control column pressure. 2. Reverse Thrust: Thrust reversers are most effective at high speed. At low speed minimize the intensity and duration of reverse thrust. However in an emergency situation, maximum reverse thrust may be used to a complete stop.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 3. Braking: Do not pump the brakes; pumping the brakes will only diminish braking effectiveness. Apply brakes normally with steadily increasing pressure. 4. Skidding and Hydroplaning: Anticipate skidding and hydroplaning and be prepared to take the following necessary actions: a. If a skid develops, reduce reverse thrust to idle reverse and if necessary, return the engines to idle forward thrust to return to the center line. Regain the center line with nosewheel steering, rudder and/or differential braking. b. Directional control problems on slick runways could also be encountered due to excessive cycling of the anti-skid system. To correct the condition, reduce brake pressure. L. After Landing 1. Do not retract the flaps past position 3 if ice accumulation on the flaps is suspected. This will prevent possible damage to the structure and mechanism. 2. Anticipate that ramps can be iced over and the use of reverse thrust for stopping the aircraft may be necessary. M. De/Anti-Icing Tables Refer to the General Operations Manual (GOM), Chapter 2.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5 N. PIREPS relating to Airframe Icing INTENSITY TRACE

LIGHT

MODERATE

SEVERE

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ICE ACCUMULATION Ice becomes perceptible. Rate of accumulation slightly greater than rate sublimation. It is not hazardous even though deicing/anti-icing equipment is not utilized, unless encountered for an extended period of time (over one hour). The rate of accumulation may create a problem if flight is prolonged in this environment (over one hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if the de-icing/antiicing equipment is used. The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or diversion from the area is necessary. The rate of accumulation is such that deicing/ anti-icing equipment fails to reduce or control the hazard. Immediate diversion from the area is necessary.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5

N. FUEL FEED (1 or 2) FAULT 1. Background. During Cold Weather Operations with OAT at 0o C or below, it is possible to experience a FUEL FEED (1 or 2) FAULT EICAS message while on the ground or in the air. The reasons this message may appear more prevalent at colder temperatures is as follows: a. As the air is denser, FADEC will set a lower N2 than in a hotter day in order to provide the same amount of thrust. b. With the FADEC reducing N2 (possibly down to 59%), system logic starts the FUEL AC PUMP at 60% N2. c. If N2 speed increases above 60%, the system logic shuts off the AC PUMP. d. This switching from AC PUMP back to engine-feed ejector pump may create a fuel pressure transient which in turn, may cause the FUEL FEED (1 or 2) FAULT EICAS message to annunciate. Note:

PRIMUS EPIC SOFTWARE Load 15.3 will not address this problem.

2. Procedure: This procedure incorporates Embraer's guidance and will only be utilized when the OAT is at 0oC or below. When operating in cold weather on the ground, the Captain will select the FUEL AC PUMPs 1 and 2 to: • ON after engine start • AUTO just prior to takeoff while maintaining a minimum 65% N2 • ON after landing and clear of the runway • AUTO after engine shutdown CAUTION: For aircraft takeoff certification, the AC FUEL PUMPs must be set to AUTO prior to takeoff. No checklist changes are required.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5

3. FUEL FEED (1 or 2) FAULT EICAS Message Clearing Procedure. If a FUEL FEED (1 or 2) FAULT EICAS message annunciates on the ground or in the air, accomplish the following procedure. Note:

As with any EICAS message, verify all displayed EICAS messages are normal for the current operational aircraft configuration.

a. FUEL Panel ...................................................... Set 1) XFEED Selector ........................................OFF 2) DC PUMP Selector................................. AUTO 3) AC PUMP 1 Selector ............................. AUTO 4) AC PUMP 2 Selector ............................. AUTO b. Engines ................................... Start (if applicable) Operate a minimum of two (2) minutes. c. Thrust Levers ............................ 65% N2 minimum d. FUEL AC PUMPs 1 & 2 .................................... ON After five (5) seconds... e. FUEL AC PUMPs 1 & 2 ............................... AUTO After two (2) seconds... EICAS Messages ........................................ Check Ensure the following EICAS messages are not annunciated: • ENG (1 or 2) FUEL LO PRESS • FUEL FEED (1 or 2) FAULT g. Fuel Synoptic Page...................................... Check Ensure the following indications are shown: • AC pump symbols are white • Fuel lines from AC pumps to engines are white • Engine-feed ejector pump symbols are green • Fuel lines from engine-feed ejector pumps to engines are green f.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 3 Cold Weather Operations Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 4 Hazardous Weather Volume 5 Section 4 Hazardous Weather A. Clear Air Turbulence (CAT) 1. Initiate flight level or course change when encountering jetstream turbulence with direct headwinds or tailwinds. Jetstream turbulence encountered in a crosswind is normally in a narrow band across the wind. When crossing the jetstream, climb with rising temperature and descend with a dropping temperature, if necessary. B. Mountain Wave Turbulence 1. If the ratio of the wind speed 6,000 feet above the ridge to the winds at ridge-top level is 1.6 or less, the probability of moderate or greater turbulence increases. This turbulence can exist at all altitudes. If the ratio of the wind speed 6,000 feet above the ridge to the wind at ridge-top level is greater than 2, turbulence is likely to be confined to low altitudes. 2. Example: If the wind speed at 18,000 feet is 50 knots and the wind speed at 12,000 feet is 35 knots, the ratio is 1.4. Moderate or greater turbulence may exist up to high altitudes. C. Turbulence and Thunderstorms Expect moderate or greater turbulence within thunderstorms, or in the vincinity of thunderstorm tops, wakes, downbursts, and gust fronts. D. Severe or Extreme Turbulence Encounter Do not plan flight into severe/extreme turbulence. If encountered, make a maintenance logbook write up to ensure a special aircraft structural inspection is accomplished. E. Windshear Avoid windshear activity. Pilots will use all available resources to keep abreast of forecast or reported windshear conditions for departure, arrival, and enroute flight segments. WARNING: Do not takeoff, land, or make an approach when there is a "Microburst Alert" for the takeoff/landing runway, or when it is not possible to maintain at least 3nm horizontal separation from severe weather when the aircraft is < 1,000 feet AGL.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 4 Hazardous Weather Volume 5 F. Terminal Weather Information for Pilots (TWIP) 1. TWIP is generated using weather data from Terminal Doppler Weather Radar (TDWR) or the Integrated Terminal Weather System (ITWS). 2. TWIP provides the following information via an ACARS uplink when an ACARS weather request is sent for a designated airport: a. Descriptions of microburst alerts, - windshear alerts, b. Significant precipitation, c. Convective activity within 30 NM of the terminal area, and d. Expected weather impacting airport operations. 3. When available at a designated airport, "TWIP" is annotated on the briefing strip on the 10-9 Airport Diagram. G. Definitions 1. Low Level Windshear Alert System (LLWAS). This system consists of anemometer sensors geographically spaced around the airport. This spacing may not allow for detection of all microburst or windshear events in the airport area. The system is prone to false alarms because of station sheltering, stationary thermals, and gust winds. 2. Microburst. A small convective downburst where the sum of the peak headwind and tailwind component change is 30 knots or greater. Microbursts have a hazard area of 2.5 miles or less in diameter and a duration of 10-15 minutes. Can produce extremely hazardous windshears. 3. Severe Windshear. Rapid changes in wind direction or speed which result in airspeed changes > 15 knots or vertical velocity changes > 500 fpm.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 4 Hazardous Weather Volume 5 H. ATC Terminology. 1. Windshear/Microburst Advisories in Effect. This ATIS message indicates windshear or microburst alerts have occurred. The broadcast will occur for 20 minutes after the event. 2. Non-Runway Specific Windshear Alert. Tower will advise pilots of this alert generated by the Low Level Windshear Alert System. This system does not provide microburst alerts or estimated windspeed gain/loss information. a. Example: "Windshear alert, centerfield wind 280° at 25 knots, south boundary wind 170° at 20 knots." 3. Multiple Windshear Alert. Two or more geographical quadrants are in alarm. ATC will give centerfield wind plus the most appropriate boundary wind to aircraft operations. 4. Runway Specific Windshear/Microburst Alert. Tower will advise pilots of this alert generated by Enhanced LLWAS and/ or Terminal Doppler Weather Radars (TDWR). This alert has an 85% or better accuracy and is issued for a specific runway threshold or departure area to include the total windspeed gain/loss. a. Examples: 1) Windspeed Gain (Gust Front): "Runway 17 arrival, windshear alert, 20 knot gain, 3 mile final." 2) Windspeed Loss (Windshear/Microburst): "Runway 17 departure, windshear alert, 20 knot loss, 2 mile departure." 5. Multiple Windshear/Microburst Alert. Multiple alerts are impacting a specific runway. The alert type and windspeed loss for the most intense event is given along with the location where the first event will be encountered. 6. Possible Windshear Outside the Network. An alert occurring on the edge of a detection system, or if the system is unable to distinguish between windshear and microbursts a "Possible Windshear Outside the Network" message is generated.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 4 Hazardous Weather Volume 5 I. Ozone 1. Flight Planning. Dispatchers select routes and altitudes to avoid areas of excessive ozone concentrations for aircraft not equipped with ozone filters. 2. Symptoms. Symptoms of high ozone levels in the cabin include an acrid taste or smell. Individual responses to ozone exposure may vary widely and usually appear in people most physically active during the flight. Moderate constrictions of the chest with some discomfort on deep inhalation, or coughing on deep inhalation, as well as headache and eye irritation are other symptoms of ozone exposure. 3. Ozone Encounters. Use 100% oxygen at the first sign of discomfort and descend to a lower altitude or below the tropopause, if practical. Contact dispatcher for further information and assistance.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 5 Operation in Turbulence Volume 5 Section 5 Operation in Turbulence In severe turbulence, two major concerns arise, excessive structural loads on the aircraft and maintaining positive control of the aircraft. Operating the aircraft at or below the turbulent airspeed should provide adequate protection from excessive structural loads due to exposure to vertical gusts. However, there is some evidence that most aircraft structural failures in flight result from a combination of the loads imposed by the recovery maneuver as well as the gusts themselves. More realistic benefits can perhaps result from a discussion of these factors in combination. A. Airspeeds Airspeeds for turbulence are: • 10,000 ft and below: ............ 250 KIAS. • Above 10,000 ft.: ................... 270 KIAS or .70M whichever is lower. While flight at speeds significantly below the turbulent airspeed may provide a more comfortable ride in light to moderate turbulence, these low speeds may be undesirable when encountering severe turbulence for the following reasons. First, the aircraft is closer to the critical angle of attack and since severe turbulence can cause substantial variance to the angle of attack there is a greater chance of encountering buffeting and the accompanying high drag. This will cause altitude loss and tempt the pilot to make undesirable power and pitch changes. Secondly, trim changes due to power changes at low speed are greater than at high speed and further compound the difficulty of maintaining adequate control. B. Altitude Flight through severe turbulence should be avoided, if possible. When flying at FL 200 or higher, it is not advisable to avoid a turbulent area by climbing over it, unless it can be overflown well in the clear. If necessary, reduce altitude to increase buffet margin.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 5 Operation in Turbulence Volume 5 Due to the high velocity vertical gusts associated with turbulence, large variations of altitude are extremely likely to occur. The prime consideration is to avoid increasing the load on the aircraft by applying excessive elevator input in addition to the load applied by the gust. As with the other parameters discussed, minor deviations should be tolerated and corrections for large deviations should be only that required to reverse the trend. C. Attitude Flying under extremely turbulent conditions requires techniques that may be contrary to a pilot's natural reactions. Large, rapid aileron control inputs are permissible to hold the wings level, but in extreme turbulence, pitch attitude must be controlled with small, smooth inputs to avoid excessive stress to the aircraft. The pilot should rely on the natural stability of the aircraft and not be overly concerned with minor excursions. Pitch attitude should be controlled solely with elevator control and not with trim. The pilot will not be able to effectively counter each gust with trim and will probably make aircraft control more difficult than by leaving the aircraft trimmed at the original speed. Once the aircraft is established at the entry speed, power changes are generally undesirable. D. Aircraft Systems 1. Autopilot If turbulence is light to moderate it is best to use the autopilot. Monitor the autopilot’s operation of the pitch trim. If turbulence is greater than moderate, the autopilot should not be used. 2. Flaps Flap extension in an area of known turbulence should be delayed as long as possible because the aircraft can withstand higher gust loads in the clean configuration. E. Secure the Aircraft Check cockpit equipment is secured and shoulder harnesses fastened. Advise F/A prior to entering turbulent conditions if possible or shortly after entering areas of turbulence. Turn on the FASTEN SEATBELT sign and make a P.A. announcement advising passengers of the turbulence.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 5 Operation in Turbulence Volume 5 F. Definitions of Turbulence Intensity INTENSITY LIGHT

AIRCRAFT REACTION Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw). Report as Light Turbulence. Turbulence that causes slight, rapid, and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude. Report as Light Chop. Turbulence that is similar to Light Turbulence but of greater intensity. Changes in altitude and/or attitude occur, but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. Report as Moderate Turbulence. Turbulence that is similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in altitude or attitude. Report as Moderate Chop. Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large severe variations in indicated airspeed. Aircraft may be momentarily out of control. Report as Severe Turbulence. Turbulence in which the aircraft is violently tossed about and is practically impossible to control. Extreme may cause structural damage. Report as Extreme Turbulence.

MODERATE

SEVERE

EXTREME

Note:

Whenever a pilot encounters a meteorological condition in flight, the knowledge of which he considers essential to the safety of other flights, the PIC shall notify an appropriate ground station (ATC or Dispatch) as soon as practical.

Note:

Severe or extreme turbulence encountered when enroute requires a logbook discrepancy entry and the aircraft must be inspected by maintenance before it’s next takeoff.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 5 Operation in Turbulence Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 Section 6 Windshear A. General. 1. The ERJ-170 has a windshear escape guidance mode provided by the FD. This recovery guidance occurs only during the windshear warning. 2. The primary recovery technique objective is to keep the aircraft flying as long as possible while attempting to exit the shear. A wide variety of techniques were considered to establish the one best meeting this objective. The best results were achieved by pitching toward an initial target attitude while using necessary thrust. Several factors were considered in developing this technique. 3. Studies show windshear encounters occur infrequently and that only a few seconds are available to initiate a successful recovery. Additionally, during high stress situations, pilot instrument scan typically becomes very limited, i.e., in extreme cases, to only one instrument. Lastly, recovery skills will not be exercised on a day-to-day basis. These factors dictate that the recovery technique must not only be effective, but simple, easily recalled, and have general applicability. 4. Extensive analysis and pilot evaluations were conducted. Although a range of recovery attitudes provide good recovery capability for a wide variety of windshears, 15° is chosen as the initial target pitch attitude for both takeoff and approach. Additional advantages of 15° initial target pitch attitude are that it is easily recalled in emergency situations and it is prominently displayed on the attitude director indicator.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 B. Windshear Flow Chart Do not takeoff or land until conditions improve. Average windshear lasts only 10-15 minutes

Evaluate the Weather

Any sign of hazardous convective weather within 15 miles of airport? (H=high/M=medium/L=low) Convective weather and... •tModerate turbulence (M)

No

•Rwy specific alert (H)

•Temp/Dewpoint spread >16°C (M)

•Localized strong winds (H) •Dewpoint > 10°C (M) •tred return/heavy precip (H)

•Rain showers (M)

•LLWASt20kt change (H)

•Lightning (M)

Yes Has Microburst Alert been issued for takeoff/landing runway?

Yes

No Can you maintain at least 3 nm horizontal separation from severe weather when aircraft is d1,000 feet AGL? •ATC report of VIP level 5 or greater •Steep and/or asymmetrical radar gradients •Notches, hooks, fingers, or scalloped radar edges •Heavy rain with convective activity •Radar echo with a shadow behind it or a magenta radar return

Yes Do you judge it safe to continue?

No

No

Yes Apply Windshear Precautions Landing Takeoff •Use longest suitable runway •When possible, use flaps 2 •Consider increased rotation speed •Use maximum takeoff thrust

•Use longest suitable runway •Use ILS or VASI for glidepath monitoring •Use flaps 5 •Consider using increased approach speed, up to 20 knots •Establish a stabilized approach no later than 1,000 feet AFE •Minimize thrust reductions •Monitor flight director, autopilot, and autothrottles

Follow Standard Operating Procedures •Takeoff: minimize pitch attitude reductions •Approach: avoid large thrust reductions •Know normal attitude and performance •PNF monitor flight path instruments and call out deviations

Accomplish Windshear Recovery if Windshear Encountered Report Encounter

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 C. Windshear Recognition Techniques 1. The EGPWS provides a windshear detection/annunciation system. Additionally, some cues are presented to help the pilot in a windshear recognition. 2. Marginal flight path control may be indicated by uncontrolled changes from normal, steady-state flight conditions such as follows: • Air speed varies 15 KIAS or more. • Vertical speed varies 500 ft/min or more. • Attitude pitch varies 5° or more. • Unusual glide path, such as one or more dot displacement from the glide-slope. • Unusual thrust lever position for a significant period of time. • and: When the aircraft is entering — FPV speed error tape: indicates the microburst (increased head speed above the selected speed wind): target. — FPA acceleration indicates deceleration aircraft.

pointer: of the

When the aircraft is exiting the — FPV speed error tape: indicates microburst (increased tail speed below the selected speed wind): target. — FPA acceleration indicates acceleration aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 D. Windshear Detection 1. Windshear detection is activated between 10 and 1500 ft. radio altitude during the initial takeoff, go-around and final approach phases of flight. 2. Increasing headwind and up drafts detection cause the annunciation of an amber WSHEAR on PFD and a CAUTION WINDSHEAR voice message. 3. Decreasing headwind (or increasing tailwind) and down drafts detection cause the annunciation of a warning windshear condition through a red WSHEAR on PFD and a “WINDSHEAR; WINDSHEAR; WINDSHEAR” voice message.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 E. Windshear Escape Guidance Mode 1. The Windshear Escape Guidance Mode provides a pitch command to recover from a windshear to minimize altitude and airspeed loss during a windshear encounter. 2. This mode is a flight director mode and it is engaged in the following conditions: a. Manually: pressing the Go Around Button while a windshear condition is detected. b. Automatically: operating in go-around or takeoff mode and a windshear condition is detected. c. Automatically when thrust levers position is above 78° and a warning windshear condition is detected. 3. The other flight director modes are canceled and the following modes are inhibited while in a caution or warning windshear condition: a. Altitude pre-select, go-around and takeoff modes are canceled while in a caution or warning windshear condition. No lateral mode is inhibited while in windshear mode. 4. The Windshear Escape Guidance Mode incorporates three control logics: a. Gamma Submode - The aircraft has a positive flight path angle. This sub-mode allows the airspeed to build up during an increasing performance windshear in anticipation of a decreasing performance windshear. b. Alpha Submode - The aircraft maintains airspeed when approaching stall conditions. The windshear protection control logic keeps the aircraft angle of attack below the stick shaker firing angle. c. Speed Target Submode - The aircraft manages the airspeed to prevent overspeed. Pitch up is commanded to maintain the calculated airspeed. CAUTION:

Windshear conditions will not be detected if either EGPWS or the Radar Altimeter is unavailable.

F. Approach 1. For approach, plan on using Landing Flaps 5.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 G. Windshear Recognition and Recovery Graphic

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 H. Windshear Recovery Maneuver Actions and Callouts Step

PF

PM

Thrust

1

Accomplished Simultaneously

• Autothrottles - disconnect “FIREWALL THRUST” • Press TO/GA Switch • Set thrust

• Verify all actions have been completed and call out any omissions

Roll •

Autopilot - disconnect

•

Roll wings level

Pitch • Rotate toward 15° pitch, then fol- • Monitor attitude, airlow FD commands speed and altitude -or• If EGPWS inoperative, rotate (3°/sec) toward 15° pitch or PLI • Monitor radio altime(Pitch Limit Indicator), whichevter, and call out inforer is lower. Increase beyond 15°, mation on flight path if required, to ensure acceptable (e.g., “300 FEET DEflight path. SCENDING; 400 FEET CLIMBING,” • Respect stick shaker/buffet etc.) Configuration

2

• Speedbrakes - retract • Do not alter gear/flap configuration until 1500 feet AGL and terrain clearance is assured After Windshear Recovery

3

•

Advise ATC

• Resume normal flight • Retract gear/flaps as required

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 I. Windshear Recovery Techniques The windshear escape maneuver should be performed whenever the following happens: 1. A warning windshear is annunciated during approach or after lift-off. a. PFD: WSHEAR (red). b. Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR”. 2. A caution windshear is annunciated during approach and the captain decides to perform the windshear recovery technique. 3. A caution windshear is annunciated after lift-off. a. PFD: WSHEAR (amber). b. Voice message: “CAUTION WINDSHEAR”. 4. Whenever the captain decides to perform the recovery techniques due to the presence of windshear clues without EGPWS announcement. J. Windshear escape maneuver due to EGPWS announcement: 1. Thrust Levers ..................................... FIREWALL THRUST - When moving the thrust levers press either TOGA button. 2. Flight Director Escape Guidance Cue...................FOLLOW 3. Maintain the present configuration (gear and flaps) until 1500 ft. AGL and with terrain clearance assured. K. Windshear escape maneuver without EGPWS announcement: 1. Autopilot ......................................................... DISENGAGE 2. Thrust Levers ..................................... FIREWALL THRUST - When moving the thrust levers press either TOGA button. 3. Pitch .................................... 15° or PLI (whichever is lower) 4. Maintain the present configuration (gear and flaps) until 1500 ft. AGL and with terrain clearance assured.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 L. Table 1: Causes Of Windshear Causes of Windshear

Approximate percentage of Windshear Accidents

Convective conditions (thunderstorms, rain, and snow showers) Frontal Systems Low-Altitude Jet Streams Strong or Gusty Surface Winds All Other Causes (temperature inversions, mountain waves, seabreeze circulations, and unknown causes)

65 15 5 5 10

M. Table 2: Danger Signals of Dry Microbursts PIREPS

LLWAS

Virga

Temperature/Dewpoint Localized Strong Winds

Turbulence Airborne Weather Radar

Weather Forecast

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Caution - Due to the rapid intensification of microbursts, actual windshear may be up to twice as severe as the PIREP. Caution - LLWAS, in its present state of development, is not completely accurate in detecting microbursts and is prone to false alarms. Rain falling from high-based convective clouds, evaporating before it reaches the ground. Forecast - Watch for a spread of -1ºC to +10ºC (30º F to 50ºF ). Blowing dust, rings of dust, dust devils, other tornadic features, and other evidence of strong, local outflow near the surface. Moderate or greater turbulence may be associated with the outflow from a microburst. Indication of weak cells with bases from 5,000 to 15,000 feet AGL which indicate weak precipitation, usually virga. The potential for a microburst is indicated by mid-level moisture, very dry surface conditions, and a -1ºC to +10ºC (30º F to 50ºF ) temperature/dewpoint spread.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 a. Table 3: Danger Signals of Wet Microbursts PIREPS

LLWAS

Thunderstorms

Localized Strong Winds

Turbulence Airborne Weather Radar Weather Forecast

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Caution - Due to the rapid intensification of microbursts, actual windshear may be up to twice as severe as the PIREP. Caution - LLWAS, in its present state of development, is not completely accurate detecting microbursts and is prone to false alarms. In addition to the well-known hazards of thunderstorms, an estimated 5% of thunderstorms accompanied by heavy rain and/or lightning contain embedded microbursts. Blowing dust, rings of dust, dust devils, other tornadic features, and other evidence of strong, local outflow. (Caution-Visual clues may be obscured by low visibilities in wet thunderstorm microburst situations.) Moderate or greater turbulence may be associated with the outflow from a microburst. Search the area above and along the takeoff and approach paths for heavy precipitation. Although there are currently no techniques to forecast wet microbursts, crews should consider the thunderstorm forecasts contained in the terminal forecasts and severe weather advisories as a possible indication of the presence of wet microbursts.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 N. Microburst Guidelines/Windshear Probability Table 4 "Microburst Guidelines/Windshear Probability", designed specifically for convective weather conditions, provides a subjective evaluation of various observations to aid in making appropriate avoidance decisions. Although encountering weather conditions described in the table above 1,000 feet AGL, may be less critical in terms of flight path, such encounters may present other significant weather-related risks. Windshear clues should be considered cumulative. The probability of each single observation is given. However, if more than one windshear clue is observed, the probability rating may be increased to reflect the total set of observations. Use of the table does not replace the total set of observations. Additionally, use of the table does not replace sound judgment when making avoidance decisions. Crewmembers are urged to exercise caution when determining a course of action.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 6 Windshear Volume 5 O. Table 4: Microburst Guidelines/Windshear Probability Observation

Probability of windshear

Presence of convective weather near intended flight path: With localized strong winds (tower reports or observed blowing dust, rings of dust, tornadic features, etc.)

HIGH

With heavy precipitation (observed or radar indications of contour)

HIGH

With rainshowers

MEDIUM

With lightning

MEDIUM

With virga

MEDIUM

With moderate or greater turbulence (reported or radar indications)

MEDIUM

With temperature/dewpoint spread of -1ºC to +10ºC (30º F to 50ºF )

MEDIUM

Onboard windshear detection system alert: Reported or observed

HIGH

PIREP or airspeed loss or gain: 20 KIAS or greater

HIGH

Less than 20 KIAS

MEDIUM

Forecast of convective weather

LOW

HIGH-

Critical attention needs to be given to this classification. A decision to avoid (i.e. divert or delay) is appropriate. MEDIUM- Consideration should be given to avoiding. Precautions are appropriate. LOWConsideration should be given, but a decision to avoid is not generally indicated.

Note:

CAUTION:

These guidelines apply to operations in the airport vicinity (within 3 miles of the point of takeoff or landing along the intended flight path and below 1,000 feet AGL). The hazard increases with proximity to the convective weather. Weather assessment should be continuous. Currently no quantitative means exist for determining the presence or intensity of microburst windshear. Crewmembers are urged to exercise caution when determining a course of action.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 Section 7 Thunderstorms A. Use of Weather Radar Weather radar should normally be operated in the auto gain mode. Weather displays are available on the MFD and the PFD. The radar employs automatic antenna stabilization to maintain a beam scan relative to the earth's horizon. For takeoff and landing, an initial tilt adjustment of 2-3 degrees up will provide target detection with a minimum of ground clutter. WARNING: Do not test the radar around personnel as it does radiate energy during the test. B. Lightning Strike 1. Even thought the aircraft is adequately protected against lightning strikes effects, operating procedures should be established in an attempt to avoid such phenomenon. 2. Avoid penetration of thunderstorms. In-flight lightning avoidance is closely associated with thunderstorm avoidance. Maintain visual contact with thunderstorms during the daytime and lightning at night. 3. Check the radar for precipitation, review all available types of weather information, examine other pilot reports and follow ATC instructions. 4. Even with a good weather report received and understood, pay close attention to those storms that develop rapidly along the route in a given area and that cannot be predicted. While enroute, constantly update the previous weather briefing through radio contact and airborne equipment for actual storm avoidance. 5. Remember that radar detects only liquid droplets, not the cloud itself. Only rain suspended in the cloud will produce a radar echo, which may lead to occasional encounters with hail and lightning. 6. Circumnavigate the detected thundercloud or area, if possible by more than 25 miles when traffic conditions permit.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 7. Be aware that lightning can strike an aircraft miles away from the extreme side of a developed thunderstorm. Reports of aircraft receiving strikes in clear air at 25 miles or more from the nearest storm are common. 8. The following paragraphs summarize the conditions in which strikes are most common: a. Meteorological conditions: incident reports show that an aircraft must be within or beneath a cloud to receive a strike, or in or near regions of precipitation. Incident reports show that in over 80% of the strikes, the aircraft was within a cloud and experiencing some precipitation and turbulence. But other strikes may occur in a cloud where there is no precipitation nearby, in clear air reasonably distant from a thundercloud, during snowstorms and in clouds over erupting volcanoes. Flight through or in the vicinity of cold front, warm front, stationary front, unstable air or squall line are indicators of imminent lightning strikes. Incident reports also show that lightning strikes occur most commonly under light or heavy turbulence conditions. b. Flight regime: Takeoff, climb, level flight, descent or approach. c. Altitude: strikes are more common between 5000 and 15000 ft, but may occur at virtually all flight altitudes. Lightning strike incidents at lower altitudes are far more frequent since at higher altitudes aircraft can divert around thunderclouds with greater ease. d. Outside air temperature: most strike incidents have occurred when the aircraft is flying in temperatures near or at freezing level. Strikes may also occur at temperatures as high as 25°C, or as low as -45°C. e. Metal aircraft produce a phenomenon called Faraday Cage effect, which distributes electrical charges along the airframe in such a manner that occupants and internal components will not receive the high current that causes injury and damage. There seems to be no record of any case of crew incapacitation due to lightning, although flash blindness can occur for a few seconds.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 9. Direct effects which result from a lightning strike may be: a. Pit marks are often seen along the fuselage or holes in the trailing edge of wing and tail tips. b. Melting of rivets. c. Puncturing of nonmetallic structures. d. Puncturing and de-lamination of composites. e. Slight deformation of metal skins and structure. f. Welding or roughening of moveable hinges and bearings. g. Damage to other parts that may conduct lightning current other than the airframe, such as bonding or diverted straps and pitot tubes. 10. Effects caused by the flash-induced electromagnetic field and the increase of the voltage due to the current at the aircraft structure are defined as indirect effects and may be: a. Interruption of instruments and navigation equipment. b. Damage to electronic and electrical equipment. c. Popping of circuit breakers. d. Loss of electrical power. e. Engine flame-out.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 11. In Flight Operations a. If Lightning Strike Is Suspected To Occur An imminent lightning strike event may be indicated to flight crews by the buildup of static discharge which causes interference on ADF indicators or noise in communication receivers. Another indication is St. Elmo’s Fire, which is visible at night as small electrical discharges running across the windshields and sparking on the wings. Consider wearing sunglasses to protect your eyes from the flash or have one pilot keep eyes downward. 1) All Cockpit Lights..........ON/FULL BRIGHTNESS b. If The Aircraft Has Been Hit By Lightning If situation is under control after a lightning strike, apply the following procedure to ascertain whether the flight may proceed. 1) Circuit Breakers ....................................... CHECK 2) Compass/Heading System ...................... CHECK - Check magnetic compass and heading system for normal indication. 3) Engine Indication ..................................... CHECK - Check engine for normal indication and apply associated procedure if any failure arises after strike attachment. - In case of engine shutdown, the flight crew shall analyze the circumstances of the event and consider an engine airstart. 4) Pressurization .......................................... CHECK - Check pressurization system for normal indication. 5) Flight Controls.......................................... CHECK - Check all flight controls for freedom of movement. Verify that slats/flaps and speed brakes are working properly (refer to slats/flaps and speed brakes operating limits).

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 6) Fuel System ..............................................CHECK - Check fuel system for normal operation. Monitor fuel remaining and fuel consumption to ascertain that no fuel leak exists. 7) Altitude ................................................. MAINTAIN - Never climb the aircraft after a lightning strike, unless required by performance (climb or obstacle clearance) or operation contingencies. If any structural damage is suspected, apply EMERGENCY DESCENT procedure. 8) All Other Aircraft Systems.......................CHECK - Check all aircraft instrument following a panel scan sequence to ascertain that flight safety prevails. - Apply the associated emergency/abnormal procedure if any failure arises after lightning strike. Consider discontinuing the flight and land at the nearest suitable airport if any unsafe condition is revealed after checking systems operation.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 7 Thunderstorms Volume 5 12. On Ground Operations Approaching and landing an aircraft during a thunderstorm is strongly not recommended. The human body may provide the grounding that is otherwise lacking. If you are in the cockpit, do not attempt to communicate with ground through a wire handset, and stay inside the aircraft until the storm has passed. a. If The Aircraft Has Been Hit By Lightning, perform an External safety inspection: - Check for holes, punctures, discoloration and delamination throughout the whole airframe. - Verify for loose, melted or missing rivets. - Check that all static dischargers are in place or in accordance with the CDL. - Verify the integrity of the lights installed on tail, wing, fuselage and - landing gear. - Verify all antennas, ice detectors, smart probes, TAT probes and pressurization static ports for condition. b. Write up the lightning strike in the Flight/Maintenance Log and report to maintenance personnel. c. Make sure that the necessary maintenance is performed before flying the aircraft again. d. Fill out a LIGHTNING STRIKE REPORT form.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 8 Volcanic Ash Volume 5 Section 8 Volcanic Ash A. General 1. Flight in areas of known volcanic activity must be avoided. This is particularly important during hours of darkness or daytime instrument meteorological conditions when volcanic dust may not be visible. 2. When a flight is planned into an area with a known potential for volcanic activity, it is recommended that all NOTAMs and air traffic control directives be reviewed for current status of volcanic activity. If volcanic activity is reported, the planned flight should remain well clear of the area and, if possible, stay on the upwind side of the volcanic dust. 3. The aircraft weather radar is not capable of detecting volcanic ash/dust clouds and is therefore not reliable under these circumstances. 4. The presence of volcanic ash/dust may be indicated by: a. Smoke or dust appearing inside the aircraft; b. An acrid odor similar to electrical smoke; c. Engine malfunctions such as power loss, engine stalls, increasing ITT, fluctuating engine RPM, etc. d. At night, Saint Elmo's fire/static discharges may be observed around the windshield or windows. 5. Flight into volcanic ash/dust clouds can result in the degradation of aircraft and engine performance. The adverse effects caused by volcanic ash/dust encounters may be: a. Rapid erosion and damage to the internal engine components; b. Ash/dust build-up and blockage of the guide vanes and cooling holes, which may cause surge, loss of thrust and/ or high ITT; c. Ash/dust blockage of the pitot system, resulting in unreliable airspeed indications; d. The abrasive properties of volcanic material may cause serious damage to the engines, wing and tail leading edge surfaces, windshields, landing lights, etc. e. Windshield and windows may become opaque, reducing the visibility. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 8 Volcanic Ash Volume 5 B. On Ground Operations The following recommendations apply to starting and operating engines on airports where volcanic ash has fallen and ground contamination is present: 1. During preflight, check that the engine inlet and exhaust areas have been cleared of volcanic ash; 2. Check that all volcanic ash has been cleaned away from the area within 14 ft of the engine inlets; 3. Prior to starting, dry motor the engine for one minute in order to blow out any ash that may have entered the engine bypass duct area; 4. Avoid static engine operation above idle; 5. Use APU for engine starting only, not for air conditioning; 6. Use minimum required thrust for breakaway and taxi; 7. Be aware of loose ash being blown by the exhaust wake of other aircraft. Maintain adequate ground separation; 8. Use a rolling takeoff technique. Avoid setting high thrust at low airspeeds; 9. After landing at an airport contaminated with volcanic ash, minimize the use of reverse thrust to prevent any recirculation ingestion.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 8 Volcanic Ash Volume 5 C. In Flight Operations 1. Flight operations in volcanic ash are extremely hazardous and must be avoided. However, volcanic ash/dust clouds may sometimes extend for hundreds of miles, reaching altitudes above 60,000 ft and an encounter may be unavoidable. 2. In case of an inadvertent encounter, proceed according to the Abnormal Procedures “Volcanic Ash Encounter” in the QRH. 3. If it becomes necessary to shutdown an engine to prevent exceeding ITT limits, restart the engine once it has cooled down. If the engine fails to start, repeated attempts should be made immediately. Note:

A successful start may not be possible until the aircraft is clear of the volcanic ash/dust, and the airspeed and altitude is within the airstart envelope. Take note that engines can be very slow to accelerate to idle at high altitudes and this could be interpreted as a failure to start or as an engine malfunction.

4. After exiting the area of volcanic ash/dust cloud and the engine(s) restarted, restore systems to normal operation. Inform ATC of the encounter.

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ERJ-170 Pilot Operating Handbook Chapter 7 Weather Operations Section 8 Volcanic Ash Volume 5

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 1 General Training Procedures Volume 5

Chapter 8 Training Maneuvers Section 1

General Training Procedures

All normal, abnormal, and emergency procedures will be accomplished in accordance with the ERJ-170 POH. If conducted in the simulator, they will be performed as close to actual conditions as possible. The maneuvers required under 14 CFR 121 will be accomplished according to the descriptions and diagrams which follow. Profiles will be flown at recommended pattern speeds. A. Minimum Altitude to conduct training maneuvers: • •

In the aircraft ................................. 15,000 feet AGL In the simulator................................ 5,000 feet AGL

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 2 Steep Turns Volume 5

Section 2

Steep Turns

A. Objective 1. The objective of the steep turn maneuver is to familiarize pilots with the aircraft handling characteristics and improve the instrument panel scan. 2. Steep turns shall consist of a forty five (45)° banked turn of 180° or 360° in each direction. 3. Altitude, airspeed, and angle of bank should remain constant. B. Configuration 1. The aircraft in a clean configuration with the flight director and autothrottles OFF. 2. Trimming during the maneuver is optional. 3. Entry - Once stabilized at 250 KIAS and on altitude & constant heading smoothly roll into a 45° bank turn. 4. Recovery - Approximately fifteen (15) degrees prior to the desired heading start rolling out.

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 3 Stalls Volume 5 Section 3 Stalls A. General 1. During the initial stages of a stall, local air flow separation results in initial buffet giving natural warning of an approach to stall. 2. A stall warning is considered to be any warning readily identifiable by the pilot, either artificial (stick shaker) or initial buffet. 3. Recovery from an approach to stall will be initiated at the earliest recognizable stall warning. B. Lateral and Directional Control 1. Lateral control is maintained with ailerons. 2. Rudder (directional) control should not be used because it causes yaw and the resultant roll is undesirable. C. Effect of Flaps 1. Flaps are used to increase low-speed performance capability. 2. The leading edge devices ensure the inboard wing will stall prior to the outboard wing. D. Effect of Flight Spoilers 1. For any airspeed, the angle of attack is higher with speed brakes up (extended). 2. This increases initial buffet speed and stick shaker speed but has a lesser effect on actual stall speed. E. Approaches to Stalls 1. Approaches to stalls will be accomplished using different flap configurations. 2. The stall speed and angle-of-attack at stall are essentially the same power-on or power-off for jet aircraft. 3. Jet aircraft thrust has little effect on lowering the stall speed. F. Stall Training 1. Stall training is accomplished in the simulator. 2. Altitudes a. Simulator training may be done at realistic altitudes for arrival, departure, and level flight maneuvering altitudes.

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 3 Stalls Volume 5

G. Entry 1. The instructor is responsible for the set up of the stalls. 2. Recovery at the first stall warning indication a. Call “FIREWALL THRUST” while advancing the thrust levers to the mechanical stops. b. Establish a pitch attitude to keep altitude loss to a minimum. c. Continue accelerating and establish climb or level flight as necessary. 3. When normal airspeed for the existing configuration is reached a. Reduce thrust to the normal operating range b. If an engine exceedance occurs or is suspected, refer to QRH procedure. 4. Landing Gear - If the entry has been made with the landing gear extended, do not retract the landing gear until after the recovery. 5. 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′ is not permitted. 6. If Terrain Contact is a Factor. a. At the first indication of a stall (buffet or stick-shaker), disconnect the autopilot, smoothly advance the thrust levers to firewall thrust and adjust the pitch attitude as necessary to avoid the terrain. b. Simultaneously level the wings. c. Control pitch as smoothly as possible. d. As the engines accelerate, the airplane nose will pitch up. e. To assist in pitch control, add more nose down trim as the thrust increases. f. Avoid abrupt control inputs that may induce a secondary stall. g. Use intermittent stick shaker as the upper limit for pitch attitude. h. When terrain contact is no longer a factor, continue to adjust pitch as required to accelerate to maneuvering speed.

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 3 Stalls Volume 5 7. If Terrain Contact is Not a Factor. a. At the first indication of a stall (buffet or stick-shaker), smoothly apply firewall thrust and smoothly decrease the pitch attitude to approximately 5° above the horizon and level the wings. b. As engines accelerate, counter the nose-up pitch tendency with positive forward control column pressure and nosedown trim. (At altitudes above 20,000 feet, pitch attitudes of less than 5° may be necessary to achieve acceptable acceleration). c. Accelerate to maneuvering speed and stop the rate of descent. Correct back to the target altitude. H. Stall Recovery Actions and Callouts Step

PF

PM

1

Accomplished Simultaneously

Thrust • Autothrottle - disconnect “FIREWALL THRUST” •

Verify all actions have been completed and call out any omissions

•

Monitor attitude, airspeed and altitude Monitor radio altimeter, and call out information on flight path (e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)

Set firewall thrust

Roll • •

Autopilot - disconnect Roll wings level

Pitch • Adjust pitch as required to minimize altitude loss • Respect stick-shaker/ buffet Configuration

2

•

• •

Speedbrakes - retract Do not alter gear/flap configuration

•

After Stall Recovery 3

• •

Resume normal flight. Retract gear/flaps as required.

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 4 Unusual Attitudes/Upsets Volume 5

Section 4

Unusual Attitudes/Upsets

This section provides the basic recovery procedures from unusual attitudes/upsets. Excessive use of pitch trim, or rudder, may aggravate an upset situation, or may result in loss of control and/or high structural loads. A. Nose High Recognition 1. A nose-high pitch attitude is recognized by a. high pitch attitude b. high rate of climb c. increasing altitude d. decreasing airspeed. B. Nose High Recovery Actions and Callouts

1

PF

Accomplished Simultaneously

Step

PM

Thrust • Apply thrust proportional to airspeed degradation

• Verify all actions have been completed and call out any omissions

Roll • Autopilot - disconnect • Increase or introduce bank1 to aid in lowering pitch

• Monitor attitude, airspeed and altitude • Monitor radio altimeter, and call out information on flight path (e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)

Pitch • Reduce pitch

2

•

Speedbrakes - retract

3

• Roll to wings-level when approaching the horizon • Check airspeed and adjust thrust • Establish pitch attitude

•

Advise ATC if required

1Bank

aids in lowering pitch while maintaining a positive load factor to avoid zero or negative G-forces. Depending upon the degree and rate of pitch change, bank angles from 35° to 70° (in the direction of any initial roll) may be required

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 4 Unusual Attitudes/Upsets Volume 5 C. Nose Low Recognition A nose-low pitch attitude is recognized by low pitch attitude, high rate of descent, increasing airspeed, and possibly excessive bank angle. D. Nose Low Recovery Actions and Callouts Step

PF

PM

Thrust

1

Accomplished Simultaneously

•

Reduce thrust and extend speedbrakes

• Verify all actions have been completed and call out any omissions

Roll •

Autopilot - disconnect

•

Roll in the shortest direction toward wingslevel attitude1

• Monitor attitude, airspeed and altitude • Monitor radio altimeter, and call out information on flight path (e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)

Pitch •

Apply back pressure when bank has been reduced to wings-level and raise nose to horizon2

•

Check airspeed and adjust thrust Establish pitch attitude

2 •

•

Advise ATC if required

1

During recovery from nose-low, high bank angle attitudes, focus on the bank indicator (sky pointer) of the attitude indicator. Roll the aircraft in the direction of the bank indicator. This is the shortest direction toward an upright wings-level attitude.

