Sopm Embraer

EMBRAER 170/175/190/195

STANDARD OPERATING PROCEDURES MANUAL EMBRAER S.A.

This manual is applicable to EMBRAER 170/175 and EMBRAER 190/195 airplanes equipped respectively with CF34-8E and CF34-10E series engines, operating under ANAC, FAA, EASA/JAA and TCCA certifications.

SOPM–1755-001 DECEMBER 10, 2003 REVISION 19 – JULY 04, 2016 In connection with the use of this document, Embraer does not provide any express or implied warranties and expressly disclaims any warranty of merchantability or fitness for a particular purpose. This document contains trade secrets, confidential, proprietary information of Embraer and technical data subject to U.S. Export Administration Regulation ("EAR") and other countries export control laws and regulations. Diversion contrary to the EAR and other laws and regulations is strictly forbidden. The above restrictions may apply to data on all pages of this document. Copyright © 2016 by Embraer S.A. All rights reserved.

STANDARD OPERATING PROCEDURES

HIGHLIGHTS OF CHANGE

HIGHLIGHTS OF CHANGE The changes in this document are recognized by a vertical bar on the edge of the page matching with the changed lines. This bar will reflect the document revision number located at the bottom right of each page. Here are presented the summary of these changes. REVISION 19 – JULY 04, 2016 Block VARIOUS VARIOUS 2-15 2-75 2-80 3-05-10 3-10 3-10

3-15-01 3-15-05 3-15-05 3-15-05 3-15-05

SOPM-1755c01

3-20

Page

Change Description

Included information related to Primus Epic LOAD VARIOUS 27.1 (NG FMS). VARIOUS Linguistic revision. Included information that Anti-ice Pressure Relief 4 Door is only applicable to E190/195 airplanes. 5 Added information related to LOAD 25.5. Added information to trim the airplane for turbulent 1 air penetration speed. Added information that the HGS, when not used in 4 low visibility operations, can be operated as a repeater of the PFD. 12 Updated Embraer 175 turning radius. In the Actions and Callouts table of the Emergency 19 Evacuation procedure, updated the order of the steps “Notifies ATC” and “Alerts cabin crew”. If during takeoff roll the ATTCS does not change 6 from white to green (armed), added note to check thrust levers are at TO/GA position. Updated information of the FMS reset logic during 2 RTO. Changed Noise abatement TAKEOFF NADP 1 / 13 ICAO A information to “V2 + 10” after positive rate. Changed Noise abatement TAKEOFF NADP 2 / 15 ICAO B information to “V2 + 10” after positive rate. Included possible airplane behavior under takeoff 19 in adverse conditions. Added information that the Green Dot can be used 1,2 as reference for maximum angle of climb and for maximum rate of climb speeds.

0-HOC Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

HIGHLIGHTS OF CHANGE

Block

STANDARD OPERATING PROCEDURES Page

Change Description

Added information to not use green dot speed for driftdown for Load 25.5.0.1 and LOAD 25.6. Updated Emergency Descent procedure for 3-25 17, 18, 20 manual and AP engaged descent. Actions and Callouts table updated accordingly. Added information that the Green Dot can be used 3-25 21 as reference during holding for minimum fuel consumption. Improved ENGINE VIBRATION DURING CRUISE 3-25 36 wording. Added information to use the Green Dot as 3-30 1 reference if there is need to reduce speed during descent. 3-35-01 2 Description of flaps maneuvering speeds changed.

3-25

11

3-35-01

7

3-35-01 3-35-01 3-35-01 3-35-05 3-35-05 3-35-10 3-35-10 3-35-10 3-40 3-40

SOPM-1755c01

3-35-01

LPV approach included. Modified text to inform that the preview mode can be used to monitor the course bar while FMS is the 8 primary source. Affects note (1). Removed information related to VNAV and VGP. Affects note (6). Added note (8). Included information related to Primus Epic LOAD 2,10 25.5. LANDING SPEEDS moved to a new section. 11, 12, 13 Updated Vac, Vref, and Vfs setting description. 24 Callout changed from “LANDING” to “CONTINUE”. Added AFM limitation regarding AUTOLAND and 5 OEI on final approach. 15 Callout changed from “LANDING” to “CONTINUE”. Added note that the VGP may disengage if the 4 termination waypoint in the approach plate is not located at the runway. 9 Callout changed from “LANDING” to “CONTINUE”. Added note related to Auto LNAV equipped 25 airplanes. Added information to pull the thrust reverser 2 triggers after main wheels touchdown. 4, 5 Added information related to autobrake use.

0-HOC Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES Block

Page 14

3-40

17

SOPM-1755c01

3-40

HIGHLIGHTS OF CHANGE

Change Description Added information that in a windshear escape maneuver without EGPWS announcement, pitch may be increased above 20º after stabilization. Rejected landing procedure revised to include FMS selection.

0-HOC Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

HIGHLIGHTS OF CHANGE

STANDARD OPERATING PROCEDURES

SOPM-1755c01

INTENTIONALLY BLANK

0-HOC Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES

SOPM-1755 c01

ORIGINAL................ 0....................DEC 10, 2003 REVISION................ 1.................... FEB 20, 2004 REVISION................ 2....................MAY 31, 2004 REVISION................ 3....................DEC 23, 2004 REVISION................ 4....................AUG 07, 2006 REVISION................ 5....................MAY 29, 2007 REVISION................ 6..................... JUL 31, 2007 REVISION................ 7.................... JUN 30, 2008 REVISION................ 8....................NOV 20, 2008 REVISION................ 9....................AUG 03, 2009 REVISION................ 10..................DEC 18, 2009 REVISION................ 11.................. APR 30, 2010 REVISION................ 12..................AUG 26, 2010 REVISION................ 13..................MAY 30, 2011 REVISION................ 14.................. SEP 19, 2011 REVISION................ 15................... JUL 16, 2012 REVISION................ 16................... JUL 02, 2013 REVISION................ 17................... JUL 02, 2014 REVISION................ 18..................MAY 04, 2015 REVISION................ 19................... JUL 04, 2016

0-LEP Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

* Title ..............REVISION 19 * * * * * * * *

3................... REVISION 17 4................... REVISION 16 5................... REVISION 15 6................... REVISION 15

0-LEP 1 ...................REVISION 19 2 ...................REVISION 19 3 ...................REVISION 19 4 ...................REVISION 19 5 ...................REVISION 19 6 ...................REVISION 19 7 ...................REVISION 19 8 ...................REVISION 19 0-TOC 1 ...................REVISION 10 2 ...................REVISION 10 1-00 1 ...................REVISION 10 2 ...................REVISION 10

* * * * * * * * * * * *

2-15 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19 10................. REVISION 19 11................. REVISION 19 12................. REVISION 19

* * * * * * * * * * * *

2-17 1................... REVISION 18 2................... REVISION 18 3................... REVISION 18 4................... REVISION 18 5................... REVISION 18 6................... REVISION 18 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19 10................. REVISION 19 11................. REVISION 19 12................. REVISION 19 13................. REVISION 19 14................. REVISION 19 15................. REVISION 19 16................. REVISION 19 17................. REVISION 19 18................. REVISION 19

1-05 1 ...................REVISION 16 2 ...................REVISION 12 2-00 * 1 ...................REVISION 19 * 2 ...................REVISION 19 2-07 1 ...................REVISION 18 2 ...................REVISION 18 3 ...................REVISION 18 4 ...................REVISION 18 2-09 1 ...................REVISION 12 2 ...................REVISION 17 2-13 1 ...................REVISION 12 2 ...................REVISION 15

2-25 1................... REVISION 13 * Asterisk indicates pages revised, added or deleted by the current revision.

0-LEP Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755 c01

LIST OF EFFECTIVE PAGES

STANDARD OPERATING PROCEDURES 2................... REVISION 10

2-49 1................... REVISION 14 2................... REVISION 10

2-29 1................... REVISION 12 2................... REVISION 10

2-53 1................... REVISION 10 2................... REVISION 10

2-31 1................... REVISION 18 2................... REVISION 18

2-60 1................... REVISION 18 2................... REVISION 18

2-33 1................... REVISION 18 2................... REVISION 18

2-63 1................... REVISION 12 2................... REVISION 16 3................... REVISION 16 4................... REVISION 17 5................... REVISION 17 6................... REVISION 16

2-34 * 1................... REVISION 19 2................... REVISION 18 2-35 * 1................... REVISION 19 * 2................... REVISION 19

SOPM-1755 c01

* * * *

LIST OF EFFECTIVE PAGES

2-65 1................... REVISION 17 2................... REVISION 17

2-37 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19

2-67 1................... REVISION 17 2................... REVISION 17

2-41 1................... REVISION 18 2................... REVISION 18

2-70 1................... REVISION 14 2................... REVISION 12

2-42 * 1................... REVISION 19 2................... REVISION 18

2-73 1................... REVISION 12 2................... REVISION 12

2-45 1................... REVISION 17 2................... REVISION 10

2-75 1................... REVISION 18 2................... REVISION 18

* Asterisk indicates pages revised, added or deleted by the current revision.

0-LEP Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

* * * *

STANDARD OPERATING PROCEDURES

3 ...................REVISION 18 4 ...................REVISION 18 5 ...................REVISION 19 6 ...................REVISION 19 7 ...................REVISION 19 8 ...................REVISION 19

10................. REVISION 18 3-05-05 1................... REVISION 18 2................... REVISION 18 3................... REVISION 18 4................... REVISION 18 5................... REVISION 18 6................... REVISION 18 7................... REVISION 18 8................... REVISION 18

2-77 1 ...................REVISION 18 2 ...................REVISION 18 3 ...................REVISION 18 4 ...................REVISION 18 2-80 * 1 ...................REVISION 19 2 ...................REVISION 18

* * *

2-83 1 ...................REVISION 12 2 ...................REVISION 12

* * * *

3-00 1 ...................REVISION 18 2 ...................REVISION 18 3 ...................REVISION 19 4 ...................REVISION 19 5 ...................REVISION 19 6 ...................REVISION 19 7 ...................REVISION 18 8 ...................REVISION 18

*

3-05-10 1................... REVISION 18 2................... REVISION 18 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 18 7................... REVISION 18 8................... REVISION 18 9................... REVISION 18 10................. REVISION 18 11................. REVISION 19 12................. REVISION 18 13................. REVISION 18 14................. REVISION 18 15................. REVISION 18 16................. REVISION 18

3-10 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 6A (del) ........ REVISION 19 6B (del) ........ REVISION 19 7................... REVISION 19 8................... REVISION 19 * Asterisk indicates pages revised, added or deleted by the current revision. 3-05-01 1 ...................REVISION 18 2 ...................REVISION 18 3 ...................REVISION 18 4 ...................REVISION 18 5 ...................REVISION 18 6 ...................REVISION 18 7 ...................REVISION 18 8 ...................REVISION 18 9 ...................REVISION 18

* * * * * * * * * *

0-LEP Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755 c01

LIST OF EFFECTIVE PAGES

SOPM-1755 c01

STANDARD OPERATING PROCEDURES * * * * * * * * * * * *

9................... REVISION 19 10................. REVISION 19 11................. REVISION 19 12................. REVISION 19 13................. REVISION 19 14................. REVISION 19 15................. REVISION 19 16................. REVISION 19 17................. REVISION 19 18................. REVISION 19 19................. REVISION 19 20................. REVISION 19

* * * * * * * * * *

3-15-01 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19 10................. REVISION 19

3-15-05 * 1................... REVISION 19 * 2................... REVISION 19 * 3................... REVISION 19 4................... REVISION 18 * 5................... REVISION 19 * 6................... REVISION 19 * 7................... REVISION 19 * 8................... REVISION 19 9................... REVISION 18 * 10................. REVISION 19 * 11................. REVISION 19 * 12................. REVISION 19 * 13................. REVISION 19 * 14................. REVISION 19 * 15................. REVISION 19

LIST OF EFFECTIVE PAGES

* * * * * * *

16................. REVISION 19 17................. REVISION 19 18................. REVISION 19 19................. REVISION 19 20................. REVISION 19 21................. REVISION 19 22................. REVISION 19

* * * * * * * * * * * * * * * *

3-15-10 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19 10................. REVISION 19 11................. REVISION 19 12................. REVISION 19 13................. REVISION 19 14................. REVISION 19 15................. REVISION 19 16................. REVISION 19

* * * * * *

3-20 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19

3-25 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 * Asterisk indicates pages revised, added or deleted by the current revision. * * * * * *

0-LEP Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

7 ...................REVISION 19 8 ...................REVISION 19 9 ...................REVISION 19 10 .................REVISION 19 11 .................REVISION 19 12 .................REVISION 19 13 .................REVISION 19 14 .................REVISION 19 15 .................REVISION 19 16 .................REVISION 19 17 .................REVISION 19 18 .................REVISION 19 19 .................REVISION 19 20 .................REVISION 19 21 .................REVISION 19 22 .................REVISION 19 23 .................REVISION 19 24 .................REVISION 19 25 .................REVISION 19 26 .................REVISION 19 27 .................REVISION 19 28 .................REVISION 19 29 .................REVISION 19 30 .................REVISION 19 31 .................REVISION 19 32 .................REVISION 19 33 .................REVISION 19 34 .................REVISION 19 35 .................REVISION 19 36 .................REVISION 19 37 .................REVISION 19 38 .................REVISION 19

* * * * * *

3-30 1 ...................REVISION 19 2 ...................REVISION 19 3 ...................REVISION 19 4 ...................REVISION 19 5 ...................REVISION 19 6 ...................REVISION 19

* * * * * * * * * * * * * * * * * * * * * * * * * * * *

3-35-01 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19 10................. REVISION 19 11................. REVISION 19 12................. REVISION 19 13................. REVISION 19 14................. REVISION 19 15................. REVISION 19 16................. REVISION 19 17................. REVISION 19 18................. REVISION 19 19................. REVISION 19 20................. REVISION 19 21................. REVISION 19 22................. REVISION 19 23................. REVISION 19 24................. REVISION 19 25................. REVISION 19 26................. REVISION 19 27................. REVISION 19 28................. REVISION 19

* * * * * * * * *

3-35-05 1................... REVISION 19 2................... REVISION 19 3................... REVISION 19 4................... REVISION 19 5................... REVISION 19 6................... REVISION 19 7................... REVISION 19 8................... REVISION 19 9................... REVISION 19

* Asterisk indicates pages revised, added or deleted by the current revision.

0-LEP Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755 c01

LIST OF EFFECTIVE PAGES

STANDARD OPERATING PROCEDURES

SOPM-1755 c01

* 10................. REVISION 19 11................. REVISION 18 * 12................. REVISION 19 13................. REVISION 18 14................. REVISION 18 * 15................. REVISION 19 * 16................. REVISION 19 * 17................. REVISION 19 * 18................. REVISION 19 * 19................. REVISION 19 * 20................. REVISION 19

* * * * * * * *

LIST OF EFFECTIVE PAGES

29................. REVISION 19 30................. REVISION 19 31................. REVISION 19 32................. REVISION 19 33................. REVISION 19 34................. REVISION 19 35................. REVISION 19 36................. REVISION 19

3-40 1................... REVISION 19 2................... REVISION 19 3-35-10 3................... REVISION 19 * 1................... REVISION 19 4................... REVISION 19 * 2................... REVISION 19 5................... REVISION 19 * 3................... REVISION 19 6................... REVISION 19 * 4................... REVISION 19 7................... REVISION 19 * 5................... REVISION 19 8................... REVISION 19 6................... REVISION 18 9................... REVISION 19 * 7................... REVISION 19 10................. REVISION 19 8................... REVISION 18 11................. REVISION 18 * 9................... REVISION 19 * 12................. REVISION 19 10................. REVISION 18 * 13................. REVISION 19 * 11................. REVISION 19 * 14................. REVISION 19 12................. REVISION 18 * 15................. REVISION 19 * 13................. REVISION 19 * 16................. REVISION 19 14................. REVISION 18 * 17................. REVISION 19 * 15................. REVISION 19 * 18................. REVISION 19 16................. REVISION 18 * 19................. REVISION 19 * 17................. REVISION 19 * 20................. REVISION 19 18................. REVISION 18 * 21................. REVISION 19 * 19................. REVISION 19 * 22................. REVISION 19 20................. REVISION 18 * 23................. REVISION 19 * 21................. REVISION 19 * 24................. REVISION 19 * 22................. REVISION 19 25................. REVISION 18 * 23................. REVISION 19 26................. REVISION 18 * 24................. REVISION 19 * 27................. REVISION 19 * 25................. REVISION 19 * 28................. REVISION 19 * 26................. REVISION 19 29................. REVISION 18 * 27................. REVISION 19 * 30................. REVISION 19 * 28................. REVISION 19 * 31................. REVISION 19 * Asterisk indicates pages revised, added or deleted by the current revision. * * * * * * * * * *

0-LEP Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

LIST OF EFFECTIVE PAGES

STANDARD OPERATING PROCEDURES

* Asterisk indicates pages revised, added or deleted by the current revision.