2

The primary concern is to decrease bank angle (if present) to prevent overloading the aircraft when the pitch is raised to the horizon

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 5 Flight Training Acceptable Performance Volume 5

Section 5 Flight Training Acceptable Performance The performance standards required for course completion are detailed in the FAA's Airline Transport Pilot and Type Rating Practical Test Standard (FAA-S-8081-5 as amended). The flight maneuvers and related procedures described herein will be used as a basis for simulator and aircraft flight instruction for Shuttle America Airline's Training Program. During training, emphasis will be placed upon maximum practical use of the simulator, consistent with applicable regulations, in lieu of the actual aircraft. At no time during flight training in the simulator or the actual aircraft will limitations of the equipment be exceeded intentionally, nor will maneuvers be conducted that would jeopardize safety. A. Steep Turns 1. Bank angle ................................................................ 45 ±5° 2. Altitude ................................................................. .±100 feet 3. Airspeed ............................................................... ±10 knots 4. Heading............................ ±10° of assigned rollout heading B. Approach to Stall Initiate recovery at first indication of stall. Recover to reference airspeed, altitude, and heading, allowing only the minimum altitude loss or deviation. C. Departure, Enroute, Holding, and Arrival 1. Altitude .................................................................. ±100 feet 2. Airspeed. .............................................................. ±10 knots 3. Heading........................................................................ ±10° 4. Radials, courses, bearings......................... Accurately track

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 5 Flight Training Acceptable Performance Volume 5 D. Precision Instrument Approaches (ILS) 1. Initial Approach a. Altitude .............................................................±100 feet b. Airspeed. ......................................................... ±10 knots c. Heading..................................................................... ±5° d. Radials, courses, bearings ................... Accurately track 2. Final Approach a. Localizer/glide slope......................... Allow no more than 1/4-scale deflection b. Airspeed ............................ ±5 knots of desired airspeed 3. Decision height (DH): a. Initiate missed approach immediately when the required visual reference is not distinctly visible and identifiable (14 CFR 91.175). b. Transition to a normal landing approach when the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. c. Maintains localizer and glide slope within one-quarter scale deflection of the indicators during the visual descent from DH to a point over the runway where the glide slope must be abandoned to accomplish a normal landing. E. Nonprecision Instrument Approaches (VOR/NDB/LOC) 1. Initial Approach a. Altitude .............................................................±100 feet b. Airspeed .......................................................... ±10 knots c. Heading..................................................................... ±5° d. Radials, courses, bearings.................... Accurately track 2. Final Approach a. Airspeed ........................... ±5 knots of desired airspeed b. Heading.......................................±5° of desired heading c. Course deviation bar (CDI) ................................Allow less than 1/4-scale deflection d. Bearing pointer............................ ±5° of desired bearing

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 5 Flight Training Acceptable Performance Volume 5

3. Descent: Establish a rate of descent that will ensure arrival at the MDA with the aircraft continuously in a position from which a descent to a landing in the touchdown zone or area can be made at a normal rate using normal maneuvering. 4. MDA: Maintain, when reached, within +50/-0 feet to the missedapproach-point (MAP). F. Circling Approach Descend at a rate that ensures to arrive at the MDA at, or prior to, a point from which a normal circle-to-land maneuver is accomplished. 1. Altitude ............................................................. +100/-0 feet - Avoid descending below circling MDA or exceeding visibility criteria until in a position to descend for a normal landing. 2. Airspeed ................................................................. ±5 knots 3. Heading/Track...................................................... within ±5° G. Missed Approach Execute when the required visual reference for the intended runway is not distinctly visible and identifiable at the missed approach point (MAP). 1. Altitude ................................................................. ±100 feet 2. Airspeed ................................................................. ±5 knots 3. Heading.......................................................................... ±5° 4. Radials, courses, and bearings.................. Accurately track

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 5 Flight Training Acceptable Performance Volume 5 H. Landing 1. Traffic Pattern (Normal or Engine Inoperative) a. Altitude .............................................................±100 feet b. Heading..................................................................... ±5° c. Airspeed for Normal Landing ............................ ±5 knots d. Airspeed for Single Engine Landing ................ ±10 knots 2. Final Approach (Normal or Engine Inoperative) Maintain a stabilized descent angle and the recommended approach airspeed, with gust factor applied, -0/+5 knots. Touch down smoothly at a point 500 to 3,000 feet beyond the runway threshold (not to exceed 1/3 of the runway), with no drift and the aircraft longitudinal axis aligned with the runway centerline. I.

Normal, Abnormal, and Emergency Procedures The crewmember should possess a level of knowledge of the aircraft operational procedures such that he/she will be able to demonstrate operation of the aircraft and aircraft systems in the operational environment in accordance with the applicable operating instructions. 1. Engine Failure After V1 Correctly identify, verify, and secure the malfunctioning engine following the prescribed checklist. a. Aircraft Control ............. Maintain positive aircraft control b. Airspeed ............................................................ ±5 knots c. Heading..................................................................... ±5° 2. Engine Failure In Cruise Correctly identify, verify, and secure the malfunctioning engine following the prescribed checklist. a. Aircraft control .............. Maintain positive aircraft control b. Drift-down altitude ............................................±100 feet c. Heading................................................................... ±10° d. Airspeed .......................................................... ±10 knots

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ERJ-170 Pilot Operating Handbook Chapter 8 Training Maneuvers Section 5 Flight Training Acceptable Performance Volume 5

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Pilot Operating Handbook ERJ170 Bulletin: E170-08-05 Date: 01 MAY 2008 Subject: AeroData ACARS Performance System

Bulletin: Effective Date: To: From: Subject: Recording-

E170-08-05 01 MAY 2008

All ERJ-170 POH Manual Holders Manager of Flight Ops AeroData ACARS Performance System

Placement-

This bulletin remains in effect until instructed to remove it in a future revision or bulletin. Be SURE to record the insertion or removal of all bulletins on the Record of Bulletins page. The following bulletins are superseded by this bulletin: E170-08-02. The purpose of this bulletin is to outline the parallel operation of the AeroData paper system and the AeroData ACARS Performance System. Insert this bulletin in Chapter 9, before Page 9-1.

Instructions-

This bulletin adds an additional section in front of Chapter 9.

Highlights-

Section 1 Flight Operations with AeroData ACARS System A. Overview 1. Shuttle America will utilize parallel operations using both the AeroData ACARS Performance System and the AeroData paper TLR system (along with the paper weight & balance system - SeeGee Wheel) for a minimum of 90 days. 2. Effective May 1, 2008, the AeroData ACARS Performance System is designated as the primary source of data for aircraft performance and will be controlling. The AeroData paper TLR system and the paper weight & balance system (SeeGee Wheel) will be used as a backup if the ACARS Performance System is not available for any reason. Any discrepancies will resolved by the Captain and shall be reported by the flight crew to the Dispatch Center via ACARS message (plain text).

POH 170

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Pilot Operating Handbook ERJ170 Bulletin: E170-08-05 Date: 01 MAY 2008 Subject: AeroData ACARS Performance System

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POH 170

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General Volume 5

Chapter 9 Performance Section 1

General

The AeroData Aircraft Performance Data Compute Server System (Compute Server System) is an advanced client-server computer system designed for providing comprehensive real-time aircraft performance data to ensure compliance with takeoff, enroute (if applicable), and landing regulations. The heart of the system is the Compute Server. A Compute Server takes requests from the controlling dispatcher for aircraft performance data. Once the requested data is calculated, it is returned to the dispatch software system. Shuttle America Airlines appends each specific Takeoff and Landing Report to the end of the Flight Release. Two or more Compute Servers are installed for redundancy and speed. Since the Compute Server System fulfills all requests for aircraft performance data, all performance data output is consistent. Additionally, all performance data is simultaneously updated when aeronautical data changes occur. This eliminates paper performance manuals and the overhead associated with the maintenance of these manuals. The most important advantage of the Compute Server System is that all performance calculations are computed real-time using the fewest possible conservatisms and generalizations. As a result, the highest possible performance values are provided to the airline. All takeoff weights are predicated upon compliance with the 14 CFR 121.189 and the Embraer manufacturer’s Airplane Flight Manual. Shuttle America Airlines requires that all turbine engine powered airplanes operate in accordance with 14 CFR 121.189-121.197. 14 CFR 121.173(b)

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General Volume 5 A. Take-off Limitations 14 CFR 121.189 1. 14 CFR 121.189(a) states, “No person operating a turbineengine-powered airplane may takeoff that airplane at a weight greater than that listed in the Airplane Flight Manual for the elevation of the airport and for the Ambient temperature existing at takeoff.” 2. 14 CFR 121.189(b) “Aircraft certificated after September 30, 1958, the takeoff distance may include a clearway distance but the clearway distance included may not be greater than one-half of the takeoff run.” 3. 14 CFR 121.189(c) “No person operating a turbine-enginepowered aircraft certificated after August 29, 1959, may takeoff that aircraft at a weight greater than that listed in the Airplane Flight Manual at which compliance with the following may be shown: a. The accelerated-stop distance must not exceed the length of the runway plus the length of any stopway.” b. “The takeoff distance must not exceed the length of the runway plus the length of any clearway except that the length of any clearway included must not be greater than one-half the length of the runway.” c. The takeoff run must not be greater than the length of the runway. 4. 14 CFR 121.189(d) “No person operating a turbine-enginepowered transport category aircraft may takeoff at a weight greater than that listed in the Airplane Flight manual. a. Aircraft certificated after September 30, 1958, that allows a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries”. 5. 14 CFR 121.189(e) In determining maximum weights, minimum distances and flight paths corrections must be made for the runway being used. a. Airport elevation b. Effective runway gradient c. Ambient temperature d. Wind component at the time of takeoff e. Wet runways

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General Volume 5 B. Enroute Limitations: One Engine Inoperative 14 CFR 121.191 1. Shuttle America Airline’s current route structure is limited by the enroute performance limitations of this regulation for specific flight operations when they occur within mountainous terrain. In these instances, drift down data will accompany the release to ensure compliance with 14 CFR 121.191: a. ERJ-170 performance will maintain a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within 5 statute miles of the intended track and a positive slope at 1500 feet above the airport where the airplane is assumed to land after an engine fails. (14 CFR 121.191(a)) or b. The net flight path allows the ERJ-170 to continue flight from the cruising altitude to an alternate airport clearing all terrain an obstructions within 5 statute miles of the intended track by at least 2000 feet vertically and a positive slope at 1500 feet above the airport where the airplane is assumed to land after an engine fails. (14 CFR 121.191(b)) C. Landing Limitations Destination Airports 14 CFR 121.195 1. 14 CFR 121.195(a) No person operating a turbine-enginepowered aircraft may takeoff that aircraft at such a weight that the weight of the aircraft on arrival would exceed the landing weight set forth in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature anticipated at the time of landing. 2. 14 CFR 121.195(b) No person operating a turbine-enginepowered aircraft may takeoff that aircraft unless its weight on arrival would allow a full stop landing at the destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For determining the allowable landing weight at the destination airport the following is assumed:

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General Volume 5 a. The aircraft is landed on the most favorable runway and in the most favorable direction, still air. b. The aircraft is landed on the most suitable runway considering the probable wind velocity and direction. 3. 14 CFR 121.195(d) No person may takeoff a turbo-enginepowered aircraft when the appropriate weather reports and forecasts, or combination thereof, indicate that the runways at the destination airport may be wet or slippery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required of paragraph 2 above. 4. 14 CFR 121.195(e) A turbojet powered aircraft that would be prohibited from taking off because it could not meet the requirements of paragraph 2, b above may takeoff if an alternate airport is specified that meets the requirements of paragraph 2 above. D. Landing Limitations Alternate Airport 14 CFR 121.197 1. Turbine-engine-powered aircraft must meet the same requirements as specified in 14 CFR 121.195(b). E. Aircraft Limitations: Type of Route 14 CFR 121.161 1. Requires that the route of flight must be within one hours flying time of an adequate airport in still air at normal cruising speed with one engine inoperative. 2. Within the current route structure of Shuttle America Airlines, all flights are within one hour flying time, single engine from an adequate airport and are in compliance with 14 CFR 121.161. F. Alternate Airport for Departure 14 CFR 121.617 1. Requires that if the weather conditions at the departure airport are below landing minimums as specified in the OpsSpecs, a takeoff alternate is required. The takeoff alternate cannot be more than one hour flying time at normal cruise speed with one engine inoperative.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General Volume 5 2. The airport used for the takeoff alternate cannot exceed 270 nautical miles from the departure airport. The single engine cruise speed for the ERJ-170 aircraft is 270 nautical miles per hour. G. Fuel Computations 1. Use the conservative fuel consumption figures presented in this section for manual flight planning only. 2. Allow 10 minutes for ground operation for most airports. Some airports may require additional time. a. Taxi burn (includes APU operation) 20 pounds per minute. b. Enroute burn 1) 70 pounds per minute first hour. 2) 62 pounds per minute each additional hour and holding. c. Compute a takeoff/missed approach at 160 pounds per minute. 3. EXAMPLES: a. Compute Holding at 45 pounds per minute. b. TAKE-OFF = 320 lbs (2 Minutes used) c. APPROACH AND LANDING = 156 lbs. (4 Minutes used) d. GO AROUND = 320 lbs. (2 Minutes used) H. Diversions to Airports 1. When departing from an airport without the available performance data, call dispatch and they will obtain the required takeoff performance data from AeroData. 2. You will need to provide dispatch with a fax number so they may fax you the charts. If no fax is available, dispatch will read the performance to you over the phone.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 1 General

I.

Volume 5 Performance Requirements ALL OF THE FOLLOWING PERFORMANCE REQUIREMENTS MUST BE CONSIDERED PRIOR TO DEPARTURE: 1) If takeoff alternate is required, does it meet the requirement of 14 CFR 121.617? 2) Is a landing alternate required? 3) Proper fuel load on the aircraft? 4) Complete load manifest? 5) Does the route of flight meet 14 CFR 121.191 requirement? 6) Compliance with 14 CFR 121.161. Note:

The current route structure of Shuttle America Airlines provides for an adequate airport within one hour’s flying time single engine. 7) Compute takeoff performance data. 8) V-Speeds are provided via the AeroData performance as attached to the Flight Release.

Note:

Items 1, 2, and 3 must be in agreement with the flight release sent by dispatch.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 2 Performance Definitions Volume 5 Section 2 Performance Definitions A. Airspeeds 1. INDICATED AIRSPEED - KIAS a. The reading on the airspeed indicator in knots, as installed in the aircraft, uncorrected for static source position error. b. Zero instrument error is assumed. 2. CALIBRATED AIRSPEED – KCAS The indicated airspeed in knots, corrected for static source position error. 3. TRUE AIRSPEED – TAS The equivalent airspeed corrected for atmospheric density effects. 4. CRITICAL ENGINE FAILURE SPEED – VEF The speed at which, if one engine fails, the failure is recognized at V1. 5. TAKEOFF DECISION SPEED – V1 The speed at which, following a failure of one engine at VEF, the decision to continue the takeoff distance to a height of 35 feet at V2 speed, that will not exceed the available takeoff distance; or the distance to bring the aircraft to a full stop that will not exceed the accelerate stop distance available. Note:

V1 must not be greater than the rotation speed (VR).

6. ROTATION SPEED – VR The speed at which rotation is initiated during the takeoff, to attain the takeoff safety V2 climb speed at or before a height of 35 feet above the runway surface. 7. TAKEOFF SAFETY SPEED – V2 The target speed to be attained at a 35 foot height during a takeoff with an engine failure. 8. AIR MINIMUM CONTROL SPEED – VMCA The minimum flight speed at which the aircraft is controllable with a maximum 5 degree bank, when one engine suddenly becomes inoperative with the remaining engine operating at takeoff power. The value presented represents the most

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 2 Performance Definitions Volume 5 critical combination of power, weight, and center of gravity. 9. GROUND MINIMUM CONTROL SPEED – VMCG The minimum speed on the ground at which the takeoff can be continued, utilizing aerodynamic controls alone, when one engine suddenly becomes inoperative and the remaining engine is operating at takeoff power. The value presented represents the most critical combination of power, weight, and center of gravity. 10. LANDING REFERENCE SPEED – VREF X The speed at a 50 foot height in a normal landing. This speed is equal to 1.3 VS in the landing configuration (gear down and specific landing flaps X). 11. MANEUVERING SPEED – VA The maximum speed at which application of full available aileron, rudder, or elevator will not overstress the aircraft. Maneuver involving pitching control must not exceed the limit load factor of the aircraft. 12. APPROACH CLIMB SPEED - VAC The approach climb speed is used for the single engine/go around climb speed. 13. MINIMUM CONTROL SPEEDS DURING LANDING AND APPROACH – VMCL AND VMCL-1 VMCL is the minimum control speed during landing and approach with all engines operating. VMCL-1 is the minimum control speed during landing and approach with one engine inoperative. 14. FINAL TAKEOFF SEGMENT SPEED – VFS The speed to be achieved during final segment, with the landing gear up and the flaps retracted.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 2 Performance Definitions Volume 5 B. Determination of Maximum Allowable Takeoff Weight To accurately determine the Maximum Allowable Takeoff Weight, the most limiting weight of the following must be determined: 1. Structural Weights a. Ramp Structural Limit (RAMP WT) b. Takeoff Structural Limit (STRUCT TOW) c. Landing Structural LIMIT (STRUCT LDG) plus Planned Fuel Burn d. Maximum Zero Fuel Weight (MAX ZFW) 2. Performance Limit Weights a. Takeoff 1) Accelerate Stop Distance (Runway) 2) Takeoff Distance (Runway) 3) Obstacle Clearance (Runway) 4) Takeoff Climb (Climb) b. Remaining Within Enroute – Driftdown c. Arrival Within Landing 1) Landing Distance 2) Approach Climb 3) Landing Climb (Not a factor, approach climb is limiting) 3. Performance Weight Limits a. The takeoff weight (weight at the start of the takeoff roll) is limited by the most restrictive of the maximum takeoff weights for: 1) Altitude and ambient temperature 14 CFR 121.173(e) 2) Takeoff field length requirements 3) Brake energy requirements 4) Obstacle clearance b. The above limits are determined from AeroData enroute weight limits and landing weight limits. c. Enroute weight limits are determined by the route to be flown and single engine drift down performance, or landing weight restrictions plus enroute fuel as determined on the weight and balance calculations. REV. 3, 01 OCT 2006

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 2 Performance Definitions Volume 5 d. The landing weight is limited by the most restrictive of: 1) Landing field length requirements, and 2) Maximum approach climb weight for the current altitude and temperature. C. Thrust Rating for Takeoff 1. Flexible Takeoff: FLEX TO-1 or FLEX TO-2 Flexible takeoff is a reduced takeoff thrust based on assumed temperature. The assumed temperature is set on the MCDU takeoff page. The FADEC determines the flexible takeoff rate which reduces the takeoff thrust based on assumed temperature set on the FMS. The indication FLEX TO-1 or FLEX TO-2 will be displayed on the EICAS. The flex takeoff reduction is limited to climb thrust (CLB-1 or CLB-2). Deselecting the ATTCS on the MCDU does not change the flex reduction limit. D. Miscellaneous 1. Wet Runway: Wet Runway - A runway that has a shiny appearance due to a thin layer of water less than 1/8" or 3mm covering 100% of the runway surface. If there are dry spots showing on a drying runway with no standing water, the runway is not considered to be wet.

REV. 3, 01 OCT 2006

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 3 AeroData Volume 5 Section 3 AeroData A. General The following procedures will be used when calculating ERJ-170 performance provided by AeroData. 1. The AeroData system information is provided to the airline in several different formats and may be disseminated in four different channels. a. These include as part of an attachment to the Flight Release, faxed, via internet access, or via phone. b. The AeroData system will calculate maximum allowable takeoff weights, landing gross weights, and adjusted V speeds, and are based upon specific aircraft/engine combinations, aircraft configurations, airport/runway characteristics, and operating rules. c. Flight crewmembers are required to ensure all structural aircraft weight limitations, enroute weight limitations, and emergency landing runway lengths are complied with. 2. The normal means of distributing the AeroData information will consist of an attachment to the Flight Release. a. As a backup for missing data, dispatch may access information through the Internet. b. Dispatch will issue the data through any of the normal or secondary communications links established between dispatch and the crew. 3. As part of the required crew briefing, a review of the AeroData performance information is required. a. You must confirm the data presented in the attachment matches your conditions. EXAMPLE: Aircraft engine type and model, airport city pairs, runways in use, temperature range, inoperative items and other conditions.

REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 3 AeroData Volume 5 4. The AeroData system allows Shuttle America to manage aircraft weights and use an Event Viewer to review daily activities. All ACARS traffic that is used for Weight & Balance is archived for a minimum of 3 months both at AeroData headquarters and offsite at AeroData’s disaster recovery location. a. AeroData’s Compute Server System databases servers are mirrored servers where at least two of AeroData onsite database servers are mirrored with each other immediately for essential applications and databases. The onsite database servers then update a secondary onsite server for a tertiary storage of ACARS related records at approximately 10 minute intervals. The secondary server records are mirrored to AeroData’s disaster recovery location where the disaster recovery location houses a server refereed to as a vault. The vaults primary purpose is to provide a location for retaining all records offsite. The last level of record access to the customer is an end of the month file retained on AeroData’s secure website. The result is that the AeroData’s system provides 5 unique locations for retention of records. 5. The following pages contain a sample of the takeoff and landing performance. A line by line break down of the information on these samples is provided along with a set of instructions as to how a pilot will calculate the performance for each flight.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 Section 4 AeroData Takeoff Reports A. General 1. Takeoff Path a. When the aircraft is assigned to a Standard Instrument Departure (SID) that is published in the Jeppesen Airway Manual that has no minimum climb chart associated with the SID, the pilot will commence the initial turn out of traffic at 400 feet AFE and will accelerate to flap retraction speed at 1,000 feet AFE. b. When the aircraft is assigned to a Standard Instrument Departure (SID) that is published in the Jeppesen Airway Manual that has a minimum climb chart associated with the SID, AeroData will be responsible to provide the Complex Special Procedure for the applicable runway if the climb gradient requirements are restrictive to the aircraft performance. The provided MRTWs for the planned runway are based on the pilot complying with the Complex Special Procedure. c. When no SID is assigned to the aircraft for departure, the PIC will ensure compliance with the Take-Off and Obstacle Departure Procedure as published in the Jeppesen Airway Manual (normally located on the back of the airport diagram page 10-9). d. In the event that the aircraft is going to fly into a non-radar environment, is not assigned a SID, and there is no TakeOff and Obstacle Departure Procedure published in the Jeppesen Airway Manual, then NO turns shall be commenced below 1,000' above field elevation (AFE) when takeoff weather is less than 1,000’ ceiling and 3 sm visibility unless a Special Departure Procedure prescribes otherwise. In the event that the aircraft is not assigned a SID but on departure the aircraft is in a radar environment and Departure Control assigns a heading, the pilot is allowed to turn to that heading. e. Acceleration Altitude (AALT), (also known as Flap Retraction Altitude) for all takeoffs is 1,000' AFE unless a Special Procedure prescribes otherwise.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 2. Standard Engine Failure Takeoff Path a. The following path will be flown whenever an engine failure occurs during takeoff and no Special Procedure exists:

Weather Conditions ENGINE FAILURE

IMC

VMC

Climb straight ahead to 1,000' AFE, then commence turn to NAVAID or heading as listed on runway analysis page using maximum bank angle appropriate for aircraft speed. If NAVAID is listed, hold on the inbound radial using a direct entry and standard holding procedures. If heading is listed, fly heading until a minimum safe altitude is attained. Radar vectors may be accepted when available after reaching 1,000'. Commence turn to NAVAID or heading as listed on runway analysis page using maximum bank angle appropriate for aircraft speed. If NAVAID is listed, hold on the inbound radial using a direct entry and standard holding procedures. If heading is listed, fly heading until a minimum safe altitude is attained. Radar vectors may be accepted when available.

Climb straight ahead to 1,000' AFE. Return to land visually or complete IMC procedure.

ALTITUDE

Below 1,000' AFE.

1,000' or more AFE.

Return to land visually complete IMC procedure.

or

b. This path will allow the aircraft to safely attain an altitude and position where radar vectors can be provided, or a minimum enroute or approach altitude. This path is an extension of the Captain's emergency authority and must be stated as such to ATC as soon as practical

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 B. Special Engine Failure Takeoff Path & Procedures Special Procedures for takeoff are provided when Standard Engine Failure Takeoff Procedures cannot be used due to obstacle requirements. Special Procedures are designed to only provide procedures and information that differ from Standard Procedures. For takeoff there are two types of Special Procedures: 1. Simple-Special: a. The Simple-Special Procedure differs from Standard Procedures in that a turn to a NAVAID or heading is required before reaching 1,000'. b. FRA remains at 1,000' AFE unless otherwise specified in the FLAP RETRACT box. c. Simple-Special Procedures are mandatory in IMC. They are also mandatory in VMC until reaching 1,000' AFE. d. The turn to the NAVAID or heading is to be made at the highest bank angle appropriate for aircraft speed. e. In IMC, if radar vectors are not available, comply with the special procedure until 3,000’ AFE at which time you may proceed on course (as applicable). f. Simple-Special Procedures, when required, are provided on the top of each page of takeoff runway analysis. g. Below is a sample Simple-Special Procedure and legend: CLIMB AT V2 1

VIA 2

REACHING 14.0 VOR 3

OR 4600’ 4 8

TURN LT VOR 5

FLAP RETRACT 5100’ 6

HOLD STD 7

1) Engine failure climb speed - only listed if different than the standard engine failure profile. 2) Engine failure initial heading or course - only listed if different than runway alignment. A turn to the specified heading or course shall be commenced at 50' AFE or at engine failure above 50' AFE. 3) Engine failure turn point - listed in feet MSL for an altitude turn point and DME or radial for geographic turn points. 4) Alternate turn point - Alternate turning fix (if available) for redundancy and/or convenience.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 5) Turn direction and NAVAID or heading - LT = left turn; RT = right turn; DT = direct (turn to NAVAID or heading in direction of shortest distance); H = heading. 6) Flap retraction altitude - FRA (feet MSL). 7) Holding procedures at NAVAID - STD = right turns & 1 minute legs. Unless otherwise noted, hold on the inbound radial using a direct entry. This may not necessarily be a published holding pattern. 8) Remarks. 2. Complex-Special: a. The Complex-Special Procedure is issued when an engine failure procedure is too complex to fit in the Simple-Special table and/or other considerations must be taken into account. Often, all-engine procedures are also specified in order to ensure that the aircraft will remain in the obstacle protected area until reaching a safe engine failure altitude. FRA remains at 1,000' AFE unless otherwise specified in the procedure. b. Complex-Special Procedures may be specifically designed for a published instrument departure procedure. In these cases, the name of the applicable instrument departure procedure will be indicated on the ComplexSpecial and the Complex-Special is only valid for the instrument departure procedure specified. ComplexSpecial Procedures are mandatory under IMC and VMC. C. Runway Conditions 1. The 4 Runway Conditions for AeroData are Wet Runway, Contaminated Runway, Compacted Snow Runway, and Slippery Runway. a. Wet Runway - A runway that has a shiny appearance due to a thin layer of water less than 1/8" or 3mm covering 100% of the runway surface. If there are dry spots showing on a drying runway with no standing water, the runway is not considered to be wet.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 b. Contaminated Runway - A runway where more than 25% of the runway length, within the width being used, is covered by standing water or slush more than 1/8" or 3mm deep, or that has an accumulation of snow or ice. A runway may also be considered contaminated with less than 25% coverage if the contaminant is located prior to the midpoint of the runway. c. Compacted Snow Runway - A runway is considered to be contaminated by compacted snow when covered by snow which has been compacted into a solid mass which resists further compression and will hold together or break into lumps if picked up. d. Slippery Runway - A runway surface condition where braking action is expected to be very low, due to the presence of ice. 2. Runway Contaminants a. Standing Water – Accumulated water on the runway surface caused by heavy rainfall or by poor drainage. b. Slush - Snow mixed with water. c. Dry Snow - Snow that cannot be easily compacted by hand. d. Wet Snow - Snow that is easily compacted by hand. 3. Contamination Levels CONTAMINATION LEVELS Level 1

Level 2

Level 3

Water Heavy rain with up to 1/8" or 3mm flooding. >1/8" to <1/4" or 3mm to 6mm >1/4" to <1/2" or 7mm to 13mm

REV. 4, 15 FEB 2008

Contaminant Slush Wet Snow <1/4" <1/8" or or <3mm <6mm >1/8" to <1/4" >1/4" to <1/2" or or 3mm to 6mm 7mm to 13mm >1/4" to <1/2" >1/2" to <1" or or 7mm to 13mm 14mm to 25mm

Dry Snow <1" or <25mm >1" to <2" or 26mm to 51mm >2" to <4" or 52 to 102mm

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 D. Ground Vehicle Runway Friction Readings 1. At certain airports, ground vehicle friction readings are provided by ATIS and/or the control tower when slippery runway conditions are thought to exist. 2. These readings are derived from devices that attempt to measure the runway coefficient of friction ( µ or mu). Unfortunately, the measurements made by these devices do not directly correlate to the µ that would be experienced by an aircraft, although they do provide indications of airplane/ runway braking action that may be used for planning purposes. 3. Reported measurements are also a function of the device itself. The readings from these devices are given by ATIS and/ or the control tower and typically are given with the type of measuring device used. 4. Please note that the readings may be given as whole numbers (i.e., .47 would be given as 47). In addition, Runway Condition Readings (RCR) are normally associated with military and Canadian airports. The following table can be used to correlate ground vehicle friction readings to an airplane/ runway braking action level. Ground-vehicle Friction Correlation for Compacted Snow- and Ice-Covered Runways Ground-vehicle friction readings (P) Surface Runway Braking friction Runway BV-11 Bowcondition Action tester Friction skidTapley monk readings Level (SAAB) Tester dometer Mu-Meter meter meter (RCR) Excellent > .53 > .50 > .58 > .50 >.53 > .51 > 17 Good .37 - .50 .35 - .47 .41 - .54 .35 - .47 .38 - .50 .37 - .48 12 -16 Fair .28 - .34 .26 - .33 .31 - .37 .26 - .33 .28 - .35 .27 - .34 9 - 11 Poor < .25 < .24 < .27 < .24 < .26 < .25 <8

E. Takeoff On Wet, Slippery, Or Contaminated Runways 1. The takeoff data provided for non-dry runways serves to maintain a margin of safety equivalent to a dry runway by taking into consideration performance characteristics associated with non-dry runway conditions. Therefore, the more accurate the assessment of runway conditions, the greater the margin of safety maintained.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 a. The PIC should obtain a current braking action report from the Tower and use the current braking action report as the primary means of determining the type of contamination on the runway. b. If the PIC is able to obtain a current runway condition report, that report must be obtained from an FAA approved source such as TRACON, ATIS, or the Tower. c. In some cases when accurate information is not available, an assessment of the runway condition must be made by the crew. d. However, due to a lack of the proper means, making an accurate assessment of the runway condition is often impossible. e. Even if a runway condition assessment is inaccurate, using takeoff data for that runway condition still offers an increased margin of safety over using dry runway data. 2. Takeoff Runway Analysis provides maximum takeoff weights and maximum V1s for wet, slippery, and contaminated runways. a. This data preserves accelerate-go and accelerate-stop distances for the appropriate runway conditions. b. Wet maximum takeoff weights are based on the braking capability of the runway being analyzed. c. This is reflected in that a runway with no friction treatment (i.e. grooving) will show significant weight penalty when comparing wet versus dry, while a runway with good friction characteristics will show little or no penalty. d. Comparing the difference between dry and nondry takeoff weights for each available runway will indicate the best runway for takeoff. e. Wet, slippery, and contaminated takeoff weights are based on all components that affect aircraft performance being operative, unless otherwise specified on the runway analysis. f. The following limitations apply to takeoffs on wet, slippery, and contaminated runways: 1) Reduced thrust takeoff PROHIBITED on slippery or contaminated runways. (AFM) however, a TO-2 Takeoff may be utilized on a slippery or contaminated REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 runway (AFM) as long as the Takeoff and Landing Report reflects the appropriate conditions of the runway. 2) Reduced thrust takeoff is allowed on a wet runway as long as the Takeoff and Landing Report reflects the appropriate conditions of the runway (i.e. TO-1, WET RWY, TO-2 WET RWY, etc.) 3) PROHIBITED when braking action is reported as "NIL." 4) PROHIBITED when contamination exceeds LEVEL 3. (AFM) 3. Takeoff Speeds Determination for Contaminated Runways a. For contaminated takeoffs where the actual takeoff weight is significantly less than the MRTW for the selected contamination level, lower takeoff speeds may be realized by using speeds for the actual takeoff weight from the MAX TEMP section. b. Speeds from either the Dry or Wet runway MAX TEMP section may be used, although Wet runway data may be preferred due to lower V1 speed. 1) Verify the actual takeoff weight is less than or equal to the Single Section MRTW for the given contaminated conditions. 2) Verify that the flap setting for the departure runway in the MAX TEMP section is the same as the flap setting for the departure runway in the Single Section for the given contaminated conditions. If the flap settings do not match then the takeoff speeds from the Single Section must be used. 3) Compare the MAX TEMP V1 for the actual takeoff weight to the Single Section V1. Use the lower V1. 4) Compare the MAX TEMP VR for the actual takeoff weight to the Single Section VR . Use the lower VR and the associated V2. 5) Use the power setting from the Single Section. F. Reduced Thrust Takeoff 1. Any amount of reduced thrust for takeoff is desirable to reduce engine wear.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 2. The greatest benefit is realized in the first 5% of thrust reduction, as this brings peak EGT out of the most critical range, although thrust reduction in excess of 5% is still of considerable benefit. 3. The assumed temperature method is used to calculate reduced thrust. 4. Takeoff thrust may be reduced up to 25% (FMC will not allow thrust reduction greater than 25%) from the maximum takeoff thrust. 5. The following limitations apply to operations with reduced thrust: a. PROHIBITED on slippery or contaminated runways, b. Reduced thrust takeoff is allowed on a wet runway as long as the Takeoff and Landing Report reflects the appropriate conditions of the runway (i.e. TO-1, WET RWY, TO2 WET RWY, etc.) c. PROHIBITED when a Special Departure Procedure specifies full thrust for takeoff. 6. Refer to the Takeoff Report - MAX TEMP section later in this Chapter for instructions on determining reduced thrust takeoff data. G. Runway Naming Conventions 1. Intersection Runways Intersection runways are designated by “/” between the runway and the intersecting taxiway or runway. a. 26L/A Designates runway 26L at the intersection of taxiway “A”. 2. Intersection Departure Intersection performance data may be used for an intersection departure of longer length or a full length departure. Engine failure procedures remain the same. 3. Shortened Runways Shortened runways are designated using the following code: “26L-E2000F” a. 26L Indicates the base runway b. – Indicates that the runway has been shortened

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 4 AeroData Takeoff Reports Volume 5 c. E Indicates the end of the runway which has been shortened (possible values are N, NE, E, SE, S SW, W, NW) d. 2000 Indicates the shortened distance e. F Indicates the units for the shortened distance where “F” = feet. The shortened distance unit shown will correspond to that given by the applicable shortened runway NOTAM. 4. Temporary Obstacle Runways When an obstacle listed by a NOTAM affects takeoff performance, the obstacle will be included in takeoff weight calculations and the NOTAM will be referenced in the runway notes, if the NOTAM is not conditional (i.e. time of day). If the NOTAM is conditional, a new runway name will be created with a description referencing the NOTAM (i.e. 07LCRANE). This provides for the use of the normal runway or the NOTAMed runway, depending on NOTAM applicability. 5. Arresting Gear Cable Runways Runways equipped with an arresting gear cable(s) are designated by using “CBL”. Distance beyond a cable from the liftoff end will be considered as clearway. The following naming conventions represent cable runway designations. a. 22L-NECBL Runway 22L with cable on Northeast (brake release) end of runway deployed. Takeoff run is initiated at cable. Effective runway length is the distance from the cable to the lift-off end of the runway. b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off) end of runway deployed. Takeoff run is initiated at the brake release end of runway. Effective runway length is the distance from the brake release end of the runway to the cable. c. 22L-CBL-CBL Runway 22L with cable on Northeast (brake release) and Southwest (liftoff) ends of the runway deployed. Takeoff run is initiated at cable. Effective runway length is the distance between cables. d. 22L/B10-CBL Runway 22L intersection B10 with cable on Southwest (lift-off) end of runway deployed. Takeoff run is initiated at intersection B10. Effective runway length is the distance from B10 to the cable. e. 22L-1000-CBL Runway 22L with 1000 NOTAM on Northeast (brake release) end of runway and cable on lift-off end of the runway deployed. Takeoff run is initiated at break release end minus 1000. Effective runway length is the distance from 22L minus 1000 to the cable. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 5 Takeoff Performance Volume 5 f. 22L-CBL-1000 Runway 22L with cable on Northeast (brake release) end of runway deployed and 1000 NOTAM on lift-off end of the runway. Takeoff run is initiated at cable. Effective runway length is the distance from the cable to the lift-off end of the runway minus 1000 due to NOTAM. Section 5

Takeoff Performance

A. Takeoff Runway Analysis Report 1. The Takeoff Runway Analysis Report (Takeoff Report) is prepared for each flight based on the environmental conditions, runway conditions, and aircraft configuration anticipated by the dispatcher at the time of departure. a. The Takeoff Report provides takeoff data for the planned conditions as well as a range of data surrounding planned conditions. b. The Takeoff Report includes takeoff data for all of the runways designated for inclusion by the airline. c. Runways are listed in numerical order. Shortened runways are listed following the associated full length runway, if applicable. 2. MEL and CDL penalties that are planned by the dispatcher are transferred to the Takeoff Report and are included in takeoff weight calculations. Included penalties are always indicated in the Takeoff Report. B. Takeoff Report Layout - General

TAKEOFF TAKEOFF AND AND LANDING LANDING REPORT REPORT RPA RPA 170 170 SCF-PHX SCF-PHX 26JAN06 26JAN06 TLR-1 TLR-1 SEQ-9081494 SEQ-9081494 27JAN06 27JAN06 0116Z 0116Z A/C A/C 123 123 ERJ170 ERJ170 CF34-8E5 CF34-8E5 /// /// TAKEOFF TAKEOFF DATA DATA /// /// APT APT SCF SCF

PRWY PRWY 03 03

POAT POAT PWIND PWIND PQNH PQNH PMRTW PMRTW FLP FLP O2 O2 V1 V1 VR VR V2 V2 PTOW PTOW MFPTW MFPTW 27.0 27.0 000/00 000/00 29.92 29.92 7786 7786 11 NN 42 42 47 47 49 49 7350 7350 7550 7550

1. The header contains the parameters that were used by the dispatcher for planning the flight. At the top is the flight number and local departure date. The TLR-# identifier is provided for matching flight release and Takeoff Report versions. SEQ-# is REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 5 Takeoff Performance Volume 5 a unique identifier given to each Takeoff Report. Following the SEQ-# number is the UTC date and time that the Takeoff Report was created. Next is the aircraft tail number and the associated airframe/engine combination designation. Note: All weight data is displayed as weight / 10. a. APT – Airport IATA identifier. b. PRWY – Planned runway. The runway that was used by the dispatcher for planning the flight. c. POAT – Planned outside temperature. d. PQNH – Planned QNH (Altimeter setting). 1) The entire Takeoff Report is based on this QNH. 2) The Takeoff Report is valid when the actual QNH is no less than 0.10” below PQNH. a) For example, if the dispatcher planned for a QNH of 29.82, then the report is valid if the actual QNH is no lower than 29.72. If the actual QNH falls below 29.72, then a new Takeoff Report must be generated or a radio revision may be accepted. 3) A new Takeoff Report is never required when the actual QNH exceeds the planned QNH, but additional uplift capability may be gained by using an actual QNH that is higher than PQNH. e. PWIND – Planned wind direction / speed. f. PMRTW – Planned maximum runway takeoff weight. g. FLP – Takeoff flap setting associated with PMRTW. h. IC – Improved climb indicator for PMRTW. 1) “Y” = Yes, PMRTW is based on the use of Improved Climb 2) “N” = No, PMRTW is not based on the use of Improved Climb. 3) V1, VR, V2 - The takeoff speeds associated with the planned conditions based on the lower of the PMRTW or the MFPTW. 4) Add 100 to each number shown that is less than 80. i. PTOW – Planned takeoff weight. j. MFPTW – Maximum flight plan takeoff weight. This is the maximum takeoff weight for which the flight plan is valid REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 5 Takeoff Performance Volume 5 when considering all flight planning limits except MRTW. These limits include the structural MTOW, METW, MLDW + planned fuel burn off, fuel capacity limited takeoff weight, structural MTXW - taxi fuel, and, if required, takeoff alternate METW. MRTW for actual conditions can exceed PMRTW, but the final MTOW can never exceed MFPTW.

RMKS ONE BRAKE DEACTIVATED

2. Remarks (RMKS) a. Non-standard airplane configuration and runway condition listing. b. Listed configuration changes are applied to the entire report unless specified otherwise in a section title. 1) For example, if the RMKS indicates that one brake inoperative, the entire Takeoff Report is calculated with the one brake inoperative. 2) If the RMKS indicates a wet runway and a section title includes the words “DRY RUNWAY”, the section is still based on a dry runway. c. Generally, but not without exception, inoperative components will apply to the entire report, while pilot selectable options are overridden by the section title.

---- ---- ------ ----- ------- --- --- --- --- --- -----------------RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION

3. Revisions a. This area is for last minute revisions to takeoff data. b. It can be used in cases where the takeoff report does not contain data for the current conditions or when fine-tuning of the MRTW is required to obtain maximum payload capability. c. The dispatcher can quickly make a single point calculation for exact conditions that can be relayed to the flight crew. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 5 Takeoff Performance Volume 5 d. Typical scenarios for its use are last minute MEL/CDL items that were not included in the original report, actual OAT exceeding the scale on the report, OAT in decimal degrees, headwind/tailwind adjustments calculated to provide exact numbers, and any other additional refinement.

----------------------------- T/O T/O 22 -- DRY DRY RWY RWY -- BLEEDS BLEEDS ON ON -- A/I A/I OFF OFF ----------------------------FLAT FLAT TEMP TEMP 28 28 03 03 17 17 21 21 35 35 8249 8249 FT FT 10000 10000 FT FT 8249 8249 FT FT 10000 10000 FT FT SPECIAL SPECIAL LT LT H130 H130 SPECIAL SPECIAL DT DT H350 H350 WT WT MT MT FLAP FLAP 11 MT MT FLAP FLAP 11 MT MT FLAP FLAP 11 MT MT FLAP FLAP 11

C. Takeoff Data Section 1. A takeoff data section is identified by the title line, which describes the base conditions and airplane configuration for which the data was calculated. 2. The conditions and configuration listed override any listed in the RMKS section. 3. The next few lines of data indicate the runway, runway length, abbreviated engine failure procedure, and flap setting. Note:

See Runway Naming Conventions section earlier in the Performance Handbook for a description of runway naming details.

Note:

See the Takeoff Path section earlier in the Performance Handbook for a description of engine failure procedures.

4. Abbreviated engine failure procedure - (LT, RT, OR DT NAVAID or Heading) or (SPECIAL). a. RT – Right Turn b. LT – Left Turn c. DT – Direct (turn to NAVAID or heading in direction of shortest distance) d. H – Heading (i.e. RT H180°) e. SPECIAL – Special engine failure procedures are listed at the bottom of the report.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 5 Takeoff Performance Volume 5 D. Special Engine Failure Procedures

------------------------------- SPECIAL SPECIAL ENG ENG FAIL FAIL TAKEOFF TAKEOFF PROCEDURES PROCEDURES ------------------------------RWY RWY CLB CLB VIA VIA REACHING REACHING OR OR TURN TURN FRA FRA HOLD HOLD 03 03 RWY RWY END END LT LT H145 H145 2510 2510 21 21 D9.3 D9.3 PXR PXR 1650 1650 LT LT H130 H130 2510 2510

1. The special engine failure procedures section is included whenever at least one runway in the takeoff report has a special engine failure procedure. 2. A special engine failure procedure is indicated by the word SPECIAL just below the runway designation in the first section of data in the takeoff report. Note:

See the Special Engine Failure Takeoff Path & Procedures section for a full description of special engine failure procedures.

3. Following the base takeoff data in each section is adjustments data. Adjustments are used to modify base takeoff data for non-standard configurations or conditions. 4. Adjustment abbreviations: a. HW – Headwind b. TW – Tailwind c. EAI – Engine Anti-ice d. EWAI – Engine and Wing Anti-ice On e. BL ON – Bleeds On f. BL OFF – Bleeds Off g. 5KT TW – 1-5 knots tailwind h. 10KT TW – 6-10 knots tailwind i. 10KT HW – 10 knots headwind

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 6 Takeoff Report – Max Temp Section Volume 5 Section 6 Takeoff Report – Max Temp Section The MAX TEMP section provides a simplified method of determining if takeoff requirements are satisfied for current operating conditions. It also provides for quick determination of takeoff speeds, if reduced thrust is possible, and the associated maximum assumed temperature. This section may not necessarily provide the highest possible uplift capability. As such, other sections may need to be referenced to obtain the highest possible takeoff weight. A. Definitions – Max Temp Section 1. FLAT TEMP – Indicates the lowest assumed temperature for which reduced thrust operation is allowed. It is also the temperature limit which must be checked after adjustments are applied. 2. WT – Weight range column, where the “/” symbol indicates the PTOW with weight increments above and below PTOW. 3. MT – Maximum temperature (actual or assumed) for which takeoff is allowed for the specified weight and section conditions. 4. M – An “M” after an MT indicates that Maximum Takeoff Power is required for the specified conditions

----------------------------- T/O T/O 22 -- DRY DRY RWY RWY -- BLEEDS BLEEDS ON ON -- A/I A/I OFF OFF ----------------------------FLAT FLAT TEMP TEMP 28 28 03 17 21 35 03 17 21 35 8249 10000 8249 10000 8249 FT FT 10000 FT FT 8249 FT FT 10000 FT FT SPECIAL LT SPECIAL DT SPECIAL LT H130 H130 SPECIAL DT H350 H350 WT MT MT MT MT WT MT FLAP FLAP 11 MT FLAP FLAP 11 MT FLAP FLAP 11 MT FLAP FLAP 11 7550 7550 7500 7500 7400 7400 // 7350 7350 7300 7300 7200 7200 7100 7100 10KT 10KT HW HW 5KT 5KT TW TW 10KT 10KT TW TW EAI EAI EWAI EWAI

------------------------------------------------------------------------------------27M 27M 41-43-44 41-43-44 22 00 ----- ----- ------- ------- -----

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31 31 31 31 31 31 31 31 31 31 31 31 37 37 00 00 00 00 00

43-48-49 43-48-49 42-47-48 42-47-48 41-46-47 41-46-47 41-46-47 41-46-47 40-45-46 40-45-46 39-44-45 39-44-45 38-43-44 38-43-44 00 00 00 00 00

31 31 31 31 31 31 31 31 31 31 31 31 37 37 00 -2 -2 -3 -3 00 00

40-47-49 40-47-49 40-47-48 40-47-48 41-46-47 41-46-47 40-45-47 40-45-47 39-44-46 39-44-46 38-43-45 38-43-45 38-43-44 38-43-44 00 -1 -1 -3 -3 00 00

31 31 31 31 31 31 31 31 31 31 31 31 37 37 00 00 00 00 00

43-48-49 43-48-49 42-47-48 42-47-48 41-46-47 41-46-47 41-46-47 41-46-47 40-45-46 40-45-46 39-44-45 39-44-45 38-43-44 38-43-44 00 00 00 00 00

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 6 Takeoff Report – Max Temp Section Volume 5 B. Max Temp Section 1. In a MAX TEMP section, a “/” is shown at the PTOW. 2. A line of takeoff data consists of weight, temperature, and takeoff speeds. 3. Dashes in place of an element indicate that takeoff is not allowed for the specified condition in that section. 4. Adjustment data is in the form of temperature and V1. 5. Dashes in place of an adjustment indicate the adjustment cannot be made for the specified condition for any weight in the scale. C. Steps For Using The Max Temp Section 1. Determine the MT, without adjustments, for the desired runway by using the actual takeoff weight rounded UP to the nearest displayed weight value. 2. When adjustments are not required or desired – a. If MT is greater than or equal to OAT, takeoff is allowed. b. If no “M” appears next to MT and MT is greater than OAT, reduced thrust takeoff is allowed. An “M” next to MT indicates that Maximum Takeoff Power is required. c. If reduced thrust is allowed, enter the MT into the FMS, along with the V1, VR, and V2. 3. When adjustments are required or desired a. Adjust MT and V1 for each adjustment. b. If Adjusted MT is less than FLAT TEMP, then the adjustment or combination of adjustments is not allowed for the airplane configuration or conditions and the next appropriate section must be used. c. If Adjusted MT is greater than or equal to OAT, takeoff is allowed. d. If no “M” appears next to MT and Adjusted MT is greater than OAT, reduced thrust takeoff is allowed. An “M” next to MT indicates Maximum Takeoff Power is required. e. If reduced thrust is allowed, enter the Adjusted MT into the FMS, along with the Adjusted V1, VR, and V2.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 6 Takeoff Report – Max Temp Section Volume 5 D. Rules For Reading The Max Temp Section 1. Extrapolation or interpolation is NOT allowed between weights. a. The actual weight must be less than or equal to the maximum weight displayed. b. If the actual weight is lower than the lowest weight shown in the applicable table, use the lowest weight shown. 2. Interpolation is NOT allowed between winds. 3. Tailwind adjustments are always required. a. For tailwinds from one to five knots, use the 5KT TW adjustment. b. For tailwinds from six to and including ten knots, use the 10KT TW adjustment. 4. Headwind adjustments are optional. a. For headwinds less than 10 knots, DO NOT apply the 10 KT HW adjustment. b. For headwinds of ten knots and greater, use the 10KT HW adjustment. 5. Extrapolation and Interpolation are allowed for QNH adjustments. 6. When adjustments are required, all adjustment values shown must be applied.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 7 Takeoff Report – Max WT Section Volume 5 Section 7 Takeoff Report – Max WT Section A. General 1. The MAX WT section is provided to determine the maximum possible takeoff weights for applicable conditions. 2. For a given runway, the MAX WT section may or may not be provided. 3. If the PTOW is at or near maximum takeoff power requirements, then the MAX WT data is provided for that runway.

-------------- MAX WT - DRY RWY - BLEEDS 03 17 OAT FLAP 1 FLAP 1 33 7420/46-46-48 8598/51-58-59 31 7554/47-47-49 8598/52-58-59 29 7680/49-49-50 8598/53-58-59 / 27 7786/49-50-51 8598/53-58-59 25 7828/49-50-52 8598/53-58-59 23 7846/50-50-52 8598/53-58-59 HW/10KT 122 2 1 1 0 0 0 0 TW/10KT -401 -8 -4 -4 -113 -6 -1 -1

OFF - A/I OFF -------------21 35 FLAP 2 FLAP 1 8555/43-50-53 8598/51-58-59 8598/41-50-54 8598/51-58-59 8598/40-50-54 8598/52-58-59 8598/41-50-54 8598/53-58-59 8598/42-50-54 8598/53-58-59 8598/42-50-54 8598/53-58-59 0 4 0 0 0 0 0 0 -298 -4 -3 -3 -201 -6 -2 -2

B. Max WT Section 1. In a MAX WT section, the “/” is shown at the POAT. 2. A line of takeoff data consists of temperature, MRTW (maximum runway takeoff weight), and takeoff speeds. a. Dashes in place of an element indicate that takeoff is not allowed for the specified condition in that section. 3. Adjustment data is in the form of weight and takeoff speeds. a. Dashes in place of an adjustment indicate the adjustment cannot be made for the specified condition for any temperature in the scale. C. Steps For Using The Max Wt Section 1. Determine the MRTW and takeoff speeds, without adjustments, for the desired runway by using the actual OAT. 2. When adjustments are not required or desired a. If MRTW from step 1 is less than the actual takeoff weight then takeoff is not allowed for the airplane configuration or conditions. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 7 Takeoff Report – Max WT Section Volume 5 b. If MRTW from step 1 is greater than the actual takeoff weight then takeoff is allowed for the airplane configuration or conditions. 3.

When adjustments are required or desired a. Adjust MRTW, V1, VR, and V2 for each adjustment. b. If Adjusted MRTW is less than the actual takeoff weight, the takeoff is not allowed for the airplane configuration or conditions. c. If Adjusted MRTW is greater than the actual takeoff weight, the takeoff is allowed for the airplane configuration or conditions.

D. Rules For Reading The Max Wt Section 1. Interpolation is allowed between temperatures. Extrapolation is NOT allowed. a. The surface temperature must be less than or equal to the maximum temperature displayed. If the surface temperature is lower than the lowest temperature shown in the applicable table, use the lowest temperature shown. 2. Interpolation is allowed between winds. 3. Tailwind adjustments are always required. 4. Headwind adjustments are optional. 5. Extrapolation and Interpolation are allowed for QNH adjustments. 6. When adjustments are required, all adjustment values shown must be applied.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 8 Takeoff Report – Single Section Volume 5 Section 8 Takeoff Report – Single Section A. General 1. The Single section display is typically used for presenting contaminated runway data. 2. Single sections are only provided when the dispatcher plans contaminated conditions. 3. The data presented is for a single OAT and no wind component.

- T/O-1 - STANDING WATER - BLEEDS ON - A/I ON 10C AND BLW - OAT 27C 03 17 21 LEVEL 1 F04 7131/08-17-21 F04 8205/11-27-29 F04 8205/94-26-29 LEVEL 2 F04 7112/10-16-20 F04 8205/13-27-29 F04 8053/02-24-28 LEVEL 3 F04 6986/13-15-19 F04 7891/21-24-27 F04 7352/08-17-22

B. Single Section Format 1. In the Single Section, the OAT is displayed in the section title. 2. A line of takeoff data consists of the level of contamination, flap setting, MRTW (maximum runway takeoff weight), and takeoff speeds. a. Dashes in place of an element indicate that takeoff is not allowed for the specified condition. 3. For contaminated runways, the ice protection system corrections may be automatically applied depending on the OAT, as noted in the section title. 4. Since the data is calculated only for one temperature, the flap setting is displayed before the corresponding MRTW. a. The flap setting is preceded with the “F” symbol. Note:

For a description of the levels of contamination, see the front of the takeoff section.

C. Rules For Reading The Single Section 1. Data is valid for temperatures equal to or colder than the OAT displayed in the section title. 2. Data in this section is only valid for calm or headwind conditions. 3. Data for tailwind conditions must be obtained from Dispatch. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 9 Takeoff Report – Runway Notes Volume 5 Section 9 Takeoff Report – Runway Notes The Runways Notes section is included at the end of the Takeoff Report and is included whenever a more detailed description is required.

--------------------------- RUNWAY NOTES ---------------------------RWY NOTES 07L CRANE AS PER LOCAL NOTAM 17 SHIPS USE WHEN SHIPS ARE WITHIN 1000F OF XTND CL FOR VMC OR IF RPRTD BY ATC/ATIS FOR IMC 25R EARLY ALL ENG OPERATING TURN ABOVE 400 FT AFE OK

Section 10 ACARS TLR A. General 1. An ACARS TLR contains two sections. The first section is entitled ACARS Runways and contains information the pilot needs to input the correct information into the ACARS Takeoff Performance Page. The second section is entitled ACARS Takeoff Performance Section which is provided primarily as a planning/briefing tool. B. ACARS Runways Section 1. The ACARS runways section provides a list of runways available for takeoff data calculations. Listed with each runway is its associated ACARS (and FMS) runway alias, runway length, planned maximum takeoff weight, and runway notes.

--------------------------- ACARS RUNWAYS --------------------------RWY ACARS LENGTH PMTOW NOTES 03 8249 7550 17 10000 7550 BACK TAXI REQUIRED FOR FULL LENGTH TAKEOFF 17-S1000F 17/BCD 9000 7550 USE FOR NOTAM 10-123 21 8249 7020 35 10000 7550 35/A 9500 7550

2. In an ACARS runways section abbreviations:

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 10 ACARS TLR Volume 5 a. RWY - Runway b. ACARS - ACARS runway alias. The runway alias may be used for requesting data for the associated runway. The runway alias must be used to retrieve uplinked takeoff data within the FMS. c. LENGTH - Runway length d. PMTOW - Planned maximum takeoff weight based on dispatcher planned conditions. The PMTOW is the lower of the MRTW or MFPTW for the planned conditions. e. NOTES - Runway notes C. ACARS Takeoff Performance Section 1. The ACARS takeoff performance section is provided primarily as a planning/briefing tool and secondarily as a backup for inoperative ACARS situations. This section provides a simplified method of determining if takeoff requirements are satisfied for current operating conditions. It also provides for quick determination of takeoff speeds, if reduced thrust is possible, the associated maximum assumed temperature, power settings, appropriate aircraft configuration, and abbreviated engine failure procedure.

------------------- DRY RWY - PTOW - ENG A/I OFF -------------------RWY MTOW MT CONFIG FLP V1 VR V2 EFP 03 7050 31 TO - RDCD - ECS ON 1 145 147 152 SPECIAL 17 7050 39 TO-2 - RDCD - ECS ON 1 152 155 158 LT H130 21 7050 36 TO-2 - RDCD - ESS ON 1 142 144 148 SPECIAL 35 7050 39 TO-2 - RDCD - ECS ON 1 151 153 156 DT H350 -------------- DRY RWY - PTOW PLUS 4000 - ENG A/I OFF --------------RWY MTOW MT CONFIG FLP V1 VR V2 EFP 03 7450 28 TO - RDCD - ECS ON 1 146 148 154 SPECIAL 17 7450 36 TO-2 - RDCD - ECS ON 1 152 156 159 LT H130 21 7450 32 TO-1 - RDCD - ECS ON 1 143 146 149 SPECIAL 35 7450 35 TO-2 - RDCD - ECS ON 1 152 154 157 DT H350

2. In an ACARS takeoff performance section, a line of takeoff data consists of: a. RWY - Runway b. MTOW - Maximum takeoff weight c. MT - Maximum temperature (actual or assumed) for which takeoff is allowed for the specified MTOW, section condiREV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 11 Enroute Performance Analysis Volume 5 d. e. f. g.

tions, and takeoff configuration. CONFIG - Takeoff configuration FLP - Takeoff flap setting for the MTOW V1 VR V2 - Takeoff speeds EFP - Abbreviated engine failure procedure

3. Dashes in place of an element indicate that takeoff is not allowed for the specified condition in that section. Section 11 Enroute Performance Analysis A. General 1. FAR 121.191 requires the airline to plan each flight with consideration given to an engine failure enroute. Compliance with this regulation is primarily a pre-flight/dispatching function. a. This regulation specifies two sets of requirements, of which, the airline must comply with at least one on each flight. b. We will refer to these two sets of requirements as Method 1 and Method 2. Both methods measure performance based on aircraft net flight path (or net altitude). 2. For a two engine airplane, net altitude is the altitude at which the aircraft can maintain a 1.1% climb gradient based on its current weight. 3. The airplane's actual altitude capability (service ceiling or 0% climb gradient) is approximately 5,000 feet higher than the net altitude capability. 4. The difference between the net and actual altitude is the operating safety margin. a. This operating safety margin accounts for factors such as not being on the planned route of flight, ice accumulation on unheated surfaces, the use of ice protection systems when it was not planned, the unavailability of an APU when it was planned, flying at other than optimum speeds, and enroute temperatures greater than forecast. 5. AFM altitude capability is based on enroute climb speed or driftdown speed.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 11 Enroute Performance Analysis Volume 5 B. Method 1 1. Method 1 requires the aircraft to take off at a weight that ensures that if an engine failure occurs anywhere from V1 to the destination, that the aircraft's net altitude capability will clear all obstructions 5 SM either side of the intended route by 1,000 feet until reaching the destination. 2. The aircraft must also have a positive net gradient at 1,500 feet above the destination airport. Under optimum conditions, these requirements provide actual aircraft altitude capability of approximately 6,000 feet over the most critical obstruction and 6,500 feet above the destination field elevation when operating at enroute climb speed and planned conditions. Safety Safety Margin Margin Actual Actual Altitude Altitude (0% (0% Climb Climb Gradient) Gradient)

aall ttuu AAcc

bb iimm CCll

nntt iiee aadd GGrr

mmbb CCllii uuaall AAcctt

..11%% -- 11 nntt ddiiee GGrraa

~~ 5000 5000 FT FT Net Net Altitude Altitude

(1.1% (1.1% Climb Climb Gradient Gradient Available) Available)

1000 1000 FT FT ~~ 5000 5000 FT FT

1500 1500 FT FT Origin Origin

Destination Destination

3. Method 1 analysis provides a Maximum Enroute Takeoff Weight (M1METW) that is based on the forecast winds and temperatures aloft, bleed configuration, and ice protection configuration. 4. M1METW is the maximum allowable weight at which the aircraft can take off and still comply with Method 1 requirements. C. Method 2 1. Method 2 (driftdown) requires that if an engine failure occurs, the aircraft be able to divert to at least one suitable airport from normal cruise altitude and the aircraft's net driftdown altitude will clear all obstructions 5 SM either side of the route of flight by 2,000 feet until reaching the diversion airport. 2. The aircraft must also have a positive net gradient at 1,500 feet above the diversion airport.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 11 Enroute Performance Analysis Volume 5 3. Under optimum conditions, these requirements provide actual aircraft altitude capability of approximately 7,000 feet over the most critical obstruction and 6,500 feet above the destination field elevation when operating at optimum driftdown speed and planned conditions. Point of Engine Failure

All Engine Cruise Altitude

FL250

1. 1%

Gr

Safety Margin ad i

en

t

Actu al Pr ofil e

2000 FT Net

Pro fi

~ 5000 ft le

1500 FT Diversion Airport

Origin

Destination

4. Method 2 analysis provides a Maximum Enroute Takeoff Weight (M2METW) that is based on the forecast winds and temperatures aloft, bleed configuration, and ice protection configuration. a. M2METW is the maximum allowable weight at which the aircraft can take off and still comply with Method 2 requirements. b. Additionally, Method 2 analysis provides a list of driftdown suitable airports for one or more segments along the route of flight. 5. Each segment is defined by start and end points referenced from either the origin airport, the destination airport, or navaids along the route of flight. 6. Method 2 analysis assumes that the aircraft diverts to the suitable airport when it is abeam the airport along the planned route and that the suitable airport is no more than 130 NM from the abeam point. a. It is also assumed that, if the aircraft arrives at the suitable airport geographically before the driftdown maneuver is completed, the aircraft will complete the driftdown maneuver over the suitable airport in order to reduce aircraft weight by fuel burn-off. 7. The driftdown maneuver is considered complete when the aircraft reaches level-off altitude. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 11 Enroute Performance Analysis Volume 5 8. In accordance with regulations, Method 2 analysis begins at cruise altitude. a. Because an engine failure may occur before reaching normal cruise altitude, the aircraft must be able to return to land to the departure airport or divert to a suitable takeoff alternate in the event of an engine failure before reaching cruise altitude. b. Therefore, if a takeoff alternate is required, the flight planning system determines an M1METW to ensure adequate terrain clearance to the takeoff alternate. c. The lesser of the METW for the filed route or the METW for the takeoff alternate is then used by the flight planning system for maximum takeoff weight determination. D. Dispatch Airport Suitability 1. For dispatching purposes, a legal suitable airport is one that is listed in the Method 2 analysis, meets alternate airport weather minimums criteria, and has sufficient landing field length. a. NOTAMs must be checked as they may render an airport unsuitable. b. The destination weather does not have to meet alternate weather minimums criteria to be listed as a Method 2 airport. c. The dispatcher has the capability of excluding unsuitable airports from Method 2 analysis. 1) As unsuitable airports are removed from the Method 2 analysis, the M2METW may begin to decrease in order to use less favorable airports. E. Inflight Airport Suitability 1. For inflight purposes, a legal suitable airport is one where a safe landing can be made. 2. When determining airport suitability, consider the following: a. Actual and forecast weather b. Location of airport in reference to terrain c. Available navaids and approaches d. Approach minimums e. Length of runway(s) REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 11 Enroute Performance Analysis Volume 5 f. NOTAMs g. Emergency equipment h. Passenger handling facilities 3. At the beginning of descent, the nearest airport in point of time is usually the destination airport, even if a suitable airport is closer in distance, unless an emergency descent is required. 4. Inflight, if an engine failure occurs, FAR 121.565(a) requires that “the pilot in command shall land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be made.” a. Therefore, if an engine failure occurs, the flight crew will then determine the nearest suitable airport. b. In some cases, the selected suitable airport may not necessarily be any of those selected for dispatching requirements. F. MEL/CDL Penalties 1. When a MEL/CDL item associated with an inoperative or missing component requires an enroute performance penalty, the penalty is entered by the dispatcher into the flight planning system for consideration. 2. The penalty is then noted in the remarks section of the release. G. Selection Of Method 1 Or Method 2 1. In automatic mode, the flight planning system chooses the most favorable of either Method 1 or Method 2. 2. Generally, Method 2 provides the highest enroute takeoff weight, but requires the most amount of dispatching oversight. a. As a result, Method 1 is selected by default if it is not limiting to the flight plan’s takeoff weight. b. If Method 1 is limiting, then the greater of M1METW or M2METW is selected. 3. Generally, M2METW is greater than M1METW, but in cases where there are few driftdown airports available, M1METW can be greater than M2METW.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 12 Enroute Engine Failure Procedures Volume 5 Section 12 Enroute Engine Failure Procedures A. General 1. Since the flight crew's responsibility is to proceed to the nearest suitable airport when an engine failure occurs, the crew may or may not use the enroute method specified on the flight release. As a result, these enroute engine failure procedures are designed to help the crew proceed safely to the nearest suitable airport. 2. If terrain clearance is not a factor, these procedures may be altered based on actual conditions in order to expedite a safe landing. These procedures reference single engine service ceiling. 3. Determining whether the aircraft is above or below the single engine service ceiling at the time of engine failure can easily be accomplished by observing whether or not the aircraft can maintain it’s present altitude at enroute climb speed or driftdown speed, as appropriate. 4. When determining terrain clearance altitudes, consider the elevation of the terrain plus an operational safety margin. 5. This safety margin should account for such factors as ice protection system requirements, ice accumulation on unheated surfaces, temperature variations, and flight at other than optimum speeds. B. Procedures When Dispatched With Method 1 - Engine Failure Below Single Engine Service Ceiling 1. Climb at enroute climb speed with maximum continuous power. 2. Use ice protection equipment only when necessary. 3. Use APU (if available) for pressurization as soon as possible. 4. General rules: a. If able, return to land at departure airport via the planned route.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 12 Enroute Engine Failure Procedures Volume 5 b. If unable to return to departure airport, determine the nearest suitable diversion airport, checking engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring altitudes along the route of flight. If unsure of terrain clearance, choose either the takeoff alternate airport (if applicable) or the destination airport for the diversion. c. If the selected diversion airport is the takeoff alternate airport, proceed back along the planned route of flight to the departure airport and then direct to the takeoff alternate. If terrain clearance is not critical, a more direct route may be flown. d. If the selected diversion airport is the destination airport, proceed via planned route to the destination airport. If terrain clearance is not critical, a more direct route may be flown. 5. If necessary, climb in a holding pattern to reach the initial MEA or maximum aircraft altitude capability, whichever is lower. a. Lower MEAs can be derived from low altitude airways that underlie the planned route or ATC provided minimum vectoring altitudes. 6. Continue climbing until reaching the highest MEA along the route of flight, then accelerate in level flight to the desired engine inoperative cruise speed. C. Procedures When Dispatched With Method 1 - Engine Failure At And Above Single Engine Service Ceiling 1. Set maximum continuous power. 2. If unable to hold altitude at engine inoperative cruise speed, decelerate in level flight to driftdown speed. 3. If still unable to hold altitude, descend at driftdown speed. 4. Use ice protection equipment only when necessary. 5. Use APU (if available) for pressurization as soon as possible.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 12 Enroute Engine Failure Procedures Volume 5 6. General Rules: a. Determine the nearest suitable diversion airport, checking engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring altitudes along the route of flight. If unsure of terrain clearance, choose the departure airport, the takeoff alternate airport (if applicable), or the destination airport for the diversion. b. If the selected diversion airport is the departure airport, proceed back along the planned route of flight to the departure airport. If terrain clearance is not critical, a more direct route may be flown. c. If the selected diversion airport is the takeoff alternate airport, proceed back along the planned route of flight to the departure airport and then direct to the takeoff alternate. If terrain clearance is not critical, a more direct route may be flown. d. If the selected diversion airport is the destination airport, proceed via planned route to the destination airport. If terrain clearance is not critical, a more direct route may be flown. 7. After reaching level off altitude, as fuel is burned off, allow the aircraft to accelerate to engine inoperative cruise speed or if terrain clearance is not critical, descend to a lower altitude to obtain engine inoperative cruise speed sooner. a. If level-off altitude is not achieved before arriving at the selected airport, complete the driftdown maneuver over the selected airport if additional weight reduction is desired to improve altitude capability. D. Procedures When Dispatched With Method 2 - Engine Failure Below Single Engine Service Ceiling 1. Climb at enroute climb speed with maximum continuous power. 2. Use ice protection equipment only when necessary. 3. Use APU (if available) for pressurization as soon as possible.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 12 Enroute Engine Failure Procedures Volume 5 4. General Rules: a. a. If able, return to land at departure airport via the planned route. b. b. If unable to return to departure airport, determine the nearest suitable diversion airport, checking engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring altitudes along the route of flight. If unsure of terrain clearance, proceed back along the planned route of flight to the departure airport and then direct to the takeoff alternate. 5. If necessary, climb in a holding pattern to reach the initial MEA or maximum aircraft altitude capability, whichever is lower. Lower MEAs can be derived from low altitude airways that underlie the planned route or ATC provided minimum vectoring altitudes. 6. Continue climbing until reaching the highest MEA along the route of flight, then accelerate in level flight to the desired engine inoperative cruise speed. E. Procedures When Dispatched With Method 2 - Engine Failure At And Above Single Engine Service Ceiling, But Below Planned Cruise Altitude 1. Set maximum continuous power. 2. If unable to hold altitude at engine inoperative cruise speed, decelerate in level flight to driftdown speed. 3. If still unable to hold altitude, descend at driftdown speed. 4. Use ice protection equipment only when necessary. 5. Use APU (if available) for pressurization as soon as possible. 6. General Rules a. If able, return to land at departure airport via the planned route. b. If unable to return to departure airport, determine the nearest suitable diversion airport, checking engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring altitudes along the route of flight. If unsure of terrain clearance, proceed back along the planned route of flight to the departure airport and then direct to the takeoff alternate. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 12 Enroute Engine Failure Procedures Volume 5 7. After reaching level off altitude, as fuel is burned off, allow the aircraft to accelerate to engine inoperative cruise speed or if terrain clearance is not critical, descend to a lower altitude to obtain engine inoperative cruise speed sooner. a. If level-off altitude is not achieved before arriving at the selected airport, complete the driftdown maneuver over the selected airport if additional weight reduction is desired to improve altitude capability. F. Procedures When Dispatched With Method 2 - Engine Failure After Reaching Planned Cruise Altitude 1. Set maximum continuous power. 2. If unable to hold altitude at engine inoperative cruise speed, decelerate in level flight to driftdown speed. 3. If still unable to hold altitude, descend at driftdown speed. 4. Use ice protection equipment only when necessary. 5. Use APU (if available) for pressurization as soon as possible. 6. Determine the nearest suitable diversion airport, checking engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring altitudes along the route of flight. a. If unsure of terrain clearance, divert to the driftdown airport listed on the flight release for the appropriate route segment by proceeding along the planned route of flight to the abeam point of the driftdown airport and then direct to the driftdown airport. b. If the abeam point is behind the aircraft, reverse course and proceed back along the planned route to the abeam point and then direct to the driftdown airport. c. If the driftdown airport is behind the origin airport, then the abeam point is the origin airport. d. If the driftdown airport is beyond the destination airport, then the abeam point is the destination airport. 7. After reaching level off altitude, as fuel is burned off, allow the aircraft to accelerate to engine inoperative cruise speed or if terrain clearance is not critical, descend to a lower altitude to obtain engine inoperative cruise speed sooner. a. If level-off altitude is not achieved before arriving at the selected airport, complete the driftdown maneuver over the selected airport if additional weight reduction is desired to improve altitude capability. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 13 Landing Performance Volume 5 Section 13 Landing Performance A. General 1. Landing data is provided in two formats. 2. The Landing Runway Analysis Report (Landing Report) provides specific aircraft landing performance for the destination airport. 3. Additional general landing tables are provided for situations when the Landing Report is not available or, if available, does not account for temporary conditions such as NOTAMs. B. Runway Naming Conventions 1. Shortened Runways Shortened runways are designated using the following code: “26L-E2000F” a. 26L Indicates the base runway b. – Indicates that the runway has been shortened c. E Indicates the end of the runway which has been shortened (possible values are N, NE, E, SE, S SW, W, NW) d. 2000 Indicates the shortened distance e. F Indicates the units for the shortened distance where “F” = feet. The shortened distance unit shown will correspond to that given by the applicable shortened runway NOTAM. 2. Land And Hold Short Operations (LAHSO) Runways a. LAHSO Runways are designated by using “/” between the landing runway designation and the hold short runway intersection or nearest aligned runway designation. The following naming conventions represent LAHSO runway designations. 1) 09R/S Landing runway 09R hold short intersection S. 2) 14R/09R Landing runway 14R hold short runway 09R(27L).

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 13 Landing Performance Volume 5 3. Arresting Gear Cable Runways Runways equipped with an arresting gear cable(s) are designated by using “CBL”. The following naming conventions represent cable runway designations. a. 22L-NECBL Runway 22L with cable on Northeast (brake release) end of runway deployed. Effective runway length is the distance from the cable to the roll-out end of the runway. b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off) end of runway deployed. Effective runway length is the distance from the approach end of the runway to the cable. c. 22L-CBL-CBL Runway 22L with cable on Northeast (approach) and Southwest (roll-out) ends of the runway deployed. Effective runway length is the distance between cables. d. 22L-1000-CBL Runway 22L with 1000 NOTAM on Northeast (approach) end of runway and cable on roll-out end of the runway deployed. Effective runway length is the distance from 22L minus 1000 to the cable. e. 22L-CBL-1000 Runway 22L with cable on Northeast (approach) end of runway deployed and 1000 NOTAM on roll-out end of the runway. Effective runway length is the distance from the cable to the roll-out end of the runway minus 1000 due to NOTAM. C. Landing Report Layout The Landing Report is an extension of the Takeoff Report. As such, this section describes the differences between the Takeoff Report and the Landing Report. Refer to the Takeoff Report Layout section for supplemental documentation.

/// LANDING DATA /// APT PHX

PRWY 07L CRANE

POAT PWIND PQNH PMRLW FLP PLDW 20.0 000/00 29.92 8598 5 6100

RMKS NONE -------- ---- ------ ----- ------- --- ----- --- -------------------MRLW RWY OAT WIND QNH FLP VREF PWR CONFIG/CONDITION

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 13 Landing Performance Volume 5 1. PMRLW – Planned maximum runway landing weight. 2. PLDW – Planned landing weight. a. There are two types of data sections that may appear on a Landing Report. b. The Normal section type provides reference maximum landing weights and power settings based on outside air temperature. c. The Distance section type provides landing distance information based on aircraft weight.

--------------- DRY RWY - A/I OFF - NO ICE ACCRETION ---------------FLAP 5 / FLAP FULL 08 CRANE 07L CRANE 07R CRANE 25L OAT 10300 FT 7800 FT 10590 FT 7800 FT 26 8598F/8346C 8598F/8346C 8598F/8346C 8598F/8346C 24 8598F/8354C 8598F/8354C 8598F/8354C 8598F/8354C 22 8598F/8422C 8598F/8422C 8598F/8422C 8598F/8422C / 20 8598F/8433C 8598F/8433C 8598F/8433C 8598F/8433C 18 8598F/8441C 8598F/8441C 8598F/8441C 8598F/8441C 16 8598F/8448C 8598F/8448C 8598F/8448C 8598F/8448C 14 8598F/8456C 8598F/8456C 8598F/8456C 8598F/8456C HW/10KT 0/ 0 0/ 0 0/ 0 0/ 0 TW/10KT 0/ 0 0/ 0 0/ 0 0/ 0

3. Landing Data Section a. A landing data section is identified by the title line, which describes the base conditions and airplane configuration for which the data was calculated. b. The conditions and configuration listed override any listed in the RMKS section. c. The next few lines of data indicate the runway, runway length, and flap setting. Note:

See Runway Naming Conventions section earlier in the Performance Handbook for a description of runway naming details. d. In the Normal section, a line of landing data consists of temperature, MRLW (maximum runway landing weight), and limit code. Dashes in place of an MRLW or MRLW adjustment indicate that landing data is not available for the specified condition. e. The “/” symbol is used to indicate a POAT within the temperature scale.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 13 Landing Performance Volume 5 f. Limit codes are as follows: 1) A – Maximum AFM Chart Weight 2) B – Brakes 3) C – Climb 4) F – Field 5) T – Tires g. Following the base landing data is adjustments data. 1) Adjustments are used to modify base landing data for non-standard configurations or conditions. 2) Adjustment data may contain adjustment values for MRLW, as required. 3) Wind adjustments are in terms of weight per 10 knots of wind. Adjustments are cumulative. 4) Adjustment abbreviations: TW – Tailwind HW – Headwind EAI – Engine Anti-ice EWAI – Engine & Wing Anti-ice ICING – Enroute Icing

----------------------------------------- FACTORED FACTORED LANDING LANDING DISTANCE DISTANCE ----------------------------------------FLAP FLAP FLAP 55 FLAP FULL FULL LDW DRY WETLVIS WET-LVIS LDW DRY WETLVIS DRY DRY WET-LVIS 6200 4254 3544 4075 6200 3699 3699 4254 3544 4075 6150 4229 3543 4074 6150 3677 3677 4229 3543 4074 // 6100 4204 3523 4051 6100 3655 3655 4204 3523 4051 6050 4200 3503 4029 6050 3652 3652 4200 3503 4029 6000 3632 4177 3484 4006 6000 3632 4177 3484 4006 HW/KT -21 -24 -20 -23 HW/KT -21 -24 -20 -23 TW/KT 68 78 66 76 TW/KT 68 78 66 76 ICING 312 358 00 00 ICING 312 358 ------------------------------------- DEMONSTRATED DEMONSTRATED LANDING LANDING DISTANCE DISTANCE ------------------------------------FLAP FLAP FLAP 55 FLAP FULL FULL LDW DRY WET DRY WET LDW DRY WET DRY WET 6200 2553 2126 2445 6200 2220 2220 2553 2126 2445 6150 2537 2126 2444 6150 2206 2206 2537 2126 2444 // 6100 2522 2114 2431 6100 2193 2193 2522 2114 2431 6050 2520 2102 2417 6050 2191 2191 2520 2102 2417 6000 2506 2090 2404 6000 2179 2179 2506 2090 2404 HW/KT -12 -14 -12 -14 HW/KT -12 -14 -12 -14 TW/KT 41 47 40 45 TW/KT 41 47 40 45 ICING 187 215 00 00 ICING 187 215

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 13 Landing Performance Volume 5 D. Distance Section 1. The Distance section display is used for presenting landing distances based on aircraft weight. 2. The data presented is for a range of landing weights (LDW) above and below the planned landing weight (PLDW). 3. Dashes in place of a distance or distance adjustment indicate that landing data is not available for the specified condition. 4. The “/” symbol is used to indicate a PLDW within the weight scale. 5. Landing distance data is based on crossing the beginning of the available landing distance at 50’ at Vref with the flaps in the specified landing configuration. 6. Distance data includes both the air and ground distances from a height of 50 feet. 7. Below the weight scale are adjustments for factors that affect landing distance. 8. Wind adjustments are in terms of distance per knot of wind. 9. Adjustments are cumulative.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 14 Complex Special Procedures Volume 5 Section 14 Complex Special Procedures The following is an example of a Complex Special Procedure using Reno (RNO) Takeoff for Runway 16L. All published Complex Special Procedures for each airport are contained in the General Operations Manual (GOM), Chapter 1a. Takeoff - Runway 16L AIRCRAFT MINIMUMS MAX CROSWIND OTHER ALL 30 KNOTS RIGHT All Engines Operating Takeoff Considerations: 1) Reaching 7400’, accelerate and retract flaps. 2) Maintain at least 1000 fpm or greater during acceleration and flap retraction. Engine Failure During Takeoff: Prior to D3.0 IRNO: 1) Climb at V2 on 175° heading to intercept the IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service). 2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10. 3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25° bank turn to heading 325°. 4) Established on 325° heading and above 5400’, accelerate, retract flaps, reduce to MCT/MCP and continue climb. 5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence climbing RIGHT turn to heading 007°. 6) Reaching 8000’, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG VOR out of service) and hold. After D3.0 IRNO: 1) Continue climbing on IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service). 2) Reaching 8500’, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG VOR out of service) and hold. Other Considerations: Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of darkness.

Takeoff - Runway 16R AIRCRAFT MINIMUMS MAX CROSSWIND OTHER ALL 30 KNOTS RIGHT All Engines Operating Takeoff Considerations: 1) Maintain at least 1000 fpm or greater during acceleration and flap retraction. Engine Failure During Takeoff: Prior to D3.0 IRNO: 1) Climb at V2 via IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service). 2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10. 3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25° bank turn to heading 325°. 4) Established on 325° heading and above 5400’, accelerate, retract flaps, reduce to MCT/MCP and continue climb. 5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence climbing RIGHT turn to heading 007°. 6) Reaching 8000’, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG VOR out of service) and hold. After D3.0 IRNO: 1) Continue climbing on IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service). 2) Reaching 8500’, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG VOR out of service) and hold Other Considerations: Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of darkness.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 Section 15 Crosswind Performance A. Demonstrated Crosswind 1. The maximum demonstrated crosswind component for takeoff and landing is 38 kts measured at tower height of 10 m (32.8 ft.). 2. The demonstration was made with both engines operating on a dry runway and using VREF plus half the maximum gust intensity. This value is not considered to be limiting. 3. Maximum Recommended Crosswind - Dry runway..........................................38 kts - Wet runway.........................................31 kts - Runway with compacted snow ...........20 kts - Runway with standing water/slush......18 kts - Runway with wet ice (no melting) .......12 kts B. Wind Component Chart 1. The wind correction grid is factored according to the regulations, and represents the headwind or tailwind components measured at 32.8 feet. 2. Corrections to wind velocity and direction into headwind, tailwind, and crosswind is given in the Wind Component Chart. 3. Chart Use Enter the chart with the reported wind velocity and the relative angle to the runway, to read the wind component parallel to the runway and the crosswind. 4. Example a. Given: 1) Wind Velocity ............................................ 20 knots 2) Wind Direction....................................... 60 degrees b. Determine: 1) Wind component parallel to the runway .... 10 knots 2) Crosswind .............................................. 17.5 knots

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 C. Wind Component Chart

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 D. Temperature Conversion Chart

TEMPERATURE CONVERSION °C °C -40 -40 -39 -39 -38 -38 -37 -37 -36 -36 -35 -35 -34 -34 -33 -33 -32 -32 -31 -31 -30 -30 -29 -29 -28 -28 -27 -27 -26 -26 -25 -25 -24 -24 -23 -23 -22 -22 -21 -21 -20 -20 -19 -19 -18 -18 -17 -17 -16 -16 -15 -15 -14 -14 -13 -13 -12 -12 -11 -11 -10 -10 -9 -9

°F °F -40 -40 -38 -38 -36 -36 -35 -35 -33 -33 -31 -31 -29 -29 -27 -27 -26 -26 -24 -24 -22 -22 -20 -20 -18 -18 -17 -17 -15 -15 -13 -13 -11 -11 -9 -9 -8 -8 -6 -6 -4 -4 -2 -2 00 11 33 55 77 99 10 10 12 12 14 14 16 16

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°C °C -8 -8 -7 -7 -6 -6 -5 -5 -4 -4 -3 -3 -2 -2 -1 -1 00 11 22 33 44 55 66 77 88 99 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20 21 21 22 22 23 23

°F °F 18 18 19 19 21 21 23 23 25 25 27 27 28 28 30 30 32 32 34 34 36 36 37 37 39 39 41 41 43 43 45 45 46 46 48 48 50 50 52 52 54 54 55 55 57 57 59 59 61 61 63 63 64 64 66 66 68 68 70 70 72 72 73 73

°C °C 24 24 25 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33 33 34 34 35 35 36 36 37 37 38 38 39 39 40 40 41 41 42 42 43 43 44 44 45 45 46 46 47 47 48 48 49 49 50 50 51 51 52 52 53 53 54 54 55 55

°F °F 75 75 77 77 79 79 81 81 82 82 84 84 86 86 88 88 90 90 91 91 93 93 95 95 97 97 99 99 100 100 102 102 104 104 106 106 108 108 109 109 111 111 113 113 115 115 117 117 118 118 120 120 122 122 124 124 126 126 127 127 129 129 131 131

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 E. Unfactored Landing Distance & Required Landing Distance Unfactored Landing Distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway, from a point 50 ft. above runway threshold at VREF, using only the brakes and spoilers as deceleration devices (i.e., no engine reverse thrust is used). The Required Landing Distance for dispatch is the unfactored landing distance increased by 66.7% for dry runway, or 91.7% for wet runway. For obtaining the DRY runway factored distance, multiply unfactored landing distance by 1.667. For obtaining the WET runway factored distance, multiply unfactored landing distance by 1.917.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 1. ERJ-170 Unfactored Landing Distance, FLAPS 5

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 15 Crosswind Performance Volume 5 2. ERJ-170 Unfactored Landing Distance, FLAPS FULL UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt

20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 Section 16 AeroData ACARS Performance System A. System Description ACARS is a data link system that allows character-oriented messages to be exchanged between ground stations and the aircraft. Messages are divided into two groups: - Addressed to or by crewmembers: data link requests or free text reports; - Automatically sent: reports of flight data, performance data and routine events. Communication to ground stations are made through VDR 3 channel (Com 3). The MCDU provides the interface with ACARS applications to crewmembers. Note:

VDR 3 is normally in Data Mode for proper ACARS operation. In the event of an emergency when Com 1 and Com 2 have failed, VDR 3 may be switched to Voice Mode for communications.

B. ACARS Applications

1. Air Traffic Service Applications -

-

-

-

-

ATIS (Air Traffic Information Service) Reports application enables the flight crew to send a downlink message requesting an uplink report that may be a specific airport information or an en route information. Departure Clearance Application is used to request a departure clearance through character-oriented messages instead of voice communication. Expected Taxi Clearance is used to request a taxi clearance through character-oriented messages instead of voice communication. (Not currently enabled for Shuttle America aircraft) Pushback Clearance is used to request a pushback clearance through character-oriented messages instead of voice communication. (Not currently enabled for Shuttle America aircraft) TWIP (Terminal Weather Information for Pilots) provides meteorological information to the flight crew. (Not currently enabled for Shuttle America aircraft)

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2. Airline Operational Communications Application (AOC) Shuttle America has customized AOC applications supported by the CMF (Communications Management Function). Examples of the AOC applications that Shuttle America will use are: • Flight Initialization • Free Text • Out, Off, On and In Events (OOOI events) are automatic reports sent to the airline operations control. Both reports and trigger events are configured as follows: • Out Events - Doors closed, brakes released. • Off Events - Takeoff • On Events - Landing • In Events - Brakes set, doors open

3. ACARS Navigation Windows ATS MENU LSK 6R

SYS MENU LSK 6L

INITIALIZE LSK 1L

SEP DELAY LSK 2L

FREE TEXT LSK 3L

WX REQUEST LSK 4L

NEW MSGS LSK 1R

FREE TEXT LSK 3L

ENTR DELAY LSK 1L

WX REQUEST LSK 4L

DIVERSION LSK 3R

ARR DELAY LSK 2L

ETA LSK 2R

NEW MSGS LSK 1R

POST FLT LSK 3L

FLT TIMES LSK 1L

ARR DELAY LSK 2L

FREE TEXT LSK 3L

FREE TEXT LSK 4L

POST FLT RPT LSK 4L

NEW MSGS LSK 1R

MAIN MENU

PRE FLT LSK 1L

IN FLT LSK 2L

FLT TIMES LSK 5L

NEW MSGS LSK 1R

MSGS SENT LSK 2R

VOX CONTACT LSK 4R

STATUS LSK 5R

SENSORS LSK 1L

ASCB DATA LSK 2L

NEW MSGS LSK 1R

EM170AOM140480A.DGN

MSGS RCVD LSK 3R

ACARS NAVIGATION WINDOWS

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 C. ACARS MAIN MENU Pushing the DLK button on the MCDU brings up the following CMF MAIN MENU page. Further access to other pages is provided through the line select keys on each side of the MCDU.

1. ACARS Main Menu

Each selection is outlined as follows: • • • • • • • • • • • • Note:

1L - Pre Flight: enters the pre flight initialization page 2L - In Flight: enters the in flight menu 3L - Post Flight: enters the post flight menu 4L - Free Text: access free text screen 5L - Flight Times: access flight times screen 6L - System Menu: returns to the Main Menu 1R - New Messages: enters messages page 2R - Messages Sent: access messages sent log 3R - Messages Received: access messages received log 4R - Runway Performance/ Weight & Balance: enters the AeroData menu for aircraft performance. 5R - Status: Not active 6R - Air Traffic Services: enters ATS menu In terms of color coding, white indicates a menu selection item, amber indicates a mandatory entry for an input screen, cyan indicates an optional entry for an input screen, and green indicates information provided by AeroData on an output screen.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 2. ACARS Pre-Flight Menu a. From the ACARS Main Menu, select LSK 1L to access the ACARS Pre-Flight Menu.

Each selection is outlined as follows: • • • • • • • • • • • •

1L - Initialize: enters the pre flight initialization page 2L - Departure Delay: enters the departure delay screen 3L - Free Text: access free text screen 4L - Weather Request: access weather request menu 5L - Takeoff Conditions: access takeoff conditions screen 6L - Main Menu: returns to the Main Menu 1R - New Messages: enters messages page 2R - Blank 3R - Blank 4R - Blank 5R - Runway Performance/ Weight & Balance: enters the AeroData menu for aircraft performance. 6R - Air Traffic Services: enters ATS menu

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3. ACARS Initialization Prior to each flight, the crew will intitalize the ACARS. From the Main Menu, press line select key (LSK) 1L to access the Pre-flight screen. The following screen will appear:

On the Initialization page, the following data must be entered. • • • • • • • • • • • •

1L - Flight Number: enter flight number 1R - Date: enter the day of the month. 2L - Departure Station: enter/confirm departure airport (ICAO standard: ie. KIND or KMCO) 2R - Destination Station: enter/confirm arrival airport (ICAO standard: ie. KIND or KMCO) 3L - Fuel Quantity: enter/confirm fuel quantity on aircraft 3R - Boarded Fuel: Not Applicable (No entry made) 4L - Captain ID: Not Applicable (No entry made) 4R - Crew 3 ID: Not Applicable (No entry made) 5L - First Officer ID: Not Applicable (No entry made) 5R - Crew 4 ID: Not Applicable (No entry made) 6L - Return: will go back to previous screen. 6R -Auto Initialization: Sends a downlink request to the host server to provide information for initialization. The asterisk indicates that the datalink capability is available for the pilot to use.