0-LEP Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755 c01

32 .................REVISION 18

STANDART OPERATING PROCEDURES

TABLE OF CONTENTS

TABLE OF CONTENTS 1 - INTRODUCTION 2 - NORMAL PROCEDURES

SOPM-1755

3 - PROCEDURES AND TECHNIQUES

0-TOC REVISION 10

Page 1

TABLE OF CONTENTS

STANDAR OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

0-TOC Page 2

REVISION 10

STANDARD OPERATING PROCEDURES

INTRODUCTION

SECTION 1 INTRODUCTION TABLE OF CONTENTS Block

Page

Introduction ........................................................................ 1-05.......... 01 Procedural Deviation and Its Relation to Safety........... 1-05.......... 02

SOPM-1755

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

1-00 REVISION 10

Page 1

INTRODUCTION

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

1-00 Page 2

REVISION 10

STANDARD OPERATING PROCEDURES

INTRODUCTION

INTRODUCTION The SOP provides information and guidance for the efficient operation of the E-Jets. This manual is not a replacement of any of the operational manuals required by applicable regulations such as the Airplane Flight Manual or the Company Operations Manual. This SOP is optimized for passenger-carrying operation in a commercial airline environment and the philosophy behind this manual is based on reducing crew workload while maintaining the highest possible level of safety. Standard operating procedures are a set of procedures that serve to provide common ground for all crewmembers, usually unfamiliar with each other's experience and technical capabilities. In a wellstandardized operation, another qualified pilot could replace an active cockpit crewmember during the flight, and the operation would continue safely and smoothly. The Normal Procedures section presents the AFM/AOM Normal Procedures. The intention is to eliminate any doubts regarding Flight Standards that may occur during the operation of the airplane. The Procedures and Techniques section brings operational practices and flight profiles to a standard cockpit concept throughout flight phases. It has directives related to how the operation should be conducted. Topics like Crew Coordination, Captain authority and Areas of responsibility are included. It also contains guidelines to be observed should a specific situation arise regardless of when and where it occurs during the flight. Topics such as handling of the autopilot and task sharing when hand-flying the airplane are covered in those sections.

SOPM-1755c01

Information regarding Low Visibility standardizes the procedures under this scenario emphasizing the crew coordination and presents the configurations approved to perform the operation with low visibility divided in flight phases. Emergency/Abnormal Procedures are also presented according to its flight phase in the Procedures and Techniques section. It is presented some AFM/AOM Emergency/Abnormal Procedures in a detailed manner. The intention is to guide the crew on how to perform the required tasks to correct a situation or condition. Only the QRH procedures requiring high level of crew coordination are presented.

1-05 REVISION 16

Page 1

INTRODUCTION

STANDARD OPERATING PROCEDURES

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

AIRPLANE SOPHISTICATION AND CHECKLISTS

SOPM-1755c01

The degree of technological sophistication in the design of this family of airplanes directly affects the checklist. On older airplanes, the flight crew must manually select and monitor most items. In more advanced airplanes the same items are accomplished by automatic systems that relieve the flight crew of these tasks. Checklists for these airplanes tend to be shorter and simpler but require a more careful task analysis with improved monitoring skills.

1-05 Page 2

REVISION 12

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

SECTION 2 NORMAL PROCEDURES TABLE OF CONTENTS Block

Page

Normal Checklist................................................................ 2-07.......... 01 Internal Safety Inspection .................................................. 2-09.......... 01 Power Up ........................................................................... 2-13.......... 01 External Inspection ............................................................ 2-15.......... 01 Before Start........................................................................ 2-17.......... 01 Engine Start ....................................................................... 2-17.......... 16 After Start........................................................................... 2-25.......... 01 Before Takeoff ................................................................... 2-29.......... 01 Takeoff ............................................................................... 2-31.......... 01 After Takeoff ...................................................................... 2-33.......... 01 Climb.................................................................................. 2-34.......... 01 Descent.............................................................................. 2-35.......... 01 Approach ........................................................................... 2-37.......... 01 Before Landing .................................................................. 2-41.......... 01 Go Around ......................................................................... 2-42.......... 01 After Landing ..................................................................... 2-45.......... 01 Shutdown ........................................................................... 2-49.......... 01 Leaving the Airplane .......................................................... 2-53.......... 01 ECS OFF Takeoff .............................................................. 2-60.......... 01 Engine Crossbleed Start.................................................... 2-63.......... 01 Engine Transfer Hose Start ............................................... 2-63.......... 02 SOPM-1755c01

Engine Ground Pneumatic Start........................................ 2-65.......... 01 Engine Battery Start........................................................... 2-67.......... 01

2-00 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES Block

Page

Single Engine Taxi .............................................................2-70 .......... 01 Hot Weather .......................................................................2-73 .......... 01 Ice Conditions, Cold Weather and Cold Soak ...................2-75 .......... 01 Lightning Strike ..................................................................2-77 .......... 01 Turbulent Air Penetration ...................................................2-80 .......... 01

SOPM-1755c01

Windshear ..........................................................................2-83 .......... 01

2-00 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

NORMAL CHECKLIST INTERNAL SAFETY INSPECTION CHALLENGE

ACTION

PERFORMED BY

SOPM-1755

Maintenance Status........... CKD .........................LSP/RSP Cockpit Emer Equip........... CKD ................................ RSP ELECTRIC Panel............... SET ................................. RSP FUEL Panel ....................... CKD ................................ RSP PASSENGER SIGN Panels .......................... AS RQRD........................ RSP Windshield Wiper............... OFF................................. RSP HYDRAULIC Panel............ CKD ................................ RSP AIR COND/PNEU Panel.... CKD ................................ RSP PAX OXY Panel................. CKD ................................ RSP ELT .................................... ARM ................................ RSP Landing Gear Lever........... DOWN............................. RSP START/STOP Selectors .... STOP .............................. RSP Speed Brake Lever............ CLOSED ......................... RSP RAT Manual Deploy .......... STOWED ........................ RSP SLAT/FLAP Lever.............. VERIFY POS .................. RSP Circuit Breakers ................. CKD ................................ RSP

2-07 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

POWER UP CHALLENGE

ACTION

PERFORMED BY

CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE IESS IS INITIALIZED. Battery 1 ............................ON ................................... RSP Battery 2 ............................AUTO .............................. RSP CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3 ARE AVAILABLE. IF MORE THAN DISPLAYS 2 AND 3 ARE AVAILABLE, THE AIRPLANE MUST NOT BE DISPATCHED.

SOPM-1755

Battery voltage...................CKD................................. RSP GPU Button (if applicable) .PUSHED IN..................... RSP Fire Ext panel.....................CKD................................. RSP APU....................................AS RQRD........................ RSP NAV light ............................ON ................................... RSP HYDRAULIC panel ............AS RQRD........................ RSP Electronic CBs ...................CKD..................................LSP Electronic Checklist (if applicable) ................CKD................................. RSP DVDR panel .......................CKD................................. RSP Cockpit reinforced door panel (if applicable) ......CKD................................. RSP Photoluminescent Strips ....CKD................................. RSP

2-07 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

BEFORE START CHALLENGE

RESPONSE

ANSWERED BY

Pax signs panel ................. SET .................................. LSP PRESSURIZATION Panel. SET .................................. LSP Oxygen masks................... CKD .........................LSP/RSP Flight instruments .............. X-CKD.............................. LSP Thrust levers...................... IDLE ................................. LSP ------------------------------------------------------------------------------------------------

Fuel QTY ........................... CKD .........................LSP/RSP MCDU ................................ SET .................................. LSP TRIM Panel........................ ___ SET/ZERO/ZERO ..... LSP Doors & windows............... CLSD .......................LSP/RSP Red beacon ....................... ON.................................... LSP Emergency/Parking brake . AS RQRD......................... LSP

AFTER START CHALLENGE

RESPONSE

ANSWERED BY

Ground equipment............. REMOVED....................... LSP SLAT/FLAP........................ ___ SET ........................... LSP Flight controls .................... CKD ................................. LSP

BEFORE TAKEOFF CHALLENGE

RESPONSE

ANSWERED BY

Brakes temp ...................... CKD ............................... ..LSP EICAS ................................ CKD ............................... ..LSP Transponder ...................... TA/RA .............................. LSP Takeoff configuration ......... CKD ............................... ..LSP

AFTER TAKEOFF CHALLENGE

RESPONSE

ANSWERED BY

SOPM-1755

Landing gear...................... UP ..................................... PM SLAT/FLAP........................ 0 ........................................ PM

2-07 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

APPROACH CHALLENGE

RESPONSE

ANSWERED BY

Pax signs panel .................SET ................................... PM Altimeters ...........................SET/X-CKD ................. PF/PM

BEFORE LANDING CHALLENGE

RESPONSE

ANSWERED BY

Landing gear ......................DOWN ........................ PF/PM SLAT/FLAP ........................___ SET ...................... PF/PM

SHUTDOWN CHALLENGE

RESPONSE

ANSWERED BY

Emergency/Parking brake .SET .................................LSP START/STOP selectors.....STOP ...............................LSP Hyd pump 3A .....................OFF ..................................LSP

LEAVING THE AIRPLANE CHALLENGE

RESPONSE

ANSWERED BY

SOPM-1755

Pax signs panel .................OFF ..................................LSP GPU/APU...........................OFF ..................................LSP Batteries 1 and 2................OFF ..................................LSP

2-07 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

INTERNAL SAFETY INSPECTION The Internal Safety Inspection procedures must be performed before the Power Up on a particular airplane. CHALLENGE

ACTION

PERFORMED BY

Maintenance Status..................................... CHECK .....LSP&RSP Cockpit Emergency Equipment ................. CHECK ...............RSP Check for the availability, status and proper location of the following equipment: − − − − − −

Protective Breathing Equipment (PBE). Fire Extinguishers. Crash Axe. Life Vests. Escape Ropes. Flashlights.

ELECTRIC Panel ................................................SET ...............RSP

SOPM-1755

IDG 1 Selector .................................................... AUTO IDG 2 Selector .................................................... AUTO AC BUS TIES Selector....................................... AUTO GPU Button ........................................................ PUSHED OUT APU GEN Button ................................................ PUSHED IN TRU 1 ................................................................. AUTO TRU ESS ............................................................ AUTO TRU 2 ................................................................. AUTO DC BUS TIES ..................................................... AUTO Battery 1 Selector............................................... OFF Battery 2 Selector............................................... OFF

2-09 REVISION 12

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION

PERFORMED BY

FUEL Panel ...................................................CHECK .............. RSP Verify all fuel pump knobs in AUTO position and XFEED in the desired position. PASSENGER SIGNS Panel ............ AS REQUIRED .............. RSP For ANAC and FAA airplanes without ashtrays on the passenger seats, the No Smoke sign must be set at ON during all flight phases. WINDSHIELD WIPER Selectors ....................... OFF .............. RSP HYDRAULIC Panel .......................................CHECK .............. RSP SYS 1 ENG PUMP SHUTOFF Button................ PUSHED OUT PTU Selector ...................................................... AUTO SYS 2 ENG PUMP SHUTOFF Button................ PUSHED OUT SYS 1 and 2 ELEC PUMP Selectors.................. AUTO SYS 3 ELEC PUMP A ........................................ OFF SYS 3 ELEC PUMP B ........................................ AUTO AIR COND/PNEUMATIC Panel ....................CHECK .............. RSP Verify all buttons pushed in. PASSENGER OXYGEN Panel .................... CHECK .............. RSP Verify Masks Deploy Selector Knob in AUTO. ELT .................................................................... ARM .............. RSP Landing Gear Lever ...................................... DOWN .............. RSP START/STOP Selectors..................................STOP .............. RSP Speed Brake Lever ....................................CLOSED .............. RSP RAT Manual Deploy ..................................STOWED .............. RSP SLAT/FLAP Lever...................... VERIFY POSITION .............. RSP Verify and make sure that the actual SLAT/FLAP lever position agrees with the surface position. Circuit Breakers ...........................................CHECK .............. RSP panels

to

ensure

agreement

with

SOPM-1755

Verify both sidewall maintenance status.

2-09 Page 2

REVISION 17

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

POWER UP The POWER UP procedures and checklist must be performed every crew’s first flight of the day on a particular airplane or when a power down was required. If receiving the airplane already powered up, verify compliance with all items and perform FIRE EXTINGUISH panel, Electronic CBs and DVDR CONTROL panel. CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE IESS IS INITIALIZED. CHALLENGE

ACTION

PERFORMED BY

Battery 1 .............................................................. ON ...............RSP Battery 2 ..........................................................AUTO ...............RSP CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3 ARE AVAILABLE. IF MORE THAN DISPLAYS 2 AND 3 ARE AVAILABLE, THE AIRPLANE MUST NOT BE DISPATCHED. Batteries Voltage ......................................... CHECK ...............RSP Verify batteries voltage at or above 22 V (ANAC/TCCA certification) or 22.5 V (FAA/EASA certification). If batteries voltage is between 21 V and 22 V (ANAC/TCCA certification) or 21 V and 22.5 V (FAA/EASA certification), recharge the batteries prior to takeoff, through any AC source (including engines during taxi) for: − 30 minutes if batteries temperature is at or above 0oC or; − 35 minutes if batteries temperature is at or above -5oC and below 0oC or; − 40 minutes if batteries temperature is at or above -10oC and below -5oC or; − 50 minutes if batteries temperature is below -10oC; If batteries voltage is below 21 V, report to maintenance.

SOPM-1755

NOTE: Minimize the time the airplane is left with batteries as the unique power source, to avoid discharging.

2-13 REVISION 12

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION

PERFORMED BY

EICAS Messages.................... CHECK DISPLAYED .............. RSP GPU Button (if applicable) ...................PUSHED IN .............. RSP Verify AVAIL light illuminated before pushing in. When GPU is not available, or is not necessary, maintain GPU Button pushed out. NOTE: - The Electrical PBIT is automatically performed after the airplane is powered by any AC source and takes about 3 minutes to complete. The Electrical PBIT will be interrupted if any electric hydraulic pump is running, the FLIGHT CONTROLS MODE Panel switches are cycled or if AC power is interrupted while the test is running. - A FLT CTRL TEST IN PROG Status message is displayed to inform the pilot that the Electrical PBIT is in progress. - If the displays 2 and/or 4 are configured as PFD, set the respective reversionary panel selector knob to MFD then to AUTO. After 8 seconds, the affected display configuration will return to MFD.

FIRE EXTINGUISHER Panel (Overhead)....CHECK .............. RSP

−

Page 2

Verify there are no fire protection fail messages displayed on the EICAS after Power Up. Press and hold the TEST button and observe the following EICAS messages, lights and warnings: − Aural warning. − Fire handles illuminated. − CARGO SMOKE FWD/AFT buttons illuminated. − APU button illuminated. − Upper half of the APU Emergency Stop Button illuminated. − WARNING lights flashing. − “CARGO FWD (AFT) SMOKE” EICAS message. − “APU FIRE” EICAS message. − “ENG 1 (2) FIRE” EICAS message. − “FIRE” warning annunciation displayed inside ITT indicators. SOPM-1755

−

2-13 REVISION 15

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES

ACTION

PERFORMED BY

APU CONTROL Panel......................AS REQUIRED ...............RSP Verify EMER STOP Button is pushed out and not illuminated. The APU FADEC is ready for use when APU RPM and EGT dashed indications (--) are replaced by numbers. NOTE: If AC source is lost due to unintentional GPU or APU generator disconnection, power down the airplane and perform the power up procedure. Navigation Light ................................................. ON ...............RSP HYDRAULIC Panel...........................AS REQUIRED ...............RSP Only after the electrical PBIT is completed and if the FLT CTRL BIT EXPIRED EICAS message is displayed, perform the hydraulic panel checks. − − − − − −

Do not move any flight control surface. SYS 1 and 2 ELEC Pumps ON. SYS 3 ELEC PUMP A ON. Wait 1 minute. At this point the FLT CTRL BIT EXPIRED EICAS message should extinguish. SYS 1 and 2 ELEC Pumps AUTO. SYS 3 ELEC PUMP A OFF.

NOTE: - The FLT CTRL TEST IN PROGRESS Status message is displayed while hydraulic PBIT is in progress. - If the FLT CTRL BIT EXPIRED EICAS message is still displayed, power down the airplane and perform the power up procedure. Electronic CBs ............................................. CHECK ............... LSP − −

Select CB OUT/LOCK page on MCDU and check the CBs status to ensure agreement with maintenance status. If the NEW TRIP prompt is displayed on the MCDU press it to check the electronic CBs status.

Electronic Checklist (if applicable)............ CHECK ...............RSP

SOPM-1755

Verify that this ECL database corresponds to the paper QRH revision present in the cockpit.

2-13 REVISION 17

Page 3

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

DVDR CONTROL Panel ...............................CHECK .............. RSP −

Honeywell or L3 DVDR: Press and hold TEST Button for three seconds and verify no fail messages displayed on EICAS.

−

Universal DVDR: Press and hold TEST button for two seconds. Verify no fail messages displayed on EICAS and observe the following test result: − The FDR 1 and CVR 1 PASS/FAIL lights flash during ten seconds. After ten seconds the FDR 1 and CVR 1 PASS/FAIL lights illuminate steady in green, indicating the completion of a successful test. After the DVDR 1 test finishes, the DVDR 2 test will automatically start. Verify the following test result: − The FDR 2 and CVR 2 PASS/FAIL lights flash during ten seconds. After ten seconds the FDR 2 and CVR 2 PASS/FAIL lights illuminate steady in green, indicating the completion of a successful test. If a failure is found, the corresponding FDR/CVR fail light indicator will illuminate steady in amber.