Note:

Auto Inintialization function will not be used as it is not linked to a host server. After entering all required data, simply push the RETURN key (6L) to return to the main menu.

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4. Free Text Functionality Free text functionality allows the crew to send operational messages to dispatch. From the main menu, press line select key (LSK) 4L to access the Free Text screen. The following screen will appear:

On the free text page, data may be entered as follows: • 1L - A maximum of 24 characters may be entered. • 2L - A maximum of 24 characters may be entered. • 3L - A maximum of 24 characters may be entered. • 4L - A maximum of 24 characters may be entered. • 6L - Return: will go back to previous screen. • 5R - Print: will print the entire free text message if a printer is installed. • 6R - Data Link Report: Sends the entire free text message. Note: If more than four lines of information are needed, select "NEXT" on the MCDU to obtain another free text screen with additional space lines for data entry.

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5. Uplink Messages Dispatch has the capability of sending operational information to the cockpit crew via uplinked messages to the cockpit. The crew will be made aware that a message has been received by a flashing amber MSG on the lower right section of the PFD and "DISPLAY MSG RCVD" on the MCDU Scratchpad. The crew may then read the message by: 1) Selecting DLK on the MCDU 2) Selecting NEW MSGS (1R) on the main menu. The message will be displayed as the following:

l

f

i l

li k h

i

i

b

No response to dispatch is required unless requested in the message. Once the message is read it can be viewed at a later time by selecting MSGS RCVD (LSK 3R) on the main menu. If the crew is requested to respond, simply select free text from the main menu and respond as necessary. If the crew wants to review a message that they have sent to dispatch, select MSGS SENT (LSK 2R) on the main menu.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 D. AIR TRAFFIC SERVICES (ATS) MENU

1. ATS Main Menu Air Traffic Services Menu allows the flight crew to request several different reports including: a. Digital ATIS (2L) b. Departure Clearance (3L) (also known as PDC for PreDeparture Clearance). c. TWIP Request, Pushback Request and Taxi Request are not active. .

Each selection is outlined as follows: • • • • • • • • • • • •

1L - Text Weather Request: not active 2L - ATIS Request: access digital ATIS request screen 3L - Departure Clearance: access departure clearance (DCL) request screen 4L - Blank 5L - Pushback Request: not active 6L - Main Menu: returns to the Main Menu 1R - New Messages: enters messages page 2R - ATS Log: access Air Traffic Services log 3R - Blank 4R - Blank 5R - Taxi Request: not active. 6R - SYS Menu: enters System Menu

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2. D-ATIS Request The flight crew has the capability of requesting digital ATIS for a specific airport. a. Select ATIS REQUEST from the ATS Menu b. Type in the 4 letter code for the airport (1L) c. Select arrival or departure information d. Digital ATIS will be displayed on the MSG RCVD screen. e. The Auto Update feature is not active. .

Each selection is outlined as follows: • • • • • • • • • • • • Note:

1L - Airport: enter 4 letter identifier for the airport 2L - Arrival: selects the arrival ATIS for the airport 3L - Auto Update: not active 4L - Auto Enroute: not active 5L - Terminate Auto: not active 6L - Return: returns to previous screen 1R - Depart: selects the departure ATIS for the airport 2R - Blank 3R - Blank 4R - Blank 5R - Blank 6R - Data Link Request: Sends the ATIS Request via SITA Only one pilot at a time should request ATIS. If both pilots request ATIS simultaneously on their respective MCDUs, the ACARS System will lock up and can only be re-set on the ground with a power down/power up.

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3. Departure Clearance (DCL) Request The flight crew has the capability of requesting Departure Clearance (also known as PDC for Pre-Departure Clearance). a. Select DCL REQUEST from the ATS Menu b. The departure clearance will be sent to the aircraft along with a numerical code. The numerical code must be included in the first radio call to Ground (or Metering as appropriate) when calling for initial taxi clearance.

Each selection is outlined as follows: • • • • • • • • • • • •

1L - Flight ID: enter the flight number 2L - ATIS: enter the letter identifier for the departure ATIS 3L - Blank 4L - Remarks: enter any remarks max of 24 characters 5L - Remarks: enter any remarks max of 24 characters 6L - ATS Menu: returns to the ATS menu 1R - Departure airport: enter the departure airport 2R - Gate: enter the gate assignment for the aircraft 3R - Destination airport: enter the destination airport 4R - Blank 5R - Blank 6R - Data Link Request: Sends the ATIS Request via SITA

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1. ACARS Pre-Flight Menu a. From the ACARS Pre-Flight Menu, select LSK 5L to access the Runway Performance / Weight and Balance menu.

b. Prior to entering the Runway Performance / Weight and Balance menu, the pilot needs to accomplish the following items first: 1) Initialize the position of the aircraft in the FMS system 2) Accomplish the ACARS Pre-flight Initialization including flight number and date. The flight ID is entered either via the RTE button or via the XPDR code button on the Radio Page 1. 3) Enter a route of flight into the active flight plan portion and close out the flight plan so that the AeroData system will know the departure airport and the arrival airport.

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2. ACARS Runway Performance / W&B Menu a. From the ACARS Pre-Flight Menu, select LSK 5L to access the Runway Performance / Weight and Balance menu.

Each selection is outlined as follows: • • • • • • • • • • • •

1L - Takeoff Conditions: enter takeoff conditions screen 2L - W&B Loadsheet: enter weight and balance loadsheet screen 3L - Takeoff Runway Data: access takeoff runway data screen 4L - Blank 5L - Blank 6L - ACARS Menu: returns to the ACARS main menu 1R - Landing Conditions: enter landing conditions screen 2R - Blank 3R - Landing Runway Data: access landing runway data screen 4R - Blank 5R - Blank 6R - Reseved for future use

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3. ACARS Takeoff Conditions Window Page 1/2

a. LSK 1L - First Runway Selection 1) Pilot enters runway using the nomenclature from the runway column header on the TLR 2) The departure airport will be shown above the entry line from the Initialization page of the ACARS. 3) Examples: a) Runway 23L in Indianapolis would be entered as “23L”. b) A takeoff from intersection T10 on Runway 32L in Chicago would be entered as “32L/T10”. b. LSK 2L - Second Runway Selection c. LSK 3L - Third Runway Selection d. LSK 4L - Surface Condition 1) Default condition is a dry surface. 2) Pilot may toggle between the following surface conditions: a) Dry b) Wet c) Compacted Snow d) Wet Ice 3) Pilot may toggle between the following contaminations types: a) Standing Water REV. 4, 15 FEB 2008

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e. f. g.

h.

i.

j. k. l.

i) The 4 contaminations that require a depth selection, the pilot may toggle between Levels 1, 2, and 3 and the depth requirements for each level are stated on the screen. LSK 5L - Blank LSK 6L - Return to Performance Menu LSK 1R - Wind 1) If taking off with a headwind enter the direction and velocity of the steady state wind from ATIS or Tower. 2) If taking off with a tailwind enter the direction and velocity of the wind from ATIS or Tower including the gust factor (the highest number in terms of velocity). LSK 2R - OAT and QNH 1) Enter the OAT and QNH from the ATIS or Tower, whichever is the most current (e.g. 10 / 30.02). LSK 3R - Planned Takeoff Weight 1) Enter a planned takeoff weight prior to receiving the loadsheet for pre-flight planning purposes (e.g. 76.4 for 76,400 pounds). 2) The planned takeoff weight will be erased any time the pilot sends the request to AeroData. Therefore, on any subsequent request, the data from the loadsheet will be used instead of the PTOW. LSK 4R - Shortcut to the Weight and Balance Loadsheet LSK 5R - Shortcut to the Takeoff Data window. LSK 6R - Send button 1) Used to send the takeoff request to the AeroData System. 2) To re-arm the send button, the pilot must exit the ACARS Takeoff Condition Menu and then re-select the ACARS Takeoff Condition Menu. a) Use this procedure anytime the pilot wants to change the conditions for takeoff and re-send the request (i.e. new runway assignment, new altimeter setting, etc.)

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4. ACARS Takeoff Conditions Window Page 2/2

a. LSK 1L - Flap 1) OPT (default) - computer selects the Optimum Flap setting for the takeoff conditions entered by the pilot (the flap setting that will allow a takeoff with the highest MRTW). 2) 1 - Selects Flaps 1 takeoff data 3) 2 - Selects Flaps 2 takeoff data 4) 4 - Selects Flaps 4 takeoff data b. LSK 2L - Anti-Ice 1) OFF - Default Setting 2) ALL - Should be selected when the anti-ice system is selected to ALL for takeoff. c. LSK 3L - Thrust 1) NORMAL - Default Setting - This will be used for a FLEX Takeoff 2) MAX - Should be selected when a FLEX takeoff is not going to be used.

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5. ACARS Loadsheet

a. LSK 1L - AD / CH A - Number of adults and children in Section A b. LSK 2L - AD / CH B - Number of adults and children in Section B c. LSK 3L - AD / CH C - Number of adults and children in Section C Note:

TTL PAX will display the total number of passengers based upon the input into the 1L, 2L, and 3L fields. d. LSK 4L - BAG / WT FWD - Number of bags and/or actual weight of freight in the forward cargo compartment. 1) For heavy bags, simply double the number of heavy bags and add them to the number of standard bags a) For example, with 10 standard bags and 10 heavy bags, you would double the 10 heavy bags to 20 and add the number 20 to the 10 standard bags for a total bag count of 30 bags. The number 30 would be entered under the bag count. 2) For bags that weigh more than 100 pounds, the actual weight would be entered into the WT field 3) For freight, COMAT, or any other item that has an actual weight associated with it, the total weight of all those items would be entered into the WT field.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 e. LSK 5L - BAG / WT AFT - Number of bags and/or actual weight of freight in the aft cargo compartment. a) Use the same procedures as for the forward cargo compartment. f. LSK 6L - Return to Perf W&B Menu g. LSK 1R - F/A and ACM 1) Default for F/A is 2. a) Enter 0 for no flight attendant b) Enter 2 for two flight attendants c) Enter 3 for one flight attendant in the forward jumpseat only d) Enter 4 for one flight attendant in the aft jumpseat only 2) Default for ACM is 0. Enter 1 for an ACM. h. LSK 2R - Closet - Default is 65 pounds for weight and CG purposes. i. LSK 3R - Takeoff Fuel 1) Enter the takeoff fuel a) The pilot may use the planned takeoff fuel from the flight release. b) The pilot may use an updated number given the actual fuel load on board the aircraft. Use the updated if it is reasonable to assume that the updated number will be more accurate than the flight plan number. j. LSK 4R - Ballast Fuel 1) Enter the ballast fuel provided by AeroData in the remarks section. a) The pilot should use ballast fuel to ensure the ZFW CG is within proper limits. b) Ballast fuel is used only as ballast and cannot be used to count towards the minimum fuel requirements for takeoff (14 CFR 121.639) c) The pilot must plan to land the aircraft so that any ballast fuel is still onboard the aircraft when landing. k. LSK 5R - Shortcut to the Takeoff Data screen. l. LSK 6R - Send button 1) Used to send the takeoff request to the AeroData System. REV. 4, 15 FEB 2008

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6. ACARS Pax Detail

a. This page is normally used for Charter Operations when actual weights of the passenger and baggage is required. 1) Extra - Enter in any extra weight in this section of the aircraft a) May be used in conjunction with the load sheet passenger count and this weight will be added to the passenger count in the loadsheet screen. 2) Total - Total passenger weight in this section of the aircraft. 3) The pilot can use either Extra or Total, but cannot use both.

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7. ACARS Takeoff Runway Data Page 1/5

a. b. c. d. e. f. g. h. i. j. k. l. m. n. o.

Flt No - Flight Number from request Rls No - Release Number Time - Time information was calculated Wind - Wind from request OAT - OAT from request QNH - Altimeter setting from request Sec A - Number of Pax in Section A Sec B - Number of Pax in Section B Sec C - Number of Pax in Section C F BAG/WT - Number of bags (or actual weight) in the forward cargo compartment A BAG/WT - Number of bags (or actual weight) in the aft cargo compartment TTL PAX - Total number of passengers GTOW / CG - Gross takeoff weight and Center of Gravity in percent of MAC as calculated by the system. FUEL - takeoff fuel from request ZFW / CG - Zero Fuel Weight and Center of Gravity in percent of MAC as calculated by the system.

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8. ACARS Takeoff Runway Data Page 2/5

a. REMARKS - Includes the following information: 1) Non-standard airplane configuration and runway condition listing. 2) Simple Special engine failure departure procedures 3) Calculation of ballast fuel to bring the ZFW CG within limits a) The system will calculate required ballast fuel which the pilot will then enter into the Takeoff Conditions page and re-send the request. b) Typically, the required ballast fuel is less than 500 pounds of fuel. c) The pilot must declare emergency fuel anytime the aircraft is flying an approach at the destination airport and the aircraft will land with total fuel on board that is less than ballast fuel. 4) No Takeoff Data Avail a) This means the system could not find your flight release in the system and the calculation is erroring out. b) Whenever you see this message, you should recheck your flight number, date, and your inputs in the Takeoff Conditions Screen c) Contact Dispatch to ensure that the flight release is in the system. REV. 4, 15 FEB 2008

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9. ACARS Takeoff Runway Data Page 3/5

a. Top Section is information provided by the system to the Pilot concerning their first runway request. Note:

b. c.

d. e.

f. g. h. i.

Pages 3/5, 4/5, and 5/5 are identical and contain information from first, second, and third runway request from the Pilot. Flex - Flex temperature to be entered by the pilot into the TRS page MRTW / LIM - Max runway takeoff weight and the code for the limit. The codes are listed on the AeroData Acronyms page. Flap - Takeoff flap setting 1) Reflects the takeoff flap setting selected by the pilot. MTOW - Max Takeoff Weight and will be the most restrictive of either the Max Runway Takeoff Weight (MRTW) or the Max Flight Plan Takeoff Weight (MFPTW). Stab - Stabilizer trim setting for takeoff. GTOW / CG - Gross takeoff weight and Center of Gravity in percent of MAC as calculated by the system. V1, VR, V2, VFS - Takeoff speeds as calculated by the system. ACCEL - Acceleration altitude 1) Default acceleration altitude is 1,000 feet AFE which is displayed in feet MSL.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 2) If the acceleration altitude is an altitude other than 1,000 feet AFE, then a Simple Special Departure will be displayed in the Remarks Section on Page 2 of the Takeoff Data.

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10. ACARS Landing Conditions Page 1/2

a. LSK 1L - First Runway Selection 1) Pilot enters runway using the nomenclature from the runway column header on the TLR 2) The arrival airport will be shown above the entry line from the Initialization page of the ACARS. 3) Examples: a) Runway 23L in Indianapolis would be entered as “23L”. b. LSK 2L - Second Runway Selection c. LSK 3L - Third Runway Selection

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 d. LSK 4L - Surface Condition 1) The flight crew should select the Surface Condition and Braking Action Report based on the following FAA approved table:, Braking Action Contaminant

Dry (not reported) Dry

Good

Fair/Medium

Wet Packed or Dry Snow Compacted (< 20mm) Snow

Poor

Nil

Wet Snow Wet ice Slush Standing Water Ice

Note:

Dry Snow less than 20 mm is the same as Dry Snow less than 3/4 of an inch. e. The flight crew should use Braking Action Reports as the primary means of computing landing data. In other words, the pilot should activate the Braking Action Report selection first, and not activate the Runway Condition selection. AeroData will compute the most conservative number based on both selections. Therefore, a Braking Action Report of good with a Surface Condition selection of dry, the system will compute the landing distance for braking action “good” (e.g. a wet runway and/or a runway with dry snow less than 3/4 of an inch). Surface Condition reports should only be used when the report comes from an FAA approved source such as a Flight Service Station, the Control Tower, or TRACON. 1) It is reasonable for the flight crew to assume that a runway that has been recently plowed has dry snow less than 3/4 of an inch and braking action is good. 2) If the flight crew is not sure of the time when the runway was plowed, it is reasonable for the flight crew to assume that the snow left on the runway by the snow plows is packed or compacted snow and that the braking action is fair or medium.

CAUTION:

The only certified data for landing information provided by Embraer is for dry and wet only. Data for any other surface and/or contamination is “Advisory Only” and is not based on any flight test data. “Advisory Only” data is not controlling.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 3) Default condition is a dry surface. 4) Pilot may toggle between the following surface conditions: a) Dry b) Wet c) Compacted Snow d) Wet Ice 5) Pilot may toggle between the following contaminations types: a) Standing Water b) Slush c) Dry Snow d) Wet Snow i) The 4 contaminations that require a depth selection, the pilot may toggle between Levels 1, 2, and 3 and the depth requirements for each level are stated on the screen. f. LSK 5L - Braking Action - the pilot may toggle between: 1) None - Default Setting - Associated with a dry runway which is normally not reported. 2) Good - Associated with a wet runway or dry snow less than 3/4 of an inch 3) Fair - Associated with Compacted Snow which is snow that is left behind after the runway has been plowed. 4) Poor - Associated with wet snow, slush, standing water, and ice. a) Normally, only a braking action report is given by the Tower. If there is a conflict between the conditions on the field and the braking action report, the pilot should utilize a combination of all reports to determine the safest course of action and no single report is considered to be controlling. b) For operations on a slippery runway, the factored landing distance will be the calculated actual landing distance plus 15% whenever that number exceeds the requirements of the dispatch number (14 CFR 121.195). REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 c) For operations on a slippery runway (i.e. standing water, snow, slush, etc.), the pilot should use the factored distance and not the unfactored distance as the minimum distance required when reviewing available runway length and the airport of intended landing. 5) Nil - Associated with wet ice. Operations with braking action Nil are not authorized and the pilot will receive an error message anytime Nil is selected stating that operations are not approved. g. LSK 6L - Return to Performance Menu h. LSK 1R - Airport 1) A new airport may be entered in case of a diversion. i. LSK 2R - Wind 1) Enter the direction and velocity of the steady state wind from ATIS or Tower. 2) For the gust factor, the pilot must manually calculate the gust factor and add the gust factor to the AeroData number for Vapp. a) Example: i) With a Vref of 130 KIAS, landing RWY 09R at KORD with the winds 090/20G30, the pilot would enter 090/20 into the wind field. ii) The AeroData system will calculate a Vapp of 140 KIAS (130 plus 10 for one half the headwind). iii) When adding in the gust factor, the pilot would enter 150 KIAS in the Vapp field in the LandingData 3/3 Screen (one half the head wind plus all of the gust factor). b) The addition of the gust factor may be accomplished after talking to the Tower and receiving the latest wind report prior to landing.

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 j. LSK 3R - OAT and QNH 1) Enter the OAT and QNH from the ATIS or Tower, whichever is the most current (e.g. 10 / 30.02). k. LSK 4R - LDW - Planned Landing Weight 1) Enter a planned landing weight from the Perf Data page (e.g. 66.4 for 66,400 pounds). 2) The pilot may manually calculate an updated number if it is reasonable to assume that the updated number will be more accurate than the Perf Data number. l. LSK 5R - Shortcut to the Landing Data screen. m. LSK 6R - Data Link Send button 1) Used to send the takeoff request to the AeroData System. 2) To re-arm the send button, the pilot must exit the ACARS Landing Condition Menu and then re-select the ACARS Takeoff Condition Menu. a) Use this procedure anytime the pilot wants to change the conditions for landing and re-send the request (i.e. new runway assignment, new altimeter setting, etc.)

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11. ACARS Landing Conditions Page 2/2

a. LSK 1L - Flaps 1) Default is Flaps 5 2) Toggle between Flaps 5 and Flaps 6 b. LSK 2L - Visibility 1) Default is Normal Visibility 2) Toggle between Normal and Low Vis (RVR less than 4,000 feet). c. LSK 3L - Anti-Ice 1) Default is OFF 2) Toggle between OFF and ALL d. LSK 4L - Stall Protect Ice Speed 1) Default is NO 2) Toggle between NO and Yes 3) This should be set to YES anytime the STALL PROT ICE SPEED is annunciated on the EICAS. 4) The system will add a 10 knot speed additive for ice to Vref. e. LSK 5L - Blank f. LSK 6L - Return to Previous Menu REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 g. LSK 6R - Data Link Send button 1) Used to send the takeoff request to the AeroData System. 2) To re-arm the send button, the pilot must exit the ACARS Landing Condition Menu and then re-select the ACARS Takeoff Condition Menu. a) Use this procedure anytime the pilot wants to change the conditions for landing and re-send the request (i.e. new runway assignment, new altimeter setting, etc.)

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12. ACARS Land Runway Data Page 1/5

a. b. c. d. e. f. g.

Flt No - Flight Number from request LDW - Landing Weight from request Time - Time information was calculated Wind - Wind from request OAT - OAT from request QNH - Altimeter setting from request LSK 6L - Return to Previous Menu

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13. ACARS Land Runway Data Page 2/5

a. REMARKS - Includes the following information: 1) Non-standard airplane configuration and runway condition listing. 2) No Landing Data Avail a) This means the calculation is erroring out. b) Whenever you see this message, you should recheck your flight number, date, and your inputs in the Takeoff Conditions Screen b. LSK 6L - Return to Previous Menu

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14. ACARS Land Runway Data Page 3/5

a. Top Section is information provided by the system to the Pilot concerning their first runway request. Note: b. c. d. e. f.

Pages 3/5, 4/5, and 5/5 are identical and contain information from first, second, and third runway request from the Pilot. Flap - Flap setting from request. MLDW / LIM - Max landing weight and the code for the limit. The codes are listed on the AeroData Acronyms page. ALDW - Actual Landing Weight - weight taken from request. VREF, VAP, VAC, VFS - V speeds calculated by the system for the conditions listed in the request. Factored Distance - Factored landing distance for the conditions listed in the request per 14 CFR 121.195. 1) For normal operations, the factored distance is the distance that incorporates compliance with the FARS (e.g. 60% for a dry runway and 115% for a wet or slippery runway. 2) For operations on a slippery runway (braking action fair or poor), the factored landing distance will be the calculated actual landing distance plus 15% whenever that number exceeds the requirements of the dispatch number (14 CFR 121.195).

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 16 AeroData ACARS Performance System Volume 5 3) For operations on a slippery runway (i.e. standing water, snow, slush, etc.), the pilot should use the factored distance as the minimum distance required when reviewing available runway length and the airport of intended landing. g. Unfactored Distance - Unfactored landing for the conditions listed in the request. 1) Once airborne, unfactored landing distance is controlling except when landing on a slippery runway. 2) Assumes a touchdown 1,000 feet from the approach end of the runway. 3) Assumes maximum wheel braking upon main gear touchdown. 4) Allows for no credit for thrust reversers. 5) Includes both air distance (1,000 feet) and ground distance. h. LSK 6L - Return to Previous Menu

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CONFIG: - LANDING SPEED SPEED EMB-170 FLAPS 5 - 5LANDING ERJ-170 NO ICE ACCRETION NO ICE ACCRETION Landing Weight

Landing Weight 48,000

107

50,000 48,000

109

52,000 50,000

112

54,000

114

56,000

116

52,000

Flaps 2--VAC

VREF

VREF

130

127157

109

133

130160

112

118

114

56,000 60,000

120

62,000 58,000 64,000 60,000

135 138

163

133

166

140

135169

116

143

138172

122

118

145

140175

124

120

147

143178

66,000

126

68,000

128

62,000

154

107

58,000

54,000

127

VFS

Flaps 2--VAC

122

150 152

181

145

183

130

124

154

147186

66,000 72,000

131

126

156

150189

74,000 68,000

133

128

158

152191

76,000 70,000

135

130

161

154194

64,000 70,000

78,000

137

80,000

139

72,000

74,000 82,000

140

131 133

163 165 167

196

156

199

158201

76,000

135

161

78,000

137

80,000

139

163 3/23/2005 165

82,000

140

167

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CONFIG: 5 - LANDING SPEED EMB-170

ICE

ICE

Landing Weight

VREF

Flaps 2--VAC

VFS

48,000

116

127

154

50,000

118

130

157

52,000

121

133

160

54,000

123

135

163

56,000

125

138

166

58,000

128

140

169

60,000

130

143

172

62,000

132

145

175

64,000

134

147

178

66,000

136

150

181

68,000

138

152

183

70,000

140

154

186

72,000

142

156

189

74,000

144

158

191

76,000

146

161

194

78,000

148

163

196

80,000

150

165

199

82,000

152

167

201

3/23/2005

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FLAPS FULL - LANDINGSPEED SPEED EMB-170 FLAPS 5 - LANDING ERJ-170 NO ICE ACCRETION

NO ICE ACCRETION Landing Weight

Landing Weight

VREF

48,000

101

50,00048,000

103

Flaps 4--VAC

VFS

Flaps 2--VAC

VREF

112

107

115

127157

117

130160

154

52,000

105

54,000

107

56,000

109

58,00054,000

111

114

124

135169

60,00056,000

113

116

126

138172

62,00058,000

115

118

128

140175

50,000 52,000

64,000

116

66,000

118

60,000 62,000

68,000

70,00064,000 72,00066,000 74,00068,000

120

120 122

121

130 132 134

163

133

166

178

143

181

145

183

122

136

147186

123

126

138

150189

125

128

140

152191

126

78,000

127

72,000

112

119

124

76,000

70,000

109

80,000

128

82,00074,000

129

130 131 133

142 143

194

154

196

145

156199

147

158201

76,000

135

161

78,000

137

80,000

139

163 3/23/2005 165

82,000

140

167

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FLAPS FULL - LANDING SPEED EMB-170

ICE

ICE

Landing Weight

VREF

Flaps 4--VAC

VFS

48,000

107

112

154

50,000

109

115

157

52,000

111

117

160

54,000

113

119

163

56,000

115

121

166

58,000

117

124

169

60,000

119

126

172

62,000

121

128

175

64,000

123

130

178

66,000

125

132

181

68,000

126

134

183

70,000

128

136

186

72,000

130

138

189

74,000

132

140

191

76,000

133

142

194

78,000

134

143

196

80,000

135

145

199

82,000

136

147

201

3/23/2005

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Required Landing Distance Unfactored landing distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway, from a point 50 ft. above runway threshold at VREF, using only the brakes and spoilers as deceleration devices (i.e., no engine reverse thrust is used). The required landing distance for dispatch is the unfactored landing distance increased by 66.7% for dry runway, or 91.7% for wet runway. For obtaining the DRY runway factored distance, multiply unfactored landing distance by 1.667. For obtaining the WET runway factored distance, multiply unfactored landing distance by 1.917.

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UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2599 2716 2835 2957 3083 3222 3366

2198 2303 2410 2520 2628 2741 2863

2076 2177 2280 2385 2490 2598 2710

1960 2057 2156 2257 2357 2461 2566

2638 2758 2882 3008 3142 3286 3435

0 Kt

10 Kt

20 Kt

2230 2339 2450 2564 2676 2794 2923

2105 2210 2317 2427 2535 2648 2766

1985 2087 2190 2295 2400 2508 2617

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2685 2809 2936 3066 3207 3357 3517

2275 2387 2502 2619 2735 2860 2998

2150 2258 2368 2481 2593 2709 2839

2030 2134 2241 2349 2457 2569 2688

2728 2856 2988 3124 3272 3427 3605

0 Kt

10 Kt

20 Kt

2311 2428 2547 2668 2789 2920 3074

2183 2296 2410 2527 2644 2765 2912

2077 2169 2280 2393 2505 2621 2756

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2779 2911 3047 3190 3343 3512 3700

2360 2480 2602 2728 2852 2998 3160

2231 2347 2466 2586 2707 2841 2996

2108 2220 2334 2451 2566 2692 2839

2830 2962 3102 3253 3413 3599 3795

0 Kt

10 Kt

20 Kt

2410 2524 2651 2780 2912 3074 3243

2281 2389 2511 2637 2762 2913 3075

2157 2259 2377 2498 2619 2759 2913

NOTE: Landing distance in ft.

REV. 4, 15 FEB 2008

9-97

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

0 ft

1000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2429 2529 2632 2734 2838 2943 3055

2041 2131 2222 2313 2405 2498 2593

1923 2009 2097 2183 2272 2361 2454

1812 1893 1977 2060 2145 2229 2320

2463 2567 2674 2783 2891 3001 3113

0 Kt

10 Kt

20 Kt

2068 2161 2257 2360 2455 2550 2640

1947 2037 2129 2230 2321 2413 2498

1832 1918 2021 2106 2193 2280 2362

ALTITUDE 2000 ft

Weight (lb)

52000 56000 60000 64000 68000 72000 76000

3000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2505 2612 2721 2829 2940 3057 3177

2109 2205 2302 2399 2498 2597 2697

1988 2080 2174 2266 2361 2456 2554

1872 1960 2050 2139 2230 2333 2417

2550 2659 2772 2883 2997 3120 3240

0 Kt

10 Kt

20 Kt

2152 2250 2350 2450 2551 2653 2749

2030 2124 2221 2316 2414 2511 2603

1915 2005 2097 2188 2282 2376 2463

ALTITUDE Weight (lb)

52000 56000 60000 64000 68000 72000 76000

4000 ft

5000 ft

-10 Kt

0 Kt

10 Kt

WIND 20 Kt -10 Kt

2589 2703 2819 2933 3052 3185 3309

2184 2286 2390 2493 2599 2712 2813

2060 2158 2258 2357 2459 2569 2664

1941 2035 2131 2227 2324 2432 2522

2635 2752 2871 2989 3114 3248 3377

0 Kt

10 Kt

20 Kt

2229 2333 2440 2546 2655 2764 2871

2104 2204 2308 2410 2514 2618 2717

1985 2081 2180 2278 2378 2479 2573

NOTE: Landing distance in ft.

REV. 4, 15 FEB 2008

9-98

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE OFF - LANDING FLAPS 5 - APPROACH FLAPS 2 Temp (°C)/ Altitude (ft) 10 15 20 25 30 35 40 45 50

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 85980 85641 80228

85980 85980 85980 85980 85980 85980 85980 83974 79104

85980 85980 85980 85980 85980 85980 81172 76075 -

85980 85980 85980 85980 84241 79073 74128 -

85980 85941 84318 77036 73363 73363 -

80050 78740 77201 74038 70742 -

APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE ON - LANDING FLAPS 5 - APPROACH FLAPS 2 Temp (°C)/ Altitude (ft) 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

84424 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

77215 78670 79940 80442 80837 81095 81331 81335 81335 81432 81551

REV. 4, 15 FEB 2008

9-99

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4 Temp (°C)/ Altitude (ft) 10 15 20 25 30 35 40 45 50

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 83864 78520 73445

85980 85980 85980 85980 85980 85980 80963 76485 72488

85980 85980 85980 85980 84475 79287 74468 70032 -

83787 83595 83176 81117 77003 72936 68952 -

78529 77786 76256 73919 70733 67532 -

72578 71692 70550 68063 65098 -

APPROACH CLIMB LIMIT WEIGHT (lbs.) EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4 Temp (°C)/ Altitude (ft) 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40

-1000

SL

2000

4000

6000

8000

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

85980 85980 85980 85980 85980 85980 85980 85980 85980 85980 85980

83225 83507 83712 83857 84001 84012 83833 83745 83789 83833 85980

76362 77909 78403 78668 78881 78974 78910 78888 78889 78930 78961

70473 71663 72448 72834 73222 73341 73407 73473 73540 73606 73672

REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5 EN ROUTE CEILING TABLE - OEI EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING ANTI-ICE OFF - DRIFTDOWN SPEED Net Level-Off Gross Level-Off Weight (lbs.) ISA+10°C ISA+10°C ISA +15°C ISA + 20°C ISA +15°C ISA + 20°C & BELOW & BELOW 51000 26210 26200 25710 30100 30030 29620 53000 25300 25200 24740 29200 29100 28700 55000 24320 24300 23800 28300 28200 27700 57000 23410 23310 22800 27400 27400 26800 59000 22530 22430 21810 26600 26500 25900 61000 21700 21600 20810 25710 25600 25100 63000 20900 20700 19900 24900 24800 24300 65000 20100 19800 18800 24100 24000 23410 67000 19300 18900 17800 23400 23200 22600 69000 18520 18010 16800 22600 22400 21800 71000 17700 17000 15700 21900 21600 20900 73000 16700 16200 14700 21200 20900 20000 75000 15600 14800 13400 20400 20100 19100 77000 14200 14100 11200 19800 19500 18200 79000 13500 12800 9500 19210 18700 17400 81000 12800 11200 8600 18700 18100 16700 EN ROUTE CEILING TABLE - OEI EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING ANTI-ICE ON - DRIFTDOWN SPEED Net Level-Off Gross Level-Off Weight (lbs.) ISA+10°C ISA+10°C ISA +15°C ISA + 20°C ISA +15°C ISA + 20°C & BELOW & BELOW 51000 24500 23400 21720 27210 26600 25100 53000 23520 22310 20720 26650 26100 24510 55000 22640 21320 19800 26130 25300 23900 57000 21700 20400 19000 25440 24500 22900 59000 20800 19500 18200 24700 23600 21900 61000 19910 18600 17300 23900 22700 21100 63000 19020 17720 16400 23100 21800 20300 65000 18100 16800 15400 22300 21000 19500 67000 17200 15820 14300 21500 20200 18800 69000 16300 14900 12400 20700 19400 18110 71000 15300 13600 9600 19920 18600 17300 73000 14300 11300 8500 19200 17900 16400 75000 12900 9400 7500 18400 17100 15500 77000 10900 8500 6500 17700 16300 14700 79000 9500 7600 5620 17000 15500 13700 81000 8700 6800 4900 16300 14800 12000

REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

FLAPS 2

T/O - 1 ERJ-170 TAKEOFF SPEEDS CF34-8E5 - ATTCS ON - BALANCED V1 - ANTI-ICE ON/OFF- ECS ON/OFF

Wt. (lbs) 48000 49000 50000 51000 52000 53000 54000 55000 56000 57000 58000 59000 60000 61000 62000 63000 64000 65000 66000 67000 68000 69000 70000 72000 74000 76000 78000 80000 82000

Í

Í

Í

Í

Í

Í

Í

Í

STATIC AIR TEMPERATURE (CELSIUS)

Í

PRESSURE ALTITUDE Sea Level 1000 2000 3000 4000 5000 6000 7000 8000

-40 to 31 -40 to 31 -40 to 19 -

32 to 37 32 to 37 20 to 34 -40 to 30 -

38 to 43 38 to 43 35 to 40 31 to 37 -40 to 33 -40 to 29 -40 to 23 -

44 to 49 44 to 47 41 to 45 38 to 43 34 to 40 30 to 37 24 to 33 -40 to 29 -40 to 24

50 to 50 48 to 48 46 to 46 44 to 44 41 to 42 38 to 40 34 to 38 30 to 36 25 to 34

Í

Í

Í

Í

Í

V1 VR V2

V1 VR V3

V1 VR V4

V1 VR V5

V1 VR V6

95 101 95 102 95 103 95 104 95 106 95 107 95 109 97 110 99 112 100 113 102 115 104 116 105 118 107 119 108 120 110 122 112 123 113 124 115 126 116 127 117 128 119 130 120 131 123 133 126 136 129 138 131 141 134 143 136 145

116 117 117 118 119 121 122 123 124 125 126 127 128 129 130 131 133 134 135 136 137 138 139 141 143 144 146 148 150

92 101 92 103 92 105 93 106 95 108 96 109 98 111 100 112 102 114 103 115 105 116 106 118 108 119 109 121 111 122 113 123 114 125 116 126 117 127 119 129 120 130 121 131 123 132 126 135 128 137 131 140 134 142 136 144 139 146

115 116 117 118 119 121 122 123 124 125 126 127 128 129 130 131 133 134 135 136 137 138 139 141 143 144 146 148 150

91 103 92 105 94 106 96 108 98 109 99 111 101 112 103 114 104 115 106 117 108 118 109 119 111 121 112 122 114 123 115 125 117 126 118 127 120 129 121 130 123 131 124 132 126 134 128 136 131 138 134 141 136 143 139 145 142 147

115 116 117 118 119 121 122 123 124 125 126 127 128 129 130 131 133 134 135 136 137 138 139 141 143 144 146 148 150

94 105 96 107 97 108 99 110 101 111 103 113 104 114 106 115 107 117 109 118 111 120 112 121 114 122 115 124 117 125 118 126 120 128 121 129 123 130 124 131 126 133 127 134 128 135 131 137 134 139 137 142 140 144 142 146 145 148

115 116 117 118 119 121 122 123 124 125 126 127 128 129 130 131 133 134 135 136 137 138 139 141 143 144 146 148 150

98 107 100 109 101 110 103 112 105 113 106 115 108 116 110 117 111 119 113 120 114 122 116 123 117 124 119 125 120 127 122 128 124 129 125 130 126 132 128 133 129 134 131 135 132 136 135 139 138 141 140 143 143 145 145 147 145 149

115 116 117 118 120 121 122 123 124 125 126 127 128 129 131 132 133 134 135 136 137 138 139 141 143 145 146 148 150

VFS 154 156 157 159 160 162 163 165 166 168 169 171 172 174 175 177 178 180 181 182 183 185 186 189 191 194 196 199 201

9/12/2005

REV. 4, 15 FEB 2008

9-102

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

FLAPS 1

T/O - 1 ERJ-170 TAKEOFF SPEEDS

CF34-8E5 - ATTCS ON - BALANCED V1 - ANTI-ICE ON/OFF- ECS ON/OFF

Wt. (lbs) 48000 49000 50000 51000 52000 53000 54000 55000 56000 57000 58000 59000 60000 61000 62000 63000 64000 65000 66000 67000 68000 69000 70000 72000 74000 76000 78000 80000 82000

Í

Í

Í

Í

Í

Í

Í

Í

STATIC AIR TEMPERATURE (CELSIUS)

Í

PRESSURE ALTITUDE Sea Level 1000 2000 3000 4000 5000 6000 7000 8000

-40 to 33 -40 to 31 -40 to 27 -

34 to 40 32 to 38 28 to 35 -40 to 31 -40 to 26 -40 to 16 -

41 to 47 39 to 45 36 to 43 32 to 39 27 to 36 17 to 32 -40 to 27 -40 to 20 -

48 to 50 46 to 48 44 to 46 40 to 44 37 to 42 33 to 40 28 to 35 21 to 23 -40 to 11

36 to 38 24 to 36 12 to 34

Í

Í

Í

Í

Í

V1 VR V2

V1 VR V3

V1 VR V4

V1 VR V5

V1 VR V6

94 108 95 110 96 111 98 113 100 114 101 116 103 117 105 119 107 120 108 122 110 123 112 124 113 126 115 127 117 128 118 130 120 131 121 132 123 133 124 135 126 136 127 137 129 138 132 141 134 143 137 146 140 148 142 150 145 152

119 120 121 124 124 125 126 127 128 129 131 132 133 134 135 136 137 138 139 140 141 142 143 145 147 149 151 153 155

96 110 119 98 112 120 99 113 121 101 115 122 103 116 124 105 117 125 107 119 126 108 120 127 110 122 128 112 123 129 113 124 131 115 126 132 117 127 133 118 128 134 120 130 135 121 131 136 123 132 137 124 134 138 126 135 139 127 136 140 129 137 141 130 138 142 132 140 143 134 142 145 137 144 147 140 147 149 142 149 151 145 151 153 147 153 155

99 111 101 113 103 114 105 116 107 117 108 119 110 120 112 122 113 123 115 124 117 126 118 127 121 128 121 130 123 131 124 132 126 133 127 135 129 136 130 137 132 138 133 140 134 141 137 143 140 145 142 148 145 150 147 152 149 154

119 120 121 122 124 125 126 127 128 129 131 132 133 134 135 136 137 138 139 140 141 142 143 145 147 149 151 153 155

102 104 106 108 110 111 113 115 116 118 119 121 122 124 125 127 128 130 131 133 134 135 137 139 142 144 147 149 151

113 114 116 117 118 120 121 123 124 125 127 128 129 131 132 133 134 136 137 138 139 140 142 144 146 148 150 152 154

119 120 121 122 124 125 126 127 128 129 131 132 133 134 135 136 137 138 139 140 141 142 143 145 147 149 151 153 155

105 107 109 110 112 114 115 117 118 120 122 123 125 126 128 129 130 132 133 137 136 137 138 141 143 145 148 148 145

114 115 117 118 120 121 123 124 125 127 128 129 131 132 133 134 136 137 138 139 140 141 142 145 147 149 151 153 155

119 120 121 123 124 125 126 127 128 130 131 132 133 134 135 136 137 138 139 141 142 143 144 146 148 150 152 154 156

VFS 154 156 157 159 160 162 163 165 166 168 169 171 172 174 175 177 178 180 181 182 183 185 186 189 191 194 196 199 201

9/12/2005

REV. 4, 15 FEB 2008

9-103

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

REV. 4, 15 FEB 2008

9-104

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

MAXIMUM ASSUMED TEMPERATURE TABLE Engine: CF34-8E5 – T/O-1

AIR CONDITIONING ON

(FADEC Version 5.20) PRESSURE ALTITUDE 1000 ft

OAT (°C)

-1

0

1

2

3

4

5

6

7

8

52

60

–

–

–

–

–

–

–

–

–

50

58

57

–

–

–

–

–

–

–

–

45

54

53

54

55

–

–

–

–

–

–

40

50

50

50

51

52

53

54

–

–

–

35

47

46

47

48

48

49

50

51

51

–

30

45

44

43

43

43

44

45

46

46

47

25

44

42

41

41

40

40

39

40

40

41

20

43

42

40

40

39

38

36

35

35

34

15

43

42

40

40

37

36

34

33

31

30

10 and below

43

41

40

40

38

36

33

31

29

28

RMK: FOR ECS OFF ADD 2°C ON MAXIMUM ASSUMED TEMPERATURE

Engine: CF34-8E5 – T/O-1 PRESSURE ALTITUDE 1000 ft

MinAt

-1

0

1

2

3

4

5

6

7

8

32

30

28

26

24

22

20

18

16

14

REV. 4, 15 FEB 2008

9-105

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

REV. 4, 15 FEB 2008

9-106

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5

WIND COMPONENT 80

WIND DIRECTION RELATIVE TO RUNWAY (STRAIGHT LINES)

EFFECTIVE HEADWIND COMPONENT - KTS

70 60 0°

50

10°

20° 30°

40

40° 50°

30

60°

20

70°

10

80°

0

170CTA10 - OUT 30, 2003

EFFECTIVE TAILWIND COMPONENT - KTS

0

10

20

30

40

50

90°

-10

CROSSWIND COMPONENT 60 70- KTS80 90

100°

-20

110°

-30

120° 130°

-40 140°

-50 -60

180°

170°

160°

150°

REPORTED WIND SPEED (CURVED LINES)

-70 -80

REV. 4, 15 FEB 2008

9-107

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5 AeroData Acronyms / 10KT 5KT A A/I - ALL A/I - OFF AALT APT B C DT F F01 FLP H HW LS LT M METW MFPTW MLDW MRLW MRTW MT MTOW MTXW O O2 P PLDW PMRTW POAT PQNH PRWY PTOW PWIND RMKS RT S SPECIAL T TCF TLR TLR-1 TO-1 TO-2 TW V V1 V2 VR WT

REV. 4, 15 FEB 2008

Planned Weight Symbol or Planned Temp Symbol Ten Knots of Wind Five Knots of Wind Limit due to AFM (Chart Weight) Anti-Ice Selected to ALL Anti-Ice Selected to OFF Acceleration Altitude Airport Limit due to Brake Energy Limit due to Climb Direct Turn Limit due to Field Length Flaps 1 Flap Heading Head Wind Limit due to Landing Structural Left Turn Maximum Thrust Required (No FLEX) Maximum Enroute Takeoff Weight (Driftdown) Maximum Flight Plan Takeoff Weight Maximum Landing Weight Maximum Runway Landing Weight Maximum Runway Takeoff Weight Maximum FLEX Temperature Maximum Takeoff Weight Maximum Taxi Weight Limit due to Obstacle Optimized V2 Indicator Planned Planned Landing Weight Planned Maximum Runway Takeoff Weight Planned Temp Planned Altimeter Setting Planned Runway Planned Takeoff Weight Planned Wind Remarks Right Turn Limit due to Structural Special DP Limit due toTire Speed Shuttle ID Takeoff / Landing Report Version of TLR Engine Setting for T/O Data Set Menu Engine Setting for T/O Data Set Menu Tail Wind Limit due to Minimum Control Speed Speed for V1 Speed for V2 Rotate Speed Weight

9-108

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 17 Speed Charts Volume 5 SABRE Max Takeoff Weight Codes: TS - Structural Max TOW RS - Ramp Structural Max Weight TO - Takeoff Obstacle Limited TT - Takeoff Tire Speed Limited TC - Takeoff Climb Limited TV - Takeoff Vmcg Limited TB - Takeoff Brake Energy Limited TD - Takeoff Dry Runway Check TF - Takeoff Field Length Limited TP - Takeoff Policy (set by the Air Carrier) TA - Takeoff limited by Max Enroute Weight to Takeoff Alternate TW - Takeoff limited by Max Takeoff Weight or Max Taxi Weight EE - Enroute limited due to Max Enroute Weight (Driftdown) EZ - Takeoff limited due to Max Zero Fuel Weight EL - Takeoff limited due to Max Landing Weight plus Burn-off EM - Takeoff limited due to Max Fuel Tank Capacity LS - Landing limited due to Landing Structural (Max Landing Weight) AC - Landing limited due to Approach Climb limit on Missed Approach

REV. 4, 15 FEB 2008

9-109

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5 Section 18 ERJ-175 Speed Charts and Performance Charts A. Overview The following Speed Charts and Performance Charts are extracted from the Embraer ERJ-175 AOM Performance Section and are provided here as a back up for the flight crew whenever the ACARS System is not functioning properly and is deferred per the MEL.