Electronic Flight Bag (if applicable).................. ON ...LSP & RSP Cockpit Reinforced Door Panel (if applicable) ......................CHECK .............. RSP

−

−

Close the cockpit door; Press and hold the TEST button; Check DING-DONG alarm and UNLOCKED indication ON; Push in the LOCK button and check the electromechanical latch normal operation; Press the EMERG ENTRY button on the door control panel in the passenger cabin. Check the UNLOCKED indication flashing and check normal operation of the DING-DONG alarm sequence according to the system logic (refer to AOM 14-0122 and 14-01-60); Push out the LOCK button.

SOPM-1755

− − − −

2-13 Page 4

REVISION 16

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

SOPM-1755

Photoluminescent Strips ............................ CHECK ...............RSP Check in the AOM section 3-05 how much time of ceiling and entrance lighting exposure in bright or daylight would be necessary to charge the photoluminescent strips.

2-13 REVISION 15

Page 5

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Page 6

SOPM-1755

INTENTIONALLY BLANK

2-13 REVISION 15

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

EXTERNAL INSPECTION The External Inspection procedures are usually performed by the RSP prior to each flight. While conducting the external inspection, pilots must be aware of moving vehicles around the airplane and surroundings. In case of suspicious object is identified, inform immediately the security staff. Prior to starting the external inspection: CHALLENGE

ACTION

External Lights....................................................... AS REQUIRED If the external lights check was not performed by the maintenance, turn the external lights ON and check them. Turn the lights OFF immediately after check. Emergency/Parking Brake .................................... ON Check if there is sufficient hydraulic pressure to activate the Emergency/Parking Brake to check the Brake Wear Indicators.

SOPM-1755c01

EM170AOM980019.DGN

Recommended walk-around sequence:

2-15 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

1. LEFT FWD FUSELAGE FWD Passenger Door ............................................ CHECK External Power Receptacle ................................... SECURED Left Smart Probes/TAT Sensor/Ice Detector ....... CHECK Verify condition with no obstructions, covers or damage. 2. NOSE SECTION Windshield Wipers ................................................. CHECK Radome ................................................................... CONDITION AND LATCHED Forward Avionics Compartment .......................... SECURED If not in use, visibly secured. Lower FWD Antenna.............................................. CONDITION Undamaged. 3. NOSE LANDING GEAR Wheels and Tires ................................................... CONDITION Up Lock Hook ......................................................... UNLOCKED Strut/Wheel Well/Doors ......................................... CONDITION AND NO LEAKS Ground Locking Pin............................................... REMOVED Landing and Taxi Lights........................................ CONDITION Clean and undamaged. 4. RIGHT FWD FUSELAGE Right Smart Probes/TAT Sensor/Ice Detector .... CHECK SOPM-1755 c01

Verify condition with no obstructions, covers or damage. (Continued)

2-15 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

RAT Safety Lock Pin.............................................. REMOVED FWD Service Door ................................................. CHECK If not in use, visibly secured. Oxygen Discharge Indicator................................. GREEN DISC FWD Cargo Door.................................................... CHECK If not in use, visibly secured. 5. LOWER CENTER FUSELAGE Lower FWD Antennas/Fwd Drain Mast................ CONDITION Undamaged. Lower Red Beacon Light....................................... CONDITION Clean and undamaged 6. RIGHT CENTER WING Wing Inspection Landing and Taxi Lights .......... CONDITION Clean and undamaged. Right Ram Air Inlet ................................................ NO OBSTRUCTION No obstruction or damage. Air Inlets and Outlets............................................. NO OBSTRUCTION No obstruction or damage. Collector Tank Water Drain Valve Door............... SECURED If not in use, visibly secured. Wing Tank Water Drain Valve............................... CONDITION AND NO LEAKS Applicable only to E170/175 airplanes. SOPM-1755c01

Clean and undamaged. (Continued)

2-15 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Magnetic Level Indicators ..................................... PUSHED IN NO LEAKS E170/175: Verify RH1 Magnetic Level Indicator.

AND

E190/195: Verify RH1 and RH2 Magnetic Level Indicators. Pylon ....................................................................... CONDITION 7. ENGINE 2 LH SIDE Turbine Exhaust ..................................................... CLEAR AND NO LEAKS After engine shutdown the scavenge system is no longer effective. A small amount of oil may leak through the aft sump drain and pool in the engine chevron nozzle. E170/175: If the puddle size exceeds 4 in (102 mm), maintenance should be contacted. E190/195: If the puddle size exceeds 9 in x 6 in (229 mm x 152 mm), maintenance should be contacted. For airplanes equipped with Improved Acoustic Chevron Nozzle (IACN) the puddle should not exceed 7.5 in x 4.5 in (190 mm x 114 mm). Core Pressure Relief Door .................................... CLOSED LH Thrust Reverser................................................ CONDITION AND LATCHED LH Nacelle Strake................................................... CONDITION LH Fan Cowl Doors................................................ CONDITION AND LATCHED Anti-ice Pressure Relief Door ............................... CLOSED LATCHED Applicable only to E190/195 airplanes.

AND

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

SOPM-1755 c01

(Continued)

2-15 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

Fan Blades.............................................................. CHECK Check for damaged Fan Blades and ensure Fan is free to rotate. Check for damages on spinner. 8. ENGINE 2 RH SIDE RH Nacelle Strake .................................................. CONDITION Oil Fill Access Door............................................... CLOSED FADEC Cooling Vent ............................................. CLEAR RH Fan Cowl Doors ............................................... CONDITION AND LATCHED RH Thrust Reverser ............................................... CONDITION AND LATCHED Core Pressure Relief Door .................................... CLOSED 9. RIGHT WING LEADING EDGE Wing Leading Edges ............................................. CONDITION Refueling Compartment Door .............................. SECURED Magnetic Level Indicators..................................... PUSHED IN NO LEAKS E170/175: Verify RH2 and RH3 Magnetic Level Indicators.

AND

E190/195: Verify RH3 Magnetic Level Indicator. Access Doors and Panels..................................... SECURED Pressure Relief Valve ............................................ CHECK Wing Vents ............................................................. NO OBSTRUCTION Navigation and Strobe Lights............................... CONDITION Clean and undamaged.

SOPM-1755c01

(Continued)

2-15 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

10. RIGHT WING TRAILING EDGE Static Dischargers ................................................. NUMBER AND CONDITION Verify 3 Static Discharges on the aileron and 6 on the winglet. Refer to the CDL for dispatch with missing items. Flight Control Surfaces and Fairings................... CONDITION Surfaces clear and unobstructed. 11. RIGHT LANDING GEAR Right Main Gear ..................................................... CHECK Wheels and Tires ................................................... CONDITION Up Lock Hook ......................................................... UNLOCKED Strut/Wheel Wells................................................... CONDITION AND NO LEAKS Ground Locking Pin............................................... REMOVED Brakes Wear Indicators ......................................... CHECK 12. RIGHT AFT FUSELAGE Access Doors and Panels ..................................... SECURED If not in use, visibly secured. Drain Mast............................................................... CONDITION No obstruction or damage. AFT Cargo Door ..................................................... CHECK If not in use, visibly secured. AFT Service Door ................................................... CHECK If not in use, visibly secured. Lower AFT Antennas/AFT Drain Mast ................. CONDITION SOPM-1755 c01

Undamaged. (Continued)

2-15 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

Battery Air Outlet ................................................... NO OBSTRUCTION No obstruction or damage. 13. TAIL SECTION Flight Control Surfaces ......................................... CONDITION Surfaces Clear and Unobstructed. Empennages Leading Edges................................ CONDITION Static Dischargers ................................................. NUMBER AND CONDITION E170/175: Verify 4 Static Dischargers on the rudder, 4 on each elevator and 1 on vertical stabilizer. E190/195: Verify 4 Static Dischargers on the rudder, 3 on each elevator, 3 on each horizontal stabilizer and 1 on vertical stabilizer. Refer to the CDL for dispatch with missing items. APU ......................................................................... CONDITION 14. LEFT AFT FUSELAGE APU External Power Receptacle .......................... CHECK If not in use, visibly secured. Overboard Vent...................................................... NO OBSTRUCTION No obstruction or damage. Pressurization Static Port ..................................... NO OBSTRUCTION No obstruction or damage. Potable Water Service Panel ................................ SECURED If not in use, visibly secured. AFT PAX Door ........................................................ CHECK

SOPM-1755c01

If not in use, visibly secured. (Continued)

2-15 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Lower AFT Antennas ............................................. CONDITION Undamaged. Access Doors and Panels ..................................... SECURED If not in use, visibly secured. 15. LEFT LANDING GEAR Left Main Gear ........................................................ CHECK Wheels and Tires ................................................... CONDITION Up Lock Hook ......................................................... UNLOCKED Strut/Wheel Wells................................................... CONDITION AND NO LEAKS Ground Locking Pin............................................... REMOVED Brakes Wear Indicators ......................................... CHECK 16. LEFT WING TRAILING EDGE Flight Control Surfaces and Fairings................... CONDITION Surfaces clear and unobstructed. Static Dischargers ................................................. NUMBER AND CONDITION Verify 3 static dischargers on the aileron and 6 static dischargers on the winglet. Refer to the CDL for dispatch with missing items. Navigation, Strobe Lights and Upper red Beacon Lights.......................... CONDITION Clean and undamaged. Upper Antennas ..................................................... CONDITION Undamaged.

SOPM-1755 c01

(Continued)

2-15 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

17. LEFT WING LEADING EDGE Wing Leading Edges ............................................. CONDITION Wing Vents ............................................................. NO OBSTRUCTION Pressure Relief Valve ............................................ CHECK Access Doors and Panels..................................... SECURED Wing Leading Edges ............................................. CONDITION Magnetic Level Indicator....................................... PUSHED IN NO LEAKS

AND

E170/175: Verify LH3 and LH2 Magnetic Level Indicators. E190/195: Verify LH3 Magnetic Level Indicator. 18. ENGINE 1 LH SIDE Turbine Exhaust..................................................... CLEAR/NO LEAKS After engine shutdown the scavenge system is no longer effective. A small amount of oil may leak through the aft sump drain and pool in the engine chevron nozzle. E170/175: If the puddle size exceeds 4 in (102 mm), maintenance should be contacted. E190/195: If the puddle size exceeds 9 in x 6 in (229 mm x 152 mm), maintenance should be contacted. For airplanes equipped with Improved Acoustic Chevron Nozzle (IACN) the puddle should not exceed 7.5 in x 4.5 in (190 mm x 114 mm). Core Pressure Relief Door .................................... CLOSED LH Thrust Reverser ............................................... CONDITION AND LATCHED

SOPM-1755c01

LH Nacelle Strake .................................................. CONDITION LH Fan Cowl Doors................................................ CONDITION AND LATCHED (Continued)

2-15 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Anti-ice Pressure Relief Door ............................... CLOSED LATCHED

AND

Applicable only to E190/195 airplanes. Engine Inlet............................................................. CONDITION Check for FO´s and leaks inside air inlet. Ensure that there is no damage to the T12 Sensor and that the FADEC Cooling Inlet is clear. Fan Blades .............................................................. CHECK Check for damaged Fan Blades and ensure Fan is free to rotate. Check for damages on spinner. 19. ENGINE 1 RH SIDE RH Nacelle Strake .................................................. CONDITION Oil Fill Access Door ............................................... CLOSED FADEC Cooling Vent ............................................. CLEAR RH Fan Cowl Doors ............................................... CONDITION AND LATCHED RH Thrust Reverser ............................................... CONDITION AND LATCHED Core Pressure Relief Door .................................... CLOSED 20. LEFT CENTER WING Magnetic Level Indicators ..................................... PUSHED IN NO LEAKS E170/175: Verify LH1 Magnetic Level Indicator.

AND

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

SOPM-1755 c01

(Continued)

2-15 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

Left Ram Air Inlet ................................................... NO OBSTRUCTION No obstruction or damage. Air Inlets and Outlets............................................. NO OBSTRUCTION Wing Tank Water Drain Valve............................... CONDITION AND NO LEAKS Applicable only to E170/175 airplanes. Clean and undamaged. Collector Tank Water Drain Valve Door............... SECURED If not in use, visibly secured. Air Conditioning Connection Access Door......... CHECK

SOPM-1755c01

No obstruction or damage.

2-15 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755 c01

INTENTIONALLY BLANK

2-15 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

BEFORE START CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Airplane Manuals & Documents.......... ON BOARD ...............RSP Check all the required documents including: − Technical log. − AOM. − QRH. − If applicable, verify if the ECL database version is compatible with the paper QRH revision. − Airworthiness certificate. − Weight and balance. − Radio station certificate. − Nav kit. Jump Seat Oxy Mask, Regulators and Audio Panel ..................................... CHECK ...............RSP − The RSP must verify the observer’s masks. − Carry out the test as follows: − Set the regulator control knob to “100%”. − Press and hold the “TEST/RESET” Button. − Verify a short illumination or “blink” of the flow indicator. − Verify audible oxygen flow in the headset or loudspeakers. − Once the mask fully pressurizes the indicator must go out, showing that the system is leak free. − Release the “TEST/RESET” Button.

SOPM-1755c01

ELECTRIC Panel ................................................SET ...............RSP IDG 1 Selector .................................................... AUTO IDG 2 Selector .................................................... AUTO AC BUS TIES Selector ....................................... AUTO GPU Button ........................................................ AS REQUIRED APU GEN Button ................................................ PUSHED IN TRU 1 ................................................................. AUTO TRU ESS ............................................................ AUTO TRU 2 ................................................................. AUTO DC BUS TIES ..................................................... AUTO Battery 1 Selector ............................................... ON Battery 2 Selector ............................................... AUTO

2-17 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

COCKPIT LIGHTS Panel ................. AS REQUIRED .............. RSP − Adjust MAIN PNL, OVHD PNL and PEDESTAL lights. − Push ANNUCIATORS TEST button and verify all associated lights. − Set DOME light as required. Engine 1 Fire Handle ................................STOWED .............. RSP FUEL Panel .........................................................SET .............. RSP − FUEL XFEED selector as required. − DC PUMP selector AUTO. − AC PUMP 1 and AC PUMP 2 selectors AUTO. NOTE: For ETOPS operation perform the Ejector Fuel Pump Check Valve according to the AOM – SUPPLEMENTARY PROCEDURES – ETOPS. PASSENGER SIGNS Panel ...............................SET .............. RSP (Answered by LSP)

− Emergency lights selector knob ON and verify EMERG LT ON and EMERG LT NOT ARMED appear on the EICAS. − Emergency lights selector knob ARMED. − STERILE light as required. − Turn NO SMKG ON (NO ELEC DEVICES in some configurations). − Turn FSTN BELTS ON after finishing refueling the airplane. FIRE EXTINGUISHER Panel ........................CHECK .............. RSP − CARGO SMOKE FWD/AFT Buttons PUSHED OUT and no lights. − APU fire extinguishing Button PUSHED OUT and no lights. APU CONTROL Panel ..................... AS REQUIRED .............. RSP Emergency stop button pushed out and not illuminated. The APU FADEC is ready for use when APU RPM and EGT dashed indications (--) are replaced by numbers.

Engine 2 Fire Handle ................................STOWED .............. RSP

2-17 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755c01

EXTERNAL LIGHTS Panel.............. AS REQUIRED .............. RSP

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES

ACTION / RESPONSE

PERFORMED BY

HYDRAULIC Panel ............................... CHECK/SET ...............RSP − Verify ENG PUMP SHUTOFF 1 and 2 Buttons with no lights and guarded. − Verify PTU Selector to AUTO. − Verify the HYDRAULIC SYS 1 and SYS 2 ELEC PUMPs to AUTO. − Verify the HYDRAULIC SYS 3 ELEC PUMP A to OFF. − Verify the HYDRAULIC SYS 3 ELEC PUMP B to AUTO. PRESSURIZATION Panel ..................................SET ...............RSP (Answered by LSP)

− − − −

CABIN ALT Selector knob STOP. MODE Selector knob AUTO. DUMP Button, no lights and guarded. LFE Selector knob STOP.

WINDSHIELD HEATING button ........... PUSHED IN ...............RSP ICE PROTECTION Panel ...................................SET ...............RSP − WINDSHIELD, ENGINE 1 PUSHED IN; − Mode Selector Knob AUTO; − WING Button PUSHED IN; − TEST Selector knob OFF.

and

ENGINE 2

Button

AIR COND/PNEUMATIC Panel..........................SET ...............RSP

SOPM-1755c01

− COCKPIT and PAX CABIN temperature control as required. − RECIRC, PACK 1, PACK 2, XBLEED, BLEED 1, APU BLEED and BLEED 2 buttons pushed in.

2-17 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

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

− Check masks for supply of oxygen and for microphone functionality. − The MFD STATUS page must be checked and the available oxygen supply and pressure must be adequate for use. − Carry out the test as follows: − Set the regulator control knob to “100%”. − Press and hold the “TEST/RESET” Button. − Verify a short illumination or “blink” of the flow indicator. − Verify audible oxygen flow in the headset or loudspeakers. − Once the mask fully pressurizes the indicator must go out, showing that the system is leak free. − Release the “TEST/RESET” Button. Glareshield Lights Control Panel .. AS REQUIRED ...LSP & RSP DISPLAY CONTROLLER Panel.........................SET ...LSP & RSP − Set BARO SET knob to actual pressure. − Push HSI button for Full Compass, ARC or MAP. − Select the FMS as the primary NAV source (if raw data information is intended, use preview mode or Bearing pointers). For HGS LVTO operations, set V/L.

− Displays selector knob in AUTO. − Sensors selectors (ADS/IRS) normal configuration.

2-17 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755c01

− BRG circle (Ο) to OFF, VOR1, ADF1 or FMS1 as required. − BRG diamond () to OFF, VOR2, ADF2 or FMS2 as required. REVERSIONARY PANEL...................................SET ...LSP & RSP

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES

ACTION / RESPONSE

PERFORMED BY

Flight Instruments ..................................SET/XCKD ... LSP & RSP (Answered by LSP)

Verify: − Airspeed tapes not showing speed. − Set altimeter setting and cross check it with the field elevation. − EADIs leveled and flag-free. − Initial assigned altitude on the ALT SEL. − Altitude tape indications cross-check. − Both VSIs showing zero. − EHSIs with the courses selected according to the intended departure procedure and NAV source selected. − For LVTO using the HGS set the CDI to the runway course. − EHSIs and magnetic compass flag free and showing the same magnetic heading. − Heading bug set according to the proposed departure procedure. − Check IESS and adjust the altimeter setting. − Weather set on PFD and/or MFDs MAP page as required. − It is recommended that PM sets the Terrain on MFD up to MSA. − Set the MFDs MAP page menu as required. − TCAS should be always displayed on both MFDs. STATUS Page............................................... CHECK ... LSP & RSP Verify on the status page ENG OIL LEVEL and BRAKES EMER ACCU pressure. − LSP should select FLIGHT CONTROL synoptic page. − RSP should remain on STATUS synoptic page. AUTOBRAKE (If Applicable)............................ RTO ............... LSP GND PROX TERR INHIB Button ................. CHECK ............... LSP Verify button pushed out and no striped white bar illuminated. EICAS............................................................ CHECK ............... LSP

SOPM-1755c01

Check EICAS messages to ensure agreement with airplane status.

2-17 Page 5

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Clock ...................................................................SET .............. RSP Select GPS on the GPS/INT/SET Selector. If the clock displays dashes (-- -- --), adjust the clock INT position. GND PROX G/S INHIB Button .....................CHECK .............. RSP Verify no striped white bar illuminated. LG WRN INHIB Button .................................CHECK .............. RSP Verify no striped white bar illuminated. FLIGHT CONTROLS MODE Panel ..............CHECK ...............LSP Verify ELEVATORS, RUDDER and SPOILER Buttons guarded and no striped white bar illuminated. SHAKER 1 and 2 CUTOUT Buttons............CHECK ...............LSP Verify the SHAKER 1 CUTOUT and SHAKER 2 CUTOUT buttons pushed out and no striped white bars illuminated. IGNITION Selector Knobs ............................. AUTO ...............LSP EICAS FULL..................................................CHECK ...............LSP Verify the EICAS Full button in the desired position. Speed Brake Lever.....................................CLOSED ...............LSP Thrust Levers ................................................... IDLE ...............LSP (Answered by LSP)

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

SOPM-1755c01

Select the microphone and audio reception buttons as required and adjust the volume levels. To avoid background noise do not set the SPKR volume higher than 55.

2-17 Page 6

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES

ACTION / RESPONSE

PERFORMED BY

TRIM Panel ................................................... CHECK ... LSP & RSP Verify that ROLL, YAW and PITCH (Captain, First Officer and Backup) trims are operating properly both ways and check that Position Indication on EICAS changes accordingly. Verify system’s 3 second protection working properly. Adjust YAW and ROLL trims to the neutral position and PITCH trim to the green band. NOTE: The PITCH TRIM Backup Switch may be checked once a day only, by flight crew or maintenance personnel, at the operator’s discretion. Pre-Mod. LOAD 21.2 NOTE: The SPOILER FAULT EICAS message may be displayed during the ROLL trim check and removed when all hydraulic systems are pressurized. Flight Control DISCONNECT Handles ....... CHECK ...............RSP Alternate Gear Extension Compartment........................ CHECK ...............RSP

SOPM-1755c01

Verify the alternate gear extension lever is fully down and the electrical override switch is in the “NORMAL” position.

2-17 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

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

Pre-Mod. LOAD 27.1 − On PROGRESS page, activate the FMS AUTOTUNE by deleting the NAV1 frequency for FMS1 and NAV2 frequency for FMS2 displayed on LSK 5L and 5R, respectively. In case of FMS AUTOTUNE OFF takeoff is selected in order to hard-tune a specific VOR, return to FMS AUTOTUNE ON as soon as the VOR frequency is no longer necessary; − Select NAV IDENT page and check its contents; − Select POSITION INIT page and load the present position; − It is recommended that PF sets the applicable FLIGHT ID and the route in the FMS ROUTE page according to the flight plan and both pilots check course, distance, time, altitude on each waypoint and LFE in the EICAS according to the destination landing field elevation; − It is recommended that PF sets on PERF INIT page 1/1 the CLIMB, CRUISE, DESCENT and DEP/APPROACH speed schedule, select page 2/3 and check/set its contents, on page 3/3 set all fields with the available data; − If applicable select MENU HGS page and set the COMBINER MODE; − If applicable (ETOPS configuration), select ETOPS or non ETOPS flight on MENU → MISC MENU → OPR CONFIG Page; − If applicable (AUTOLAND configuration), select enable or disable on MENU → MISC MENU → OPR CONFIG Page. Pre-Mod. LOAD 21.2

Post-Mod. LOAD 25.3 and Post-Mod LOAD 25.4 − FLIGHT ID information is not removed when the flight complete logic becomes active. The Flight ID information remains even after a complete power reset is performed (power down – power up).

2-17 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755c01

− Select FLIGHT SUMMARY page and reset fuel used.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

Post-Mod. LOAD 27.1

SOPM-1755c01

The initialization flow is done using always LSK 6R to travel throughout the pages and fill all the necessary information accordingly. − Select NAV IDENT page and check its contents; − On the RTE page it is necessary to set the destination, alternate, FLIGHT ID and follow the 6R key to add the Departure procedure. After add airways (VIA) or waypoints (TO) according to the flight plan release. Both pilots should check course, distance, time, altitude on each waypoint and LFE in the EICAS according to the destination landing field elevation. PERF INIT is next; − It is recommended to set page PERF INIT pages 1/3, 2/3 and check/set its contents. If ALTN FUEL on page 1/3 is entered, FMS disregards the trip fuel from the destination to the alternate and uses the figures entered on its field. If it is already available, enter the ZFW and TO CG on page 2/3. There is no need to confirm the Performance Initialization. Set or verify the CLIMB, CRUISE, DESCENT speed schedule on PERF INIT page 3/3; − If all performance data is to be entered, complete the Takeoff Dataset, Takeoff Init, Takeoff Speeds and Dep Lim pages. Otherwise do it shortly before start up. − If applicable select MENU HGS page and set the COMBINER MODE; − If applicable (ETOPS configuration), select ETOPS or non ETOPS flight on MENU → MISC MENU → OPR CONFIG Page; − If applicable (AUTOLAND configuration), select enable or disable on MENU → MISC MENU → OPR CONFIG page.

2-17 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

------------------------SHORTLY BEFORE STARTUP------------------------CHALLENGE

ACTION / RESPONSE

PERFORMED BY

FUEL QTY .....................................................CHECK ...LSP & RSP (Answered by LSP & RSP)

ELECTRONIC FLIGHT BAG ..............................SET ...LSP & RSP

SOPM-1755c01

− Verify EFB with adequate battery level or properly connected to power source; − Check software and software database properly updated; − If applicable set performance and weight and balance initialization data; − Check performance and weight and balance data; − If applicable set navigation charts and navigation data

2-17 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

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

Pre-Mod. LOAD 27.1

SOPM-1755c01

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

2-17 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Post-Mod. LOAD 27.1 CHALLENGE

ACTION / RESPONSE

PERFORMED BY

MCDU.................................................SET ...........LSP & RSP

SOPM-1755c01

− Select T/O DATASET MENU page on the MCDU and set the data below: − Thrust rate mode (TO-1, TO-2 or TO-3). − TO TEMP (__°C). − ATTCS ON or OFF. − REF ECS (ON or OFF). − REF A/I (OFF, ENG or ALL). − FLEX T/O (ON or OFF). − FLEX TEMP (__°C). − Press ENTER Prompt to confirm the settings. − Select TAKEOFF INIT page and set all data in accordance with the runway analysis and airplane configuration for takeoff. Set Takeoff Speeds. − Set or verify DEPARTURE LIMIT page according to company policy and performance requirements; − For HGS operation if the previous action is not possible select MENU HGS page and check the Runway Length and Elevation. − Select RADIO page 1/2 and insert assigned transponder code and for LVTO using HGS set the ILS frequency for the departing runway on both NAV windows.

2-17 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

VSPEED READOUTS AND BUGS Four speeds are displayed prior to takeoff:

1OO 12O 13O 14O

ACTION / RESPONSE

CHALLENGE

1 R 2 FS

EM170AOM980001.DGN

4O

V1 .................1 ................... MAGENTA VR.................R .................. CYAN V2 .................2 ................... WHITE VFS...............FS ............... GREEN

PERFORMED BY

NOTE: Green Dot speed can be used for immediate return when the scenario does not allow pilots to calculate landing performance. SPEED Selector Knob .......................................SET ............... LSP At pilot’s discretion set the SPEED Selector knob to FMS or MANUAL. If MANUAL, set the speed VFS on the speed window. In case of Noise Abatement procedure set V2+10. Pre-Mod. LOAD 27.1 If FMS, set the departure speed on the DEP/APP speeds page on the FMS.

Post-Mod. LOAD 27.1

SOPM-1755c01

The use of FMS speed is recommended. Set or verify DEPARTURE LIMIT page according to company policy and takeoff performance.

2-17 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

TOGA Button ................................................ PRESS ...............LSP Post-Mod. LOAD 27.1 Verify LNAV and VNAV armed on ground. Pressing TOGA button on ground arms LNAV and VNAV. VNAV is planned to engage according to the DEPARTURE LIMIT page settings. TRIM Panel............................... __SET/ZERO/ZERO .............. RSP (Answered by LSP)

Set the PITCH trim according to load sheet and verify YAW and ROLL trims to the neutral position. Post-Mod. LOAD 27.1 PITCH trim setting can also be obtained from MCDU, given the airplane weight, flap and CG are properly entered. It is displayed on Takeoff Page. Doors and Windows ..................................CLOSED ...LSP & RSP (Answered by LSP/RSP)

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

SOPM-1755c01

− The takeoff briefing should be performed by the PF and the left seat pilot must state the Reject Takeoff procedures. − The takeoff briefing shall be performed prior to engines start in order to not interfere with takeoff preparation. The briefing shall cover all actions for both normal, such as flaps and autobrake settings, and non-normal takeoff procedures expected to be used during the takeoff phase. Additional briefing items may be required when different elements exist, such as adverse weather, runway in use, runway conditions, noise abatement requirements, dispatch using the Minimum Equipment List (MEL), terrain clearance, special engine failure departure procedure or any other situation or special consideration that differ from routine.

2-17 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES

ACTION / RESPONSE

PERFORMED BY

Red beacon ......................................................... ON ...............RSP (Answered by LSP)

Electric Hydraulic Pump 3A............................... ON ...............RSP Ground Equipment ..........................AS REQUIRED ............... LSP If performing a push back assure that the ground equipment not used for this procedure is removed. CHALLENGE ACTION / RESPONSE

PERFORMED BY

Emergency/Parking Brake ..............AS REQUIRED ............... LSP (Answered by LSP)

Verify if the Emergency/Parking brake is set in accordance with the engine start procedures. Steering Disengage Switch .........................PRESS .............. LSP

SOPM-1755c01

Verify the STEER OFF message displayed on the EICAS.

2-17 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

ENGINE START ENGINE START PROCEDURE CHALLENGE

ACTION

Associated START/STOP Selector............................ START, then RUN Hold the START/STOP Selector at START position for at least 2 seconds. NOTE: During ground starts only, the transition of the cockpit START/STOP switch from STOP to START must be less than 30 seconds or the FADEC will prevent an engine start until the switch is cycled through STOP. Engine Parameters ..................................................... MONITOR Repeat the sequence for the other engine.

ABNORMAL ENGINE START INDICATIONS Although FADEC provides automatic over-temperature protection and will automatically abort the start in the event of a hot start, hot restart or hung start, the engine start must be manually aborted when:

−

− − − − − −

No positive oil pressure indication within 10 seconds after N2 speed starts to increase. During engine start with tailwind, if a positive increase of N1 is not indicated before starter cutout (50% N2). In this case the airplane should be repositioned prior to engine start to minimize tailwind effects. For E170/175, no ITT indication within 30 seconds after fuel is applied. For E190/195, no ITT indication within 1 minute after fuel is applied (15 seconds after fuel is re-applied). ITT exceeds start limit (Hot Start). If oil pressure stabilizes below the engine limits. N1 and/or N2 failing to accelerate to stable idle speed (Hung Start). An intermittent electrical pneumatic or starter malfunction occurs before the starter disengagement. SOPM-1755c01

−

2-17 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

SOPM-1755c01

NOTE: - In case an automatic abort occurs or engine start is manually aborted due to abnormal engine indications, its cause must be investigated and corrected before further attempts to start the engines. - For E170/175 equipped with FADEC Version 5.60 or later versions, and E190/195 equipped with FADEC Version 5.50 or later versions, the FADEC commands an automatic abort when ITT is 10°C lower than the engine hot start limit. This will prevent ENG EXCEEDANCE EICAS message to be displayed. In this case, two additional engine starts are allowed without any cause investigation.

2-17 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755c01

INTENTIONALLY BLANK

2-17 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

AFTER START CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Ground Equipment .................................REMOVED ............... LSP (Answered by LSP)

Captain must be sure that the emergency/parking brake is set, nose gear/RAT pins and ground equipment have been removed.

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

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

SOPM-1755

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

2-25 REVISION 13

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Flight Controls .............................................CHECK ...... LSP/RSP (Answered by LSP)

The LSP should press the STEERING DISENGAGE SWITCH, check the control column and rudder pedals. The RSP should follow the LSP during rudder check. Flight controls should be checked for freedom of movement in a smooth and continuous manner. A full green box indication on the synoptic page is not a requirement for a successful check. − − − − −

LSP selects MFD Flight Control synoptic; Elevator - full up, neutral, full down and neutral; Aileron - full left, neutral, full right and neutral; Rudder - full left, neutral, full right and neutral; The LSP should press the steering handle to engage the STEERING and select MAP on the MFD prior to start the taxi.

Page 2

SOPM-1755

NOTE: A FLT CTRL TEST IN PROG status message is displayed to inform the pilot that the Hydraulic P-BIT is in progress. The Hydraulic P-BIT starts when all the three hydraulic systems are pressurized and takes about one minute to complete. Performing the flight controls check while the Hydraulic P-BIT is running may interrupt the P-BIT.

2-25 REVISION 10

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

BEFORE TAKEOFF The Before Takeoff Procedures and checklist must be performed when cleared to line up on the runway. Use all available information such as heading and FMS course indication (PFD), lateral profile (MFD) and departure runway (MCDU) to ensure the airplane is at the assigned runway for takeoff. CHALLENGE

ACTION/RESPONSE

PERFORMED BY

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

Brake temperature indication must be in the green range for takeoff. After checking brakes temperature the RSP should select MAP on MFD. EICAS............................................................ CHECK .......LSP/RSP (Answered by LSP)

Check: − No EICAS messages displayed or only EICAS advisory and status messages related to a given airplane configuration resulted by crew action should be displayed. − Thrust rate mode (TO-1, TO-2 or TO-3). − ATTCS as applicable. − FLEX TEMP (__°C) as applicable. Transponder...................................................TA/RA ...............RSP (Answered by LSP)

SOPM-1755

NOTE: When the airplane is lined up and ready for takeoff, the PF arms the AT.

2-29 REVISION 12

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Takeoff Configuration .................................CHECK .............. RSP (Answered by LSP)

Page 2

SOPM-1755

Right Seat Pilot presses the T/O button and “TAKEOFF OK” synthetic message shall be heard.