REV. 7, 15 AUG 2008

9-110

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

ERJ-175 FLAPS 5 - LANDING SPEED NO ICE ACCRETION Landing Weight

VREF

FLAPS 2 VAC

VFS

50,000

109

130

157

52,000

112

133

160

54,000

114

135

164

56,000

116

138

167

58,000

118

140

169

60,000

120

143

172

62,000

122

145

175

64,000

124

147

178

66,000

126

150

181

68,000

128

152

183

70,000

130

154

186

72,000

131

156

189

74,000

133

158

191

76,000

135

161

194

78,000

137

163

197

80,000

139

165

199

82,000

140

167

201

84,000

142

169

204

86,000

144

171

206

REV. 7, 15 AUG 2008

9-111

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

ERJ-175 FLAPS 5 - LANDING SPEED ICE Landing Weight

VREF

FLAPS 2 VAC

VFS

50,000

118

130

157

52,000

121

133

160

54,000

123

135

164

56,000

125

138

167

58,000

128

140

169

60,000

130

143

172

62,000

132

145

175

64,000

134

147

178

66,000

136

150

181

68,000

138

152

183

70,000

140

154

186

72,000

142

156

189

74,000

144

158

191

76,000

146

161

194

78,000

148

163

197

80,000

150

165

199

82,000

152

167

201

84,000

154

169

204

86,000

156

171

206

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

ERJ-175 FLAPS FULL - LANDING SPEED NO ICE ACCRETION Landing Weight

VREF

FLAPS 4 VAC

VFS

50,000

103

115

157

52,000

105

117

160

54,000

107

119

164

56,000

109

121

167

58,000

111

124

169

60,000

113

126

172

62,000

115

128

175

64,000

116

130

178

66,000

118

132

181

68,000

120

134

183

70,000

122

136

186

72,000

123

138

189

74,000

125

140

191

76,000

126

142

194

78,000

127

143

197

80,000

128

145

199

82,000

129

147

201

84,000

130

149

204

86,000

132

151

206

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

ERJ-175 FLAPS FULL - LANDING SPEED ICE Landing Weight

VREF

FLAPS 4 VAC

VFS

50,000

109

115

157

52,000

111

117

160

54,000

113

119

164

56,000

115

121

167

58,000

117

124

169

60,000

119

126

172

62,000

121

128

175

64,000

123

130

178

66,000

125

132

181

68,000

126

134

183

70,000

128

136

186

72,000

130

138

189

74,000

132

140

191

76,000

133

142

194

78,000

134

143

197

80,000

135

145

199

82,000

136

147

201

84,000

136

149

204

86,000

137

151

206

REV. 7, 15 AUG 2008

9-114

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

ERJ-175 FINAL SEGMENT SPEED - VFS Weight

VFS

50,000

157

52,000

160

54,000

164

56,000

167

58,000

169

60,000

172

62,000

175

64,000

178

66,000

181

68,000

183

70,000

186

72,000

189

74,000

191

76,000

194

78,000

197

80,000

199

82,000

201

84,000

204

86,000

206

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5 DRIFTDOWN TABLE EMBRAER 175 – ALL ENGINE TYPES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI ICE OFF WEIGHT (lb)

FIXED DRIFTDOWN

START LEVEL OFF DRIFTDOWN

85000

80300

80000

75500

75000

70000

65000

60000

55000

50000

71700

67200

62600

57900

53200

48400

REV. 7, 15 AUG 2008

SPEED (KIAS)

228

220

212

203

194

188

175

164

GROSS LEVEL OFF ALTITUDE - FT (NET LEVEL OFF ALTITUDE - FT) ISA+10°C & BELOW

ISA +15°C

ISA+20°C

17200

16200

14600

(10400)

(8300)

(6200)

18900

18300

16800

(13200)

(12200)

(9000)

20700

20300

19100

(16100)

(15200)

(13700)

22600

22300

21500

(18400)

(17800)

(16400)

24500

24300

23700

(20500)

(20100)

(19100)

26500

26400

25700

(22400)

(22200)

(21500)

28800

28700

28100

(24800)

(24700)

(24200)

31100

31100

30600

(27300)

(27200)

(26700)

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5 DRIFTDOWN TABLE EMBRAER 175 – ALL ENGINE TYPES – FAA CERTIFICATION BLEEDS ON/ENGINE & WING ANTI ICE ON WEIGHT (lb) START LEVEL OFF DRIFTDOWN

85000

80000

75000

70000

65000

60000

55000

50000

80400

75300

71600

67300

62600

57900

53100

48300

REV. 7, 15 AUG 2008

FIXED

GROSS LEVEL OFF ALTITUDE - FT

DRIFTDOWN

(NET LEVEL OFF ALTITUDE - FT)

SPEED (KIAS)

228

220

212

203

194

188

175

164

ISA -8°C & BELOW

ISA

ISA+10°C

16900

16800

14400

(10600)

(10300)

(7500)

18700

18500

16500

(13200)

(13100)

(9100)

20400

20200

185000

(15900)

(15700)

(13300)

22100

22100

20500

(18200)

(18000)

(16000)

24000

24000

22600

(20100)

(20000)

(18400)

25900

25800

24400

(21900)

(22000)

(20600)

28100

27400

26500

(24300)

(24300)

(23000)

30400

29300

27900

(26600)

(26300)

(25300)

9-117

ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5 UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5 – ISA CONDITIONS ANTI-ICE OFF – ICE ACCRETION – AUTO BRAKES OFF ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

0 ft

1000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2744 2914 3088 3279 3492 3733 3986 4255

2313 2469 2627 2789 2970 3181 3399 3629

2178 2329 2483 2639 2810 3011 3219 3438

2048 2194 2343 2494 2657 2847 3046 3254

2792 2967 3146 3346 3577 3828 4091 4372

0 kt

10 kt

20 kt

2357 2518 2681 2847 3048 3266 3492 3732

2221 2377 2535 2696 2884 3093 3309 3537

2089 2240 2394 2550 2726 2926 3132 3350

ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

2000 ft

3000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2841 3022 3208 3422 3667 3928 4201 4495

2403 2568 2736 2914 3128 3354 3590 3840

2266 2426 2589 2761 2962 3178 3403 3641

2133 2288 2447 2613 2801 3008 3223 3449

2892 3079 3274 3507 3761 4032 4317 4624

0 kt

10 kt

20 kt

2451 2621 2795 2990 3212 3448 3693 3954

2312 2478 2646 2832 3043 3268 3502 3750

2178 2339 2502 2682 2880 3095 3318 3554

ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

4000 ft

5000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2945 3138 3343 3594 3858 4140 4438 4759

2500 2675 2855 3069 3300 3544 3800 4073

2360 2531 2704 2906 3127 3361 3605 3864

2225 2390 2559 2754 2961 3185 3417 3664

3000 3199 3422 3685 3960 4253 4565 4901

0 kt

10 kt

20 kt

2551 2732 2925 3151 3391 3645 3912 4197

2410 2585 2772 2986 3215 3458 3712 3983

2273 2444 2625 2828 3046 3278 3521 3778

NOTE: Landing distance in ft.

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5 UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL – ISA CONDITIONS ANTI-ICE OFF – ICE ACCRETION – AUTO BRAKES OFF ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

0 ft

1000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2491 2633 2774 2918 3067 3228 3339 3444

2077 2208 2336 2467 2598 2730 2825 2913

1948 2075 2199 2326 2452 2580 2666 2750

1822 1946 2067 2190 2312 2435 2516 2593

2532 2678 2823 2971 3127 3302 3418 3527

0 kt

10 kt

20 kt

2115 2250 2381 2516 2650 2797 2895 2987

1985 2115 2243 2374 2504 2643 2734 2821

1859 1985 2109 2236 2361 2496 2579 2661

ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

2000 ft

3000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2574 2725 2873 3026 3189 3380 3500 3613

2155 2293 2428 2567 2705 2866 2968 3064

2023 2157 2289 2423 2557 2708 2805 2895

1896 2026 2154 2284 2413 2559 2647 2732

2618 2773 2926 3083 3263 3460 3585 3703

0 kt

10 kt

20 kt

2196 2337 2477 2620 2770 2939 3045 3144

2063 2201 2336 2474 2620 2778 2878 2972

1935 2069 2200 2334 2474 2625 2718 2807

ALTITUDE Weight (lb)

50000 55000 60000 65000 70000 75000 80000 85000

4000 ft

5000 ft

-10 kt

0 kt

10 kt

WIND 20 kt -10 kt

2663 2822 2980 3144 3340 3544 3674 3797

2237 2383 2527 2674 2837 3014 3124 3227

2104 2246 2385 2527 2685 2850 2955 3052

1975 2112 2247 2385 2538 2693 2792 2884

2710 2874 3036 3213 3419 3631 3766 3894

0 kt

10 kt

20 kt

2281 2431 2578 2735 2907 3092 3206 3314

2146 2292 2435 2586 2752 2925 3034 3136

2016 2157 2296 2442 2603 2765 2868 2964

NOTE: Landing distance in ft.

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 9 Performance Section 18 ERJ-175 Speed Charts and Performance Charts Volume 5

This Page Intentionally Left Blank

REV. 7, 15 AUG 2008

9-120

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 1 Weight and Balance Control Policy Volume 5

Chapter 10 Weight and Balance Procedures Section 1

Weight and Balance Control Policy

(14 CFR 121.153) It is Shuttle America' policy for domestic and flag operations to utilize an approved weight and balance control system. This system is based on AVERAGE weights for crew members, passengers and baggage as per AC 120-27 (as amended) to ensure the aircraft are loaded within the gross weight and center of gravity limitations. For supplemental operations, including DoD charters and nonstandard passenger groups, Shuttle America uses ACTUAL weights for passengers and baggage.

REV. 4, 15 FEB 2008

10-1

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 1 Weight and Balance Control Policy Volume 5

This Page Intentionally Left Blank

REV. 4, 15 FEB 2008

10-2

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 Section 2 Cargo Compartments/Loading A. Cargo Compartments Description 1. Cargo compartments are located in the forward and aft part of the fuselage. 2. Both cargo compartments are pressurized. They are “ClassC” compartments and have the following systems installed. a. Smoke Detection System b. Fire Extinguishing System c. Ventilation System (forward cargo compartment only) 3. No dedicated temperature control is available for cargo compartments. The air flowing from the passenger cabin heats the forward cargo compartment, providing proper conditions for live animal carriage. 4. Door Safety Nets are installed in both cargo compartments and are required to be fastened before closing the cargo compartment door. B. Cargo Door Operations 1. The cargo doors are manually operated from the outside. The initial opening movement (displacement of the door inward) and final closing and latching movement (displacement of the door outward) are achieved by means of a door locking mechanism controlled by an external handle. 2. The forward cargo door is 3 ft. 7.3 in wide and 2 ft. 11.4 in high. 3. The aft cargo door is a trapezoid 3 ft. 3 in. wide and with minor high of 2 ft. 6.7 in and major high of 2 ft. 10 in.

REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 4. Opening Cargo Doors

REV. 4, 15 FEB 2008

10-4

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 5. Closing Cargo Door

REV. 4, 15 FEB 2008

10-5

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 C. Cargo Compartment Limits 1. Forward Cargo Compartment Limits a. Cargo Volume ERJ-170 - 307 cubic feet b. Total maximum capacity ERJ-170 - 3020 pounds c. Cargo Volume ERJ-175 - 355 cubic feet d. Total maximum capacity ERJ-175 - 3306 pounds e. Maximum floor distribution load - 100 pounds per square foot 2. Aft Cargo Compartment Limits a. Cargo Volume ERJ-170 - 205 cubic feet b. Total maximum capacity ERJ-170 - 2270 pounds c. Cargo Volume ERJ-175 - 253 cubic feet d. Total maximum capacity ERJ-175 - 2535 pounds e. Maximum floor distribution load - 100 pounds per square foot D. Baggage and Cargo Loading 1. Baggage and cargo should be evenly distributed over the cargo compartment to avoid load concentration. 2. Cargo must not become a hazard to the airplane structure or systems as a result of shifting under operational loads. E. Package size tables 1. The following tables show the maximum package dimensions which pass through the cargo compartments door without interference with aircraft fuselage or cargo compartments interior. 2. Enter the package width and height and read the maximum package length that can be stowed in the cargo compartment.

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ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 3. Forward Cargo Compartment - ERJ-170

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 4. Aft Cargo Compartment - ERJ-170

REV. 7, 15 AUG 2008

10-8

REV. 7, 15 AUG 2008

157.48

20.00

25.00 (63.50)

30.00 (76.20)

133.86

118.11

110.24

106.30

MAXIMUM PACKAGE LENGTH in (cm)

(50.80)

35.00

86.61

(88.90)

40.00

78.74

(101.60)

28.00

(71.12)

59.06

55.12

55.12

51.18

47.24

(230.00) (210.00) (160.00) (150.00) (140.00) (140.00) (130.00) (120.00)

62.99

118.11 94.49 78.74 70.87 66.93 59.06 51.18 51.18 (300.00) (240.00) (200.00) (180.00) (170.00) (150.00) (130.00) (130.00)

25.00 (63.50)

82.68

133.86 125.98 102.36 84.65 70.87 66.93 59.06 51.18 (340.00) (320.00) (260.00) (215.00) (180.00) (170.00) (150.00) (130.00)

22.00 (55.88)

90.55

141.73 137.80 122.05 106.30 94.49 82.68 66.93 59.06 (360.00) (350.00) (310.00) (270.00) (240.00) (210.00) (170.00) (150.00)

10.00

19.00 (48.26)

78.74

141.73 137.80 122.05 110.24 94.49 82.68 74.80 62.99 (360.00) (350.00) (310.00) (280.00) (240.00) (210.00) (190.00) (160.00)

86.61

16.00 (40.64)

94.49

143.70 139.76 122.05 110.24 102.36 90.55 78.74 66.93 (365.00) (355.00) (310.00) (280.00) (260.00) (230.00) (200.00) (170.00)

110.24

13.00 (33.02)

114.17

66.93 147.63 141.73 125.98 114.17 102.36 90.55 78.74 (375.00) (360.00) (320.00) (290.00) (260.00) (230.00) (200.00) (170.00)

125.98

(25.40)

141.73

(380.00) (360.00) (320.00) (290.00) (280.00) (240.00) (220.00) (200.00)

149.61

(400.00) (400.00) (340.00) (300.00) (280.00) (270.00) (220.00) (200.00)

157.48

15.00 (38.10)

(20.32)

8.00

(12.70)

5.00

HEIGHT in (cm)

10.00

(25.40)

5.00

(12.70)

WIDTH in (cm)

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading

Volume 5 5. Forward Cargo Compartment - ERJ-175

10-9

15.00

20.00

25.00

30.00 (76.20)

35.00 (88.90)

40.00 (101.60)

REV. 7, 15 AUG 2008

122.05

122.05

122.05

116.14

74.80

70.87

70.87

70.87

16.00

(55.88)

22.00

(48.26)

19.00

(40.64)

98.43

94.49

122.05 86.61

116.14 61.02

74.80

59.06

70.87

59.06

70.87

70.87

59.06

70.87

70.87

92.52

90.55

78.74

61.02

59.06

59.06

59.06

86.61

82.68

78.74

59.06

57.09

57.09

57.09

(220.00) (220.00) (210.00) (200.00) (150.00) (145.00) (145.00) (145.00)

86.61

(235.00) (235.00) (230.00) (200.00) (155.00) (150.00) (150.00) (150.00)

92.52

(250.00) (250.00) (240.00) (220.00) (155.00) (150.00) (150.00) (150.00)

98.43

122.05

70.87

122.05

74.80

(310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)

116.14

13.00

122.05

(33.02)

122.05

122.05

(310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)

10.00

(310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)

(25.40)

(20.32)

8.00

125.98 125.98 125.98 118.11 76.77 72.83 72.83 70.87 (320.00) (320.00) (320.00) (300.00) (195.00) (185.00) (185.00) (180.00)

(63.50)

5.00 (12.70)

(50.80)

MAXIMUM PACKAGE LENGTH in (cm)

(38.10)

HEIGHT in (cm)

10.00

(25.40)

5.00

(12.70)

WIDTH in (cm)

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading

Volume 5 6. Aft Cargo Compartment - ERJ-175

10-10

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 F. Cargo Nets 1.

Door safety nets prevent cargo doors from being damaged or jammed.

Note:Door safety nets must be used when cargo or baggage is loaded in the cargo compartments.

REV. 7, 15 AUG 2008

10-11

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 2. Forward Cargo Compartment

REV. 7, 15 AUG 2008

10-12

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 3. Aft Cargo Compartment

REV. 7, 15 AUG 2008

10-13

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 G. Live Animals Transportation 1. The main reference that regulates and states methods and procedures for handling, appropriate containers, and legal aspects for animal transportation, is the IATA Live Animal Regulations. 2. The forward cargo compartment is the compartment for transporting live animals. Note:

only

cargo

The maximum number of kennels in the forward cargo compartment is 4.

3. The limitations for the compartment are defined mainly by temperature, carbon dioxide concentration and humidity, that are a result of animal metabolism. These items are compensated with the cargo compartment ventilation system, that draws air from passenger cabin. 4. Forward Cargo Compartment Temperatures External temperature at departure and the flight level flown determine the temperature achieved in the forward cargo compartment. The temperature into the cargo compartment stabilize after a short period of time and they are listed in the table below.

REV. 7, 15 AUG 2008

10-14

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 2 Cargo Compartments/Loading Volume 5 5. Minimum Forward Cargo Compartment Temperature

REV. 7, 15 AUG 2008

10-15

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 Section 3 Weight & Balance Calculations A. General 1. The use of the See GeeTM Calculator is a method of determining CG of the aircraft with minimal or no seat blocking. 2. The principle of the See GeeTM Calculator method is that the cabin is divided into three sections; A, B, and C

Section

ERJ-170

Interchange Aircraft

ERJ-175

A

Rows 1-6

Rows 1-6

Rows 1-4

B

Rows 7-12

Rows 7-13

Rows 5-12

C

Rows 13-18

Rows 14-19

Rows 13-20

3. The index of the aircraft is determined by the use of the See GeeTM Calculator. 4. Section B is not shown on the See Gee Calculator because it has no impact on the movement (forward or aft) of the center of gravity. 5. The calculator is comprised of three parts. 6. The three parts include a. The rectangular card b. A large wheel which contains the index indicator line c. A small wedge shaped cursor. 7. The index indicator line generally operates in the lower half of the calculator along the index scale. 8. The cursor generally operates in the upper half of the calculator along the loading scales. Note:

In case the See GeeTM wheel in the aircraft is missing or unusable, the PIC must contact Dispatch who will compute the C.G. index and trim setting for the load manifest using the passenger and baggage information provided by the flight crew.

REV. 7, 15 AUG 2008

10-16

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 9. Definition of Terms a. BOI - Basic Operating Index b. OMA - Operating Moment Arm c. BOW - Basic Operating Weight d. OM - Operating Moment in-lbs. B. Basic Operating Index 1. The OMA is calculated according to the following formula: OM/BOW

=OMA

2. The basic operating index (BOI) is calculated according to the following formula: (OMA-542.8) X BOW/75,000

= BOI

3. 542.8 inches is the datum line in the Balance Arm system. 4. The BOI is then entered on the CG calculator by placing the lower index line located on the wheel to the calculated index. 5. Crew, catering, cabin supplies, and other operating items are included in the BOW and corresponding BOI. 6. This leaves passengers, cargo and fuel to be calculated. C. Passenger Index 1. The table located on the back of the calculator is used to determine the passenger weights. 2. The CG calculator is used to determine the index change due to passenger loading. 3. The cursor is moved to the number of passengers in the appropriate section and then the wheel is moved to re-center the line on the cursor. This shows the index change for the passengers in that section. 4. This is done for passengers seated in Section A, and Section C. 5. The upper portion of the passenger scale showing number of passengers is used when using average passenger weights. 6. The calculator is designed conservatively enough to allow for the small difference in the summer and winter weights (5 lbs.).

REV. 7, 15 AUG 2008

10-17

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 7. The inner portion of the scale is in pounds. This scale can be used for non-standard weight passengers, actual weights, or children’s weight (82 lbs. summer, 87 lbs. winter). 8. If average passenger weights are being used and all seats are full, then the “70 pax” line may be used. 9. Move the cursor to the 70 pax line and then re-center by moving the wheel. 10. This shows the index change for all 70 passengers. 11. Flight Attendants a. The FWD F/A and AFT F/A line on the ACM scale is the mark for compensation of the forward and aft Flight Attendant in the Flight Attendant seat. The F/A’s are included in the BOI, however, the marks are provided to remove them when an F/A is not required, such as training flights. b. When the forward F/A jumpseat is deferred the Flight Attendant must sit in seat 1A and if the rear F/A jumpseat is deferred the Flight Attendant must sit in seat 18C. c. You are required to account for the change in CG. First remove the F/A from the jumpseat and then calculate the CG change at 170 lbs. to section A for the forward F/A or C for the aft F/A respectively. Note:

Whenever the cursor is moved, be sure to hold the wheel as to not allow it to move.

D. Cargo Index 1. The forward and rear cargo compartments consists of one section each. 2. The index for these sections is again determined by using the CG calculator for each compartment. 3. The index change is determined by moving the cursor to the amount of weight, in pounds, on its corresponding scale. 4. After moving the cursor, the wheel is then moved to re-center the line on the cursor to show the index change. 5. Checked baggage weight tables are located on the back of the Center of Gravity calculator. 6. The length of scales marked in “lbs.” may or may not correspond to compartment weight limits and should not be used to determine compartment limitations.

REV. 7, 15 AUG 2008

10-18

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 Note: The maximum forward cargo compartment capacity for the ERJ-170 is 3020 lbs. Note:

The maximum rear cargo compartment capacity for the ERJ-170 is 2270 lbs.

E. Fuel Index Fuel is loaded using the same method as cargo and passengers. The fuel scale is not linear. For fuel loads above 16,000 lbs., use the “16,000 OR MORE” mark. For more information on the fuel, see FUEL BURN OFF. F. Forward Closet Index The forward closet contains the onboard wheel chair which is included in the BOW. Any additional item stored in the closet must be considered in the weight and balance calculations. The maximum weight limits are, unless placarded otherwise: • Closet floor: 40 lbs. • Coat hanger: 25 lbs. G. Observer Index (ACM) The observer weight is calculated at 190 lbs. year round. The index change is determined using the CG calculator. The cursor is moved to the ACM (Additional Crew Member) line and then the wheel is moved to re-center the line on the cursor to show the index change. H. Passenger & Cargo Additions & Removals 1. To add passenger or cargo weight, use the same method of moving the cursor to the weight added and then rotating the wheel to re-center the cursor line. 2. To subtract passenger or cargo weight, start with the cursor at the zero line. a. Rotate the wheel until the cursor indicates the weight or number of passengers being removed. b. The new index is then found under the index indicator line.

REV. 7, 15 AUG 2008

10-19

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations

I.

Volume 5 Final Index (CG) & Fuel Burn Off 1. After all loading is accomplished and adjustments made with the CG calculator, the Loaded Index (CG) is read under the index indicator line. 2. To see where the CG is in the envelope, find the point where the index indicator line intersects the total weight of the aircraft. 3. The units of trim are also determined from this point. a. Locate the green dotted trim line closest to the CG location and note the % MAC number. b. Then go to the “PITCH TRIM SETTING FOR TAKEOFF” where the CG position (%MAC) and the flap setting for takeoff intersect. This will give you the correct trim setting for takeoff. 1) As an example your takeoff weight is 75,000 lbs. with an index of -12.2 will give you a CG position (%MAC) of 17, go to the green chart and for flap 1 takeoff the trim setting would be 4.5. c. All information involving % MAC and trim on the front of the calculator is displayed in green.

REV. 7, 15 AUG 2008

10-20

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 J. Fuel Burn Off 1. All scales and lines on the calculator dealing with fuel are displayed in blue. 2. After arriving at a satisfactory final index for takeoff, the fuel burn off must be taken into account to ensure that the center of gravity will be within limits for landing. 3. Fuel burn off below 16,000 lbs. will cause the index and CG to move aft and must be taken into account for enroute and landing operations. a. Fuel burn cannot be “unloaded” like cargo or passengers because the fuel scale is not linear. b. To properly account for fuel burn you must “unload” all of the fuel on board and then “reload” the amount to be left in the tanks at landing. c. For example, if the fuel load is 17,000 lbs. for takeoff and the landing will be made with 4,000 lbs. remaining (13,000 lbs. burn off), then it is computed as follows: 1) Unload the total fuel by placing the wedge cursor on the ZERO line and rotating both cursors counter clockwise until the wedge cursor is over the “16,000 OR MORE” mark. 2) Then place the wedge cursor over the “4000” point and rotate both cursors clockwise to put the wedge cursor on the ZERO line. This will correctly show the effect of the fuel burn. d. An alternate method is to load the fuel last during the calculations and look at the zero fuel index before calculating the fuel. 1) This will give you a tanks empty CG and will tell you where your CG will be if forced to use all of your fuel. 2) Then spin in the fuel and check your legality for takeoff. 3) If both the takeoff and landing fuel are more than 16,000 lbs., then the landing index will be the same as the takeoff index, and only the change in weight need to be accounted for. CAUTION:

When the final index is at or above a limit, it is required to move payload, if feasible, to bring the center of gravity more toward the center of the envelope.

REV. 7, 15 AUG 2008

10-21

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 K. Aft Limit & Inflight Movement 1. There are two aft limits displayed on the calculator. 2. Limit constraints to account for inflight movement of passengers and crew are incorporated into the AFT LIMIT WITH PAX line and the caution zone is computed from this line. 3. The AFT LIMIT line is available for use when there are no passengers on board and if crew movement in the aircraft is restricted. 4. When operating between the AFT LIMIT WITH PAX and the AFT LIMIT line the pilots and flight attendants are not allowed to leave their seats and move aft in the aircraft. 5. There is also a red AFT LIMIT line defining a red shaded NO TAKEOFF ZONE. Takeoff with the CG in this area is prohibited. Operation in this area for inflight and landing is allowed. Observe Caution Zone and inflight movement restrictions when operating in this zone for inflight and landing. L. Load Planning for the ERJ-175 1. The ERJ-175 has an extended First Class cabin and is a tail heavy aircraft. This aircraft will operate with the Zero Fuel Weight CG in the Aft Caution Zone anytime the aircraft has more than 70 passengers. Anytime the aircraft is fairly full, the flight crew should plan the load using the following priority whenever possible: a. Plan the load so that Section B is filled with the maximum number of passengers first. b. Plan the load so that the forward portion of Section C is filled next. c. Plan the load so that the aft portion of Section C is filled next. d. Place the maximum number of checked bags in the forward cargo bin before placing any checked bags in the aft cargo bin. e. Plan the load so that Section A is filled next. Note:

Whenever there are empty seats and the Zero Fuel Weight CG is in the Aft Caution Zone, all empty seats in each section must be aft. The assumption is that the CG for each section is either neutral or forward of neutral.

Note:

The priorities listed in this section are for planning purposes only. Passengers may board the aircraft in any order or sequence.

REV. 7, 15 AUG 2008

10-22

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 M. Caution Zones 1. If the zero fuel weight or gross takeoff weight index falls within a caution zone, then first move the minimum number of passenger(s) to the opposite zone to obtain an index between the caution zones. That will give you a normal load index and no further action is required. a. For example, the gross takeoff weight index falls just within the FWD CAUTION ZONE. By moving just one (1) passenger from Zone A to Zone C, the index now falls between the caution zones. b. After accomplishing this movement, no further action is required and the loading will be within limits. There is no need to move other passengers within the zones whenever the new index falls between the caution zones. c. If, after the passengers are moved and the loading problem is re-spun, the index still falls in the caution zone then no further action is required and the loading will be within limits. 2. If, after completely filling the opposite zone and the index still falls within the caution zone, then comply with the zone’s instructions. a. For a final index in the FWD CAUTION ZONE, all empty seats in Zone A must be forward. b. For a final index in the AFT CAUTION ZONE, all empty seats in Zone C must be aft. 3. Final index in the Caution Zone with all or no passenger seats occupied a. When all passenger seats are occupied or when none of the passenger seats are occupied, then operation in the Caution Zones is permitted without further action 1) As an example, during repositioning flights without passengers, the caution zones may be ignored. 4. The caution zones are designed with certain loading restrictions assumed. a. While it would be difficult to load an aircraft that would exceed the parameters of the caution zones, it is possible. b. Generally, it is assumed, that, within a given section, the passengers are distributed through out that section. c. It is permissible to fill an entire section while another section is empty, but not, for example, to fill the front three rows in each section without filling some of the seats in the aft portion of those sections. REV. 7, 15 AUG 2008

10-23

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 N. See Gee Wheel for ERJ-170

CAUTION:

Do not leave the calculator exposed to direct sunlight or high heat conditions. Leaving the calculator in the sun on a glare shield for example, will cause warping and cracking of the vinyl lamination and may damage it beyond usable repair.

REV. 7, 15 AUG 2008

10-24

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 N. See Gee Wheel for Interchange Aircraft

REV. 7, 15 AUG 2008

10-25

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 O. See Gee Wheel for ERJ-175

ERJ-175

DELTA CONNECTION

C. G. CALCULATOR

FWD F/A

CLOSET

SEC A 12

ZERO

FWD BAGGAGE

SEC B 32

11 2 0 0

X PA

00

10

00

)

(lb s)

FW

00

20

00

5

500 10 00

0 150

0 ,00 16 ORE M OR

1000

(lbs

15

500

10

E

0 2 0

00

25

76 P AX

FUEL

00) x 10

SEC C 32

00

5 CLO

SET

All weights in pounds

AFT F/A

9 11 13 15 17 19 21 23 25 27

ACM

AFT BAGGAGE

AFT F/A

FWD F/A

CG POSITION (% MAC) 7

150

GE AGGA DB

PITCH TRIM SETTING FOR TAKEOFF (UP) All Weights

2 0 0 11 1 21 0 25 3 1 00 4 15 3 0 16 00 1 7

65

30

00

25 33 06

6

7

AFT BAG GAG

9 1 0

PAX 32 30 31 6500 8 29 00 (lbs) 27 2 500 60 26 5 25 24 5 0 0 0 23 22 4 5 0 0 21 20 0 0 0 4

A

0

3

sX (lb

B

30

10 5 20 15 3 2 0 25 2 1 3 4 3

0

0

150

0

19 18 0 0 5

PA X

12 0 25

150

500

1000

25 35

10

8

9

1 2 3 4 5 6 500 7 8 1000

1

2

3

4

5

6

7

Valid only for Shuttle America Embraer ERJ-175 Aircraft Specification YS1C

Flap 1 6.0 6.0 5.5 5.0 5.0 4.5 4.0 3.5 3.0 3.0 2.5 Flap 2 6.0 6.0 5.5 5.0 4.5 4.0 3.5 3.5 3.0 2.5 2.0 Flap 4 6.0 5.5 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0

C

%MAC

7

AIRCRAFT WEIGHT

9

27

85,517

23

TA ZO K E NE O F

-1

25

2

-2

23

N

-2

TIO

3

-18

11

-17

™

Center of Gravity Calculator

REV. 7, 15 AUG 2008

13

15

-5

-6

50,000

-16

-15

-14

-13

-12

-4

19

55,000

9

9

17

0

-3

1

21

-2

60,000

7

-1

X

F

65,000 SEC

-2

SEE GEE

DE

NO

70,000

D E FW PTY SUST BE M EM

-24

-2

IN

3

AF E AF TL SE MP T C IM CT TY AU IT IO S E T I N A ON T M S U S I N ZO T E NE BE AC AF H T

2

21

19

1

17

75,000 NE ZO ION EACHARD UT CA ATS INFORW

-25

FWD LIMIT

-26

15

0

80,000

13

27

-27

25

85,000

11

-11

seegeesolutions.com 509-286-4281

-10

-9

-8

IN

DE

X

-7 Copyright © 2008 CAVU International ALL RIGHTS RESERVED

10-26

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 3 Weight & Balance Calculations Volume 5 P. Weight Tables for ERJ-170

Weight Tables for ERJ-170 Aircraft PAX WEIGHTS Number PAX 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70

REV. 7, 15 AUG 2008

Adult Summer 190 380 570 760 950 1140 1330 1520 1710 1900 2090 2280 2470 2660 2850 3040 3230 3420 3610 3800 3990 4180 4370 4560 4750 4940 5130 5320 5510 5700 5890 6080 6270 6460 6650 6840 7030 7220 7410 7600 7790 7980 8170 8360 8550 8740 8930 9120 9310 9500 9690 9880 10070 10260 10450 10640 10830 11020 11210 11400 11590 11780 11970 12160 12350 12540 12730 12920 13110 13300

Adult Winter 195 390 585 780 975 1170 1365 1560 1755 1950 2145 2340 2535 2730 2925 3120 3315 3510 3705 3900 4095 4290 4485 4680 4875 5070 5265 5460 5655 5850 6045 6240 6435 6630 6825 7020 7215 7410 7605 7800 7995 8190 8385 8580 8775 8970 9165 9360 9555 9750 9945 10140 10335 10530 10725 10920 11115 11310 11505 11700 11895 12090 12285 12480 12675 12870 13065 13260 13455 13650

BAG WEIGHTS Child Summer

Child Winter

Number Bags

Checked Weight

82 164 246 328 410 492 574 656 738 820 902 984 1066 1148 1230 1312 1394 1476 1558 1640 1722 1804 1886 1968 2050

87 174 261 348 435 522 609 696 783 870 957 1044 1131 1218 1305 1392 1479 1566 1653 1740 1827 1914 2001 2088 2175

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70

30 60 90 120 150 180 210 240 270 300 330 360 390 420 450 480 510 540 570 600 630 660 690 720 750 780 810 840 870 900 930 960 990 1020 1050 1080 1110 1140 1170 1200 1230 1260 1290 1320 1350 1380 1410 1440 1470 1500 1530 1560 1590 1620 1650 1680 1710 1740 1770 1800 1830 1860 1890 1920 1950 1980 2010 2040 2070 2100

10-27

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 Section 4 Weights & Indexes A. Flight Crew and Flight Attendant Weight/Index 1. Flight Crew weight is 240 lbs. per crew member and this includes their flight bag and overnight bag. 2. Flight Attendants weight is 210 lbs. and this includes one flight bag per attendant for both F/A jumpseats and their overnight bag. 3. The index for the flight crew and the forward and aft jumpseat are calculated into the BOI. 4. Crewmembers should store their roller bags in the cabin by placing one in Section A, 2 in Section B, and 1 in Section C. No roller bags should be placed in the First Class Section (above the seats in the first 2 rows of the aircraft). The bags should be evenly distributed throughout the cabin. 5. The weight and location of the crew bags (30 lbs for roller bags, 20 lbs for pilot flight bags, and 10 lbs for Flight Attendant kit) are included in the BOW and BOI. B. Observer Weight Index 1. Weight is 190 lbs. year round. 2. Change of aircraft index is determined by moving the cursor to the ACM line and then re-centering the line by moving the wheel. This shows the effect of the observer on the aircraft index. C. Passenger Weight Index 1. The average passenger weights: Summer 190 lbs. (May 1 to Oct. 31) Winter 195 lbs. (Nov. 1 to Apr. 30) 2. A table which shows the passenger weights is located on the calculator. Note:

The passenger weights include 16 lbs. for one permitted carry-on item and one personal item.

3. The change in aircraft index is determined by using the CG calculator. Determine the number of passengers in each section. Move the cursor to the number of passengers in section A. Then move the wheel to re-center the line. Repeat this for the number of passengers in Section C on the C scale. Note:

For unusual passenger loads i.e. sports teams, the CG calculator is still used. In this case the lbs. scale is used instead of the number of passenger scale for each section.

REV. 7, 15 AUG 2008

10-28

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 D. Child Count 1. A person who has not reached their 13th birthday is considered a child for weight and balance calculations. Lap children are not counted. 2. The average child weight year round is 82 lbs. summer and 87 lbs. winter. 3. Whenever the LF-001 Load Report shows one or more children in the passenger count, the load manifest prepared by the flight crew must reflect the same number of children in the weight and balance and CG calculation. a. For the CG calculation, the child count requires a two step process. 1) Step 1 - enter the passenger count for the zone (total passengers minus the number of children). 2) Step 2 - enter the actual weight of the child count for the zone (Number of Children X 82 pounds). 4. The Flight Attendants are responsible to provide the cockpit crew with an accurate passenger AND child count for each aircraft section. The flight crew will enter the number of passengers and children in the respective field of the Load Manifest. E. Baggage Weight/Index 1. The effect on aircraft index due to cargo is computed using the CG calculator. First, the amount of weight in pounds in the FWD and AFT BAGGAGE section needs to be determined. Then move the cursor to that amount on the baggage area scale. Re-center the line by moving the wheel. 2. The index change due to carry-on baggage being placed in the cargo area is determined in the same manner. On the forward cargo scale, move the cursor to the weight of the carry-on baggage that was placed in the forward cargo area. Re-center the line by moving the wheel. Note:

Checked bag weight is 30 pounds.

Note:

Carry-on bags that are collected planeside or removed from the cabin and placed in the forward cargo compartment are 30 pounds.

Note:

Cargo tables are located on the back of the See GeeTM calculator.

REV. 7, 15 AUG 2008

10-29

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 F. Completing the Shuttle America Airlines W&B Load Manifest 1. 14 CFR Part 121 allows the manifest to be completed and signed by any designated personnel. 2. At Shuttle America Airlines, it is the Captain’s responsibility to ensure that the load manifest is completed in a timely manner prior to departing from the gate. 3. The First Officer will complete and sign the load manifest, and the Captain will review the load manifest for accuracy. The Captain retains overall responsibility of the aircraft loading during its operation. 4. The load manifest is a two part form; one white and one yellow. a. The white copy will be carried by the crew. The white copy will be discarded after the end of each flight leg. b. The yellow copy will be retained at the departure station for 3 months. 5. The initial load manifest preparation will be accomplished by the First Officer well before scheduled departure time. This preparation consists of: a. All information known at the time the initial data is entered b. Any information not known at the time of initial data entry (such as passenger load and/or cargo) will be entered into the form at a logical time as the data becomes known. c. Takeoff planning data is known as soon as ATIS is received.

REV. 7, 15 AUG 2008

10-30

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 G. Load Manifest Instructions The First Officer will complete and sign the Load Manifest, and the Captain will check the accuracy and completeness of the form. 1. Date (Month/Day/Year). 2. Flight number. 3. Departure airport. 4. Arrival airport. 5. Aircraft N number. 6. Basic Operating Index (BOI) from flight release 7. Basic Operating Weight (BOW) from flight release 8. Number of passengers in the section A, from FA passenger count. a. List number of adults and children separately in the space provided. 9. Number of passengers in the section B, from FA passenger count. a. List number of adults and children separately in the space provided. 10. Number of passengers in the section C, from FA passenger count. a. List number of adults and children separately in the space provided. 11. Total weight of passengers in section A. a. List total weight of adults and children separately in the space provided. 12. Total weight of passengers in section B. a. List total weight of adults and children separately in the space provided. 13. Total weight of passengers in section C. a. List total weight of adults and children separately in the space provided. 14. Number of bags or cargo in the forward cargo compartment (FWD), as indicated on the load report (OF/RP-11E, LF-001). a. List number of bags and cargo separately in the space provided.

REV. 7, 15 AUG 2008

10-31

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 15. Number of bags or cargo in the aft cargo compartment (AFT), as indicated on the load report (OF/RP-11E, LF-001). a. List number of bags and cargo separately in the space provided. 16. Total weight of bags or cargo in the forward cargo compartment (FWD), as indicated on the load report (OF/RP11E, LF-001). a. List total weight of bags and cargo separately in the space provided. 17. Total weight of bags or cargo in the aft cargo compartment (AFT), as indicated on the load report (OF/RP-11E, LF-001). a. List total weight of bags and cargo separately in the space provided. 18. Weight of bags, clothing, and other articles stored in the forward closet, from FA information. a. In the “(for CG calc. only)” space, enter the total weight of items listed below. 1) The Flight Attendant’s RON bag, passengers’ assistive devices and clothing articles are part of the average weight program. This weight is only relevant for calculating the CG because it is already included in the average weights and need not be added to the total weight. b. In the “(for W&B calc.)” space, enter the total weight of articles that are not part of point 1), like organ shipments. This weight must be added to the total weight as it is part of the Zero Fuel Weight. c. Examples: for CG calc. only

for W&B calc.

Passenger coats, personal items, assistive devices, FA RON bag.

Shipment of Human Organs

d. The maximum weight limit of all articles in the forward closet is 65 lbs, unless placarded otherwise: • Closet floor: 40 lbs. • Coat hanger: 25 lbs. REV. 7, 15 AUG 2008

10-32

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 19. Cockpit observer/additional crewmember (ACM) a. 190 pounds all year. 20. Zero fuel weight (ZFW) of the aircraft. a. Calculate ZFW by adding total passenger weights in all sections, total bag/cargo weight in both compartments, weight in forward closet and ACM weight (if applicable) to the OEW. b. Do not exceed 65,256 lbs. Note: (1) If no passenger or bags/cargo adjustments, proceed to number 25. “Fuel Weight at Takeoff”. Note: (2) If passenger or bags/cargo adjustments, proceed to number 21. through 23. “PAX and Bag/Cargo Weight Adjustments” in the shaded area. 21. Weight adjustment for addition or removal of passengers. a. For each section, list the number of passengers that are added in the “ON” column, and that are removed in the “OFF” column. b. List the total weight of passengers to be added or subtracted. 22. Weight adjustment for addition or removal bags or cargo. a. For each cargo compartment, list the number of bags or cargo that are added in the “ON” column, and that are removed in the “OFF” column. b. List the total weight of bags and/or cargo to be added or subtracted. 23. Weight adjustment for addition or removal items from the forward closet. a. List the total weight of items to be added or subtracted. 24. Adjusted Zero Fuel Weight. a. Calculate the new adjusted ZFW by adding and/or subtracting the weights of passenger and/or bags/cargo adjustments. 25. Fuel Weight at Takeoff. a. Use the actual fuel on board at the gate, subtract the estimated fuel burn during taxiing for takeoff, and enter the result.

REV. 7, 15 AUG 2008

10-33

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 26. Gross Takeoff Weight a. Add fuel weight at takeoff (#25.) to the ZFW (#20.) 27. Adjusted Gross Takeoff Weight a. Add fuel weight at takeoff (#25.) to the Adjusted ZFW (#24.) 28. Enroute Fuel Burn a. List the estimated enroute fuel burn as indicated on the flight release. 29. Estimated Landing Weight a. Subtract the estimated enroute fuel burn (#28.) from the Gross Takeoff Weight (#26.) or from the Adjusted Gross Takeoff Weight (#27.) as applicable. b. Verify that the resulting estimated landing weight does not exceed the most restrictive of the following weights: • maximum certificated landing weight (72,310 lbs.), • maximum landing weight climb limited, or • maximum approach and landing weight runway length. 30. List the Maximum Takeoff Weight (MTOW) as extracted from the APG Airport Analysis Manual. a. Verify that the maximum takeoff weight does not exceed the most restrictive of the following weights: • maximum certificated takeoff weight (82,011 lbs.), • maximum takeoff weight climb limited, • maximum field length limited takeoff weight, or • brake energy limit weight. 31. List the C.G. Index as indicated on the ERJ-170 CG Calculator. 32. Landing C.G. a. Circle YES if Landing C.G. is within limits, circle NO if it is not. 33. Circle the takeoff flap setting as indicated on the APG Airport Analysis Manual. 34. Indicate the pitch trim setting as determined from ERJ-170 CG Calculator.

REV. 7, 15 AUG 2008

10-34

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 35. The white copy of the completed load manifest remains with the flight crew and will be discarded after the flight. The yellow copy must be handed to departure station personnel with a copy of the load report. 36. Ground Security Incident (GSI) a. Circle NO if there was no GSI. b. Circle YES to indicate to the customer/ramp personnel that there is a GCI on board the aircraft. 37. Pilot Signature. a. The First Officer signs the load manifest report here.