2-29 REVISION 10

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

TAKEOFF CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Thrust Levers ................................................ TO/GA ................. PF Adjusts thrust to 40% N1, when engines stabilize at 40% N1, advances thrust levers to TOGA detent. Engines Parameters ................................MONITOR .................PM NOTE: During takeoff roll, after checking thrust levers to TO/GA, check N1 equal to N1 target and green ATTCS indication presented on EICAS if ATTCS ON is selected in MCDU. At VR, PF rotates the airplane following the Flight Director guidance. Post-Mod. LOAD 19.3 In case of Flight Director inoperative, rotate the airplane according to the takeoff pitch angle displayed on TAKEOFF page 3/3 on the MCDU. With Positive Rate: ACTION / RESPONSE

CHALLENGE

PERFORMED BY

Landing Gear........................................................UP .................PM

SOPM-1755

Minimum Airspeed ....................................... V2 + 10

2-31 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-31 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

AFTER TAKEOFF This checklist should be initiated as soon as possible after FLAPS are retracted. CHALLENGE

ACTION/RESPONSE

PERFORMED BY

Landing Gear........................................................UP .................PM PM commands landing gear up after PF has requested and confirms the three white UP indications on the EICAS. SLAT/FLAP ..............................................................0 .................PM

SOPM-1755

PM retracts SLAT/FLAP following the F-Bug reference.

2-33 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-33 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

CLIMB This procedure can be initiated as soon as the After Takeoff Checklist is completed. CHALLENGE

ACTION/RESPONSE

PERFORMED BY

APU ...................................................AS REQUIRED .................PM Let the APU ON or OFF according to the electrical and pressurization systems requirements or for ETOPS operation. The APU usage shall be defined for a specific operation in order to minimize the overall costs. Air Conditioning & Pressurization ............. CHECK .................PM Check for the proper air conditioning and pressurization settings and parameters.

----------------------------------At Transition Altitude-------------------------------Altimeters ....................................... SET & XCHECK ....... PF & PM Both pilots set the altimeters to standard (as required by local regulations). The LSP also sets the IESS altimeter. Post-Mod. LOAD 27.1 − Transition Level is automatically retrieved from the navigation database and is displayed on CLIMB page. ----------------------------------Above 10000 ft AFE--------------------------------FSTN BELTS.....................................AS REQUIRED .................PM NO SMKG (NO ELEC DEVICES) .......................AS REQUIRED .................PM Verify in accordance with local regulations. External Lights...................................................OFF .................PM

SOPM-1755

Upon passing 10000 ft AFE the PM switches off the external lights according to the operating policies.

2-34 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-34 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

DESCENT CHALLENGE

ACTION

PERFORMED BY

Approach Briefing ................................COMPLETE ................. PF It is recommended the approach briefing be performed before starting descent. The items to be covered are: inoperative airplane components, weather at destination/alternate airports, fuel status/delays, runway conditions, low visibility procedures, terrain/MSA, descent profile and missed approach procedures. Set performance data on EFB and check the information. Assess the landing distance for current conditions and compare with the runway length available. If conditions affecting airplane performance change during the approach, reassess the evaluation. Note that the EFB must be kept secured and viewable below 10000 ft. If the destination airport runway is reported to be slippery or contaminated, it is necessary to discuss the outcome on the landing distance during the approach briefing. The same discussion is applicable if the crew has planned to use additional speed for the approach due to wind/gust conditions. If any failure that affects the required landing distance occurs in the final approach, consider a missed approach in order to better evaluate the situation and an appropriate runway length. Failures that affect the landing distance are commonly associated to brakes, ground spoilers and/or thrust reversers. On EFB, if applicable, prepare the approach charts. A thorough understanding by the PF and PM of all the applicable approach charts and NOTAMS is essential, including taxi-in procedures. Both pilots should set RA/BARO minimums, pre-select radios and courses for the approach.

SOPM-1755c01

Post-Mod. LOAD 27.1 − If ILS is chosen on MCDU Arrival page, preview function automatically sets the ILS frequency and final approach course at 150 NM from destination airport. − Verify GO AROUND LIMIT page settings.

2-35 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

With VNAV engaged the PF should select the Altitude Selector only to altitudes cleared by ATC. For ETOPS operation the crew must perform a Fuel Crossfeed Test in the last hour of cruise phase. CHALLENGE

ACTION

PERFORMED BY

AUTOBRAKE (If Applicable) .............................SET ................. PF Set the AUTOBRAKE OFF, LOW, MED or HI in accordance with the runway analysis calculations for landing. Landing Data ......................................................SET ................ PM Verify on the LANDING page the expected landing weight. Insert all data according to the type of approach and runway conditions to set VREF, VAP, VAC and VFS. Post-Mod. LOAD 27.1 If Landing Speeds Computation is available (optional), FMS automatically calculates de landing speeds VREF, VAP, VAC and VFS, displayed on page LANDING 1/1. However, it is required to confirm the speeds to populate the PFD.

VREF ...RF...........WHITE

14O

VAP ....AP.............CYAN

16O

VAC ... AC.....MAGENTA

15O

VFS.....FS..........GREEN

14O

FS

13O

12 5

AC

12O 11O

AP RF

19O M GSPD

13O KT

2-35 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755 c01

9O

EM170AOM980002.DGN

1OO

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

APPROACH CHALLENGE

ACTION / RESPONSE

PERFORMED BY

PASSENGER SIGNS Panel ...............................SET .................PM (Answered by PM)

SPEED Selector Knob .....................AS REQUIRED ................. PF Pre-Mod. LOAD 27.1 -

The use of FMS SPEEDS after the Final Approach Fix (FAF) is not allowed, as per AFM. Select the speed selector knob to manual when passing the FAF.

-

If FMS speeds is intended to be used during approach, insert manually in the DEP/APP Speeds page 2/3, or APPROACH Speeds page 2/3 on MCDU the speeds according to the table that follows. SPEED (KIAS)

FLAP UP 2 3 4 5 FULL

210 (2) / 176 150 140 140 130

(1)

174

(1)

NOTE: - FLAP 2 speed for EMBRAER 170/175 resulting in 180 KIAS FLAP 1 speed. (2)

SOPM-1755

- FLAP 2 speed for EMBRAER 190/195 resulting in 180 KIAS FLAP 1 speed.

2-37 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

Post-Mod. LOAD 27.1 − FMS speed is recommended to be used during the entire approach. The use of FMS speeds is allowed after the Final Approach Fix (FAF). − APPROACH SPEEDS page allows the option for FIXED speed schedule or GREEN DOT (plus additive) whenever FMS speeds are in use during the approach. If FIXED speed schedule is intended, use the speeds according to the table that follows. FLAP

SPEED (KIAS)

UP 1 2 3 4 5 FULL

210 180 (1) (2) 174 / 176 150 140 140 130

(1)

NOTE: - FLAP 2 speed for EMBRAER 170/175. (2) - FLAP 2 speed for EMBRAER 190/195. − If Landing Speeds are already set, ACTIVATE APP SPEEDS prompt is available in FLT PLAN pages when at 30 NM from destination. − VAP is the target speed whenever landing flap is set. If VAP is not set on the landing page and FMS speeds is in use, AT disconnects when landing flap is set.

Altimeters ..................................... SET & X-CHECK ....... PF & PM (Answered by PF/PM)

If flight is being conducted in ICAO airspace, set the altimeters to QNH when passing the Transition Level. Otherwise set as required by local regulations. Post-Mod. LOAD 27.1

SOPM-1755

− Transition Level is automatically retrieved from the navigation database and is displayed on DESCENT page.

2-37 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

Approach Aids ..............................SET & X-CHECK ....... PF & PM PM verifies that the frequencies and courses that were selected and pre-selected are correct for the intended approach. If using preview mode to set the courses for final approach assure that the course selected is the one desired (on-side or cross-side).

SOPM-1755

Pressing the preview button once displays the on-side VOR/LOC preview on PFD; pressing twice shows the cross-side VOR/LOC preview and a third time deactivates the preview mode. Ensure that both PFDs are displaying appropriate information. Also verify that the approach minimums and the FMS are properly selected for the type of approach in use.

2-37 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-37 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

BEFORE LANDING CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Landing Lights .................................AS REQUIRED .................PM NOTE: Taxi (side) lights may be used to assist landing from 10000 ft AFE at pilots discretion. Landing Gear................................................. DOWN .................PM (Answered by PF/PM)

PM places the LDG GEAR LEVER DN when commanded by the PF. SLAT/FLAP ...................................................___SET .................PM (Answered by PF/PM)

SOPM-1755

PM selects Slat/Flap Control Lever as directed by the PF.

2-41 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-41 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

GO-AROUND CHALLENGE

ACTION / RESPONSE

PERFORMED BY

TOGA button .................................................PRESS ................. PF Post-Mod. LOAD 27.1 − VNAV is planned to engage according to the GO AROUND LIMIT page settings. Thrust Levers ................................................ TO/GA ................. PF SLAT/FLAP ......................................GA FLAPS SET .................PM Rotate or verify that autopilot rotates the airplane following the flight director guidance. NOTE: In case of flight director is inoperative, rotate the airplane to 8° nose up. With positive climb: Landing Gear........................................................UP .................PM Minimum Airspeed ............................................. VREF+20

SOPM-1755

At the acceleration altitude proceed as in a normal takeoff.

2-42 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-42 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

AFTER LANDING CHALLENGE

ACTION

PERFORMED BY

APU ...................................................AS REQUIRED ...............RSP RSP turns the APU On when it is required. The APU FADEC is ready for use when APU RPM and EGT dashed indications (--) are replaced by numbers. External Lights.................................AS REQUIRED ...............RSP RSP turns off the unnecessary lights. Transponder.....................................AS REQUIRED ...............RSP RSP selects the transponder to STBY or in accordance with local requirements. SLAT/FLAP.............................................................. 0 ...............RSP RSP selects the SLAT/FLAP Control lever to zero. PITCH Trim .........................................................SET ...............RSP EMBRAER 170/175............................................ SET 4 UP EMBRAER 190/195............................................ SET 2 UP

SOPM-1755

Lineage 1000...................................................... SET 2 UP

2-45 REVISION 17

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-45 Page 2

REVISION 10

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

SHUTDOWN CHALLENGE

ACTION / RESPONSE

PERFORMED BY

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

− Pull the Emergency/Parking Brake to the set position after airplane has stopped. Make sure that the airplane is static before doing so. − Verify brake temperature. If close to the cautionary range, verify that chocks are on and release the Emergency/Parking Brake to reduce the brake cooling time. NOTE: To prevent electrical power interruptions, it is recommended to wait 10 seconds after GPU button is pushed in or after APU is stabilized before shutting down one of the engines. If one of the engines is shut down prior to using the APU, wait 10 seconds until the electrical system has stabilized on the remaining IDG before starting the APU. Electrical............................................. ON GPU/APU ............... LSP − If APU GEN is not available, an AC GPU should be plugged in. − Check the AVAIL light illuminated before pushing in the GPU button. START/STOP Selectors.................................. STOP ............... LSP (Answered by LSP)

The engines will not shut down with START/STOP Selectors unless Thrust Levers are first moved to IDLE. If STOP is selected before Thrust Lever is retarded to IDLE, momentarily cycle START/STOP Selector to RUN and back to STOP. Electric Hydraulic Pump 3A..............................OFF ............... LSP (Answered by LSP)

SOPM-1755

Red Beacon........................................................OFF ............... LSP

2-49 REVISION 14

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION / RESPONSE

PERFORMED BY

FSTN BELTS...................................................... OFF ...............LSP

Page 2

SOPM-1755

Make sure that the escape slides are disarmed before turning OFF the fasten belts signs. LSP should turn FASTEN BELTS switch to OFF after complete engine stop.

2-49 REVISION 10

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

LEAVING THE AIRPLANE NOTE: This procedure applies when a power down is required. CHALLENGE

ACTION / RESPONSE

PERFORMED BY

Passenger Signs Panel .....................................OFF ...............RSP (Answered by LSP)

Set EMERG LT, STERILE, NO SMKG (NO ELEC DEVICES in some configurations) and FSTN BELTS to OFF. Electronic Flight Bag (If applicable) ................OFF ... LSP & RSP HGS Combiner Cover .......................................SET ...............RSP Electrical........................................... OFF GPU/APU ...............RSP (Answered by LSP)

− If APU is available turn OFF the APU by selecting the APU selector knob to OFF. Wait until the APU shuts down and the label OFF is displayed before turning off the GPU and both batteries. − If only GPU is available push out the GPU button. Batteries 1 & 2....................................................OFF ...............RSP

SOPM-1755c01

(Answered by LSP)

2-53 REVISION 10

Page 1

NORMAL PROCEDURES

STANDARD OPERATING PROCEDURES

SOPM-1755 c01

INTENTIONALLY BLANK

2-53 Page 2

REVISION 10

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

ECS OFF TAKEOFF NOTE: - APU BLEED valve will supply bleed air for both PACKS operation during takeoff until 500 ft. If APU BLEED is unavailable the PACKS will remain OFF until 500 ft AGL. - The APU bleed cannot be used for the anti-ice system operation. If the REF A/I is set to ENG or ALL for takeoff or ice is detected during takeoff with APU BLEED, the APU BLEED VALVE will close and the PACKS will switch OFF. BEFORE START CHALLENGE

ACTION

PERFORMED BY

REF ECS ..................................................................OFF ... LSP & RSP Select REF ECS OFF on the MCDU Takeoff Data Set. AFTER START CHALLENGE

ACTION

PERFORMED BY

APU (if available) ..................................................... ON ...............RSP AFTER TAKEOFF CHALLENGE

ACTION

PERFORMED BY

SOPM-1755

APU ..........................................................................OFF .................PM

2-60 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-60 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

ENGINE CROSSBLEED START BEFORE START CHALLENGE

ACTION

PERFORMED BY

Operating Engine Thrust Lever.................. ADVANCE ............... LSP Smoothly advance operating engine thrust lever to obtain the recommended duct pressure required. The minimum recommended bleed duct pressure prior to start is 40 minus 0.5 psi for every 1000 ft above sea level. Bleed Pressure on ECS Synoptic Page ..................................... CHECK ...............RSP Engine Start............................................ACCOMPLISH ............... LSP A bleed pressure drop is expected, but no thrust levers adjustment is necessary. AFTER START CHALLENGE

ACTION

PERFORMED BY

SOPM-1755

Thrust Lever ..........................................AS REQUIRED ............... LSP

2-63 REVISION 12

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

ENGINE TRANSFER HOSE START This procedure gives the necessary instructions to start one engine of the affected airplane with pneumatic pressure from a source airplane APU or CF34 series engine. BEFORE START CHALLENGE

ACTION

PERFORMED BY

For both airplanes, affected and source, set or keep these switches and controls as follows: Engine Thrust Levers ........................................... IDLE ...............LSP ELECTRIC Panel .....................................................SET ...............LSP IDG 1 Selector .................................................... AUTO IDG 2 Selector .................................................... AUTO AC BUS TIES Selector ....................................... AUTO GPU Button......................................................... AS REQUIRED APU GEN Button ................................................ PUSHED IN TRU 1.................................................................. AUTO TRU ESS ............................................................ AUTO TRU 2.................................................................. AUTO DC BUS TIES ..................................................... AUTO Battery 1 Selector ............................................... ON Battery 2 Selector ............................................... AUTO IGNITION Selector Knobs................................... AUTO ...............LSP START/STOP Selector .........................................STOP ...............LSP FUEL Panel ..............................................................SET .............. RSP DC PUMP 1 Selector .......................................... AUTO AC PUMP 1 and AC PUMP 2 selectors ............. AUTO AIR COND/PNEUMATIC Panel ...............................SET .............. RSP

SOPM-1755

PACK 1 Button.................................................... PUSHED OUT PACK 2 Button.................................................... PUSHED OUT XBLEED Button .................................................. PUSHED IN BLEED 1 Button.................................................. PUSHED OUT BLEED 2 Button.................................................. PUSHED OUT

2-63 Page 2

REVISION 16

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES (SUPPLEMENTARY)

ACTION

PERFORMED BY

ICE PROTECTION Panel ........................................SET ...............RSP ENGINE 1 Button .............................................. PUSHED OUT ENGINE 2 Button ............................................... PUSHED OUT WING Button ...................................................... PUSHED OUT ENGINE START WITH SOURCE AIRPLANE APU BLEED This procedure gives the necessary instructions to start one engine of the affected airplane with pneumatic pressure being supplied by the source airplane APU. Source Airplane CHALLENGE

ACTION

PERFORMED BY

APU .....................................................................START ...............RSP APU BLEED Button ................................... PUSHED IN ...............RSP Affected Airplane CHALLENGE

ACTION

PERFORMED BY

Bleed Pressure on ECS Synoptic Page ..................................... CHECK ...............RSP

SOPM-1755

The recommended bleed duct pressure for engine start varies with altitude and ambient temperature (OAT) according to the table below. Check on the ECS status synoptic page on MFD the bleed pressure before starting the engines.

2-63 REVISION 16

Page 3

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES SEA LEVEL

OAT (ºC) -40 -20 -10 0 10 20 40 54 Altitude (ft)

Pressure (psig) 40 39 38 37 36 35 34 33 CORRECTION Pressure (psig) minus 0.5 psig per 1000 ft ASL.

For instance, at an airport where the field elevation is 2000 ft and the OAT is 10°C, the recommended bleed duct pressure for engine start using a ground pneumatic cart is 35 psig. CHALLENGE

ACTION

PERFORMED BY

Engine Start ........................................... ACCOMPLISH ...............LSP AFTER START CHALLENGE

ACTION

PERFORMED BY

Transfer Hose and Ground Equipment ...................DISCONNECTED ............... N/A Thrust Levers ....................................... AS REQUIRED ...............LSP

SOPM-1755

After engine start reconfigure the airplane as required.

2-63 Page 4

REVISION 17

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

ENGINE START WITH SOURCE AIRPLANE ENGINE BLEED This procedure gives the necessary instructions to start one engine of the affected airplane with pneumatic pressure being supplied by the source airplane engine. Source Airplane CHALLENGE

ACTION

PERFORMED BY

Engine 2..............................................................START ............... LSP APU BLEED Button ............................... PUSHED OUT ...............RSP BLEED 2 Button ......................................... PUSHED IN ...............RSP Engine 2 Thrust Lever ................................. ADVANCE ............... LSP Smoothly advance engine 2 thrust lever on the source airplane until the recommended duct pressure required is achieved on the affected airplane. The minimum recommended bleed duct pressure prior to start is 40 minus 0.5 psi for every 1000 ft above sea level. Affected Airplane CHALLENGE

ACTION

PERFORMED BY

Bleed Pressure on ECS Synoptic Page ..................................... CHECK ...............RSP The minimum recommended bleed duct pressure prior to start is 40 minus 0.5 psi for every 1000 ft above sea level. Engine Start............................................ACCOMPLISH ............... LSP A bleed pressure drop is expected, but no thrust levers adjustment on the source airplane is necessary. AFTER START CHALLENGE

ACTION

PERFORMED BY

Transfer Hose and Ground Equipment ................... DISCONNECTED ................N/A Thrust Levers ........................................AS REQUIRED ............... LSP

SOPM-1755

After engine start reconfigure the airplane as required.

2-63 REVISION 17

Page 5

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-63 Page 6

REVISION 16

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

ENGINE GROUND PNEUMATIC START Engine starts using pneumatic carts usually presents higher ITT values. It is recommended to use pneumatic carts to start the RH engine. At operator’s discretion pneumatic carts can be used to start the LH engine. However, due to airplane’s pneumatic system ducts geometry the pneumatic cart may provide less pneumatic pressure when used to start the LH engine. All safety measures for ground personnel must be observed and the crew must guarantee that the recommended bleed duct pressure for engine start is achieved before attempting an engine start. Perform an engine crossbleed start on the second engine. BEFORE START CHALLENGE

ACTION

PERFORMED BY

APU BLEED Button (if applicable).......................................... PUSHED OUT ...............RSP Close APU Bleed valve if APU is in use. PACKS .................................................... PUSHED OUT ...............RSP

SOPM-1755

Ground Cart............................................. CONNECTED ................N/A

2-65 REVISION 17

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

Bleed Pressure on ECS Synoptic Page .....................................CHECK .............. RSP The recommended bleed duct pressure for engine start varies with altitude and ambient temperature (OAT) according to the table below. Check on the ECS status synoptic page on MFD the bleed pressure before starting the engines. SEA LEVEL OAT (ºC) -40 -20 -10 0 10 20 40 54 Altitude (ft)

Pressure (psig) 40 39 38 37 36 35 34 33 CORRECTION Pressure (psig) minus 0.5 psig per 1000 ft ASL.

For instance, at an airport where the field elevation is 2000 ft and the OAT is 10°C, the recommended bleed duct pressure for engine start using a ground pneumatic cart is 35 psig. Engine Start ........................................... ACCOMPLISH ...............LSP Engine start using pneumatic cart usually presents higher ITT values. Consider performing a crossbleed start on the second engine.

AFTER START CHALLENGE

ACTION

PERFORMED BY

Ground Cart .......................................DISCONNECTED ............... N/A PACKS.........................................................PUSHED IN .............. RSP APU BLEED Button (if applicable) ..............................................PUSHED IN .............. RSP

SOPM-1755

Open APU Bleed Valve if it was closed before engine start.

2-65 Page 2

REVISION 17

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

ENGINE BATTERY START This procedure allows engine starts with batteries as the only electrical power and a pneumatic source (i.e. HPU or APU bleed air). Engine starts using pneumatic carts usually presents higher ITT values. It is recommended to use pneumatic carts to start the RH engine. At operator’s discretion pneumatic carts can be used to start the LH engine. However, due to airplane’s pneumatic system ducts geometry the pneumatic cart may provide less pneumatic pressure when used to start the LH engine. All safety measures for ground personnel must be observed and the crew must guarantee that the recommended bleed duct pressure for engine start is achieved before attempting an engine start. Perform an engine crossbleed start on the second engine. BEFORE START CHALLENGE

ACTION

PERFORMED BY

Internal Safety Inspection ...........................PERFORM ...............RSP Battery 1 ................................................................... ON ...............RSP Battery 2 ...............................................................AUTO ...............RSP Batteries Voltage .............................................. CHECK ...............RSP FIRE EXTINGUISHER Panel............................. CHECK ...............RSP Hydraulic ENG PUMP SHUTOFF 1 AND 2 .......................................... PUSH IN ...............RSP Electric Hydraulic Pumps 1, 2, 3A and 3B ...........................................OFF ...............RSP PACKS .................................................... PUSHED OUT ...............RSP Pneumatic Source ...................... CHECK AVAILABLE ............... LSP Minimum Duct Pressure on ECS Synoptic Page ..................................... CHECK ...............RSP

SOPM-1755

The minimum recommended bleed duct pressure prior to start is 40 minus 0.5 psi for every 1000 ft above sea level.

2-67 REVISION 17

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

Ignition Selector Knob........................................ AUTO ...............LSP Red Beacon .............................................................. ON .............. RSP Engine Start ........................................... ACCOMPLISH ...............LSP

Ground Cart (If applicable)...............DISCONNECTED ............... N/A AFTER START CHALLENGE

ACTION

PERFORMED BY

-------------------------------------WAIT 2 MINUTES-------------------------------PACKS.........................................................PUSHED IN .............. RSP After electrical PBIT is completed: Hydraulic ENG PUMP SHUTOFF 1 AND 2 .................................PUSHED OUT .............. RSP Electric Hydraulic Pumps 1, 2 and 3B .............................................. AUTO .............. RSP Electric Hydraulic Pumps 3A .................................. ON .............. RSP SECOND ENGINE START

SOPM-1755

ENGINE CROSSBLEED START Procedure .....................................................PERFORM ...LSP & RSP

2-67 Page 2

REVISION 17

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

SINGLE ENGINE TAXI TAXI OUT CHALLENGE

ACTION

PERFORMED BY

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

ACTION

PERFORMED BY

APU ........................................................AS REQUIRED ...............RSP Before shutting down engine 1 during taxi in: Electric Hydraulic Pump 1 Selector Knob.......................................... ON ...............RSP After engines shutdown:

SOPM-1755

Electric Hydraulic Pump 1 Selector Knob......................................AUTO ...............RSP

2-70 REVISION 14

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

Page 2

SOPM-1755

INTENTIONALLY BLANK

2-70 REVISION 12

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

HOT WEATHER The following procedures will improve cockpit and cabin cooling during ground operations. NOTE: When engine is shutdown, apply cool air from the air conditioning cart whenever possible. CHALLENGE

ACTION

PERFORMED BY

AIR COND RECIRC Button ....................... PUSHED IN ...............RSP CKPT/PAX CABIN Temperature Controllers ...........................MAX COLD ...............RSP Doors and Windows ............................ KEEP CLOSED ... LSP & RSP Passenger Cabin Gasper and Cockpit Outlets.............................................OPEN ................N/A

SOPM-1755

Window Shades on the Sun-exposed Side of the Cabin.....................CLOSED ................N/A

2-73 REVISION 12

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

Page 2

SOPM-1755

INTENTIONALLY BLANK

2-73 REVISION 12

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

ICE CONDITIONS, COLD SOAK

COLD

WEATHER

AND

POWER UP CHALLENGE

ACTION

PERFORMED BY

Batteries ............... CHECK INSTALLED/CONDITIONS ...............RSP Battery temperature.........................MIN -20°C (-4°F) Battery 2 voltage............................................ CHECK Verify battery voltage at or above 22 V certification) or 22.5 V (FAA/EASA certification).

(ANAC/TCCA

External Power (if available) ............................ CHECK ...............RSP External electrical power temperature ..............................MIN -54°C (-65°F) Accomplish a normal power up. After the electric PBIT is done and the message FLT CTRL TEST IN PROG disappears: Hydraulic System Warm Up..................ACCOMPLISH ...............RSP Warm up must be accomplished before starting the engines in case of reservoir temperatures below -18°C. Electric Hydraulic Pumps Sys 1 and 3A................ ON ...............RSP PTU............................................................................ ON ...............RSP ........................................ WAIT 30 SECONDS...................................... PTU........................................................................AUTO ...............RSP Electric Hydraulic Pump Sys 2............................... ON ...............RSP SLAT/FLAP ................................................... CHECKED ...............RSP Fuel Temperature.............................................. CHECK ............... LSP Jet A fuel........................................MIN -37°C (-34°F) SOPM-1755

Jet A1 fuel......................................MIN -44°C (-47°F)

2-75 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

NOTE: Refer to the AFM for information about other fuel types. EXTERNAL SAFETY INSPECTION CHALLENGE

ACTION

PERFORMED BY

Wheel Chocks ...............................................IN PLACE .............. RSP Smart Probes/TAT.............................................CHECK .............. RSP Free of ice and residual deicing and anti-icing fluids. Air Conditioning Inlets/Outlets ........... CLEAR OF ICE .............. RSP All Protective Covers.................... CHECK REMOVED .............. RSP If required, leave engine covers installed until engine start. Engine ................................ CLEAR OF ICE OR SNOW .............. RSP Landing Gear ........CLEAR OF ICE, UNOBSTRUCTED .............. RSP Fuselage, Wing, Tail and Control Surfaces........ FREE OF FROST, ICE OR SNOW .............. RSP If ice accretion is suspected, perform a physical (hands on) inspection to ensure that there is no ice accumulation. APU Area............................ CLEAR OF ICE OR SNOW .............. RSP Pressurization Static Port ................... CLEAR OF ICE .............. RSP CABIN WARM UP CHALLENGE

ACTION

PERFORMED BY

Doors................................................................CLOSED ................N/A Air Conditioning Pneumatic Panel ........................SET .............. RSP BEFORE START CHALLENGE

ACTION

PERFORMED BY

TO DATASET MENU ...............................................SET ...... LSP/RSP

SOPM-1755

ADS Probe Heaters .............................. AS REQUIRED .............. RSP

2-75 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES AFTER START CHALLENGE

ACTION

PERFORMED BY

Engine Instruments ......................................MONITOR ............... LSP Main Panel ......................................................... CHECK ............... LSP Steering........................................................... ENGAGE ............... LSP Electric Hydraulic Pumps SYS 1 & 2 .................AUTO ...............RSP ADS Probe Heater.................................. PUSHED OUT ...............RSP AIRPLANE ANTI-ICING/DEICING ENGINES/APU RUNNING

FLUID

APPLICATION

WITH

CAUTION: APU OPERATION IS NOT RECOMMENDED DURING THE AIRPLANE DEICING/ANTI-ICING PROCEDURE. IF APU OPERATION IS ABSOLUTELY NECESSARY, MAKE SURE DEICING/ANTI-ICING FLUID IS NOT APPLIED DIRECTLY TO OR NEAR THE APU AIR INLET. THAT THE APU BLEED AIR VALVE IS CLOSED, AND THAT PACKS ARE SET TO OFF. CHALLENGE

ACTION

PERFORMED BY

Parking Brake........................................................... ON ............... LSP Doors.................................................. CHECK CLOSED .......LSP/RSP Thrust Levers .........................................................IDLE ............... LSP SLAT/FLAP .................................................. CHECK UP ...............RSP Pitch Trim ...................................... FULL NOSE DOWN ............... LSP Engine Bleed .......................................... PUSHED OUT ...............RSP

SOPM-1755

APU Bleed .............................................. PUSHED OUT ...............RSP

2-75 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION

PERFORMED BY

Packs....................................................... PUSHED OUT .............. RSP After Deicing/Anti-icing Procedure is complete: ........................... WAIT AT LEAST 1 MINUTE...................................... APU Bleed Button ...................................... PUSHED IN .............. RSP Engine Bleed Buttons................................ PUSHED IN .............. RSP ......................... WAIT AT LEAST 3 MINUTES...................................... Packs Buttons ........................................... PUSHED IN .............. RSP TAXI Ground Speed Taxi ............. AS LOW AS PRACTICAL ...............LSP Engine Run-Up ..................................... AS REQUIRED ...............LSP SLAT/FLAP .......................................... AS REQUIRED .............. RSP WARNING: IF FLAPS/SLATS WERE LEFT UP DURING TAXI, COMPLETE AFTER START CHECKLIST BEFORE TAKING OFF. CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED RUNWAYS TO AVOID SKIDDING THE AIRPLANE. REDUCE SPEED FOR ALL TURNS AND USE CAUTION WHEN TAXING WITH HIGH CROSSWINDS. BEFORE TAKEOFF CHALLENGE

ACTION

PERFORMED BY

Flight Controls ..................................................CHECK ...............LSP

SOPM-1755

Pitch Trim.................................................................SET ...............LSP

2-75 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES CHALLENGE

NORMAL PROCEDURES (SUPPLEMENTARY)

ACTION

PERFORMED BY

SLAT/FLAP ..............................................................SET ...............RSP Takeoff Configuration ...................................... CHECK ...............RSP Ice Accumulation .............................................. CHECK .......LSP/RSP Engine Run-Up ......................................AS REQUIRED ............... LSP IN FLIGHT CHALLENGE

ACTION

PERFORMED BY

Engine Parameters .......................................MONITOR ........... PF/PM Pitch Attitude and Airspeed ........................MONITOR ................. PF If green dot is to be used, whenever the EICAS message STALL PROT ICE SPEED is displayed, fly green dot + 10 kt. Post-Mod. LOAD 25.5 − If the EICAS message STALL PROT ICE SPEED is displayed, the green dot takes into consideration ice condition. It is not necessary to fly green dot + 10 kt.

SOPM-1755

NOTE: Closely monitor the TAT indication and presence of moisture. If environmental ice conditions exist, even intermittent, check the windshield, windshield wiper (if installed), and wing surface for ice accumulation. To visualize ice formation, if necessary, use a flashlight on the windshield and the wing inspection light on the wing. If any ice formation is detected or suspected, select the anti-ice protection system override knob to ALL. When flying in detected or suspected ice conditions, use ice speeds as references.

2-75 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

DESCENT If engine vibration increases reduce the thrust to idle, advance thrust levers to obtain 70% N1 for 10-30 seconds and then return to the desired setting. NOTE: Closely monitor the TAT indication and presence of moisture. If environmental ice conditions exist, even intermittent, check the windshield, windshield wiper (if installed), and wing surface for ice accumulation. To visualize ice formation, if necessary, use a flashlight on the windshield and the wing inspection light on the wing. If any ice formation is detected or suspected, select the anti-ice protection system override knob to ALL. When flying in detected or suspected ice conditions, use ice speeds as references.

HOLDING CHALLENGE

ACTION

PERFORMED BY

Landing Gear .............................................................UP ................. PF SLAT/FLAP ................................................................UP ................. PF Minimum Airspeed ......................................... 210 KIAS ................. PF

SOPM-1755

NOTE: Closely monitor the TAT indication and presence of moisture. If environmental ice conditions exist, even intermittent, check the windshield, windshield wiper (if installed), and wing surface for ice accumulation. To visualize ice formation, if necessary, use a flashlight on the windshield and the wing inspection light on the wing. If any ice formation is detected or suspected, select the anti-ice protection system override knob to ALL. When flying in detected or suspected ice conditions, use ice speeds as references.