REV. 7, 15 AUG 2008

10-35

ERJ-170 Pilot Operating Handbook Chapter 10 Weight & Balance Section 4 Weights & Indexes Volume 5 H. Sample Load Manifest ERJ-170

Load Manifest Use this form to determine MTOW & PITCH Trim.

1. Date: ______|______|______ MM

DD

FLT:____________ 2.

YY

5. 4. From: _________ To: _________ Aircraft: __________ 3. 6.

BOI:

–



.

From Flight Release

Weight Control

7.

Basic Operating Weight (BOW) From Flight Release

PAX Weights

8. 9. 10.

SEC A SEC B SEC C

From Flight Attendant Count

Adult

+

Child

+

Adult

+

Child

+

Adult

+

Child

+

11. 12. 13.

Baggage/Cargo Weights

14.

FWD

15. 18. 19. 20.

AFT

21. 22. 23. 24. 25. 26. 27. 28. 29. 30.

Bags

+

Cargo

+

Bags

+

Cargo

+

Fwd Closet (for CG calc. only)

+

ACM Weight

16. 17. (for W&B calc.)

+

Zero Fuel Weight (ZFW)

Ensure < MZFW

PAX/Bag/Cargo Weight Adjustments SEC A ON OFF SEC B

ON

OFF

SEC C

ON

OFF

FWD

ON

OFF

AFT Fwd Closet

ON

OFF

Adjusted Zero Fuel Weight Fuel Weight at Takeoff

+

Actual Fuel -Taxi Fuel

Gross Takeoff Weight (GTOW) Adjusted Gross Takeoff Weight Fuel Burn

-

From Flight Release

Estimated Landing Weight Maximum Takeoff Weight (MTOW)

Balance Control



31. 33. 34.

C.G. Index

35.

White - Flight Crew Copy (Destroy after flight)

–

.

LANDING C.G. in Limits: YES / NO

Flap Setting

1

PITCH TRIM (Display on EICAS)

Yellow - Station Copy (File for 3 months)

UP

2

.

32.

4

GSI: YES / NONE

36.

37. Pilot Signature

REV. 7, 15 AUG 2008

ORIG - 10/12/04

10-36

Volume 5

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 1 Minimum Equipment List / Non-Essential Equipment and Furnishings/ Configuration Deviation List

Chapter 11 Equipment and Systems Section 1

Minimum Equipment List / Non-Essential Equipment and Furnishings/ Configuration Deviation List (MEL/ NEF/CDL)

A. General 1. The purpose of the MEL and NEF is to authorize Shuttle America to operate particular aircraft with equipment that is no longer in operational condition. 2. Individual items contained within this MEL and NEF are sequenced utilizing the ATA numerical system. Individual items will address procedures for both operational and maintenance personnel to follow in conjunction with Shuttle America‘s Operations and Maintenance Manual procedures as applicable. 3. The purpose of the CDL and NEF is to address items not listed in the MEL that may be removed from an aircraft. The lineations to the aircraft, once an item is removed, will be listed on the flight release, similar to MELs. Procedures used to defer an item listed in the CDL is identical to the procedures for deferring MEL items. CDLs will be tracked as if they were a category “D” MEL item (120 days). NEF items are deferred as Category “P” items. Category “P” deferral time limits are either specified in the NEF or default to 120 days excluding the calendar day in which it was deferred.

REV. 6, 13 JUN 2008

11-1

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 1 Minimum Equipment List / Non-Essential Equipment and Furnishings/ Configuration Deviation List

Volume 5 B. Discrepancies After Departure 1. A flight is considered to have departed when the aircraft moves under its own power (forward or backward). 2. After this time, a discrepancy that arises will be evaluated by the Flight Crew as to whether to continue the flight or return for maintenance and/or operational procedures set forth in the MEL/NEF/CDL to be implemented. 3. When an item fails prior to takeoff, that is listed in the MEL/ CDL as an “M” item, the aircraft must return to accomplish the maintenance (M) procedure before the flight takes off. 4. Several things the Flight Crew will take into consideration when evaluating the MEL/NEF/CDL item are: a. How the newly identified item may be affected by existing MEL/CDL’d items. b. Evaluate flight conditions expected to be encountered during this intended flight and how the identified item will affect the safety of the flight. c. Evaluate capabilities of the intended destination should the identified item require deactivation procedures to be implemented at the time of arrival. 5. Although a flight is considered to have departed as soon as the aircraft moves under its own power, (forward or backward), SAFETY is the predominant factor at all times when considering Items a., b. and c. listed above, as to whether the flight should be continued or terminated. C. Distribution 1. For distribution or revision status of the MEL/CDL, contact the Manager of Technical Publications at (317) 484-6038. (This is also a Dialnet number). 2. The Manager of Technical Publications (or his/her designee) distributes and monitors this MEL/CDL. Monitoring is performed through the use of a tracking system and Acknowledgement Letters which are returned to the Manager of Technical Publications at the time of the MEL/CDL distribution or revision. Note:

THE MINIMUM EQUIPMENT LIST WILL BE KEPT IN A SEPARATE BINDER IN THE AIRCRAFT. 3. The NEF list is maintained by Maintenance Control and is available on the Company server or via fax or e-mail upon request.

REV. 6, 13 JUN 2008

11-2

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 Section 2 Emergency Equipment A. General 1. Crewmembers must be thoroughly familiar with the location and use of emergency equipment. 2. This section contains an Emergency Equipment & Exit Location diagram and aircraft specific information on emergency equipment. B. Description & Operation 1. The ERJ-170 is equipped with the following generic emergency equipment items: a. Flashlights b. Flightdeck Window Escape Ropes c. Crash Ax d. Enhanced Emergency Medical Kit (EEMK) e. Fire Extinguishers f. First Aid Kit g. Megaphone (cabin only) h. Personal Flotation Devices (Life Vests) i. Portable Oxygen Bottle with Mask j. Protective Breathing Equipment (PBE) k. Emergency Escape Path Lighting and Exit Signs l. Flightdeck Oxygen Breathing System m. Automatic External Defibrillators (AEDs)

REV. 1, 15 MAR 2006

11-3

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 C. Flightdeck Escape Rope

1 3

2 5

4

7 6

REV. 1, 15 MAR 2006

11-4

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 1. Emergency Evacuation a. The escape rope is used as an aid for flight crew members to evacuate through the crew escape hatch. b. There are two (2) escape ropes. Each is located in the ceiling above both the captain’s and first officer’s seats. c. Check the strap is anchored to the aircraft before dropping it out the window. d. The illustrated technique is recommended but difficult & should be used only in an extreme emergency. Operation see picture previous page Depress the lock button. Pull the window handle in and back. Slide window aft. Pull the escape rope from the overhead compartment. Deploy the escape rope and exit the flightdeck head first. Carefully begin evacuation down the escape rope. Using the escape rope loops, continue evacuating. Upon reaching the ground, assist others as necessary. D. Cabin Seating 1. ERJ-170 a. Each aircraft seats 70 passengers using 18 rows of seats in the passenger cabin. The Coach section consists of 16 rows with a double row of seats on the left and right sides; The First Class section consists of 2 rows at the front of the cabin with a single row on the left side and a double row on the right side of the aircraft. 2. ERJ-170 - Interchange Aircraft a. The interchange aircraft seats 76 passengers using 19 rows of seats in the passenger cabin with a double row of seats on the left and right sides. 3. ERJ-175 a. Each aircraft seats 76 passengers using 20 rows of seats in the passenger cabin. The Coach section consists of 16 rows with a double row of seats on the left and right sides; The First Class section consists of 4 rows at the front of the cabin with a single row on the left side and a double row on the right side of the aircraft. REV. 7, 15 AUG 2008

11-5

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 E. Emergency Equipment Location - ERJ-170 The following diagrams depict emergency equipment and exit locations: 1. Forward Locations

REV. 7, 15 AUG 2008

11-6

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 2. Aft Locations

REV. 1, 15 MAR 2006

11-7

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 3. Emergency Exits and Lights

PHOTOLUMINESCENT STRIPS

REV. 1, 15 MAR 2006

PHOTOLUMINESCENT STRIPS

11-8

ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 F. Emergency Equipment Location: Interchange Aircraft 76 Seats

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 G. Emergency Equipment Location - ERJ-175 Cockpit Crash Axe Escape Rope PIC Oxygen PBE Halon Flash Light Life Vest Forward Lavatory Fixed Halon Smoke Detector Forward F/A Jumpseat Interphone Call System Life Vest Manual Release Tool Flash Light Cabin Lights Emergency Light Switch

Cockpit Escape Rope Flash Light F/O Oxygen Life Vest Observer’s Oxygen Observer’s Life Vest

Forward Wardrobe First Aid Kit Halon (2) PBE POB

Emergency Exit 1-R

Emergency Exit Door 1-L First Overhead Bin A/C Left Grab & Go Kit Demo Equipment Aft Left Overhead Bin EEMK AED Emergency Exit Door 2-L

Under All Aisle Seats in Even Rows on A/C R 1 Infant Life Vest Aft Left Doghouse POB FAK

Aft Left Doghouse – Galley Side PBE Halon Aft F/A Jumpseat Interphone Call System Life Best Manual Release Tool Flash Light Cabin Lights Emergency Light Switch

Aft Right Doghouse Megaphone POB

Emergency Exit 2-R

Aft Lavatory Fixed Halon Smoke Detector

Behind Aft Galley Carts On Board Wheelchair

REV. 7, 15 AUG 2008

Compartment on Galley Side of A/C Right PBE Demo Equipment Halon

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 H. Emergency Lighting System Emergency lighting consists of internal and external lights powered by four dedicated batteries connected to the ESS BUS. The battery charge is sufficient to supply all emergency lights for approximately 10 minutes. External emergency lighting is provided by each of the escape slides located at each of the four doors of the aircraft. Internal emergency lights comprise the exit locator signs, exit marker signs, exit ID signs, cabin/cockpit emergency lights and passageway emergency lights. Passageway emergency lights are photo luminescent strips that are charged prior to the first flight of the day through the interior cabin lighting. 1. Flightdeck Control a. The emergency lighting system is controlled by the EMER LT switch on the overhead panel. b. The switch has three positions, OFF, ARMED and ON and is guarded to the ARMED position. c. With the switch in the ARMED position, the emergency exit lights will normally be extinguished. d. If the power to the ESS BUS fails or if AC power has been turned off, the emergency exit lights illuminate automatically. 2. Cabin Control a. The emergency exit lights may be illuminated by a button on either the forward or aft flight attendant control panels. b. This is an ON button and is guarded to prevent inadvertent activation. For system testing, there is also an adjacent TEST button. c. Without activating the ON button, the lights are controlled from the flightdeck. d. With the button depressed, the Flight Attendant may override the flightdeck controls and illuminate all the emergency lights. e. Control from this panel is available in the event of automatic control failure.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 3. Lights a. The flightdeck aft DOME light contains a separate bulb that is powered by the emergency lighting system to provide illumination for flightdeck evacuation. b. Interior emergency exit lights are located: 1) In the bullnose of the stowage bins to illuminate the aisle; 2) Over the entry/service door(s) to indicate the exit locations; and 3) In the ceiling to assist locating the exists and provide general illumination in the area of the exits. c. Self-illuminating exit locator signs are installed at the forward, middle, and aft end of the passenger cabin. d. Exterior emergency lights illuminate the escape slides. 1) The fuselage installed escape slide lights are adjacent to the forward and aft service and entry doors. 2) Two lights are also installed on the fuselage to illuminate the ground contact area e. Whenever any of the lights are illuminated, they are being powered by their own batteries only and will last approximately 10 minutes. 4. Emergency Exit Lights Switch on Pilots’ Overhead Panel

a. OFF - Lights off and batteries being charged if power is available. b. ARMED - All emergency lights will illuminate automatically if power to ESS BUS fails. Batteries being charged by the electrical system. c. ON - All emergency lights illuminated by individual batteries. No recharging. REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 5. Flight Attendant Emergency Switch On Flight Attendant Control Panels

a. ON - Turns on all emergency lights b. ARMED - automatically illuminates all lights in case of ESS BUS electrical power loss or if aircraft electrical power is turned off. c. TEST - One-minute test of all passenger cabin emergency lights. I.

Floor Proximity Emergency Escape Path Lighting System 1. The system operates in conjunction with the existing emergency light system. 2. The escape path and exit indicators are designed to quickly locate the nearest exit during emergency evacuations when low visibility conditions exist in the cabin. 3. The system includes special cues for one-way egress routes. 4. The exit indicator signs for the forward and rear entry/service doors are on the forward side of all doors.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 5. Floor Proximity Escape Path Lighting (Photo luminescent Strips) a. Photo luminescent strips are installed along the passenger cabin floor to provide a means of identifying the emergency escape path even in dense smoke conditions. b. Double red dots on the strips indicate direction change or the end of each exit path. c. Photo luminescent escape path strips must be charged prior to the first flight of the day by interior cabin lighting. d. For 15 minutes of ceiling and entrance cabin lighting exposure in BRIGHT mode the strip luminescence will be available for 7 hours. e. Luminescence time is not limited if during flight either daylight or cabin lighting exist in the cabin with the lighting set to ON or BRIGHT. 6. Flight Attendant Control Panel Cabin Lighting Console

1

2

ON - Illuminated Light Emitting Diode (LED) indicates lighting is on. BRIGHT/DIM - When depressed and “BRIGHT” LED is lit, indicates Floor Proximity Emergency Escape Path Lighting is at its brightest. When further depressed and “DIM” LED is lit, indicates the lighting is dimmed.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 J. ERJ-170 Phase II Flightdeck Door 1. Background a. The ERJ-170 will be equipped with a Phase II Flightdeck Door. b. The Phase II door incorporates several safety features designed to provide improved security for the flightdeck. c. This section provides information relating to the door’s composition and operation. 2. General a. The Phase II flightdeck door configuration replaces Phase I door upgrades. b. The Phase II configuration includes a locking system, flightdeck door status indications and controls, and a dead bolt system. 3. Reinforced Cockpit Door a. The Reinforced Cockpit Door is ballistic and intrusion resistant, designed in accordance with FAA requirements. b. A flightdeck door control panel and a flightdeck access panel operate the door latch. c. The door’s electro-mechanical latch installed on the cockpit side can be either remotely or manually operated. 4. Electromechanical Latch a. A spring opens the electromechanical latch when it is not energized, ensuring the fail open condition to the cockpit door.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 5. Control Panels a. Door Control Panel (Flightdeck)

b. Flightdeck Access Panel (from cabin)

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 K. Normal Procedures 1. Preflight A system preflight check is required on the first flight of the day. a. Accomplish the following procedures: 1) Upon entry, with both flightdeck crewmembers present in the flightdeck, close the flightdeck door. 2) Visually check that the Flightdeck Access System button, located on the center control pedestal, is in the LOCK (covered) position. 3) Press the TEST button 4) Continually tests the flightdeck aural alert while pressed, regardless of audio selection. 5) Press the LOCK button to unlock the flight door. 6) The door red indicator light is steady if the emergency cockpit access is denied; 7) A green indicator light is steady if the door is unlocked. 8) The flightdeck door will now open. 9) Re-close the flightdeck door. 10) A cabin crewmember, present at the Flightdeck Access Panel, will press the button on the Flightdeck Access Panel. 11) A requisite 30-second time interval will pass after which the flightdeck door will automatically unlock allowing the cabin crewmember to enter. 12) The test is considered complete if all the above steps are followed and successful. Note:

If a Flight Attendant is not available, the items 10 and 11 may be accomplished by the FO or a qualified ACM.

2. Flightdeck Entry a. Crewmember in cabin calls pilots via interphone to request entry. b. When ready to enter using the peephole, a flightdeck crewmember will positively identify the caller. c. If entry is permitted, a flightdeck crewmember will open the door using the electronic door release and secure the door upon entry. REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 d. If entry is not permitted, use interphone to contact the cabin and assess the situation. 3. Leaving Flight Deck Requiring Additional Crewmember a. If a crewmember needs to enter the flightdeck to meet the requirement of a two-crewmember presence on the flightdeck at all times; 1) Pilot calls crewmember in cabin via interphone to inform of intent to leave flightdeck. 2) Crewmembers follow Normal Flightdeck Entry procedure above. 4. If no additional crewmember presence is required (i.e., more than two crewmembers are on the flightdeck): a. Pilot vacating flightdeck will verify exit area clear via peephole b. Pilot vacating will use the electronic door release to open the door. c. Pilot vacating will secure the door immediately upon exiting the flightdeck. d. To re-enter the flightdeck, Normal Flightdeck Entry procedures will be used. L. Emergency Flightdeck Entry 1. Use of this procedure is authorized only to gain access to the flightdeck if: a. It is suspected that the crew has been incapacitated (if no response from the flightdeck after repeated attempts via the interphone) or b. On the ground, first flight of the day and the door is locked. 2. Procedure a. Crewmember calls pilots via the interphone. b. If no response after repeated attempts, press the button on the flightdeck access panel. c. There will be a 30-second delay. During this delay, the red LED will illuminate. d. When the green LED illuminates, the door will unlatch automatically.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 e. Flightdeck access is now in force. 1) This procedure cannot be executed if the INHIBIT button has been selected by the pilots during the 30 second delay. If so, access to the flightdeck will be denied for at least 8 minutes and 30 seconds. 2) If the flightdeck access panel button is pressed, an aural alarm will sound on the flightdeck. a) If the alarm is triggered: b) Immediately select INHIBIT on the Door Control Panel. This will automatically inhibit door lock operation for 8 minutes and 30 seconds. c) Contact crewmember via interphone to assess the situation. d) Contact ATC, if required. e) Land at nearest airport, if required. M. Cockpit Door 1. Door Description a. A bullet-proof, intrusion-resistant, rearward-opening, hinged door separates the flightdeck from the passenger cabin. b. It as an electro-magnetic locking system controlled by the pilots; a wide-angle peephole, decompression/egress panels; cabin-side access panel; flightdeck door response button; dead bolt system; and an operative door latch on the flightdeck side. c. To open the flightdeck door, use the electronic door release(primary) or the mechanical override mechanism (secondary) which is a latch on the flightdeck side. 2. Locking Mechanism a. The ERJ-170 flightdeck doors are held in the locked position by one electro-magnetic locking latch. b. When the door is in the closed position and power is supplied to the aircraft, the door will lock automatically. c. The locking latch system can be opened in one of three ways: Normal Door Operation (LOCK button), Alternate (Mechanical Override), and by emergency entry.

REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 3. Alternate Door Operation a. Flightdeck Door Button: A single, push button is located on the center pedestal on the COCKPIT DOOR CONTROL panel. b. By pressing the LOCK button, a flightdeck crewmember may unlock the door. c. This button should be used for normal door operation. Use the manual latch as an alternate means of opening the door from the flightdeck side. 4. Peephole a. An improved peephole is provided with this Phase II door. This peephole provides a 135° field of view through bulletproof glass. b. Flightdeck crewmembers will use this peephole to verify potential entrant’s identity prior to opening the door. 5. Emergency Egress a. If the door is jammed or stuck, emergency egress from the flightdeck is provided for by removing a quick release pin, manually unlocking the latch, and pushing the flightdeck door towards the cabin. 6. Decompression Panels a. The ERJ-170 flightdeck bulkhead construction allows relief of cabin over-pressure (flightdeck rapid decompression) by means of the upper and lower door panels. b. When two redundant differential pressure sensors detect rapid pressure drop on the flightdeck, panel latches will be commanded to open simultaneously, allowing the panels to swing forward. c. The upper panel configuration is such that it attempts to minimize injury to the jumpseat rider from being hit on the head. 7. Flightdeck Access Panel (cabin side): a. The panel is installed adjacent to the door on the cabin side, on the right. b. The panel face is composed of two features. The left side has a button. The right side has two (2) LED lights.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 c. Flightdeck Access Panel (from cabin)

1) EMERG CALL PUSHBUTTON (covered) a) Activates the chime alarm sequence in the cockpit. b) If the INHIB push button is not pressed within 30 seconds after an EMERG CALL command, the hatched white indication turns off 4 seconds before the cockpit door opens. 2) The LED Lights: a) Red: The door is locked and the INHIB button is selected. b) Green: After pushing this panel button and at the end of the 30-second delay, the door is in the unlock mode or anytime the pilot holds the LOCK button to allow flightdeck access. 8. Flightdeck Door Response Button and Annunciators A three-button panel is installed in the flightdeck on the center pedestal. 1) LOCK button (covered). a) Controls the cockpit door’s power supply. b) Activates and deactivates the electromechanical door latch. c) Activates and deactivates the inhibition control. d) Resets the chime alarm and opening sequence logic circuits.When pressed, will unlock the flightdeck door.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 2) INHIB button. a) Inhibits, for 500 seconds, the emergency call command from the flightdeck door control panel in the passenger cabin. b) Lights up the red LED in the passenger cabin control panel. c) The flightdeck door opens if the INHIB push button is not pressed within 30 seconds after the EMERG CALL push button on the passenger cabin control panel is pressed. 3) UNLOCKED indication. Illuminates when the door is unlocked. Starts flashing when the EMERG CALL push button on the passenger cabin control panel is pressed. Turns off when the INHIB push button is pressed. 4) TEST button. Continually tests the chime while the test button is pressed, regardless of audio selection. 5) Door Control Panel (Flightdeck)

6) Power Supply the flightdeck door system operates with 28 volt DC power supplied by DC BUS 2.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 9. Phase II Flightdeck Door - Flightdeck Side

DOORKNOB

10. Phase II Flightdeck Door - Cabin Side

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 N. Emergency Exits The ERJ-170 is equipped with a total of six emergency exits. All four main cabin doors are emergency exits. In addition, the two direct vision windows in the flightdeck are also designed as emergency exits. 1. Cabin Doors (Main and Service) a. The ERJ-170 is equipped with two main entry doors. 1) Both are located on the left fuselage, forward and aft. 2) Under normal operations, the forward main door is used to board and deplane passengers. 3) Additionally, two service doors are located on the right fuselage, forward and aft. b. The door opening operation is manual. The system has a mechanical assist. The door swings outward and forward toward the aircraft nose. c. Internal and external handles operate the door movement. The door remains against the aircraft fuselage when fully open, thereby leaving the entrance completely clear for jetway use. d. All doors have a sight window installed above the door handle assembly. e. All doors are equipped with an emergency evacuation slide. The emergency evacuation slide is stowed in a container at the lower part of the door. f. The emergency evacuation slide is controlled by a “girt bar” mechanism inside the door. The mechanism can be manipulated manually by using the evacuation slide handle. g. When the door is opened from the outside, the emergency evacuation slide release mechanism is automatically disabled. h. In inclement weather (i.e. visible moisture and/or visibility less than one mile) or after the last flight of the day, the vent flaps must be closed while on the ground (at the gate) to prevent corrosion inside the door. The vent flap is closed by moving the vent flap handle down after disarming the door (ensure the indicator reads “DISARMED”). On the last flight of the day, if the flight crew closes the forward passenger door, ensure the vent flap is closed using the exterior vent flap handle prior to leaving the aircraft. REV. 7, 15 AUG 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 2. Cabin Door Operation (Main and Service) a. Escape Slide Disarm ARMED

1

2 DISARMED

3

Step 1: Lift the handle cover. Step 2: Lift the red evacuation slide/vent flap handle up. Step 3: Check the escape slide indicator. Indicator must read, “DISARMED.” All visual indicators must be green prior to opening the main cabin door. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 b. Opening Doors

1

2

3 Step 1: Lift up on the main handle until fully extended. Step 2: Push the door out. Step 3: Fully open the door to lock it open. CAUTION:

The Customer Service Agent will open the Main Cabin Door from the outside. The forward area near the MCD must remain clear until the door is opened and secured.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 c. Closing Main Cabin Doors

1

3

2

Step 1: Pull the locking latch handle to release the door. Use the inside mounted safety assist handle (not pictured). Step 2: Using both the main door handle and locking latch handle, pull the door inward to the closed position. Step 3: Lower the main door handle until locked in place.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 Step 4: Flightdeck indicators will alert the flightdeck crew if the door has not been properly secured. This door closing procedure may have to be repeated. Ensure the door/slide is disarmed before repeating the door closing procedure. d. Escape Slide Arming

ARMED

1

3

ESCAPE SLIDE GIRT BAR INDICATOR

2

Step 1: Lift the handle cover. Step 2: Pull down the red evacuation slide/vent handle.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 Step 3: Check the escape slide indicator. Indicator must read, “ARMED.” All visual indicators must be red for arming of the emergency escape slide. The escape slide girt bar indicator must be red, confirming the slide is armed. e. Door Emergency Opening 1) Emergency Power Assist: In the event of an emergency opening the door in emergency mode (evacuation slide is ARMED) will activate the Emergency Assist System/Power Assist that will fully open the door after lifting up on the main internal handle all the way to the full up position. Moving the handle to the full up position breaks a small safety pin in the nitrogen actuator located in the door and releases the nitrogen charge. After the charge is released, the door will automatically move to the full open position. The Emergency Assist System is installed in all four (4) doors. 2) The following procedure should be used when Emergency Power Assist is available: Assess outside conditions Grasp Main Cabin Door handle with both hands and lift all the way up. Grasp assist handle located on the side of the door, push the door out and fully open by sliding it forward until it locks into place against the fuselage. While grasping the assist handle, pull the red inflation handle once. The manual inflation handle will stay attached to the evacuation slide. Continue to grasp the assist handle and proceed with the evacuation procedures. WARNING: When opening the door in Emergency Mode, ensure to grasp the assist handle located to the side of the door, as the door will open with extreme force.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 3) The following procedure should be used when Emergency Power Assist fails: Assess outside conditions Grasp Main Cabin Door handle with both hands and lift all the way up. Grasp assist handle located on the side of the door, push the door out and fully open by sliding it forward until it locks into place against the fuselage. While grasping the assist handle, pull the red inflation handle once. The manual inflation handle will stay attached to the evacuation slide. Continue to grasp the assist handle and proceed with the evacuation procedures. If the door does not open fully, the Flight Attendant must not pull the red inflation handle. The Flight Attendant must follow the exit blocked procedures.

1

2

3

4

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 3. Emergency Evacuation Slide All doors are equipped with an emergency evacuation slide which is stowed in a container at the lower part of the door. The emergency evacuation slide is controlled by a “girt bar” mechanism inside the door. The mechanism can be manipulated manually by using the evacuation slide handle. When the door is opened from the outside, the emergency evacuation slide release mechanism is automatically disabled. Slide Stowed in Door

RESTRAINT PATCH

GIRT ASSEMBLY

INFLATABLE TUBES

RESTRAINT PATCH

SLIDE SURFACE

LED LIFELINE

LED

Fully Deployed Slide LED

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 4. Girt Retaining Fasteners/Straps. a. There is excess girt material outside of the container on the forward door slides. b. During an evacuation, this excess material could become caught on the retaining clips as the door begins to open, jamming the door and preventing the slide deployment. c. The Pilot or Flight Attendant must check to see that the girt bar indicator window is ARMED and that the pressure gauge is within the GO range on the pressure indicator. d. Escape Slide, Girt Bar, and Manual Inflation Handle

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 O. Crash, Fire and Rescue Information PASSENGER AND SERVICE DOORS EXTERNAL HANDLE

TO OPEN DOOR 1. Pull vent flap to relieve residual air pressure 2. Push the latch cover and grab handle firmly 3. Pull the latch on the external handle all the way up 4. Swing the door outward until locked in position.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 2 Emergency Equipment Volume 5 P. Closed Door Indications In case the Door Position Indications on MFD and associated EICAS Messages are deferred per MEL/CDL, a crewmember must visually confirm that all cabin doors are closed and locked using the indicators described below: One green latch and two green lock indications are provided to ensure the door is secured in the locked position. An escape slide ARMED/DISARMED indication provides the escape slide armed/disarmed condition. A red indication in the bottom of the door provides means to verify if the girt bar is engaged . ESCAPE SLIDE ARMED/DISARMED LOCK

LATCH

LOCK

EM170AOM140370A.DGN

ESCAPE SLIDE GIRT BAR

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 3 ADSP Heater Volume 5 Section 3 ADSP Heater A. System Description The Air Data Smart Probes Heater is located on the First Officer’s Panel just to the right of the PFD. The purpose of the ADSP Heater is to allow the flight crew to heat the Smart Probes while on the ground without having to start an engine.

1. HEATER BUTTON a. PUSH IN: activates the ADS probes heater. A striped bar illuminates in the button. b. PUSH OUT: the ADS probes heater operates in AUTO mode. Section 4

FMS

Use Honeywell FMS information provided by ERJ-170 Pilot’s Flight Management System Guide.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 5 EPIC Load 17.5 Differences Volume 5 Section 5 EPIC Load 17.5 Differences A. Overview The following is a summary of the differences the pilot will see when flying an aircraft with EPIC Load 17.5 versus Load 17.2: 1. New FBW PBIT Clock - A new clock is incorporated into the Flight Control synoptic page on the MFD to show the 20 hour clock for both the Electrical PBIT test and the Hydraulic PBIT test for the Fly By Wire (FBW) System. During initial power up of the aircraft, the failure of the clock to re-set to 20 hours indicates a failure of the FBW PBIT test. 2. New EICAS Message for FBW PBIT Test - A white FCL CTRL TEST IN PROG EICAS message will be displayed whenever the Electrical PBIT Test for the FBW System is in progress. 3. New Default for Minimums Knob - Minimum default value for the Baro Minimums display is changed from 5,000 feet to 2,000 feet. 4. Green Dot - Green dot for flap extension will be inhibited above 20,000 feet. 5. Pitch Guidance for Takeoff - The pitch guidance (takeoff crossbar) will not move after rotation but will give a consistent target for the pilot to follow. 6. Gaps in Flight Plan for DIRECT TO with ABEAM - New logic eliminates the gap that occurred in the active flight plan when the Direct To with Abeam function is selected. 7. Improved RNAV Departure Performance - New airspace model from Honeywell improves RNAV departure performance and eliminates the requirement for a Bank Factor value of 15. 8. VNAV Intermediate Level Offs -New logic retains original cruise altitude target value regardless of intermediate level offs using VNAV during the Climb-to-Cruise profile. 9. Rudder/Elevator Rate Limiter on Ground with Hydraulic Power-Up -New logic implements a rate limiter on the ground upon activation of hydraulic power so that the rudder and elevator move smoothly to the neutral position.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 5 EPIC Load 17.5 Differences Volume 5 10. Aileron Indication on the Synoptic Page -New logic eliminates an error which occurred when the ailerons were fully deflected but did not indicate properly on the Flight Control synoptic page on the MFD. 11. FBW Rudder Pre-Flight Check - New logic eliminates the requirement to accomplish the pre-flight rudder check at a slow speed. All logic for a FLT CTRL NO DISPATCH EICAS message due to quick rudder movement has been eliminated. 12. FUEL TANK LO TEMP EICAS Message - Moved from being a cyan Advisory message on the EICAS to an amber Caution message. The QRH procedure remains the same. 13. ENG 1 (2) FUEL SW FAIL EICAS Message - New logic will trigger the ENG 1 (2) FUEL SW FAIL EICAS Advisory message when all fuel pumps are off, the fuel pressure switch does not indicate low pressure, and the defueling valve is closed. 14. Erroneous stick shaker activation during takeoff -New logic will eliminate an erroneous stick shaker during takeoff with the loss of a single ADSP (smart probe). 15. FMS Speed - EADI Erroneous Speed Tape Indication New logic eliminates an error on the EADI display which occurred when FMS speed is selected in Mach with the airplane flying actual FMS speed (for example 0.78 Mach). The flight path vector speed error tape incorrectly displayed a down tape. 16. FMS Speed VLE Not Observed -New logic eliminates an error which occurred when FMS speed is selected in Mach and target speed exceeded the maximum landing gear extend speed with the landing gear lever down. 17. Spurious FLT CTRL NO DISPATCH EICAS Message - New logic to eliminate spurious FLT CTRL NO DISPATCH EICAS messages if, during power up, the DC Bus Tie toggle switch is in the off position, or if the control column is moved, or if the rudder pedals are moved. 18. Spurious EMER LT BATT FAULT EICAS Message -New logic to eliminate spurious EMER LT BATT FAULT EICAS messages. 19. Spurious RADIO ALTIMETER Indications - New logic to show an amber indication (instead of a green indication) when one radio altimeter displays an RA of less than 2,500 feet when the aircraft is actually higher than 2,500 feet AGL REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 6 SPDA 9.2 Upgrade Differences Volume 5 (spurious altitude data) 20. Spurious FD LATERAL MODE OFF EICAS Message - New logic to eliminate spurious FD LATERAL MODE OFF EICAS messages during the approach phase. 21. Spurious MCDU 1 (2) OVHT EICAS Message - New logic to eliminate spurious MCDU 1 (2) OVHT EICAS messages when no real overheat condition exists. 22. Spurious APPR 2 NOT AVAIL EICAS Message - New logic to eliminate spurious APPR 2 NOT AVAIL EICAS messages while on the ground. Section 6

SPDA 9.2 Upgrade Differences

A. Overview The following is a summary of the differences the pilot will see when flying an aircraft with the SPDA 9.2 Upgrade: 1. APU - It is no longer necessary to move the APU Master selector from OFF to ON and back to OFF to clear the FADEC. Turn the APU Master selector to ON, wait for the dashes on the APU EICAS display to show numbers (FADEC active), then place the APU selector directly to the START position, hold for 2 seconds, and then place the selector to the ON position. During normal APU shutdown, the APU generator will remain connected during the 2 minute cool-down period. 2. Ground Service Mode - It is no longer necessary to deselect Ground Service Mode prior to selecting another electrical mode such as GPU, APU, or Batteries. Direct transition from Ground Service Mode to any other electrical mode will occur normally with no EICAS messages (such as RAT FAIL or INVERTER FAIL). In addition, the logic which created inadvertent RAT deployments while on the ground was fixed. 3. Fuel Feed Fault - There will be no spurious Fuel 1(2) Feed Fault EICAS messages during engine start. The logic for this message has been re-programmed. 4. Electric Hydraulic Pumps - There will be no inadvertent electric hydraulic pumps starting during the initial power up of the aircraft. This should minimize the interruption of the flight control PBIT test 3 minutes after AC electrical power is placed on the aircraft.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 7 FADEC 5.2 Upgrade Differences Volume 5 5. A-22 Circuit Breaker - There will be no requirement to pull the A-22 circuit breaker during the initial power up of the aircraft. Section 7

FADEC 5.2 Upgrade Differences

A. Overview The following is a summary of the differences the pilot will see when flying an aircraft with the FADEC 5.2 Upgrade: 1. Latched Messages - Engine FAIL indication on the N1 dial and the ENG 1(2) FAIL Caution EICAS message will be latched after an uncommanded engine shutdown. 2. Spurious Messages - There will be no ENG 1(2) REV PROT FAULT EICAS Caution message when the thrust levers are positioned between the idle and Min Rev positions for more than 5 seconds. 3. New FLEX Takeoff Parameters - The FADEC will now command a FLEX takeoff all the way to CLB-2 limits and the maximum assumed temp will be changed from 32 degrees (10 degrees and below at 1,000 feet) to 40 degrees. Performance calculation procedures remain the same as they were with FADEC Version 4.12. 4. Radio Altimeter Signal - The FADEC will now differentiate a failed radio altimeter signal from a non-computed radio altimeter signal. With version 5.20, Final Approach idle will be set as soon as Approach is set. 5. ITT Overshoot - When the FADEC commands packs off for any reason, it will incorporate a 5 second delay before increasing the N1 to ECS OFF levels in order to eliminate an ITT overshoot.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 8 Load 17.2 Ops Procedure - Bleed 1 (2) Overpress

Volume 5 Section 8 Load 17.2 Ops Procedure - Bleed 1 (2) Overpress A. Overview

Prior to Load 17.2, the Bleed 1 (2) Leak EICAS message could be triggered for cases of overpressure. Beginning with Load 17.2, the EPIC System will now differentiate the difference between an overpressure condition and a bleed leak condition: 1. BLEED 1 (2) OVERPRESS EICAS Message - The pilot will utilize the following procedure anytime the Bleed 1 (2) Overpress EICAS message is annunciated. 2. Affected BLEED Button................PUSH OUT, wait one minute, then PUSH IN a. If BLEED (1 or 2) OVERPRESS message remains annunciated: 1) Affected Bleed Button.........................PUSH OUT 2) APU Bleed Button (if applicable)..........PUSH OUT 3) XBleed Button....................................PUSH OUT 4) Icing Conditions.................................EXIT/AVOID 5) Altitude.............................................MAX 31,000 FT 3. If BLEED (1 or 2) OVERPRESS message extinguishes: BLEED (1 or 2) OVERPRESS Checklist complete. 4. BLEED (1 or 2) OVERPRESS remains annunciated: 1) Associated Thrust Lever............................IDLE 2) BLEED (1 or 2) OVERPRESS Checklist complete, and Accomplish “Engine Out Preliminary Landing Checklist”, page 25 in the QRH.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 9 LOAD 19.3 DIFFERENCES Volume 5 Section 9 LOAD 19.3 DIFFERENCES A. New EICAS Message 1. EICAS message PRKG BRK NOT RELEASED whenever the aircraft is in the air and the Parking Brake is applied. B. Reduction of Spurious EICAS Messages 1. Reduction in spurious EICAS messages that were generated during taxi with strong cross-winds. 2. The PITCH TRIM FAIL EICAS message will inhibit the AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages. 3. The Flight Control Fail messages such as ELEVATOR RH (LH) FAIL, RUDDER FAIL, and AILERON RH (LH) FAIL messages will be inhibited on the ground if both hydraulic systems that power the surface are depressurized. 4. Spurious EICAS messages such as GROUND SPOILERS FAIL, RUDDER LIMITER FAIL, ELEV THR COMP FAIL, and FLT CTRL FAULT will no longer be displayed after a normal engine shutdown on the ground. 5. Fast movements of the rudder pedal on the ground will no longer trigger a FLT CTRL NO DISPATCH message. In addition, no spurious display of RUDDER LIMITER FAIL message when the pedals are commanded at high rates while on the ground. 6. In flight, uncommanded motion of the Horizontal Stabilizer will only show STAB LOCK FAULT EICAS message on the ground after landing. The FLT CTRL NO DISPATCH message will no longer be displayed on the ground. C. Weather Radar 1. Maintains proper weather radar displays when going from PLAN to MAP mode. D. Cruise Altitude 1. The FMS will synchronize to the PSA selected altitudes equal to or higher than the planned initial cruise altitude entered into the Perf Init, Page 3.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 9 LOAD 19.3 DIFFERENCES Volume 5 E. VNAV Glide Path 1. VGP approach mode enabled. Use the APP button on the Guidance Panel to activate the VGP during an RNAV/GPS approach. Use of the VGP is restricted to PICs who have completed the approved training course. F. Vertical Display Improvements 1. Works with PLAN Mode 2. Vertical Scale is added to the left hand border of the display 3. Vertical scale is automatically adjusted with the selected range, however the altitude listed in the Perf Init, Page 3, must match the actual cruise altitude 4. Display will adjust for flight phase (i.e. climb, cruise, or descent) 5. Displays the missed approach procedure G. AMS Synoptic Page 1. Fixed an error in the temperature display for the right manifold. H. RTE Page

I.

1. Route Page layout was updated for commonality with the FLT PLAN pages. Also, RTE Page becomes the default for any activation from the arrivals and/or departures pages from the FLT PLAN menu. For any modification to the enroute portion of the FLT PLAN, any activation will stay within the FLT PLAN mode. Abeam Waypoints and Altitude Constraints

1. Altitude constraints will be retained when using the Direct- To command with Abeam Waypoints. J. Airspace Model Improvement 1. The airspace model for defining departure and arrival airspace was updated moving from a 30 nm flight path to a 30 nm radius around airports. This includes all SIDs, STARs, and all approach procedures that are selectable from the NAV database. Also, this will resolve all issues with arrivals into DCA. K. Autothrottles 1. The FD FLCH control law was fixed and the autothrottle servo rate upper limit was set to a higher value. 2. Autothrottle software was changed to fix an anomaly during one-engine inoperative situations.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 9 LOAD 19.3 DIFFERENCES Volume 5 L. AP FAIL CAUTION EICAS Message 1. The AP FAIL caution EICAS message will no longer be displayed when the AP is disengaged by force on the control wheel. M. FLCH 1. FLCH control is improved in order to minimize pitch oscillations during climbs. N. Vertical Speed 1. 950 feet per minute is now selectable in both directions. O. Electronic Checklists 1. Originally, the Electronic Checklist (ECL) feature was enabled for Load 19.3. However, due to certification issues, the ECL will not be activated within our fleet until all certification issues have been resolved. P. NAV Radio Tuning Changes 1. NAV radio tuning may be performed on the FMS Progress page while in Preview Mode. 2. With V/L selected on the GP, NAV Radio tuning goes into the Manual Mode (auto-tuning not available). 3. Simplified logic for radio tuning a. Codes of A, V, R, and M no longer displayed. b. The prompt on the MCDU Radio page 1 changed to “FMS Auto” which will either be displayed with auto tuning on, or not displayed with auto tuning off. c. “FMS Auto On” displayed in magenta on the PFD and “FMS Auto Off” displayed in green on the PFD. d. MCDU Radio Page 1, double select standby Nav frequency to get to the Nav 1 (2) page where you can toggle between FMS Auto ON and FMS Auto OFF using LSK 5R.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 9 LOAD 19.3 DIFFERENCES Volume 5 Note:

With the simplified logic for auto-tune, and with the AD requiring hard tuning of the frequency no longer valid (it was terminated with EPIC Load 17.3), flight crews are encouraged to utilize auto-tune for all ILS approaches. With auto- tune, the frequency will not have to be hard tuned when the approach brief is given. In the event that auto-tune is utilized for the approach, the PM must reconfirm that both nav radios are properly tuned and identified within 25 nm of the airport prior to commencing the approach (i.e. prior to intercepting the localizer).

4. Identifier on the PROG Page 1 will no longer be displayed when outside the service volume of the selected navaid. The PM will have to re-check the identifier prior to starting any approach when the Navaid that the approach is based on (i.e an ILS approach) is selected early and the aircraft is outside of the service volume. Note: The FMS auto-tunes the localizer frequency for localizer based approaches. For localizer autotuning, frequency confirmation from the NAV receiver is performed but the data is not checked by the FMS. The pilot must rely on the primary instrument flags to determine the validity of the signals. Q. Takeoff and Landing Pages Changed 1. Re-design of the Takeoff and Landing pages a. BARO SET is displayed in “inHG”. b. EPIC will verify that the V speeds are in a logical numerical order. If they are not, the speed that is not logical will be displayed in inverse video. c. The pilot must set the proper flap setting in the MCDU on the Perf T/O Page 2/3, LSK 1L, so that the flap setting in the MCDU matches both the takeoff flap setting shown in the Performance Attachment to the flight release (AeroData TLR) and the flap setting shown on the EICAS. d. The takeoff configuration warning will verify that the flap setting selected in the MCDU is also the flap setting shown on the EICAS. If they are not identical, the aural “NO TAKEOFF FLAPS” will be activated upon pressing the T/O CONFIG button. e. If the actual takeoff weight is below the BOW, it will be displayed in inverse video on the takeoff page. REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 R. Optimum V2 1. For LOAD 19.3, the takeoff guidance angle computation was updated to prepare the system for optimum V2 takeoff, where the takeoff guidance angle reference is varied according to V2, SLAT/FLAP setting and takeoff weight. 2. The TLR from AeroData will provide the pilot with the planned Takeoff Weight, the planned takeoff FLAP setting, and the planned V2 must be entered on the FMS TAKEOFF pages, and the T/O PITCH must be checked on the FMS TAKEOFF page 3/3. 3. The next version of the computerized AFM will allow AeroData to compute an optimized V2 which will also produce an optimized takeoff pitch which can be verified on Page 3 of the Takeoff Page. a. The use of an optimized V2 and optimized takeoff pitch will provide for a higher MTOW in certain conditions such as taking off from a high altitude airport with high temperatures. 4. The “NO TAKEOFF FLAPS” aural warning logic is updated to crosscheck the flap setting input on the FMS TAKEOFF page 2/3 and the actual flap position. S. FGCS Priority Switching Modifications 1. PBIT checks the FGCS commands for 5 seconds during power up so that maintenance will not be required to check the FGCS every 600 flight hours. Section 10 Load 19 RNAV/GPS Approaches A. General 1. The ERJ-170 is authorized to conduct RNAV approaches that provide lateral guidance to the runway threshold. 2. This FMS generated guidance can use a variety of sensor inputs of which GPS is primary. The RNAV approach is a nonprecision approach using an MDA based on LNAV minimums. Note:

LPV minimums are not authorized.