2-75 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

TAXI-IN AND PARKING CHALLENGE

ACTION

PERFORMED BY

Engine and Wing Anti Ice Protection..AS REQUIRED ...............RSP SLAT/FLAP ............................................AS REQUIRED ...............RSP CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED RUNWAYS TO AVOID SKIDDING THE AIRPLANE AND THROWING SLUSH ON WHEEL AND BRAKE ASSEMBLIES. Make sure the slat/flap are free from snow, ice or slush before retracting them. - If any difference is felt while taxiing, verify if tires present any flat spot which may indicate that the brake was blocked at touchdown. THROUGH-FLIGHTS CHALLENGE

ACTION

PERFORMED BY

Doors and Windows .......................................CLOSED ................N/A APU (if available) ..................................................... ON ................N/A Wing, Tail and Control Surfaces ....... FREE OF FROST, ICE OR SNOW ...............RSP Air Data Smart and TAT Probes ......... CLEAR OF ICE ...............RSP Engine/APU Air Inlet..........CLEAR OF ICE OR SNOW ...............RSP Landing Gear........ CLEAR OF ICE, UNOBSTRUCTED ...............RSP Air Conditioning Inlets and Outlets ...................... CLEAR OF ICE ...............RSP Fuel Tank Vents .................CLEAR OF ICE OR SNOW ...............RSP

SOPM-1755

Pressurization Static Port ................... CLEAR OF ICE ...............RSP

2-75 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

LEAVING THE AIRPLANE - SECURING FOR COLD SOAK OR AN EXTENDED PERIOD CHALLENGE

ACTION

PERFORMED BY

SLAT/FLAP ................................................................UP .............. RSP Pitch Trim.................................................. FULL DOWN .............. RSP Wheel Chocks .................................CHECK IN PLACE .............. RSP Emergency/Parking Brakes. .............. AS REQUIRED ...............LSP Protective Covers ....................... CHECK INSTALLED .............. RSP Water and Waste System ............... CHECK DRAINED .............. RSP Batteries......................................... CHECK REMOVED .............. RSP

SOPM-1755

Doors..................................................CHECK CLOSED .............. RSP

2-75 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

LIGHTNING STRIKE ON GROUND OPERATIONS IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING: External Safety Inspection CHALLENGE

ACTION

PERFORMED BY

Holes, Punctures, Discoloration and De-lamination throughout the Whole Airframe ...................... CHECK ............... LSP Loose, Melted or Missing Rivets.....................VERIFY ............... LSP Verify that there are no loose, melted or missing rivets. Static Dischargers ...........NUMBER AND CONDITION ............... LSP Verify 3 static dischargers on each aileron and 6 static dischargers on each winglet. E170/175: Verify 4 Static Dischargers on the rudder, 4 on each elevator and 1 on vertical stabilizer. E190/195: Verify 4 Static Dischargers on the rudder, 3 on each elevator, 3 on each horizontal stabilizer and 1 on vertical stabilizer. Refer to the CDL for dispatch with missing items. Landing and Taxi Lights ...........................CONDITION ............... LSP Clean and undamaged. Wing Inspection, Landing and Taxi Lights ..........................................CONDITION ............... LSP Clean and undamaged. Navigation, Strobe and Red Beacon Lights.............................CONDITION ............... LSP Clean and undamaged. Smart Probes/TAT Sensor/Ice Detectors ....... CHECK ............... LSP Verify condition with no obstructions, covers or damage. Radome.............................................................. CHECK ............... LSP SOPM-1755

Antennas ....................................................CONDITION ............... LSP

2-77 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

CHALLENGE

ACTION

PERFORMED BY

Maintenance proceed is in accordance with AMM MPP 05-50-01/601 before the airplane next flight......................CONFIRM ...............LSP IN FLIGHT OPERATIONS IF A LIGHTNING STRIKE IS LIKELY TO OCCUR Indication of imminent lightning strike event: −

Buildup of static discharge which causes interference on ADF indicators or noise in communication receivers.

−

Elmo’s Fire, which is visible at night as small electrical discharges running across the windshields and sparking on the wings.

CHALLENGE

ACTION

PERFORMED BY

Penetration of Thunderstorm ........................... AVOID ................. PF Visual Contact with Thunderstorm and Lightning...................... MAINTAIN ................. PF Weather Radar............. CHECK FOR PRECIPITATION ................. PF NOTE: Remember that radar detects only liquid droplets, not the cloud itself. Thundercloud Detected............... CIRCUMNAVIGATE ................. PF Circumnavigate the detected thundercloud or area by 25 miles or more when traffic conditions permit. All Cockpit Lights ................. ON/FULL BRIGHTNESS ....... PF & PM Sunglasses ..................................... CONSIDER WEAR ....... PF & PM Consider wearing sunglasses to protect your eyes from the flash or have one pilot keep eyes downward. IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING

SOPM-1755

Apply the associated emergency/abnormal procedure if any failure arises after a lightning strike. If the situation is under control after a lightning strike, apply the following procedure to ascertain whether the flight may proceed safely.

2-77 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

CHALLENGE

ACTION

PERFORMED BY

Altitude.......................................................... MAINTAIN ................. PF If not required by performance, obstacle clearance or operational contingencies, stop climbing during airplane check. Circuit Breakers ................................................ CHECK ....... PF & PM Navigation Systems.......................................... CHECK .................PM Check magnetic compass and heading system for normal indications. Report on the LIGHTNING STRIKE INCIDENT REPORT the difference between the magnetic compass and the heading indication on PFDs. Engine Indication.............................................. CHECK .................PM Check engine for normal indications. In case of engine shutdown, the flight crew shall analyze the circumstances of the event and consider an engine airstart. Pressurization ................................................... CHECK .................PM Check for no evidences of pressurization leaks. Flight Controls .................................................. CHECK ................. PF Check all flight controls for freedom of movement. Verify that slats/flaps and speed brakes are working properly. Fuel System....................................................... CHECK .................PM Check fuel system for normal operation. Monitor fuel remaining and fuel consumption to ascertain that no fuel leak exists. All Other Airplane Systems ............................. CHECK .................PM Check for EICAS messages and airplane instruments following a panel scan sequence to ascertain that safety of flight prevails. Communication Systems................................. CHECK .................PM

SOPM-1755

NOTE: Consider discontinuing the flight and land at the nearest suitable airport if any unsafe condition is revealed after checking systems operation.

2-77 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

AFTER LANDING CHALLENGE

ACTION

PERFORMED BY

Lightning Strike Event ...................REPORT TO MAINTENANCE ...............LSP

SOPM-1755

Report the lightning strike to maintenance personnel, by filling out the LIGHTNING STRIKE INCIDENT REPORT form.

2-77 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

TURBULENT AIR PENETRATION If possible, flight through severe turbulence must be avoided. If not possible, the following procedure is recommended for turbulent air penetration. CHALLENGE

ACTION

PERFORMED BY

Airspeed ....................... ADJUST IF NECESSARY ......................... PF Trim the airplane for penetration speed. The maximum turbulent air penetration speeds are: Below 10000 ft .....................................Max 250 KIAS At or above 10000 ft ............................Max 270 KIAS/0.76 M WHICHEVER IS LOWER Severe turbulence causes large and often rapid variations in indicated airspeed. Do not chase the airspeed.

SOPM-1755

NOTE: - Do not extend flaps except for approach and landing. - Do not chase altitude. Let both altitude and airspeed vary and maintain attitude. - If severe turbulence cannot be avoided disconnect Autothrottle and make an initial thrust setting for the target speed. Maintain Attittude and Pitch Trim setting. - During climb or descent with variations in indicated airspeed, the use of FLCH mode may result in airplane pitch changes. The use of FPA mode is recommended to maintain airplane attitude.

2-80 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

2-80 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES (SUPPLEMENTARY)

WINDSHEAR CHALLENGE

ACTION

PERFORMED BY

Windshear escape maneuver due to EGPWS announcement: Thrust Levers ................................................. MAX......................... PF When moving the thrust levers press either GA switch. Flight Director Escape Guidance Cue ......... FOLLOW ................. PF Maintain the actual configuration (landing gear and flaps) until 1500 ft AGL and with terrain clearance assured. The windshear escape guidance mode does not automatically revert to any other flight guidance mode. The pilot must manually select another mode in order to exit windshear escape guidance. Windshear escape maneuver without EGPWS announcement: Autopilot ................................................... DISENGAGE ................. PF Thrust Levers .........................................................MAX ................. PF When moving the thrust levers press either GA switch. Pitch ................... 20° OR PLI WHICHEVER IS LOWER ................. PF

SOPM-1755

Maintain the actual configuration (landing gear and flaps) until 1500 ft AGL and with terrain clearance assured.

2-83 REVISION 12

Page 1

NORMAL PROCEDURES (SUPPLEMENTARY)

STANDARD OPERATING PROCEDURES

Page 2

SOPM-1755

INTENTIONALLY BLANK

2-83 REVISION 12

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES

SECTION 3 PROCEDURES AND TECHNIQUES TABLE OF CONTENTS Block

Page

General .............................................................................. 3-05-01..... 01 Definitions ..................................................................... 3-05-01..... 01 Philosophy of Operation ............................................... 3-05-05..... 01 Safety Priority .......................................................... 3-05-05..... 01 Team Mentality ........................................................ 3-05-05..... 01 Captain’s Authority .................................................. 3-05-05..... 01 Use of Automation ................................................... 3-05-05..... 01 Areas of Responsibility............................................ 3-05-05..... 02 Dark and Quiet Cockpit Concept............................. 3-05-05..... 02 Briefings................................................................... 3-05-05..... 02 Communications...................................................... 3-05-05..... 02 Buttons Concept ...................................................... 3-05-05..... 02 Checklist Philosophy ............................................... 3-05-05..... 03 Normal Checklist ..................................................... 3-05-05..... 03 Emergency/Abnormal Procedures .......................... 3-05-05..... 04 Non-Annunciated Procedures ................................. 3-05-05..... 06 Smoke Procedures .................................................. 3-05-05..... 06 Electronic Checklist (ECL)....................................... 3-05-05..... 06 Monitoring of Operational Performance .................. 3-05-05..... 07 Legal Coverage ....................................................... 3-05-05..... 07 Security Issues ........................................................ 3-05-05..... 08

SOPM-1755

Operating Policies ........................................................ 3-05-10..... 01 Crew Coordination................................................... 3-05-10..... 01

3-00 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES

STANDARD OPERATING PROCEDURES Block

Page

Automatic Flight .......................................................3-05-10..... 01 Use of the Flight Director .........................................3-05-10..... 02 Use of the MCDU.....................................................3-05-10..... 02 Use of the Autopilot .................................................3-05-10..... 02 Use of the Autothrottle .............................................3-05-10..... 03 Use of the HGS........................................................3-05-10..... 03 Use of Synoptic Pages ............................................3-05-10..... 04 Weather Radar ........................................................3-05-10..... 04 PFD/EICAS ..............................................................3-05-10..... 04 TCAS .......................................................................3-05-10..... 05 Windshear................................................................3-05-10..... 07 ETOPS.....................................................................3-05-10..... 08 Areas of Responsibility ............................................3-05-10..... 10 Communications ......................................................3-05-10..... 12 Briefings ...................................................................3-05-10..... 13 Flight Deck Access ..................................................3-05-10..... 13 Meals .......................................................................3-05-10..... 13 Shoulder Harness ....................................................3-05-10..... 13 Headphones ............................................................3-05-10..... 14 Lights .......................................................................3-05-10..... 14 Pilot Incapacitation...................................................3-05-10..... 14 Approaches..............................................................3-05-10..... 15 Brakes Usage ..........................................................3-05-10..... 15 Thrust Reverser .......................................................3-05-10..... 15 Tow Bar....................................................................3-05-10..... 15 Ground Operations ............................................................3-10 .......... 01

SOPM-1755

Engine Start ..................................................................3-10 .......... 01

3-00 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES

Block

Page

Engine Warm Up ..................................................... 3-10.......... 01 No Break Power Transfer (NBPT)........................... 3-10.......... 01 Icing, Cold Weather and Cold Soak Conditions ...... 3-10.......... 01 Tailwind ................................................................... 3-10.......... 02 Push Back..................................................................... 3-10.......... 04 Flight Controls Check .............................................. 3-10.......... 04 Taxi ............................................................................... 3-10.......... 07 General .................................................................... 3-10.......... 07 Taxi Speeds and Braking ........................................ 3-10.......... 07 Carbon Brakes......................................................... 3-10.......... 08 Influences on Tire Wear .......................................... 3-10.......... 09 Thrust Use During Taxi ........................................... 3-10.......... 09 Rudder/Steering Use and Turning Radius .............. 3-10.......... 10 Single Engine Taxi................................................... 3-10.......... 14 Taxi Under Adverse Weather .................................. 3-10.......... 15 Engine Fire (On Ground) .............................................. 3-10.......... 16 Emergency Evacuation................................................. 3-10.......... 18 Takeoff ............................................................................... 3-15-01..... 01 General ......................................................................... 3-15-01..... 01 Takeoff with LNAV, VNAV and FMS Speeds ............... 3-15-01..... 02 Slat/Flap Retraction ...................................................... 3-15-01..... 03 Flex Takeoff .................................................................. 3-15-01..... 04 Takeoff Run and Thrust Settings.................................. 3-15-01..... 06 After Takeoff Actions and Callouts ............................... 3-15-01..... 09 Rejected Takeoff - RTO................................................ 3-15-05..... 01 Crosswind Takeoff........................................................ 3-15-05..... 05

SOPM-1755

Tail Wind Takeoff.......................................................... 3-15-05..... 05

3-00 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES

STANDARD OPERATING PROCEDURES Block

Page

Tail Strike Considerations .............................................3-15-05..... 07 Close-in Turns Takeoff .................................................3-15-05..... 08 Noise Abatement Procedures.......................................3-15-05..... 10 HGS Takeoff System ....................................................3-15-05..... 16 Takeoff in Adverse Conditions......................................3-15-05..... 19 Windshear.....................................................................3-15-05..... 19 Engine Failure...............................................................3-15-10..... 01 Engine Failure at or Above V1 Actions and Callouts ................................................3-15-10..... 04 Engine Fire, Severe Damage or Separation (On Takeoff Above V1) Actions and Callouts...........3-15-10..... 10 Climb ..................................................................................3-20 .......... 01 General .........................................................................3-20 .......... 01 Initial Climb ...................................................................3-20 .......... 01 Climb Speed .................................................................3-20 .......... 01 Climb Thrust Selection..................................................3-20 .......... 03 Enroute Climb ...............................................................3-20 .......... 04 Engine Ice Climb...........................................................3-20 .......... 05 One Engine Inoperative Climb......................................3-20 .......... 06 Cruise.................................................................................3-25 .......... 01 General .........................................................................3-25 .......... 01 Speed Selection............................................................3-25 .......... 01 Cruise Speed Management ..........................................3-25 .......... 01 Altitude Selection ..........................................................3-25 .......... 02 Wind Altitude Trade ......................................................3-25 .......... 03 Step Climb ....................................................................3-25 .......... 04 Flight Controls Trimming...............................................3-25 .......... 05 SOPM-1755

Fuel Imbalance .............................................................3-25 .......... 06

3-00 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES

Block

Page

Throttle Technique........................................................ 3-25.......... 06 Turbulent Air Penetration.............................................. 3-25.......... 07 Driftdown....................................................................... 3-25.......... 10 RVSM ........................................................................... 3-25.......... 16 Emergency Descent ..................................................... 3-25.......... 16 Holding.......................................................................... 3-25.......... 22 Controller to Pilot Data Link Communication System (CPDLC)........................... 3-25.......... 24 Unreliable Airspeed ...................................................... 3-25.......... 30 Upset Recovery Maneuver ........................................... 3-25.......... 31 Nose-Up Recovery .................................................. 3-25.......... 31 Nose-Down Recovery ............................................. 3-25.......... 32 Stall Recovery Maneuver ........................................ 3-25.......... 33 Engine Vibration During Cruise .................................... 3-25.......... 37 Engine In Flight Start .................................................... 3-25.......... 38 Descent.............................................................................. 3-30.......... 01 General ......................................................................... 3-30.......... 01 Descent Speeds ........................................................... 3-30.......... 01 VNAV Operation ........................................................... 3-30.......... 02 Idle Descent.................................................................. 3-30.......... 02 Initial Distance to Descent ............................................ 3-30.......... 03 Ice Condition................................................................. 3-30.......... 04 Approach ........................................................................... 3-35-01..... 01 General ......................................................................... 3-35-01..... 01 Fuel Consumption ........................................................ 3-35-01..... 01 Instrument Approaches ................................................ 3-35-01..... 04

SOPM-1755

Landing Speeds............................................................ 3-35-01..... 11 Initial Approach ............................................................. 3-35-01..... 14

3-00 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES

STANDARD OPERATING PROCEDURES Block

Page

Malfunctions..................................................................3-35-01..... 15 Procedure Turn .............................................................3-35-01..... 16 Precision Procedures....................................................3-35-01..... 17 ILS CAT I ......................................................................3-35-01..... 17 Steep Approach ............................................................3-35-01..... 18 Autoland CAT I..............................................................3-35-01..... 19 ILS CAT II / III ...............................................................3-35-01..... 20 Descent and Precision Approach Actions and Callouts ................................................3-35-01..... 21 Intercepting Glide Slope From Above...........................3-35-01..... 26 Low Visibility Approach .................................................3-35-05..... 01 Autoland........................................................................3-35-05..... 04 HGS ..............................................................................3-35-05..... 07 Low Visibility Approach Actions and Callouts ................................................3-35-05..... 10 One Engine Inoperative Precision Approach................3-35-05..... 18 Non Precision Procedures ............................................3-35-10..... 01 Descent and Non-Precision Approach Actions and Callouts ................................................3-35-10..... 05 One Engine Inoperative Non Precision Approach ........3-35-10..... 11 Circling Approach..........................................................3-35-10..... 13 One Engine Inoperative Circling Approach ..................3-35-10..... 15 Visual Approach............................................................3-35-10..... 17 Go-Around..........................................................................3-35-10..... 21 Discontinued Approach......................................................3-35-10..... 32 Abnormal Slat / Flap Configuration ....................................3-35-10..... 34

SOPM-1755

EGPWS Warning Corrective Maneuver.............................3-35-10..... 36

3-00 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES

Block

Page

Landing .............................................................................. 3-40.......... 01 General ......................................................................... 3-40.......... 01 Landing Procedure ....................................................... 3-40.......... 01 Brakes Usage ............................................................... 3-40.......... 04 Maximum Performance Landing................................... 3-40.......... 06 Landing on Wet, Slippery or Contaminated Runways.. 3-40.......... 07 Crosswind Landing ....................................................... 3-40.......... 08 Operational Factors Affecting Landing Distance...................................... 3-40.......... 09 Recovery From Offset Position..................................... 3-40.......... 12 Windshear..................................................................... 3-40.......... 13 Low Visibility Landing ................................................... 3-40.......... 15 Rejected Landing.......................................................... 3-40.......... 15 Bounced Landing.......................................................... 3-40.......... 17 Tail Strike During Landing ............................................ 3-40.......... 18 Overweight Landing...................................................... 3-40.......... 19 Touch and Go Landing ................................................. 3-40.......... 20 Ditching......................................................................... 3-40.......... 23

SOPM-1755

Forced Landing............................................................. 3-40.......... 28

3-00 Page 7

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-00 Page 8

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

GENERAL DEFINITIONS ABNORMAL When abnormal is used to describe a procedure or checklist, it refers to a non-routine operation in which certain procedures or actions must be taken to maintain an acceptable level of airworthiness for a continued safe flight and landing. When associated with a caution condition message, it will indicate procedures that may result in damage to equipment if not followed. The abnormal procedures have been written assuming oxygen masks will be donned and communications established between crewmembers whenever oxygen deficiency or contamination is suspected. ACCELERATION ALTITUDE It is defined as Level off Altitude where the climb configuration (flaps up, final segment climb speed) is set and reached, with the critical engine inoperative, and takeoff thrust on operating engines. It is the rd takeoff 3 segment and is used for level flight, acceleration and flap retraction at a height of at least 400 ft. ADVISORY Used to indicate a condition that requires crew awareness and may require subsequent or future crew action. AFE Above field elevation. AREAS OF RESPONSIBILITY

SOPM-1755

Cockpit areas operated by a specific pilot. These areas exist to improve crew coordination and a pilot must always advise the other pilot if he is intending to operate something outside his area of responsibility. Refer to the Operating Policies section to determine what areas are assigned to which pilot.