B. Jeppesen Approach Plate Terminology 1. Jeppesen approach plates may be labeled RNAV (GPS), RNAV, GPS, VOR or GPS, etc. In other words, if the title of the approach contains RNAV or GPS and the approach is stored in the nav database, then the approach may be flown.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 Note:

Pilot modifications to the stored procedures (to include fixes, altitudes or angles) are not permitted. 2. The approach plate in the “PRE-APPROACH BRIEFING INFORMATION” section, will list approach requirements. For instance, “GPS or RNP - 0.3 required” means that if you have GPS or no GPS, but your RNP is 0.3 NM or less, you are legal to execute the approach. “DME/DME RNP - 0.3 not authorized” means that if you do not have GPS, you are not authorized to execute the approach. C. RNAV Approaches 1. The PF will descend the aircraft using the VNAV button on the flight guidance panel. The PM will monitor the aircraft to ensure that all intermediate altitudes are properly maintained throughout the approach. 2. VNAV Glide Path Approach Mode a. A new VNAV non-precision approach mode was created in Load 19.3 for commonality with ILS approach procedures. b. When the pilot selects an RNAV based approach with a published constant glide path angle on the FMS and presses the APP button on the Guidance panel, the GP will be armed (GP in white on the FMA). c. The Pilot Flying (or the PM on command of the PF) will select APP when cleared for the approach by ATC and the aircraft is within 30 Nm (radial distance) of the FAF. 1) This will arm the VGP mode. 2) When the VGP mode is armed a white diamond is displayed above the FMS vertical deviation which indicates the Glide Path reference before the interception. 3) The VGP mode is engaged when the airplane is within 5 Nm of the FAF. 4) Once the VGP mode is engaged (GP in magenta on the FMA), the pilot should select the missed approach altitude and the FD will disregard the PSA. d. The use of temperature compensation is prohibited when using the VGP approach mode. If the pilot is using temperature compensation for the RNAV approach, only FPA or V/S may be used for vertical guidance.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 3. For approaches utilizing LNAV/VNAV minimums, the flight crew will input the lowest altitude that the aircraft is cleared to in the AFCS via the guidance panel. Both pilots must verbally re-confirm all intermediate altitudes by cross-checking the altitudes listed in the Jeppesen Chart with the altitudes listed in the right hand column of the Active Flight Plan in the MCDU. The PIC is responsible to ensure that all altitude crossing restrictions are met when the VNAV button is engaged. If the FAF altitude is a hard altitude, then the VGP glide path must be intercepted at the FAF hard altitude. D. Missed Approach Procedures 1. The Missed Approach Procedure for an RNAV Approach is the same as for an ILS Approach. E. Required Navigational Performance (RNP) 1. Currently, all published RNAV approaches have an RNP of 0.3 NM which is depicted on the approach plate. Selection of the RNP is automatic in the ERJ-170/175 Honeywell FMS and will change from the terminal setting of “1.0” to the approach setting of “0.3” two miles from the final approach fix. RNP is displayed on the PFD HSI and on the PROG page (1). 2. Estimated Position Uncertainty (EPU) is displayed on the PROG page (1). If the EPU exceeds the RNP, a DGRAD message is displayed on the PFD HSI. By switching the SRC (the FMS source), the EPU may be within limits and the approach continued. F. Discontinuing the Approach The approach must be discontinued if any of the following messages annunciate: 1. The DGRAD message on the PFD Note:

The SRC (the FMS source) may be switched to maintain the EPU within limits. After accomplishing this switch and the ensuring DGRAD message is not annunciated, the approach may be continued.

2. GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or GPS FAILED messages on the MCDU. 3. RNAV/GPS approach procedures are flown using the APP mode of the AFCS system.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 4. Decision Altitude (Height) (DA(H)) - The DA(H) is the point at which the pilot commences the vertical portion of the missed approach. In some instances, the lateral portion of the missed approach may require the aircraft to proceed to the missed approach fix before commencing a turn. 5. The appropriate RNAV/GPS procedure must be programmed into the EPIC System via the NAV INDEX / ARRIVAL page prior to commencing any RNAV/GPS approach. G. Automation 1. The Autopilot (A/P) is routinely used during RNAV/GPS approaches. 2. The PF selects the respective autopilot, in preparation of the approach. H. Alternate RNAV/GPS Configuration 1. It is not uncommon to intercept the final approach coarse and glideslope and be cleared for the RNAV/GPS approach while still a considerable distance from the runway. 2. When it is prudent to delay configuring the aircraft for landing, the following general guidelines should be used: Aircraft distance (nm) with reference to the final approach intercept altitude

Accomplish the procedures associated with

2

1 1/2 dots

1

1/2 dot G/S Intercept

For Load 19 and above, the number of approaches using an MDA is reduced from 6 approaches to 4 approaches as follows:

Approach

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Mode (Lateral Path)

Mode (Vertical Path)

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 VOR

LNAV(1)

LOC

LOC

LDA (non-precision)

LOC

LOC (BC)

LNAV(1)

FPA(2)

Note: (1) If a discrepancy occurs between LNAV and raw data, use HDG SEL to correct and maintain desired track. Note: (2) FPA is used because it compensates for winds. VS may also be used.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 I. RNAV GPS Approach Actions and Callouts RNAV GPS Approach Trigger Initial approach; Airspeed and glideslope triggers

PF •

Check Airspeed

“Flaps 1” • Set/request speed bug (not less than green dot) •

GS Alive; 1 1/2 dots

* Select Flaps 1 * Set speed if requested

• Check Airspeed “Flaps 2” • Select Flaps 2 • Set speed if requested

Check Airspeed

“Flaps 3” • Set/request speed bug (not less than green dot)

Cleared for the approach; engage APP mode on GP

• Check Airspeed “Flaps 1”

Check Airspeed

“Flaps 2” • Set/request speed bug (not less than green dot)

•

PM

• Check Airspeed “Flaps 3” • Select Flaps 3 • Set speed if requested “Course Alive” “Glideslope Alive”

Verify that the FMA annunciations change from white (armed) to magenta (captured). •

Check Airspeed

“Gear down, Landing Checklist”

• • •

Check Airspeed “Gear Down” Position Gear Lever DN

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 RNAV GPS Approach (Continued) Trigger 1/2 dot

On GS

1,000’ AFE

PF

PM

• Check airspeed “Flaps 5” • Set/request speed bug (not less than green dot)

• • • •

Check Airspeed “Flaps 5” Select Flaps 5 Set speed if requested

• Check airspeed “Flaps Full” (if desired) • Set/request speed bug to VAPP “Set Missed Approach Altitude”

• • • •

Check Airspeed “Flaps Full” Select Flaps Full Set speed if requested Set missed approach altitude

•

“1,000 Feet”

Verify altitude

100 feet above DA (H)

•

“Approaching Minimums” (Auto callout) Verify Altitude

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Divide time between monitoring instruments and scanning outside for runway environment.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 10 Load 19 RNAV/GPS Approaches Volume 5 RNAV GPS Approach (Continued) Trigger

PF

DA (H) Runway NOT in sight

“Go Around” • Execute go around procedure

PM “Minimums” (Auto call out) “No Contact”1

or DA (H) Runway in sight

“Minimums” (Auto call out) “ In Sight”1 “Landing” • Disconnect autopilot and land the aircraft

1Not

required if “Landing” callout has been made by PF

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 11 EPIC Load 21.2 Differences Volume 5 Section 11 EPIC Load 21.2 Differences A. Overview EPIC Load 21.2 incorporates all of the changes listed in Bulletin E170-07-05, EPIC Load 19.3 Differences, plus the following items: 1. White Cross - The cyan rectangle showing the hot sections of the PFD and MFD has been replaced with a white maltese cross that works in the same manner as a mouse pointer on a PC Computer. The cross is controlled via the CCD. 2. APU ALTITUDE EXCEED - This is a new EICAS message that will be displayed anytime the APU is running and the aircraft is above 33,500 feet. 3. HYD 3 PUMP A NOT ON - This EICAS message will no longer be displayed during engine shutdown. 4. Green Dot - The Green Dot will be displayed above 20,000 feet and should be used as an indicator of Drift Down speed at those altitudes. Below 20,000 feet, the Green Dot will continue to be used for ideal flap selection speed indication. The flap speed will be based solely on aircraft weight and slat/ flap setting. The Green Dot will no longer oscillate with changes to bank angle or due to turbulence. 5. Chevron on an EICAS Message - A chevron sign (>) is displayed to the left of certain EICAS messages to assist the pilot in determining the primary cause for multiple messages. For example, an MAU 1A FAIL will trigger multiple EICAS messages, and the EICAS will show a chevron by the MAU 1A FAIL message to assist the pilot to determine which message triggered the EICAS event. 6. FLT CTRL BIT EXPIRED - This EICAS message will no longer be displayed as a spurious message on January 1st. In addition, the clock on the Flight Control Synoptic page has been changed from 20 hours to 50 hours. 7. FMS Speed - The misbehavior of the FMS Speed Knob for approach speeds has been fixed. Now, the FMS will go into the approach mode when the aircraft is within 15 nm of the destination airport and is below 3,000 feet AGL. With this fix, the restriction on using Manual Mode below 10,000 feet on the Descent is removed. The pilot may use the FMS Approach Speeds displayed on Page 2/3 by either accepting the default value (Green Dot Speed) or by entering in a speed that is equal to or greater than the Green Dot Speed. The recommended speeds for normal operations is: Clean - 210, Flaps 2 - 180, Flaps 3 - 160, Flaps 5 - Vapp or 140 if doing a flaps full landing, Flaps 6 - Vapp.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 11 EPIC Load 21.2 Differences Volume 5 8. Bank Factor - The default Bank Factor is now set to 15 degrees. It is no longer necessary for the flight crew to check for a bank factor of 15 degrees prior to flying an RNAV departure. 9. DES NOW - During VNAV, the FMS will display the message DES NOW approximately 50 nm from the TOD. If the pilot elects to begin the descent early, the FD will command a descent of 1,000 fpm until the PTH is intercepted. If the DES NOW is displayed after the TOD, the FD will command a descent of 1.5 degrees greater than the planned angle of descent (e.g. 3.0 degrees will go to 4.5 degrees) until the PTH is intercepted. If the 1.5 degree addition is not enough, the FMS will display UNABLE PATH INTERCEPT on the scratchpad. 10.Direct To - The Direct To will display an additional page with 4 options available to the pilot: Direct, Active, Missed Approach, and Alternate. The Missed Approach and Alternate option will only be displayed if the waypoint selected is also part of the route of flight for the missed approach or part of the route of flight to the alternate. Generally speaking, these two options will normally be blank. The Direct option should be selected when the pilot wants to proceed directly to that waypoint immediately. A discontinuity in the flight plan will be inserted after the selected waypoint and the pilot can edit the rest of the active flight plan at a later time. The Active option should be selected when the pilot wants to retain the active flight plan and this will be the option used most during normal operations. 11.EXCEEDS CEILING ALTITUDE - This message will be displayed in the FMS scratchpad whenever the pilot selects an altitude higher than the FMS computed maximum altitude. 12.VNAV and FMS Speeds - The FMS will no longer command a speed higher than the barber pole speed during takeoffs using VNAV procedures. 13.FUEL USED - The fuel used indication is automatically reset by the FMS upon the start of the first engine. The First Officer will no longer have to manually accomplish this task as part of the Parking Checklist Flow (POH Page 4-192). 14.Oxygen Indication - The oxygen indication will no longer show a scale pointer on the Status Page of the MFD, it will only show the digital indication for the psi number. However, REV. 4, 15 FEB 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 11 EPIC Load 21.2 Differences Volume 5 all color coding and all values for normal operation remain the same. 15.VGP - The VGP indication will remain inhibited until the next EPIC Load (EPIC Load 21.3 which is scheduled for release in March). 16.Temperature Compensation The temperature compensation for RNAV approaches is inoperative with Load 21.2, but is scheduled to be fixed with the next EPIC Load. Any RNAV approaches that require temperature compensation (as shown on the Jeppesen approach chart) cannot be utilized for any flight operation. 17.SPDA Block 11.1 - Aircraft with SPDA Software Block 11.1 upgrade will have a reduction in spurious EICAS messages including: 1) The SPDA FAIL EICAS message will extinguish after the SPDA channel is restored. 2) Spurious messages for RAT FAIL and windshield heat fail will be minimized during initial power up sequence. 3) Spurious messages for FUEL FEED 1 (2) FAULT EICAS will be minimized.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 Section 12 Electronic Flight Bag - EFB A. General 1. The DAC International electronic flight bag system (EFB) is a touch screen computer utilized as a multi-function flight information display unit. The system stores and displays charts, plates, and manuals, replacing paper documents carried by pilots aboard aircraft. The EFB can also perform other functions useful in flight deck management. 2. GEN-X is the hardware component of the EFB. GEN-X is comprised of the display unit and the remote processor unit. These are both designed specifically as airline avionics components. 3. GEN-X is designed to turn on and off with aircraft power. If both busses are off, as in normal aircraft shutdown, the system goes to battery for one minute while it performs a normal Windows shutdown. The amber light will show during this time. 4. Power to the display unit may be shut off when the aircraft power is on by pressing the on/off button. The remote processor unit will remain on and available for immediate use once display power is turned back on. Under normal conditions, the on/off button backlight color is blue. When the internal emergency battery is powering the EFB, the on/off button backlight is amber. The last page viewed will display when display power it is turned on again. 5. A USB port is located at the bottom left edge of the display for loading chart data updates manually through the use of a thumb drive. The USB port will only recognize valid updates. 6. GENESYS EFB software is specifically designed for use on the GEN-X hardware touch screen display. GENESYS is designed to be user friendly yet powerful in its ability to perform EFB functions. These functions include the display of charts and plates, manuals, and other items.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 B. Crewmember Login 1. The system will automatically power up when the aircraft power is present. Once power is applied to the EFB, it boots the Windows operating system, then starts running the GENESYS software. Various splash screens are displayed during the boot procedure, including one shown by the GENESYS program itself. Next, the User Login screen is shown.

2. Login - The login screen prompts the user to enter an Employee ID. An onscreen keyboard is used for entry. After entering the ID, press the Pilot button in the lower left corner to begin the login process. 3. After entering the employee ID, a Data Integrity Check is performed. Once this check has passed, the Main Menu screen appears with all buttons enabled. If the data integrity check fails, a diagnostic screen appears.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 4. Data Integrity Check a. For each problem detected, a one line entry is listed. Touch an entry to select it; a detailed description of the problem and its resolution will appear at the bottom. b. Regardless of what problems are detected, the EFB will attempt to work around the problems and run as well as possible. c. System failures include: 1) Data Integrity Failure 2) Software Integrity Failure 3) Hardware Integrity failure 4) Operating System Integrity Failure C. Main Menu 1. The Main Menu is the starting point for all EFB functions. The main display area of the screen depicts six large buttons. Each button accesses a different function or displays different data.

2.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 3. Revision Status - Lists all data base items (such as charts, plates, manuals, etc.) and their revision status 4. Charts - access to Maptech Charts for navigation 5. Memo - access to a notepad with a virtual keyboard 6. Manuals - access to Flight Operations Manuals 7. Cameras - not active 8. Checklist - not active 9. The taskbar buttons are located along the bottom or the right side of the screen, depending on whether the EFB is in landscape or portrait mode. a. Date/Time - The date and time is acquired from the GPS automatically b. Stop - Touch the Stop button when a flight is completed if the pilot wants to reset the EFB for a new flight and crew. To prevent accidental termination of a flight, the user is prompted to confirm the stop command. Touch OK to confirm or touch Cancel to go back to the previous screen. 1) All of the following occur when the stop button is pressed and confirmed: a) All memo content is erased. b) All highlighting is erased. c) All chart clipboards are emptied. d) All viewing state settings for terminal procedure plates, except rotation are reset. e) A “STOP” entry is added to the log file. f) Outdated charts are purged from EFB storage. g) The current user is logged out; the User Login screen appears for the next crew. c. Admin - IT only (password required) d. Night - The Night button should be pressed when using the EFB in the dark. It toggles between normal daytime colors and a darker color palette which preserves the pilot’s night vision. When enabled, the night palette applies to all EFB menus and screen artwork, as well as all plates, charts and manuals. e. Exit - Touch Exit to shut down the EFB program.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 f. Maptech Logo (Green M) - The Maptech logo appears on nearly every screen, always in the lower right corner. Touch the logo to enable the Send Screen. 1) When you touch Send Screen, an exact picture of the screen you are looking at will be sent to the second EFB in a network. This is used when the Pilot Monitoring (PM) wants to set up the approach plate for the Pilot Flying (PF). 2) Touching the Maptech logo five times in succession, brings up the Tech Report generator. a) The Tech Options button will call up a page which will allow the user to select the data to be included in the Tech Report. b) The Tech Report button when touched generates a .txt file with data defined by the Tech options menu. c) It will ask the user to insert a USB thumb drive to download the Tech report which was generated and will close when this action is complete. 3) Touch the Maptech logo again to close the menu.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 D. Revision Status Menu 1. Touch the Revision Status button to display a list of all categories of files loaded onto the EFB, along with their currency status. g.

Note:

Aircraft Maintenance shall be responsible for ensuring that the EFB Revision Status is properly maintained using memory sticks for updates during Bi-weekly Inspection. The PIC should make an entry into the maintenance log (FORM SAF-209) whenever the Revision Status is not up to date.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 2. There are two methods of determining the currency of data: time and version number a. Under the STATUS heading, a quick reference displays the currency status of the data within each category. A green checkmark indicates all data within that category is valid and current. A yellow X means at least some data in that category has expired. b. At the top of this screen, the words “Data Valid” will display if ALL documents on the EFB are valid and up to date. Otherwise, the words “Data Warning” will appear, meaning some or all of the documents on the EFB need to be updated. Touch any category to see the complete Revision Status information for that category. c. To check the currency of all program files that comprise the EFB, touch Software on the Revision Status page. Current program files are marked with a green checkmark. Expired program files are marked with a yellow X. Touch the name of any file on the list for more detailed version information. If any boxes depict an X, a Maintenance write-up is required d. When you touch a category on the Revision Categories list, the Revision Status page for that category will display 1) If all files in the selected category are current, the message “All Data Files In This Folder Are Current” will display at the top of the screen. The folder’s name, the number of files in the folder and the earliest expiration date for all files in the folder will be listed below this heading. 2) If all items in this category are expired, the message “ All Data Files In This Folder Have Expired” will appear at the top of the screen. The folder’s name, the total number of files in the folder, the number of expired files in the folder and the expiration date will display below this heading. 3) To see a list of all files in the selected category, touch List All Data Files. Touch any file on the list for more detailed information, including the file’s effective date, expiration date and location

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 .

4) To check the currency of all program files that comprise the EFB, touch Software on the Revision Status page. Current program files are marked with a green checkmark. Expired program files are marked with a yellow X. Touch the name of any file on the list for more detailed version information. If any boxes depict an X, a Maintenance write-up is required

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 E. Charts 1. Main Menu a. Touch the Charts button on the Main Menu to display the Charts menu, the starting point for accessing all charts and terminalgprocedure plates needed for a flight

b. The Charts menu is divided into the four sections of the flight: the Origin, the Destination, the Enroute section, and the Alternate airport that might be used during the flight. c. Before a flight, the Origin and Destination airports are selected by the FMS input or manually by the pilot. The pilot then may select terminal procedures and approach plates for each of these airports. d. Once the airports are selected, GENESYS will select the appropriate Enroute chart(s) to cover the route. An Alternate menu is included for convenient viewing of other airport data without changing the origin and destination sections. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 e. Chart Legend - All information on the chart legend is located in the GOM. 2. Airport Organizer - Choosing the Airport

a. Each Origin, Destination and Alternate airport associated with a flight has its own clipboard. – The “Load” button brings up a pilot selectable database. An airport may be selected for the Origin and Destination and optionally be selected for the Alternate clipboard. The Enroute Clipboard does not contain a database.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 b. Selecting Airports 1) From the Charts menu, touch the Load button for any airport associated with the flight. This will open the Load screen. 2) Touch the Choose Airport button at the top of the screen. This opens the airport selection screen. 3) The airport selection screen lists all airports served by your subscription. Use the arrow keys on the right side of the screen to scroll the list, if necessary. Touch the name of the airport on the list or type the four-letter code of the airport using the virtual keyboard. The code will display in the boxes above the airport list. Touch the enter key or the OK Button when finished. The airport code will display at the top of the Load screen. c. Once the airport is selected, some terminal procedure plates (such as the airport diagram) will automatically be selected on the Load screen. If there is only one plate of a certain type available, it will also be selected automatically. All other plates must be selected by the pilot.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 d. Special Qualification Airports - For airports with a special qualification, like DCA, the chart will say “This is a special qualification airport. Touching the “View Airport Orientation” button brings up a view of the airport e. The Organizer keeps the terminal procedure plates selected for the each airport organized for easy access during the flight. Within the Origin, Destination and Alternate clipboards, the following Terminal Procedure plate types may be selected: 1) STARs (Standard Terminal Arrivals) 2) IAPs (Instrument Approach Procedures) 3) APDs (Airport Diagrams, aka Taxi Diagrams) 4) DPs (Departure Procedures) 5) Airline provided “10-7” pages (mnemonic COM, meaning Company, is used for these) f. The four-letter airport code of the selected airport displays at the top of the Load screen. Below the airport code are several drop-down lists showing all terminal procedure plates for that airport, organized by type. 1) CO (Company): Select company information if any are available. 2) APT-DGM: Airport Diagram of the selected airport. This is loaded automatically once an airport is selected. 3) Runway: Select a runway, if required. 4) Depart/Arrival: For the Origin clipboard, this line will display the Departure procedure; for the Destination and Alternate clipboards, it will display the Arrival procedure. 5) Extra1/Extra2: “Extra” plates allows the pilot to choose additional plates. These may be left empty. 6) To select a plate: a) Touch the drop-down list for the plate type to be selected. b) Scroll through the list to find the plate. Touch the name of the plate to select it. c) Each airport clipboard provides the option of two “Extra” plates. The pilot can fill these fields if desired or leave them blank. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 d) Touch the VIEW button next to any plate type to view that plate. Touch the BACK button to return to the Charts Menu. Once all terminal procedure plates are selected, touch MAIN to return to the Charts Main Menu. Make sure to repeat this process for each airport associated with the flight. F. Terminal Procedure Plate Display 1. To display a terminal procedure plate, touch the View button for any airport on the Charts Main menu. This will display the Airport Diagram for that airport.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 2. Tabs a. The first eight tools are Tabs. b. Touch any of these tabs to switch to different components associated with this flight. c. This may mean switching to another plate within the collection of plates for a single airport, or switching from plates to Enroute charts. d. Plate tab assignments for Origin, Destination and Alternate airports are always the same. e. There are 8 tabs. The first 5 tabs have fixed assignments: 1) Airport Clipboard 2) Company Info 3) Airport (Taxi) Diagram 4) Arrival or Departure Procedure 5) Approach Procedure 6) The sixth and seventh tabs are for the extra plates chosen by the pilot. If no extra plates are chosen, these tabs will be blank. 7) The eighth tab is used to switch from viewing plates to viewing Enroute charts. 8) Tools may be hidden from view by touching the TOOLS button at the bottom of the display. 3. Rotate Tool a. The Rotate tool rotates the image +/- 90 degrees and resets the zoom level and panning position to the default setting. b. Touch the rotate button repeatedly to toggle between 0 and 90 degrees of clockwise rotation. 4. Previous / Next Buttons a. The Previous/Next arrow buttons allow the pilot to browse through sets of multi-page plates. 1) Multi-page plates are quite common for arrival and departure procedures and company info pages. 2) Touch the Next tab repeatedly to cycle through all the pages of the current plate. 3) For a two-page plate, the Next tab will toggle back and forth between the two pages. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 5. Zoom In / Out Buttons a. The plus (+) and minus (-) buttons are used to move in for a closer look or move out for a wider view. b. The zooming varies in a series of small steps with the highest zoom level 4 times bigger than the lowest zoom level. c. Press and hold a finger on the plus or minus button for a continuous and smooth zoom. 6. Panning a. To see other parts of the plate, touch and drag the image to the desired position. G. Enroute Chart Display 1. View Mode a. Touch the Enroute View button on the Charts Main Menu to display the Enroute chart. The chart will open centered on the aircraft’s location. As the aircraft moves, the icon stays centered on the aircraft’s position.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 2. Origin and Destination a. To allow the pilot to quickly locate the origin and destination airports on the Enroute charts, Origin and Destination airport codes for the current flight are colored in magenta; other company airports are colored in brown. 3. Button Controls a. There are seven translucent tabs located along the left side of the Enroute chart display. Touch any of these tabs to switch to different screens. b. The first four tabs show different Enroute chart views: 1) World 2) Region 3) High altitude 4) Low altitude c. The next two tabs show the currently selected plates for the origin and destination airports, and the last tab shows the currently selected plate for the alternate airport, if an alternate airport was selected. d. Zooming - the Zoom feature for Enroute charts is the same as the zoom feature for terminal procedure plates. e. Panning - to see other parts of the chart, touch and drag the chart to the desired position. f. Highlighting 1) A highlighting tool is provided for the purpose of highlighting routes on Departure Plates, Arrival Plates, Taxi Charts and Enroute Charts. 2) A highlighted route is a connected sequence of straight lines joined by a ball at each vertex. 3) The highlighting tool is not available on Approach Plates, Company Plates, World Maps or Regional Maps. 4) To highlight a route: a) Load a plate or chart. The Highlt button will be visible at the bottom of the screen. b) Touch the Highlt button. The EFB is now in Highlight mode. c) Tap a location on the screen. A green ball will mark the tapped spot. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 d) Tap the next location in the route. The green puck will appear where the second tap occurred and a magenta line will join the two tapped locations. e) Continue adding legs to the route in this manner. f) A highlighted route can be adjusted after it has been made; simply touch and drag any vertex to a different location. g) When finished highlighting and adjusting the route, touch Done. h) Backspace - touch BKSP to erase the last segment of the highlighted route. i) Clear - touch Clear to erase the entire highlighted route. j) Panning - When Highlighting is turned on, touchand-drag panning is disabled. Touch the black arrow buttons along the edges of the screen to scroll the plate or chart while drawing a route. k) Zooming - The plus and minus buttons are available as usual during Highlighting mode. Tap them to zoom in and out and fine tune the route. Press and hold the zoom buttons for a smooth, continuous zoom.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 4. Plan Mode a. Plan Mode lets the pilot view charts for areas that do not contain the location of the aircraft. Therefore, chart centering and moving is turned off and the aircraft’s position is not visible. b. The charts are selected by “drilling down” through a series of charts and zooming in until the location is clearly visible. c. By touching the Plan button a world map is viewed. By touching anywhere your subscription covers, the map will zoom to a point where the appropriate enroute chart is automatically displayed

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 d. Selecting a Viewing Area 1) From the Charts Main Menu, touch the Enroute Plan button. This brings up the World map. 2) Tap a continent to bring up a smaller region of the world, for example, North America 3) When accessing the Plan Mode during the enroute portion of the flight, the World or local Regional map can be brought up by touching the World or Region Tabs on the left side of the Enroute display. 4) The origin and destination airports for the current flight are marked with magenta dots, while all company airports are marked with brown dots. The zoom controls (the plus and minus buttons) are available on the region chart to move in for a closer look. The image can be scrolled by tapping or pressing and holding any of the four black arrows along the edges of the image. 5) Tap an area on the region chart to drill down further. This will open the Enroute high altitude chart for that area, centered on the location that was tapped.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 H. Takeoff Minimums 1. The pilot may need to review takeoff minimum values before beginning a flight. These values are maintained and distributed in a database by the airline; the EFB software generates a plate display of takeoff minimums for a given airport. To view the takeoff minimums for an airport, touch the Airport Diagram Tab, then touch the Next tab.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 I. Updating Chart Data 1. Chart data updates are loaded prior to becoming effective. During the time interval between the loading of the new chart data and its effective date, the EFB continues to store and to use the prior version of the chart. 2. Switching over from an older collection to a newer collection of data is done all at once with all EFB data – charts, plates, and manuals. Switchover is done automatically when the User Login is completed. 3. For the duration on a User’s Login Session, no new data is put into the Active area, unless the user touches the Reload icon.

4. If the effective date for any new data is reached in mid-flight (i.e. between the time of the User Login and the end of the flight), a Reload icon (an orange triangle marked with an R) appears in the upper right corner of the screen to notify the pilot it is advisable to load the updated version of the charts. 5. When the pilot taps the Reload icon, the EFB software checks for and selects the newer versions of all data files in use at that time, not just the one that is currently displayed. A message will pop up to confirm a successful switchover. 6. If this version check detects any data file deletions affecting the files currently in use, a message will pop up as a warning. The plate will not be removed until the pilot again pushes the orange triangle marked with an R to confirm deletion. 7. At the end of the flight, the outdated charts are purged from the EFB. All data updating activities are logged in the EFB log file.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 J. Memo 1. The Memo feature enables the pilot to record notes during a flight. Memo input is limited to a single page of 12 lines. Memo data is only saved for the duration of the flight; it is purged when the pilot touches the Stop button on the Main Menu at the end of a flight. 2. To write a memo a. From the Main Menu, touch the Memo button. b. Type the memo using the virtual keyboard. c. When finished typing, touch the Back button or the Main button to return to the Main Menu. The memo can be accessed and edited at any time by touching the Memo button on the Main Menu. d. Touch Clear to erase all Memo text. K. Manuals 1. Viewing a Manual a. Touch the name of a manual on the list to view that manual. b. The first time a manual is accessed, it will open to the first page. c. Three translucent tools appear in the lower left corner of the screen: 1) Rotate a) Touch the Rotate tool to toggle between 0 and 90 degrees clockwise. 2) Page Up/Page Down a) These two arrow tools are used to scroll the pages of the manual while keeping the same zoom level and rotation. 3) Zoom In/Out a) Touch these tools to make the image larger or smaller. The maximum zoom level expands the display by 4 times. d. Touch the Tools button in the lower left corner of the screen to toggle the visibility of the three translucent Tools.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 2. The Outline View a. If a .PDF was published with bookmarks, its contents can be viewed in outline form. b. Elements of the outline can be expanded or collapsed by touching the green triangles on the left. Each line marked by a blank triangle is a different topic in the manual; touch the topic to view its contents. c. Use the scroll bars along the bottom and the right side of the screen to scroll the outline, if necessary. d. Use the scroll bars along the bottom and the right side of the screen to scroll the outline, if necessary. e. Touch MAIN to return to the Main Menu. 3. Performing a Search a. The EFB can search a manual for a particular word or segment of text. b. While a manual is open, touch the SEARCH button. c. Type the word or text segment to search for. Choose the part of the manual to search, if applicable. Touch enter to begin the search. d. The EFB will open the manual to the page containing the first occurrence of that text. Touch the NEXT button to view the next occurrence of that text. Touch this button as many times as necessary to find the desired page. 4. Go to page a. To view a specific page, use the GoTo button. b. When the manual is open, touch the GoTo button. c. Press one of the top two buttons to open either the first or last page of the manual. Or, enter a page number using the keypad. Touch Go To Page (number). The EFB will open the manual to the requested page. 5. Links in Document a. Internal document links are supported where the user only needs to touch the blue print and the linked page will be displayed. b. The back arrow is provided next to the rotate tool to allow the user to check a link then return where he was previously.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 L. Abnormal EFB Operations 1. Loss of one display: a. The PIC will designate the Pilot Flying (PF) 1) The Captain will assign the flying duties to the pilot with the inoperative EFB unless conditions dictate otherwise. The pilot with the operative EFB will be designated as the Pilot Monitoring (PM). b. The Honeywell EPIC System will be designated as the primary backup navigation system for the EFB. c. The PM will utilize the automated systems of EPIC (e.g. autotune, etc.) to the maximum extent possible. d. The PF and PM will utilize good CRM to brief the intended route of flight including the enroute portion, the arrival, and the intended instrument approach procedure. 1) Both pilots must be in agreement that the route of flight on the single EFB display matches the route of flight in the EPIC display on the MFD (Map/Plan). 2. Loss of two displays: a. The PIC will designate the Pilot Flying (PF) b. The Captain will assign the flying duties to the First Officer unless conditions dictate otherwise. c. The Honeywell EPIC System will be designated as the primary backup navigation system for the EFB. d. The Captain will utilize the automated systems of EPIC (e.g. autotune, etc.) to the maximum extent possible. e. The Captain should select the approach in accordance with the following priorities: 1) Visual Approach 2) RNAV GPS Approach using EPIC as the primary navigation source 3) ILS Approach using EPIC with Autotune as the primary navigation source. f. As soon as practical, the Pilot Monitoring (PM) will utilize the ACARS System (Plain Text) to request an instrument approach briefing for the logical landing runway at the destination airport from Dispatch. Dispatch will respond with a ACARS message and give the flight crew the following information from the FAA approved approach plate in the following format. Dispatch will use letters (not numbers) to identify each item because most of the fields contain numbers: REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 a) b) c) d) e) f) g) h) i)

Airport ID Runway Type of Approach Primary Navaid Frequency Primary Navaid Indentifier Final Approach Course Final Approach Fix and Altitude in Feet (MSL) DA(H), or MDA in Feet MSL and AGL Missed Approach Point for Non-Precision Approach j) Touchdown Zone Elevation k) Highest MSA and associated center point l) Published Missed Approach m) Required Visibiltiy n) Vertical Profile o) Remarks - Any Special Considerations g. Example of an Approach Briefing: a) KIND b) 23R c) ILS d) 111.75 e) IUZK f) 227 g) WINOT/2700 h) 983/200 i) Not applicable j) 783 k) 3100, VHP VOR l) Climb to 1,500 then climbing RIGHT turn to 3000’ direct VHP VOR and Hold / right hand turns, 131 inbound course m) RVR 2400 or 1/2 Mile Visibility n) CLAPR-5000, FUSTO-4000, WINOT-2700 o) Remarks - highest obstacle is east of the airport and is a tower 1,875 feet AGL p) The PF and PM will utilize good CRM to brief the intended route of flight including the enroute portion, the arrival, and the intended instrument approach procedure. REV. 6, 13 JUN 2008

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5 M. Aircraft Dispatch with an Abnormal EFB 1. The PIC should make an entry into the maintenance log (FORM SAF-209) whenever there is an abnormal EFB maintenance issue such as loss of data connectivity, loss of power connection, loss of the mounting device, or revision status not up to date. a. The EFB shall be placed on the NEF list and the aircraft will be dispatched using paper manuals in accordance with the Shuttle America GOM, Chapter 2, Section 1, D, Certificate Manuals, Equipment. b. The EFB may also be deferred per the Shuttle America MEL as long as the Section on the EFB is included in the approved Shuttle America MEL.

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ERJ-170 Pilot Operating Handbook Chapter 11 Equipment and Systems Section 12 Electronic Flight Bag - EFB Volume 5

This Page Intentionally Left Blank

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5

Chapter 12 Abbreviations and Acronyms The abbreviations and acronyms in the table below are compiled from the Embraer AFM and AOM,and the Honeywell ACARS and FMS manuals. Symbol

Meaning

°C

Degree Celsius

ccw

Counterclockwise

cm

Centimeters

cu. ft.

Cubic Feet

cw

clockwise

°F

Degree Fahrenheit

ft

Feet

fpm

Feet per Minute

fps

Feet per Second

g

Gravity Acceleration

h

Hour

Hz

Hertz

IN

inches

inHg

Inches of Mercury

kg

Kilogram

kHz

Kilohertz

km

Kilometer

kt, kts

Knot(s)

lb(s)

Pounds

m

Meter

mb

Milibar

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

min

Minute

mm

Millimeter

nm, NM

Nautical Mile(s)

Norm

Normal

psi

Pound Per Square Inch

sec

Second

A

Ampere, Amps Alpha

A/C

Aircraft

AB

Above

ABS

Absolute

AC

Alternating Current

ACARS

Aircraft Communications Addressing and Reporting System

ACM

Air Cycle Machine

ACMP

AC Motor Pump

ACOC

Air Cooled Oil Cooler

ACP

Audio Control Panel

ACT

Actuation, Active Altitude Compensated Tilt

ADA

Air Data Application

ADC

Air Data Computer

ADF

Automatic Direction Finder

ADI

Attitude Director Indicator

ADJ

Adjustment

ADL

Airborne Data Loader

ADLP

Airborne Datalink Processor

ADM

Air Data Module

ADMS

Aircraft Diagnostic and Maintenance System

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

ADS

Air Data System Automatic Dependent Surveillance

ADSP

Air Data Smart Probe

ADV

Advance

AES

Aircraft Earth Station

AFCS

Automatic Flight Control System

AFIS

Airborne Flight Information System

AFM

Airplane Flight Manual

AFMS

Airplane Flight Manual Supplement

AFS

Autoflight System

AFT

After

AGL

Above Ground Level

AHC

Attitude and Heading Computer

AHRS

Attitude and Heading Reference System

AIL

Aileron

AIM

Align in Motion

AIO

Actuator Input Output

AIOP

Actuator Input Output Processor Module

ALC

APU Line Contactor

ALT

Altitude

ALTN

Alternate

ALT SEL

Altitude Preselect Altitude Select

AM

Amplitude Modulation

AMI

Airline Modifiable Information

AMLCD

Active Matrix Liquid Crystal Display

AMS

Audio Management System

ANR

Automatic Navigation Realignment

ANSI

American National Standards Institute

ANT

Antenna

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

AOA

Angle of Attack, ACARS over AVLC

AOC

Aeronautical Operational Communication, Airline Operational Control

AOR-E

Atlantic Ocean Region-East

AOR-W

Atlantic Ocean Region-West

AP

Autopilot

AP DISC

Autopilot Disconnect

AP/FD

Approach/Flight Director

API

Antenna Position Indicator

APM

Aircraft Personality Module Airline Personality Module

APP

Approach

APR

Approach, Automatic Power Reserve

APU

Auxiliary Power Unit

ARINC

Aeronautical Radio Incorporated Aeronautical Inc.

ASAP

As Soon As Possible

ASC

APU Starting Contactor

ASCB-D

Avionics Standard Communication Bus-Digital

ASL

Above Sea Level

AT

Autothrottle

ATA

Air Transport Association

ATC

Air Traffic Control

ATDT

Attendant

ATIS

Automatic Terminal Information Service

ATM

Air Traffic Management

ATN

Aeronautical Telecommunications Network

ATS

Air Turbine Starter Air Traffic Service

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

ATT

Attitude

ATTCS

Automatic Takeoff Thrust Control System

ATTD

Attendant

AUTO

Automatic

AUX

Auxiliary

AVAIL

Available

AVLC

Aviation VHF Link Control

AWU

Aural Warning Unit

B/C

Back Course

BACV

Bleed Air Check Valve

BAGG

Baggage

BARO

Barometric

BATT

Battery

BBC

Backup Battery Contactor

BC

Battery Contactor

BCU

Brake Control Unit

BCV

Brake Control Valve

BFO

Beat Frequency Oscillator

BIT

Built-In Test

BITE

Built-In Test Equipment Built-In-Test Error

BKUP

Backup

BKUP INPH

Back-Up Interphone

BL

Below

BLD

Bleed

BOD

Bottom of Descent

BOSC

Bottom of Step Climb

BRT/DIM

Bright/Dim

BTC

Bus Tie Contactor

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

BTL

Bottle

BTU

British Thermal Unit

C/A

Commerical Access

CAB

Cabin

CABN

Cabin

CAB EMERG

Cabin Emergency

CAS

Calibrated Airspeed, Crew Alerting System

CB

Circuit Breaker

CBV

Cross Bleed Valve

CCD

Cursor Control Device

CCDL

Cross-Channel Data Link

CCS

Cabin Communications System

CDH

Clearance Delivery Head

CDI

Course Deviation Indicator

CDL

Configuration Deviation List

CFIT

Controlled Flight into Terrain

CG

Center of Gravity

CHR

Chronometer

CIS

Cabin Interphone System

CKPT

Cockpit

CL

Climb

CLB

Climb

CLR

Clear

CLX

Clearance

CLSD

Closed

CMC

Central Maintenance Computer

CMCM

Central Maintenance Computer Module

CMD

Command

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

CMF

Communications Management Function

CMS

Central Maintenance System

CNS

Communications Navigation and Surveillance

COM, COMM

Communication

COMPLT

Complete

CON

Continuous

COTS

Commercial off-the-shelf

CPAM

Cabin Pressure Acquisition Module

CPCS

Cabin Pressure Control System

CPDLC

Controller Pilot Data Link Communication

CPL

Coupling

CR

Cruise

CRS

Course

CRZ

Cruise

CTU

Cabin Telecommunications Unit

CVG

Compressor Variable Geometry

CVR

Cockpit Voice Recorder

CW

Clockwise Continuous Wave

DAP

Digital Audio Panel

DAU

Data Acquisition Unit

DC

Direct Current, Digital Controller Display Controller

DCL

Departure Clearance

DEC

Decrease

DEL

Delete

DEP, DEPT

Departure

DEST

Destination

DET

Detector

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ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

DFDR

Digital Flight Data Recorder

DG

Directional Gyro

DH

Decision Height

DIR

Direct

DISC

Disconnect

DLK

Datalink

D/LNA

Diplexer/Low Noise Amplifier

DLS

Data Loading System

DME

Distance Measurement Equipment

DMT

Debug Maintenance Terminal

DMU

Data Management Unit

DN

Down

DSP

Data Service Provider

DU

Display Unit

DVDR

Digital Voice Data Recorder

EADI

Electronic Attitude Director Indicator

EBC

Essential Bus Contactor

EBV

Engine Bleed Valve

ECL

Electronic Checklist

ECM

Electronic Control Module

ECS

Environmental Control System

ECU

Environmental Control Unit

EDL

Electrical Distribution Logic

EDP

Engine Driven Pump

EDS

Electrical Distribution System Electronic Display System

EFIS

Electronic Flight Instrument System

EGPWC

Enhanced Ground Proximity Warning Computer

EGPWS

Enhanced Ground Proximity Warning System

REV. 4, 15 FEB 2008

12-8

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

EGT

Exhaust Gas Temperature

EHSI

Electronic Horizontal Situation Indicator

EIC

Essential Interconnection Contactor

EICAS

Engine Indication and Crew Alerting System Engine Instruments and Crew Alerting System

ELEC

Electrical Electronic

ELEV

Elevator

ELT

Emergency Locator Transmitter

EM

Emission, Emission Mode

EMG, EMERG, EMER

Emergency

EMER PILOT

Emergency Pilot

ENG

Engine

EPR

Engine Pressure Ratio

ERR

Error

ESCAPE

Essential System Configuration and Architecture for PRIMUS EPIC

ESU

Electronic Sequence Unit

ET

Elapsed Time

ETA

Estimated Time of Arrival

ETS

Electronic Trim System

ETTS

Electronic Thrust Trim System

EXT

External

EXTG

Extinguish

F

Flap

FAA

Federal Aviation Administration

FADEC

Full Authority Digital Electronic Control Full Authority Digital Engine Computer

FAX

Facsimile

REV. 4, 15 FEB 2008

12-9

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

FBW

Fly-By-Wire

FC

Fault Code

FCM

Flight Control Module

FCS

Flight Control System

FCOC

Fuel Cooled Oil Cooler

FCV

Flow Control Valve

FDAU

Flight Data Acquisition Unit

FD

Flight Director

FDE

Flight Deck Effect

FDR

Flight Data Recorder

FDRS

Flight Data Recorder System

FECU

Flap Electronic Control Unit

FF

Fuel Flow

FGC

Flight Guidance Controller

FGCS

Flight Guidance Control System

FHDB

Fault History Database

FIFO

First In First Out

FL

Flight Level

FLC, FLCH

Flight Level Change

FLS

Flap Selector Lever

FLT ID

Flight Identification

FLX

Flexible

FMS

Flight Management System

FPA

Flight Path Angle

FPDU

Flap Power and Drive Unit

FPL

Flight Planning

FPLN

Flight Plan

FPMU

Fuel Pump and Metering Unit

REV. 4, 15 FEB 2008

12-10

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

FPV

Flight Path Vector

FR

Fuel Remaining

FREQ

Frequency

FSBY

Forced Standby

FTB

Flap Transmission Brake

FTM

Feet or Meters

FU

Fuel Used

FVS

Flap Velocity Sensor

FWC

Fault Warning Computer

FWD

Forward

FWSOV

Firewall Shut-Off Valve

G/A, GA

Go-Around

GBE

Ground Based Equipment

G/S, GS

Glide Slope

GCU

Generator Control Unit

GEN

Generator

GES

Ground Earth Station

GI

Ground Idle

GLC

Generator Line Contactor

GMAP

Ground Mapping

GMT

Greenwich Mean Time

GND

Ground

GNSSU

Global Navigation System Sensor Unit

GPC

Ground Power Contactor

GPS

Global Positioning System

GPU

Ground Power Unit

GPWS

Ground Proximity Warning System

GS

Glideslope

REV. 4, 15 FEB 2008

12-11

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

GSPD

Groundspeed

HDG

Heading

HDG SEL

Heading Select

HDPH

Headphone

HF

High Frequency

HFOM

Horizontal Figure of Merit

HGI

Honeywell Generated Information

HH

Hours

HHDLU

Held Download Unit

HIL

Horizontal Integrity Limit

HP

High Pressure

HPa, hPa

HectoPascals

HPA

High Power Amplifier

HSCU

Horizontal Stabilizer Control Unit

HSI

Horizontal Situation Indicator

HSV

High Stage Valve

HYD, HYDR

Hydraulic

Hz

Hertz

IAS

Indicated Airspeed

IC

Integrated Computer

ICAO

International Civil Aviation Organization

ICU

Integrated Communication Unit

ID

Ident, Identification

IES

Integrated Electronic Standby

IFOG

Interferometer Fiber Optic Gyros

IFR

Instrument Flight Rules

IGA

Intermediate Gain Antenna

IGN

Ignition

REV. 4, 15 FEB 2008

12-12

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

ILS

Instrument Landing System

IM

Integrated Computer Configuration Module

INBD

Inboard

INC

Increase

IN Hg

Inches of Mercury

INOP

Inoperative

INPH, INTPH

Interphone

INT

Internally

INU

Integrated Navigation Unit

IOR

Indian Ocean Region

IPS

Inches Per Second

IR

Inertial Reference

IRS

Inertial Reference System

IRU

Inertial Reference Unit

ISA

International Standard Atmosphere

ISIS

Integrated Standby Instrument System

ISP

International Satellite Provider

ITT

Interturbine Temperature, Interstage Turbine Temperature

ITU

International Telecommunication Union

KCAS

Calibrated Airspeed in Knots

KEAS

Equivalent Airspeed in Knots

KG

kilograms

Khz

Kilohertz

KIAS

Indicated Airspeed in Knots

KPH

Kilograms Per Hour

KVA

Load Readout of External Power

L

Left

LAN

Local Area Network

REV. 4, 15 FEB 2008

12-13

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

LAV

Lavatory

LB(S)

Pound(s)

LCD

Liquid Crystal Display

LD

Lower Sideband Data

LED

Light Emitting Diode

LEI

Local Engine Inoperative

LFE

Landing Field Elevation

LGEU

Landing Gear Electronic Unit

LIM

Limited

LNAV

Long-Range Navigation

LOC

Localizer

LOGO

Logotype

LP

Low Pressure

LRM

Line Replaceable Module

LRN

Long Range

LRU

Line Replaceable Unit

LSB

Lower Sideband

LSA

Low Speed Awareness

LSK

Line Select key

LSS

Lightning Sensor System

LV

Lower Sideband Voice

LX

Lightning, Lightning Detection

M

Mach

MAC

Mean Aerodynamic Chord

MAG

Magnetic

MAGVAR

Magnetic Variation

MAINT

Maintenance

MAN

Manual

REV. 4, 15 FEB 2008

12-14

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

MAU

Modular Avionics Unit

MAX

Maximum

MB

Marker Beacon

MC

Master Caution

MCDU

Multifunction Control Display Unit

MCP

Mode Control Panel

MCS

Multichannel SATCOM

MDA

Minimum Descent Altitude

MEA

Minimum Enroute Altitude

MF

Multifunction

MFD

Multifunction Display

MFDU

Magnetic Flux Detector Unit

MGR

Manager

MHz, Mhz

Megahertz

MIC

Microphone

MIN

Minimum

MKR, MKR BCN

Marker Beacon

MLS

Microwave Landing System

MLW

Maximum Design Landing Weight

MM

Minutes

MMEL

Master Minimum Equipment List

MMO

Maximum Operating Mach

MOW

Maximum Design Operating Weight

MRC

Modular Radio Cabinet

MRW

Maximum Design Ramp Weight

MSG, MSGS

Message(s)

MSL

Mean Sea Level

MSU

Mode Select Unit

REV. 4, 15 FEB 2008

12-15

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

MTC

Minimum Terrain Clearance

MTOW

Maximum Design Takeoff Weight

mW

Milliwatts

MWF

Monitor Warning Function

MZFW

Max Zero Fuel Weight

N

North, Numeric

N/A

Not Applicable

N1

N1

N2

N2

NAV

Navigation

NDB

Non-Directional Beacon

NEF

Non-Essential Equipment and Furnishings

NIC

Network Interface Controller

NIM

Network Interface Module

OFV

Outflow Valve

OM

Outer Marker

OOOI

Out-Off-On-In

OP

Operational

ORT

Owner Requirements Table

OUTBD

Outbound

OVHT

Overheating

OVLD

Overload

OVPRESS

Overpressure

OXY

Oxygen

PA

Passenger Address

PAA

Passenger Address Amplifier

PABX

Automatic Branch Exchange

P-ACE

Primary-Actuator Control Electronic

REV. 6, 13 JUN 2008

12-16

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

PACIS

Passenger Address and Cabin Interphone System

PAS

Passenger Address System

PAST

Pilot Activated Self Test

PAX

Passenger

PBLT

Push Button Light Test

PBE

Protective Breathing Equipment

PC

Personal Computer

PCU

Power Control Unit

PDC

Programmable Data Capture

PDL

Portable Data Loader

PDSV

Pressure Drop Spill Valve

PERF

Performance

PFD

Primary Flight Display

PFPA

Potential Flight Path Acceleration

PLI

Pitch Limit Indicator

PMA

Permanent Magnet Alternator

POR

Pacific Ocean Region

POST

Power On Self Test

PPH

Pound Per Hour

PRAIM

Predictive RAIM

PREV

Previous

PRCS

Process

PRESS

Pressure

PROG

Progress

PRSOV

Pressure Shut-Off Valve

PRV

Pressurizing Valve

PSEM

Proximity Sensor Evaluation Module

PSI

Pounds Per Square Inch

REV. 4, 15 FEB 2008

12-17

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

PSU

Passenger Service Unit

PTT

Press To Transmit Push-to-Talk

PTU

Power Transfer Unit

QFE

Queens Field Elevation

QTY

Quantity

R

Radius Right

R/T

Weather with RCT/Turbulence

RA

Radio Altimeter, Resolution Advisory (TCAS), Rersolution Alert (TCAS)

RAIM

Receiver Autonomous Integrity Monitoring

RAT

Ram Air Turbine

RCB

Radio Control Bus

RCT, REACT

Rain Echo Attenuation Compensation Technique

REF

Reference

REI

Remote Engine Inoperative

REQ

Request

REV

Reversers

RF

Radio Frequency

RFCF

Runway Field Clearance Floor

RMI

Radio Magnetic Indicator

RMS

Radio Management System

RMU

Radio Management Unit

RNG

Range

ROL

Roll

RPM

Revolutions Per Minute

RSB

Radio System Bus

RST

Reset

REV. 4, 15 FEB 2008

12-18

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

RSV

Reserve

RT

Remote Terminal

RTA

Receiver/Transmitter/Antenna

RTO

Rejected Takeoff

S

South

S-ACE

Spoiler-Actuator Control Electronic

S/F

Slat/Flap

S/W

Software

SA

Selectively Availability

SAT

Static Air Temperature

SATCOM

Satellite communications

SBC

Shed Bus Contactor

SCV

Starting Control Valve

SDU

Satellite Data Unit

SECT

Sector

SEL

Select

SELCAL

Selective Call(ing)

SFCS

Slats/Flaps Control System

SL

Sea Level

SLVD

Slaved

SMP

Simplex

SOV

Shut Off Valve

SP

Space

SPC

Stall Protection Computer

SPD

Speed

SPDA

Secondary Power Distribution Assembly

SPDBRK

Speedbrake

SPKR

Speaker

REV. 4, 15 FEB 2008

12-19

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

SPLT

Split

SPS

Stall Protection System

SQ

Squelch

SQH

Squelch High

SQL

Squelch Low

STAB

Stabilizer

STBY

Stand By

SRN

Short Range, Short Range Navigation

SS

Seconds

SSB

Single Sideband

SSM

Sign Status Matrix

STAB

Stabilizer

STAT

Status

STBY

Standby

STD

Standard

SW

Switch

SWAPS, SWPS

Stall Warning Protection System

SYNC

Synchronization

SYST

System

TA

Traffic Advisory

TACAN

Tactical Air Navigation Aid

TAD

Terrain Alerting and Display

TAS

True Airspeed

TAT

Total Air Temperature

TBCH

Tuning Backup Control Head

TCAS

Traffic Alert and Collision Avoidance System

TCF

Terrain Clearance Floor

TCQ

Thrust Control Quadrant

REV. 4, 15 FEB 2008

12-20

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

TCS

Touch Control Steering

TDR

Transponder

TDS

Takeoff Dataset

TEMP

Temperature

TGT

Target

TKNB

Turn Knob

TLA

Thrust Lever Angle

TMS

Thrust Management System

T/O, TO

Takeoff

TOC

Top of Climb

TOD

Top of Descent

TOGA

Takeoff/Go-Around

TRB

Turbulence

TRS

Thrust Rating System Thrust Reference System

TRU

True

TSPO

Time Since Power On

TST

Test

TTFF

Time-To-First-Fix

TTG

Time-To-Go

TURB

Turbulence

TWIP

Terminal Weather Information for Pilots

TX

Transmit

UD

Upper Sideband Data

UHF

Ultrahigh Frequency

UTC

Universal Time Coordinated

UV

Upper Sideband Voice

V

Volt(s)

REV. 4, 15 FEB 2008

12-21

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

V1

Takeoff Decision Speed

V2

Takeoff Safety Speed

VA

Volt-Ampere

VAP

Approach Speed

VAPP

VOR Approach Mode

VA

Design Maneuvering Speed

VAC

Volts Alternating current

VALT

Vertical Altitude Hold

VAR

Variable

VASEL

VNAV Altitude Select

V dc

Volts Direct Current

VDL

VHF Digital Link

VDR

VHF Data Radio Voice/Data Recorder

VEF

Critical Engine Failure Speed

Vert Prof

Vertical Profile

VFE

Maximum Flaps Extended Speed

VFLC

Vertical Flight Level Change

VFLCH

VNAV Flight Level Change

VFOM

Vertical Figure of Merit

VFR

Visual Flight Rules

VFS

Final Segment Speed

VG

Vertical Gyro

VHF

Very High Frequency

VIB

Vibration

VIDL

VOR/ILS Datalink VHF Omni Directional Radio and Instrument Landing

VIL

Vertical Integrity Limit

VLE

Maximum Landing Gear Extended Speed

REV. 4, 15 FEB 2008

12-22

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

VLF

Very Low Frequency

VLO

Maximum Landing Gear Operating Speed

VLOF

Lift Off Speed

VLV

Valve

VMCA

Air Minimum Control Speed

VMCG

Ground Minimum Control Speed

VMO

Maximum Operating Speed

VNAV

Vertical Navigation

VOL

Volume

VOR

Very High Frequency Omni-directional Radio Range

VORTAC

VOR and TACAN Stations

VPTH

Vertical Path

VR

(Takeoff) Rotation Speed

VREF

Landing Reference Speed

VREFXX

Landing Reference Speed associated to the flap setting XX

VS

Stall speed

VS

Vertical Speed

VS1G

Stall at 1g

VSI

Vertical Speed Inidicator

VTGT

Target Speed

W

West

W/M

Windmill

WB

Weight and Balance

WB

Wide Bandwidth

WG

Wing

W/S

Windshield

WPT Ident

Waypoint Identification

REV. 4, 15 FEB 2008

12-23

ERJ-170 Pilot Operating Handbook Chapter 12 Abbreviations and Acronyms Volume 5 Symbol

Meaning

WX

Weather Detection Weather Radar

WX/T

Weather with Turbulence

X

Cross

XFEED

Crossfeed

XFR

Transfer

XMIT INH

Inhibit Transmissions

XPDR

Transponder

REV. 4, 15 FEB 2008

12-24

ERJ-170 Pilot Operating Handbook Index Volume 5

Symbols ..... 2-2, 4-136, 4-141, 4-163, 11-41, 11-42, 11-43, 11-44, 11-45, 11-50

Numerics 121.173(b) ........................................................................................ 9-1 121.173(c) ........................................................................................ 9-9 121.189 ............................................................................................ 9-2 121.189(a ......................................................................................... 9-2 121.189(b) ........................................................................................ 9-2 121.189(c) ........................................................................................ 9-2 121.189(d) ........................................................................................ 9-2 121.189(e) ........................................................................................ 9-2 121.191(a) ........................................................................................ 9-3 121.195(a) ........................................................................................ 9-3 121.195(b) ........................................................................................ 9-3 121.195(d) ........................................................................................ 9-4 121.195(e) ........................................................................................ 9-4 121.197 ............................................................................................ 9-4

A Abbreviations and Acronyms .......................................................... 12-1 ACARS ............................................................ 9-58, 9-91, 9-110, 11-35 Action & Callouts RejectedTakeoff ........................................................................... 6-4 Stalls ............................................................................................. 8-5 Actions & Callouts .......................................................................... 6-43 Loss of Thrust at or above V1 ........................................... 4-97, 6-15 Nose Low ..................................................................................... 8-7 Actions ″ Callouts Go Around Engine Out ........................................................................... 6-36 Normal ............................................................................... 4-161 ILS Category I ............................................................... 4-136, 11-50 ILS⁄PRM ................................................................................... 4-163 Landing ..................................................................................... 4-169

REV. 8, 15 SEP 2008

IDX-1

ERJ-170 Pilot Operating Handbook Index Volume 5 Actions and Callouts Nose High ..................................................................................... 8-6 Aft Limit & Inflight Movement ........................................................ 10-22 Air Conditioning Limitations .................................................................................. 2-17 Aircraft approach category .................................................................... 4-131 Aircraft Approach Category .......................................................... 4-131 Airplane Operators Manual (AOM) ...................................INTRO-1, 1-1 ALD ............................................................................................... 4-179 Alerts EGPWS ...................................................................................... 6-41 Altimeter Tolerances .................................................................................. 4-44 Altitude Transition Flow Pattern ....................................................................... 4-100 Altitude Preselect ............................................................................ 1-23 Announcements Rejected Takeoff .......................................................................... 6-4 Antiskid ......................................................................................... 4-179 Anti-Skid Inoperative .................................................................... 4-169 Approach aircraft category ........................................................................ 4-131 Contact ..................................................................................... 4-131 Instrument General .............................................................................. 4-130 Planning ............................................................................. 4-131 Visual Procedures ......................................................................... 4-124 Profile ...................................................................... 4-126, 4-130 visual energy management .......................................................... 4-127

REV. 8, 15 SEP 2008

IDX-2

ERJ-170 Pilot Operating Handbook Index Volume 5 Approaches LDA .......................................................................................... 4-132 Nonprecision Actions ″ Callouts Actions ″ Callouts Nonprecision Approaches ..................................... 4-144 General .......................4-141, 11-41, 11-42, 11-43, 11-44, 11-45 RNAV Landing Callout .................................................................. 4-153 VDP .......................................................................................... 4-142 Visual Landing Callout .................................................................. 4-153 APU Limitations .................................................................................. 2-24 Shutdown During Securing Checklist ....................................... 4-195 starter duty cycle ........................................................................ 2-24 Starting ....................................................................................... 2-24 APU CONTROL ............................................................................. 4-25 Automation Usage ......................................................................................... 1-25 Use During ILS Approach .......................................................... 4-133, 11-48 Autopilot Operation ......................................................................... 1-23 Available Landing Distance (ALD) ................................................ 4-179

B Baggage and Cargo Loading ......................................................... 10-6 Baggage Weight/Index ................................................................. 10-29 Basic Operating Index .................................................................. 10-17 Bouncing at Touchdown ............................................................... 4-181 Brake Cooling ..................................................................................... 4-169 Use During Cold Weather ............................................................ 7-7 Brake Cooling ................................................................................... 7-4 Brakes Limitations .................................................................................. 2-17 Use During Taxi .......................................................................... 4-67

REV. 8, 15 SEP 2008

IDX-3

ERJ-170 Pilot Operating Handbook Index Volume 5 Braking Anti-Skid Inoperative ................................................................ 4-169 During Cold Weather Landing .................................................... 7-10 During Landing ......................................................................... 4-168 Breakouts ILS⁄PRM .................................................................................... 4-163 Actions ″ Callouts ............................................................... 4-163 Briefings Departure Review ....................................................................... 4-44 Takeoff ........................................................................................ 4-77

C Cabin Inspection seeInterior Cabin Inspection Callout Engine Failure ............................................................................ 6-10 Callouts During Landing ......................................................................... 4-167 Nose High ..................................................................................... 8-6 Nose Low ...................................................................................... 8-7 Stalls ............................................................................................. 8-5 Wake Turbulence ....................................................................... 6-43 Captain After Landing flow pattern ......................................................... 4-183 Before Takeoff Checklist (Below the Line) Flow ......................... 4-78 Flow Pattern Before Start Checklist (Below the Line) ............................... 4-50 Flow Patterns After Start Checklist .................................................... 4-59, 4-72 Parking Checklist Flow Pattern ................................................. 4-189 Receiving Checklist Flow Pattern ............................................................................................. 4-19 Cargo Compartment Limits ............................................................. 10-6 Cargo Compartments/Loading ....................................................... 10-3 Cargo Door Operations .................................................................. 10-3 Cargo Index .................................................................................. 10-18 Cargo Nets ................................................................................... 10-11

REV. 8, 15 SEP 2008

IDX-4

ERJ-170 Pilot Operating Handbook Index Volume 5 Category approach .................................................................................. 4-131 I ILS see ILS Caution Zones .............................................................................. 10-23 Certificated Weight Limits ................................................................. 2-3 Check Used in Inspections ...................................................................... 4-8 Checklist ......................................................................................... 1-28 Landing expanded flow .................................................................... 4-156 Checklist “Hold” ................................................................................ 1-7 Checklist Interruption ........................................................................ 1-7 Checklist Philosophy ........................................................................ 1-3 Checklists After Landing Expanded ........................................................................... 4-187 Expanded Flows Expanded Flows After Landing ........................................................ 4-186 Flow Patterns ..................................................................... 4-183 General .............................................................................. 4-182 After Start General ................................................................................ 4-59 After Takeoff Amplified Checklist .............................................................. 4-96 General ................................................................................ 4-94 Before Start (Below the Line) ..................................................... 4-53 Before Start (To the Line) ........................................................... 4-44 General ................................................................................ 4-36 Before Takeoff (To the Line) ...................................................... 4-77 General ................................................................................ 4-72 Expanded Flows Preliminary Landing ........................................................... 4-111 Flow Patterns After Landing ..................................................................... 4-183 Landing Expanded ........................................................................... 4-157 Flow Patterns ..................................................................... 4-154 REV. 8, 15 SEP 2008

IDX-5

ERJ-170 Pilot Operating Handbook Index Volume 5 General .............................................................................. 4-154 Normal ............................................................................1-5, 3-1, 3-2 Parking Expanded ........................................................................... 4-193 Expanded Flow .................................................................. 4-193 General .............................................................................. 4-189 Preliminary Landing Expanded ........................................................................... 4-116 Flow Patterns ..................................................................... 4-107 Receiving Expanded Flows .................................................................. 4-22 Safety & Power On Expanded ............................................................................... 4-3 Flow Pattern ........................................................................... 4-3 General .................................................................................. 4-3 Securing Expanded ........................................................................... 4-195 General .............................................................................. 4-194 Child Count ................................................................................... 10-29 Circling Approaches ..................................................................... 4-148 Clean-Up During Climb ................................................................... 4-87 Clear Air Turbulence (CAT) ............................................................ 7-15 Climb Clean-Up and Acceleration ......................................................... 4-87 Initial ........................................................................................... 4-86 Loss at or above at or above V1 Initial ..................................................................................... 6-11 Loss of Thrust At or Above V1 Max Continuous Thrust ........................................................ 6-35 Profile ................................................................................... 6-14 Loss of Thrust at or above V1 Actions & Callouts ....................................................... 4-97, 6-15 Directional Control ................................................................ 6-10 Directional Control After Liftoff ............................................. 6-11 General .................................................................................. 6-5 Initial Climb .......................................................................... 6-11 Max Continuous Thrust ........................................................ 6-12 Rotation ................................................................................ 6-10 Thrust Requirements ............................................................ 6-10

REV. 8, 15 SEP 2008

IDX-6

ERJ-170 Pilot Operating Handbook Index Volume 5 Maximum Angle .......................................................................... 4-93 Slat/Flap Retraction .................................................................... 4-87 Speed Determination ...................................................................... 4-92 Schedule .............................................................................. 4-93 Thrust ......................................................................................... 4-93 Closing Cargo Door ........................................................................ 10-5 Cold Weather After Landing .............................................................................. 7-10 Brake Usage ................................................................................. 7-7 Braking During Landing .............................................................. 7-10 Engine Run-ups ................................................................................. 7-8 Engine Start .................................................................................. 7-7 In Flight ......................................................................................... 7-9 Landing ......................................................................................... 7-9 Rejected Takeoff .......................................................................... 7-9 Reverse Thrust ............................................................................. 7-9 Taxiing .......................................................................................... 7-7 Use of Reverse Thrust ...................................................................... 7-7 Cold Weather Operations ................................................................. 7-5 Communications After Rejected Takeoff .................................................................. 6-4 Compressor/Engine Stall Considerations ....................................................................... 6-8 NonRecoverable .................................................................... 6-8 Single⁄ ultiple with Self Recovery ........................................ 6-8 Types ..................................................................................... 6-8 stall multiple with pilot action ......................................................... 6-8 Configuration Alternate ILS .................................................................. 4-135, 11-48 descent ..................................................................................... 4-105 Go Around ................................................................................ 4-158 Contact Approach ......................................................................... 4-131 Contaminated Runway Operations Acceleration .................................................................................. 7-1 REV. 8, 15 SEP 2008

IDX-7

ERJ-170 Pilot Operating Handbook Index Volume 5 General ......................................................................................... 7-1 Hydroplaning ................................................................................ 7-1 Stopping ....................................................................................... 7-1 Crash, Fire and Rescue ................................................................ 11-33 Crew Resource Management (CRM) ............................................... 1-1 Crosswind Takeoff ........................................................................................ 4-85

D Damage Engine .......................................................................................... 6-7 Daylight Illumination External Lights .......................................................... 4-99, 4-121 De-Crab During Flare Landing ..................................................... 4-171 Definition of Terms ................................................................ 1-27, 1-28 Delayed Engine Start ...................................................................... 4-69 Departure Review ........................................................................... 4-44 Descent configuration ............................................................................. 4-105 Factors ...................................................................................... 4-104 Fuel Conservation .................................................................... 4-105 planning .................................................................................... 4-105 Rate .......................................................................................... 4-104 Ratio ......................................................................................... 4-104 Schedule ................................................................................... 4-103 Directional Control Loss of Thrust At or Above V1 .................................................... 6-10 Discrepancies ................................................................................. 11-2 Duty Cycle Starter Limitations ....................................................................... 2-23

REV. 8, 15 SEP 2008

IDX-8

ERJ-170 Pilot Operating Handbook Index Volume 5

E EGPWS .......................................................................................... 6-39 Alerts .......................................................................................... 6-41 Escape Maneuver ...................................................................... 6-40 Recovery .................................................................................... 6-40 EICAS Engine Limit Display Markings ................................................... 2-22 Electrical ........................................................................................... 4-5 Electromechanical Latch .............................................................. 11-15 Emergency Descent ....................................................................... 6-19 Emergency Equipment ................................................................... 11-3 Escape Lines .............................................................................. 11-5 Escape Ropes ............................................................................ 11-5 Emergency Equipment Location .................................................... 11-6 Emergency Evacuation Slide ....................................................... 11-31 Emergency Exit Lights Switch ...................................................... 11-12 Emergency Exits .......................................................................... 11-24 Emergency Exits and Lights ........................................................... 11-8 Emergency Flightdeck Entry ........................................................ 11-18 Emergency Lighting System ......................................................... 11-11 Energy Management .................................................................... 4-127 Engine Compressor Stall Considerations ....................................................................... 6-8 NonRecoverable .................................................................... 6-8 Single⁄ ultiple with Self Recovery ........................................ 6-8 Types ..................................................................................... 6-8 compressor stall multiple with pilot action ......................................................... 6-8 Failure ................................................................................. 6-6, 6-33 Callout .................................................................................. 6-10 Ground Track Considerations .............................................. 6-11 Failure Recognition .................................................................... 6-10 Fire ............................................................................................... 6-6 Indications of Stable ................................................................... 4-55 Limits .......................................................................................... 2-22 Severe Damage ........................................................................... 6-7

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5 Start ............................................................................................ 4-55 First Flight of the Day ........................................................... 4-55 Start During Cold Weather ........................................................... 7-7 Engine Dry Motoring ......................................................................... 6-1 Engine Out Go Around .................................................................................. 6-34 Actions ″ Callouts ................................................................. 6-36 Landing Reverse Thrust .................................................................. 4-168 Engine Start Abort ............................................................................ 6-1 Engines Run-ups During Cold Wx .............................................................. 7-8 Escape Lines/Rope ........................................................................ 11-5 Escape Slide ................................................................................. 11-25 Establishing Electrical Power/Air Conditioning ................................. 4-5 Expanded Checklist ........................................................................ 1-28 Expanded Flow Landing Checklist ..................................................................... 4-156 Parking Checklist ...................................................................... 4-193 Expanded Flows Climbing Through Transition Altitude ....................................... 4-101 Receiving Checklist .................................................................... 4-22 Exterior Inspection ..................................................................................... 4-8 Left Main Gear ..................................................................... 4-13 Route ................................................................................... 4-10 Walkaround ................................................................................ 4-15 External Lights Daylight Illumination .................................................. 4-99, 4-121 Night Illumination ............................................. 4-79, 4-99, 4-121

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

F Failure Engine .......................................................................................... 6-6 Engine Recognition .................................................................... 6-10 Failure of Engine on Final Approach .............................................. 6-33 Final Index (CG) & Fuel Burn Off ................................................. 10-20 Fire Engine .......................................................................................... 6-6 First Flight of the Day Engine Start ................................................................................ 4-55 First Officer After Landing Flow Pattern ....................................................... 4-185 Before Start Checklist flow Pattern .......................................................................... 4-41 Flow Patterns After Start Checklist ............................................................. 4-62 Parking Checklist Flow Pattern ................................................ 4-192 Receiving Checklist Expanded Flow .................................................................... 4-33 Receiving Checklist Flow Pattern ............................................... 4-32 Flaps Effect in Stalls ............................................................................... 8-3 Flare Landing ..................................................................................... 4-165 Flaring Too High ........................................................................... 4-180 Flight Attendant Emergency Switch ............................................. 11-13 Flight Attendant Weight/Index ...................................................... 10-28 Flight Crew Weight/Index ............................................................. 10-28 Flight Crewmembers at their Stations ............................................ 1-27 Flight Director Takeoff ....................................................................................... 4-86 Flight Spoiler Thrust Usage ................................................................... 1-25, 4-122 Flight Spoilers Effect in Stalls ............................................................................... 8-3 Flight Training Acceptable Performance .......................................... 8-8 Flightdeck Access Panel .............................................................. 11-20 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5 Flightdeck Door ............................................................................ 11-15 Flightdeck Escape Rope ................................................................. 11-4 Floor Proximity Emergency Escape Path Lighting System .......... 11-13 Flow Expanded Descending through 10,000 feet MSL ............................... 4-121 Flow Patterns After Landing Checklist ............................................................. 4-183 Climbing Through Transition Altitude ....................................... 4-100 Exterior Inspection ...................................................................... 4-10 Interior Cabin Inspection ............................................................. 4-16 Interior Flight Deck Inspection ...................................................... 4-1 Landing Checklist ..................................................................... 4-154 Preliminary Landing .................................................................. 4-107 Safety & Power On Checklist ....................................................... 4-3 FMS .............................................................................................. 11-35 Forward Cargo Compartment Temperatures ............................... 10-14 Fuel Approved .................................................................................... 2-16 Conservation Descent .............................................................................. 4-105 Imbalance ................................................................................... 2-16 Minimum for Takeoff ................................................................... 4-82 Temperature ............................................................................... 2-16 Fuel Burn Off ................................................................................ 10-21 Fuel Index ..................................................................................... 10-19

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ERJ-170 Pilot Operating Handbook Index Volume 5

G Girt Retaining Fasteners/Straps ................................................... 11-32 Go Around Actions ″ Callouts ..................................................................... 4-161 Engine Out ........................................................................... 6-36 Configuration ............................................................................ 4-158 Engine Out ................................................................................. 6-34 Executing .................................................................................. 4-159 ILS⁄PRM Breakouts ........................................................................... 4-163 Maneuver ................................................................................. 4-159 Manual vs Automatic ................................................................ 4-158 Preparation ............................................................................... 4-158 Thrust ....................................................................................... 4-158 TO⁄GA Switch ........................................................................... 4-158 Ground Operations ........................................................................... 7-5 Ground Track Engine Failure ............................................................................ 6-11

H Hazardous Weather ....................................................................... 7-15 Hot Weather Landing ......................................................................................... 7-4 Takeoff ......................................................................................... 7-3 Taxiing .......................................................................................... 7-3 Hot Weather Operations ................................................................... 7-3 Hung Start ........................................................................................ 6-1 Hydraulic Systems Warm-Up ........................................................... 7-6 Hydroplaning .................................................................................... 7-1

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

I Icing Conditions Definition ..................................................................................... 2-15 IDGs Cold Weather Indications ............................................................. 7-7 ILS Category I Actions ″ Callouts .................................................... 4-136, 11-50 Alternate Configuration ........................................... 4-135, 11-48 Automation .............................................................. 4-133, 11-48 Landing Callout .................................................................. 4-153 Missed Approach Point ...................................................... 4-163 ILS⁄PRM Breakouts ................................................................................. 4-163 Actions ″ Callouts ............................................................... 4-163 Imbalance Fuel ............................................................................................. 2-16 Indications Stable Engine ............................................................................. 4-55 Inflight Emergencies ....................................................................... 6-17 Initial Climb .......................................................................................... 4-86 Inspection Exterior ......................................................................................... 4-8 Route ................................................................................... 4-10 Interior Cabin .............................................................................. 4-16 Interior Flight Deck .............................................................. 4-1, 4-16 Instrument Approach General .............................................................................. 4-130 Planning ............................................................................. 4-131 Interior Cabin Inpection General ................................................................................ 4-16 Cabin Inspection Flow Pattern ......................................................................... 4-16 Flight Deck..................................................................................... 4-1 Flight Deck Inspection Flow Pattern ........................................................................... 4-1 Introduction ..............................................................................INTRO-1 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

L LAHSO ......................................................................................... 4-172 Land And Hold Short Operations ................................................. 4-172 Landing Actions ″ Callouts ..................................................................... 4-169 Braking ..................................................................................... 4-168 During Cold Weather ........................................................... 7-10 Callouts ......................................................................... 4-153, 4-167 Cold Weather ............................................................................... 7-9 Crab ″ Sideslip Combined ........................................................ 4-171 DeCrab during Flare ................................................................. 4-171 Flare ......................................................................................... 4-165 Hot Weather ................................................................................. 7-4 limitation thrust reverser ...................................................................... 2-18 Minimums Setting MDAs ..................................................................... 4-141 SideStep ............................................................................ 4-131 Rejected Landing Rejected Landing ...................................................... 4-181, 6-31 Reverse Thrust ......................................................................... 4-167 Sideslip ..................................................................................... 4-170 Thrust ....................................................................................... 4-165 Touchdown ............................................................................... 4-166 Touchdown in Crab .................................................................. 4-171 Use of Speed Brakes ............................................................... 4-166 Vertical Guidance ..................................................................... 4-165 Weight Limitation .......................................................................... 2-2 Landing Callout After .......................................................................................... 4-153 Prior to ...................................................................................... 4-153 Landing Irregularities .................................................................... 4-180 LDA Approach .............................................................................. 4-132 Liftoff Loss at or above at or above V1 Directional Control ............................................................... 6-11 Lights Daylight Illumination ........................................................ 4-99, 4-121

REV. 8, 15 SEP 2008

IDX-15

ERJ-170 Pilot Operating Handbook Index Volume 5 Night Illumination .................................................... 4-79, 4-99, 4-121 Limitations Air Conditioning .......................................................................... 2-17 APU ............................................................................................ 2-24 Starting ................................................................................. 2-24 Brakes ........................................................................................ 2-17 Fuel Approved .............................................................................. 2-16 Imbalance ............................................................................ 2-16 Temperature ........................................................................ 2-16 Manufacturer ................................................................................ 2-1 Minimum Operating Speed ......................................................... 2-11 Operations .................................................................................... 2-4 pressurization ............................................................................. 2-17 Speeds ......................................................................................... 2-7 Flaps .................................................................................... 2-11 Starter Duty Cycle ............................................................................ 2-23 Thrust Reversers ........................................................................ 2-18 Types of Operations ..................................................................... 2-1 Weight Certificated ............................................................................. 2-3 Landing .................................................................................. 2-2 Takeoff ................................................................................... 2-2 Live Animals Transportation ......................................................... 10-14 Load Manifest ............................................................................... 10-30 Loss of Thrust At or Above V1 .......................................................... 6-5 Low Level Windshear Alert System (LLWAS) ................................ 7-16

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

M Maneuver side-step ................................................................................... 4-131 MAP See Missed Approach Point Maximum Angle Climb ................................................................... 4-93 Maximum Performance Takeoff ..................................................... 4-85 MDA Setting ...................................................................................... 4-141 MEL ................................................................................................ 11-1 Microburst ....................................................................................... 7-16 Microbursts ..................................................................................... 7-31 Minimum Fuel Takeoff ................................................................................. 4-82 Minimum Equipment List ..................................................... 4-174, 11-1 Minimums Landing SideStep ............................................................................ 4-131 Setting MDAs ........................................................................... 4-141 Missed Approach .......................................................................... 4-149 Point ......................................................................................... 4-163 ILS CAT I ........................................................................... 4-163 Missed Approach - One Engine Inoperative ................................... 6-34 Mountain Wave Turbulence ........................................................... 7-15

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ERJ-170 Pilot Operating Handbook Index Volume 5

N Night Illumiation External Lights ..................................................................... 4-99 Illumination External Lights .......................................................... 4-79, 4-121 No Slat / Flap Approach Procedure ................................................ 6-28 Nonprecision Approaches see Approaches Nonprecision Normal Checklist ................................................................1-5, 3-1, 3-2 Nose High Atttitude ................................................................................ 8-6 Low Attitude .................................................................................. 8-7 Nose High Actions & Callouts ........................................................................ 8-6 Nosewheel/Rudder Pedal Steering During Taxi ............................. 4-67

O Observer Index ............................................................................. 10-19 Observer Weight Index ................................................................. 10-28 Oil Cold Weather Indications ............................................................. 7-7 One Engine Inoperative (OEI) Approaches .................................... 6-21 One Engine Inoperative (OEI) Non-Precision Approach Procedure 6-26 One Engine Inoperative (OEI) Precision Approach Procedure ...... 6-24 One Engine Inoperative (OEI) Visual Approach Procedure ........... 6-21 Opening Cargo Doors ..................................................................... 10-4 Operational Limits ........................................................................... 2-24 Operations Limitations .................................................................................... 2-4 Minimum Operating Limit Speed ................................................ 2-11 Speed Limits ................................................................................. 2-7 Flaps .................................................................................... 2-11 Types of ........................................................................................ 2-1 Overview of Embraer Pilot Operating Handbook .....................INTRO-2 Ozone ............................................................................................. 7-18 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

P PA Announcement Rejected Takeoff .................................................................... 6-4 Package size tables ....................................................................... 10-6 Parking Checklist .......................................................................... 4-193 Passenger & Cargo Additions & Removals .................................. 10-19 Passenger Index .......................................................................... 10-17 Passenger Weight Index .............................................................. 10-28 Performance Takeoff ....................................................................................... 4-85 PF Expanded Flows Preliminary Landing Checklist ........................................... 4-108 Phase II Flightdeck Door .............................................................. 11-15 Photoluminescent Strips ............................................................... 11-14 Pireps ............................................................................................. 7-11 PM After Takeoff Checklist Flows ................................................................................... 4-95 Flow Pattern Passing Through 10,000 feet MSL ...................................... 4-98 Flow Patterns Descending through 10,000 Feet MSL .............................. 4-120 Landing Checklist .............................................................. 4-155 Preliminary Landing Checklist ................................ 4-109, 4-110 Landing Callouts ....................................................................... 4-167 Pressurization limitations ................................................................................... 2-17 Procedures ..................................................................................... 1-28 Profile Loss of Thrust at or above V1 .................................................... 6-14 Profiles Visual Approach ............................................................ 4-126, 4-130 Pushback Procedures General ................................................................................ 4-54 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

R Rapid Depressurization .................................................................. 6-19 Rate of Descent ............................................................................ 4-104 Recognition of Engine Failure ........................................................ 6-10 Recommended Flows ..................................................................... 1-28 Recover from multiple with pilot action ....................................................... 6-8 From Single⁄ ultiple with Self Recovery ...................................... 6-8 Recoveries EGPWS ...................................................................................... 6-40 From Stalls ................................................................................... 8-4 Reinforced Cockpit Door .............................................................. 11-15 Rejected Takeoff Actions & Callouts .................................................................. 6-4 Communications .................................................................... 6-4 Procedures After .................................................................... 6-4 Rejected Landing ................................................................. 4-175, 6-31 Rejected Landing Procedure (RLP) .............................................. 4-177 Rejected Takeoff .............................................................................. 6-3 Cold Weather ................................................................................ 7-9 PA Announcement ........................................................................ 6-4 Resolution Advisory (RA) ............................................................... 6-42 Reverse Thrust Engine Out Landing .............................................................................. 4-168 Landing ..................................................................................... 4-167 Use During Cold Weather Landing ........................................................... 7-9 Use During Cold Weather ............................................................. 7-7 Rolling Takeoff ................................................................................ 4-85 Rotation Loss At or Above At or Above V1 ............................................... 6-10 Run-Ups Engines During Cold Wx .............................................................. 7-8 Runway Contaminated Acceleration ........................................................................... 7-1 General .................................................................................. 7-1 Hydroplaning .......................................................................... 7-1 Stopping ................................................................................. 7-1 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5

S Safety Wands Daylight Operations .................................................................... 4-54 Securing Checklist ........................................................................ 4-195 See Gee Wheel ................................................................. 10-24, 10-26 Setting MDAs ........................................................................................ 4-141 Severe Engine Damage ................................................................... 6-7 Severe or Extreme Turbulence Encounter ..................................... 7-15 Severe Windshear .......................................................................... 7-16 Shoulder Harness Landing ..................................................................................... 4-115 Shutdown APU During Securing Checklist ................................................ 4-195 Sideslip Landing ........................................................................... 4-170 Side-Step Maneuver ..................................................................... 4-131 Slat/Flap Retraction ................................................................................... 4-87 SOPs ................................................................................................ 1-1 Special Advisories .......................................................................... 1-28 Speed Climb Determination ...................................................................... 4-92 Schedule .............................................................................. 4-93 Limits ............................................................................................ 2-7 Maximum Flap Operating Speeds .............................................. 2-11 Minimum Operating .................................................................... 2-11 Speed Brakes Use During Landing .................................................................. 4-166 Speeds Descent .................................................................................... 4-103 Sustaining Taxi Speed ............................................................... 4-66 Taxi ............................................................................................. 4-66 Spoiler Thrust Usage ................................................................... 1-25, 4-122 Spoilers Effect in Stalls ............................................................................... 8-3 REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5 Stabilized Approach ........................................................... 4-123, 4-175 Stall Engine Compressor Considerations ....................................................................... 6-8 NonRecoverable .................................................................... 6-8 Single⁄ ultiple with Self Recovery ......................................... 6-8 Types ..................................................................................... 6-8 engine compressor multiple with pilot action ......................................................... 6-8 Stall Recovery .................................................................................. 8-5 Stalls ................................................................................................. 8-3 Recovery ...................................................................................... 8-4 Recovery Actions & Callouts ........................................................ 8-5 Standard Operating Procedures (SOPs) .......................................... 1-1 Starter APU ............................................................................................ 2-24 Starting APU ............................................................................................ 2-24 Delayed Engine .......................................................................... 4-69 Engine ........................................................................................ 4-55 Engines During Cold Weather ...................................................... 7-7 Starting Engines ............................................................................... 6-1 Steep Turns ...................................................................................... 8-2 Steering Taxi ............................................................................................. 4-67 Supplemental Oxygen .................................................................... 1-27 Switchlight ...................................................................................... 1-28 System Operations ................................................................ 1-27, 1-28

T Tail Strike During Landing ............................................................ 4-180 Takeoff .............................................................................................. 7-8 Briefing ....................................................................................... 4-77 Hot Weather ................................................................................. 7-3 Limitation Thrust Reverser ................................................................... 2-18 Maximum Performance .............................................................. 4-85 Min Fuel Quantity ....................................................................... 4-82 REV. 8, 15 SEP 2008

IDX-22

ERJ-170 Pilot Operating Handbook Index Volume 5 Rejected Actions & Callouts .................................................................. 6-4 Communications .................................................................... 6-4 PA Announcements ............................................................... 6-4 Procedures After .................................................................... 6-4 Rolling ........................................................................................ 4-85 Rotation and Liftoff Rotation Takeoff .......................................................................... 4-86 Weight Limitation .......................................................................... 2-2 Takeoff Emergencies ....................................................................... 6-3 Takeoffs Crosswind ................................................................................... 4-85 Flight Director Use ...................................................................... 4-86 Initial Climb ................................................................................. 4-86 Taxi Brakes ........................................................................................ 4-67 Cold Weather ............................................................................... 7-7 Hot Weather ................................................................................. 7-3 Initial Aircraft Movement ............................................................. 4-66 Nosewheel/Rudder Pedal Steering ............................................ 4-67 Speed ......................................................................................... 4-66 Sustaining Speed ....................................................................... 4-66 Thrust Management ................................................................... 4-66 Turning Radius .................................................................. 4-70, 4-71 TCAS Warnings .............................................................................. 6-42 Temperature Fuel ............................................................................................ 2-16 Terminal Weather Information for Pilots (TWIP) ............................ 7-16 Thrust Climb .......................................................................................... 4-93 Go Around ................................................................................ 4-158 Landing ..................................................................................... 4-165 Loss At or Above At or Above V1 Max Continuous ................................................................... 6-35 Loss At or Above at or Above V1 Requirements ...................................................................... 6-10

REV. 8, 15 SEP 2008

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ERJ-170 Pilot Operating Handbook Index Volume 5 Loss at or above at or above V1 general ................................................................................... 6-5 Max Continuous ................................................................... 6-12 Profile ................................................................................... 6-14 Reverse Use During Cold Wx ............................................................... 7-7 Reverse During Landing in Cold Wx ............................................ 7-9 Usage during Taxi ...................................................................... 4-66 Use with Flight Spoilers ................................................... 1-25, 4-122 Thrust Reverse ............................................................................. 4-179 Thrust Reverser Limitation Takeoff ................................................................................. 2-18 limitation landing ................................................................................. 2-18 Thrust Reversers Limitations .................................................................................. 2-18 Thunderstorms ...................................................................... 7-15, 7-35 TO⁄GA Switch ............................................................................... 4-158 Tolerances Altimeter ..................................................................................... 4-44 Touchdown During Landing .......................................................... 4-166 Touchdown in Crab Landing ......................................................... 4-171 Traffic Advisory (TA) ....................................................................... 6-42 Turbulence ............................................................................. 7-15, 7-19 Turbulence Intensity ....................................................................... 7-21 Turning .................................................................................. 4-70, 4-71 Radius During Taxi ............................................................ 4-70, 4-71 Turns Steep ............................................................................................ 8-2

U Unusual Attitude Nose-High Recovery A&C ............................................................ 8-6 Unusual Attitudes ............................................................................. 8-6 Nose High ..................................................................................... 8-6 Nose Low ...................................................................................... 8-7

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ERJ-170 Pilot Operating Handbook Index Volume 5

V V1 Loss of Thrust At or Above Initial Climb ...................................................... 6-11 At or Above Max Continuous Thrust ........................... 6-12, 6-35 At or Above Thrust Requirements ....................................... 6-10 loss of thrust at or above ............................................................................. 6-5 VDP .............................................................................................. 4-142 Visual Approach Landing Callouts ....................................................................... 4-153 Volcanic Ash ................................................................................... 7-41

W Wake Turbulence .................................................................. 6-43, 6-48 Recovery .................................................................................... 6-43 Walkaround Exterior ....................................................................................... 4-15 Weather Radar ............................................................................... 7-35 Weight see also Limitations Weight & Balance Calculations .................................................... 10-16 Weight Tables .............................................................................. 10-27 Weights & Indexes ....................................................................... 10-28 Windshear ...................................................................................... 7-15 Windshear Detection ...................................................................... 7-26 Windshear Escape Guidance Mode ............................................... 7-27 Windshear Recovery ...................................................................... 7-23 Windshear/Microburst Advisories ................................................... 7-17 Wing/Engine Strikes During Landing ............................................ 4-180

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ERJ-170 Pilot Operating Handbook Index Volume 5

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