3-05-01 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

ASAP Aviation Safety Action Program encourages voluntary reporting of mistakes and incidents by promising no reprisals. AUTOMATION COMPLACENCY Failure to monitor airplane systems due to overconfidence in automation. CABIN CREW Crewmembers that report to the Pilot-in-Command and are in charge of assuring the safety of the occupants that are not crewmembers in all circumstances. The cabin crew is composed of Flight Attendants. CALLOUTS Callouts are aids in maintaining awareness of the crew as to the status of given tasks. They are extremely important in aiding situational awareness. Made to indicate that a system has deviated from the assigned parameters or to describe tasks or events requiring a high level of monitoring on highly dynamic and unstable events. CAPTAIN OR PILOT IN COMMAND Pilot legally responsible for the operation of the airplane and who commands the operation of the airplane. He has the authority to take actions, to request or to delegate any crewmember action as he finds appropriate to improve the safety of the flight. CAUTION Used to indicate a hazard that if ignored could result in damage to an airplane component or system which would make continued safe flight improbable (Immediate crew awareness and subsequent corrective or compensatory crew action required). CLIMB SEQUENCE Actions to be performed by the Pilots during initial climb phase. A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following:

3-05-01 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

CONTAMINATED RUNWAY

STANDARD OPERATING PROCEDURES -

-

PROCEDURES AND TECHNIQUES GENERAL

Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0.125 in) of water; Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or Ice, including wet ice.

CRITICAL PHASES OF FLIGHT High workload phases of flight. Flight phases below FL100 (not including cruise flights), Takeoffs, Final Approach, Missed Approach, Landings, including landing roll, Taxi procedures and all parts of the flight operation considered as critical by the flight crew. CRM Crew Resource Management. The effective use of all resources to include human and other aviation system resources. ACRM: Advanced Crew Resource Management - a package including CRM procedures, training of the instructor/evaluators, training of the crews, a standardized assessment of crew performance, and an ongoing implementation process providing an integrated form of CRM by incorporating CRM practices with normal and emergency SOP. DARK AND QUIET COCKPIT A concept used to design and operate an airplane based on the assumption that in flight all systems are normal when the overhead, main, glare-shield and control pedestal panels have no lights on, and no aural warnings are taking place. This concept enforces the need of a quiet environment inside the cockpit during most phases of flight. DERATED TAKEOFF THRUST A takeoff thrust level less than the maximum takeoff thrust approved for which a separate and specific set of data exists. When operating with a de-rated takeoff thrust, the thrust setting parameter used to establish thrust for takeoff is presented in the AFM and is considered an operating limit for that takeoff.

SOPM-1755

DO AND VERIFY A checklist usage technique that consists of completing all the checklist actions by memory and verifying them afterwards by reading and replying.

3-05-01 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

ELECTRONIC FLIGHT BAG (EFB) The EFB is an electronic device (notebooks, tablets, etc) that can support different applications such as electronic documents, charts, checklists and performance related applications. EMERGENCY When emergency is used to describe a procedure or Checklist, it refers to a non-routine operation (warning) in which certain procedures or actions must be taken to protect the crew and the passengers, or the airplane, from a serious hazard or potential hazard. When associated with a warning EICAS message, will indicate procedures that may result in personal injury or loss of life if not followed. The emergency procedures have been written assuming oxygen masks will be donned and communications established between crewmembers whenever their use is required. EXTENDED OPERATIONS (ETOPS) It is a special operational certification to permit flights with twin-engine airplanes to fly on routes beyond certain distances at approved OEI cruise speed (standard conditions in still air) from an adequate airport. ETOPS Regulations are applicable to over water routes, as well as remote land areas. EXPANDED PROCEDURES A description of sequential procedural steps with detailed explanatory descriptions and/or instructions accompanying each step. FIRST OFFICER (FO) OR SECOND IN COMMAND (SIC) A pilot that is not in command but can carry out the duty of flying the airplane under the circumstances established by company rules. FLEX TAKEOFF THRUST Refer to SOP-1755 – Section 3-15 - TAKEOFF. Crewmember that reports to the Pilot-in-Command and is in charge of assuring the safety of the occupants that are not crewmembers in all circumstances. The Purser is the flight attendant responsible for coordinating with other flight attendants the efficient handling of noncrewmember occupants. The Purser must handle all relevant matters needing coordination with the flight crew.

3-05-01 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

FLIGHT ATTENDANT

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

FLIGHT CREW Crewmembers that conduct the airplane’s flight operation. The flight crew will be composed of Captain and First Officer. FOQA Flight Operations Quality Assurance, monitors flight data recorder in order to monitor safety issues. New generation airplanes flight recorder data are monitored for airplane performance exceeding specific limits. There is no jeopardy to flight crews' jobs. IMMEDIATE ACTION An action that must be taken in response to a non-routine event so quickly that reference to a checklist is not practical because of a potential loss of airplane control, incapacitation of a crewmember, damage to or loss of an airplane component or system, which would make a continued safe flight improbable. INSTRUCTOR PILOT Pilot that acts as Flight Instructor to a not-yet qualified pilot or to a qualified pilot undergoing flight instruction for refreshment or for any other reason. LAND AT THE NEAREST SUITABLE AIRPORT Some checklists require landing at the nearest suitable airport. This statement may be presented below the associated emergency/abnormal characterization or at the beginning of a task that requires so. When the crew determines that significant threat to safety is present, they should always accomplish the earliest possible descent, land at the nearest suitable airport regardless of having this statement present in the checklist. LOFT

SOPM-1755

Line Oriented Flight Training: simulator training session where the focus is on reproducing an environment as similar as possible to the airline operating environment with similar workload and routine. The objective of these sessions is to identify areas of difficulty related to crew coordination and ergonomics. LOFT sessions may include abnormal and emergency situations that require knowledge-based actions by the crew.

3-05-01 Page 5

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

LOSA Line Operations Safety Audit: provides a process for analyzing the safety of normal line operations. Rather than focusing on events and finding fault, it offers a systemic and non-punitive assessment by trained observers of everyday operational flights. The LOSA process consists of a family of methodologies. In addition to the observations, crewmembers are interviewed and complete questionnaires on safety practices, organizational culture and cockpit management. MAXIMUM PERFORMANCE LANDING Maximum Performance Landing is a set of techniques that leads to stop the aircraft within minimum landing distance. NON-ANUNCIATED When Non-Annunciated is used to describe a procedure or checklist, it refers to a non-routine operation requiring flight crew action, due to a condition not capable to be sensed by the airplane avionics system (e.g.: Smoke, Emergency Descent, etc.). OBSERVER Person (crewmember or check airman) seating at the jump seat. PILOT FLYING (PF) Pilot who is controlling the path and thrust setting of the airplane in flight (it is the primary responsibility of each pilot to monitor the airplane). PILOT INCAPACITATION Situation where one of the pilots is not able to perform his duties. PILOT MONITORING (PM) Pilot who is actively assisting/monitoring Pilot Flying during operation of the airplane. The active monitoring concept must be implemented, trained, practiced and must have its effectiveness evaluated in order to provide benefits. It is the primary responsibility of each pilot to monitor the airplane and the other pilot. Technique to fly all non precision approaches with a stabilized vertical descent path to the runway end.

3-05-01 Page 6

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

PRECISION-LIKE APPROACH

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

RAPID DEBOARDING There are situations that require passengers to leave the airplane in an expeditious manner but do not justify an Emergency Evacuation. In those cases the Pilot In Command may command a Rapid deboarding procedure. Rapid Deboarding consists of leading the passengers out of the airplane by using normal means of deboarding such as stairways or jetways. READ AND DO A checklist usage technique that consists of reading and accomplishing each of the checklist items. The Checklist items will follow the sequence corresponding to the sequence of actions required. MEMORY ITEMS Items of the checklist that must be memorized by the flight crew and whose execution must be carried out immediately should the corresponding checklist become applicable (immediate action). REJECTED TAKEOFF A takeoff that is discontinued after takeoff thrust is set and initiation of the takeoff roll has begun. SILENT CHECKLIST Performed during high workload periods. The procedure reduces the amount of activity on the flight deck that the pilots normally have to contend with. The crewmember executing the checklist should announce "_______ Checklist completed" when all checklist items have been accomplished. The only silent checklist is the After Takeoff. SITUATIONAL AWARENESS

SOPM-1755

Refers to the fact that the crew should be conscious of the airplane's condition under specific operational and environmental circumstances.

3-05-01 Page 7

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

SPEEDS − − −

−

− − −

Approach Climb Speed (VAC) – The speed to be used in case of a single engine go-around with Go-around Flaps and Landing Gear retracted. Approach Speed (VAP) – The speed on the final approach, in landing configuration. Decision Speed (V1) – The maximum speed during takeoff at which the pilot may abort the takeoff to stop the airplane within the accelerate-stop distance available, V1 is also the minimum speed at which the pilot can continue the takeoff and achieve the required height above the runway or the clearway within the takeoff distance available, when a failure of the critical engine is identified immediately after V1. Landing Reference Speeds (VREF) – A reference for VAP calculation. It is the minimum recommended speed at 50 ft over the threshold. It is the speed used in the landing distance calculations. Final Segment Speed (VFS) – The speed to be achieved during the final takeoff segment, with landing gear up and flaps retracted. Rotation Speed (VR) – The speed at which the pilot initiates action to raise the nose in order to takeoff. Takeoff Safety Speed (V2) – The speed to be attained at the screen height (e.g. 35 ft) when rotation is initiated at VR, following a failure of the critical engine at VEF.

STABILIZED APPROACH Criteria used to judge an approach according to the capability of the airplane to perform a safe landing after a determined point at the approach procedure (on the Approach Speed plus applicable additives, on the proper flight path, on the proper sink rate and with the thrust stabilized no lower than 1000 ft AFE when operating on IMC and 500 ft AFE for VMC operations). STATUS

SOPM-1755

Used to indicate a condition that requires cockpit indications, but not necessarily as part of the integrated warning system.

3-05-01 Page 8

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

STERILE COCKPIT Sterile Cockpit is the establishment of an environment at the cockpit in which the crewmembers can concentrate on airplane operation during certain phases of the flight. SUPPLEMENTARY PROCEDURES Used to describe a non-routine procedure that may be employed in addition to a normal procedure. Infrequently used procedures should be performed by reference (read and do). WARNING

SOPM-1755

Used to indicate a hazard that if ignored could result in injury, loss of airplane control, or loss of life (immediate corrective or compensatory crew action required).

3-05-01 Page 9

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-05-01 Page 10

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

PHILOSOPHY OF OPERATION SAFETY PRIORITY Passenger and public safety are the highest priority. TEAM MENTALITY The flight and cabin crew must get along as a team. A sense of collaboration and mutual help must prevail for the ultimate objective of safely and efficiently completing the flight. CAPTAIN´S AUTHORITY The Captain is ultimately responsible for whatever happens to the occupants, to the airplane or to any goods or persons outside the airplane as result of the flight operation under his command. The Captain must use crew resources in the most effective way and must encourage the other crewmembers to engage in teamwork by allowing them to participate and give suggestions whenever useful for the execution of the flight. He must treat all crewmembers with respect and consideration at all times. USE OF AUTOMATION On highly automated airplanes monitoring is as important as acting. Monitoring skills and discipline must be enforced and checked during training. Pilots must be alert and avoid “automation complacency” generated by the highly automated airplane systems. Usage of automation must be well trained in order to provide workload reduction and the ability to correlate the different scenarios and systems. Monitoring is an active role that should be placed on the same level of importance as in acting, when task sharing is the issue.

SOPM-1755

The pilot is the most capable component during the flight and he must determine the optimal use of automation.

3-05-05 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

AREAS OF RESPONSIBILITY This manual establishes areas in the cockpit that are placed under the responsibility of each specific cockpit crewmember. Ground operations are divided between the Left Seat Pilot (LSP) and the Right Seat Pilot (RSP) while in-flight operations are divided between Pilot Flying (PF) and Pilot Monitoring (PM). Actions outside the crewmember’s area of responsibility may be sometimes applicable and are properly indicated in this manual or are initiated at the discretion of the Captain. DARK AND QUIET COCKPIT CONCEPT The design philosophy of the airplane states that under normal flight operation of its systems the pushbuttons and annunciators on the overhead, main, glare-shield and control pedestal panels must be dark (no lights). No visual or aural warnings mean normal operation of the systems. BRIEFINGS All members of the crew have the right to be informed regarding matters that affect their functions. Therefore, preflight briefings with the cabin crew are highly recommended, as are in-flight briefings when special non-routine procedures are to be carried out. COMMUNICATIONS Non-essential conversation should be avoided during high workload flight phases. BUTTONS CONCEPT The normal operating position of the push in/out buttons is identified with no light bar illuminated, regardless of switch position.

SOPM-1755

Some knobs on the overhead panel have detent protection and must be pulled out to allow knob rotation. Knob stationary positions are marked with a white rectangle, and knob momentary positions are marked with a white triangle. To assure proper signal transmission when using the selector knobs that have momentary positions, hold the knob for at least two seconds at the positions before releasing it.

3-05-05 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

CHECKLIST PHILOSOPHY The use of the on board checklist is based on the assumption that both pilots have been properly trained on the type of airplane and therefore have a thorough knowledge of the airplane’s systems and procedures. It further assumes that they know the consequences of not performing the right actions at the right time and in the correct order. The crew should exercise judgment to establish the proper coordination between Normal and Emergency/Abnormal procedures towards the safest course of action. NORMAL CHECKLIST The crew must accomplish all the AOM Normal Procedures. The Normal Checklist is just a memory aid to assist the pilots so they do not forget actions which, if not carried out, can result in some type of risk to the airplane, to any of its systems, to its occupants, to the operational environment or can affect passenger comfort. Specific regulations also ask for items to be included in the checklist. The Normal Checklist has been divided and named according to its specific phase. In order to reduce the amount of activity in the cockpit during high workload flight phases, After Takeoff checklist will be a Silent Checklist. In case of interruption the pilot should halt the reading, and when he restarts it he must be sure of where he stopped. If not, the Checklist must be read from start again.

SOPM-1755

Airplane alerting systems will attract the attention of the crew and direct them to the appropriate action providing means for controlling the status of the systems.

3-05-05 Page 3

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

EMERGENCY/ABNORMAL PROCEDURES MEMORY + READ AND DO The Emergency/Abnormal Checklist will provide the procedural steps required to resolve non-normal situations on the ground or in flight. On modern airplanes, situations for which there are no written procedures are likely to occur. It is not possible to develop checklists for every condition, especially when multiple failures occur. Full knowledge of the memory Items is mandatory. Abnormal procedures have been written assuming oxygen masks will be donned and communications established between crewmembers whenever oxygen deficiency or contamination is suspected. If multiple messages are displayed on EICAS the possible failure is more likely to be an electrical bus, MAU or SPDA in this order of priority. To help identifying the root cause of these messages find on the EICAS any message related to the systems mentioned above and follow the procedure related to the highest priority system message. Post-Mod. LOAD 21.2 The Root EICAS messages are highlighted by a preceding chevron “>”. These messages are possible root causes for other failures and the corrective action in most cases is to perform the QRH procedure for these messages first.

As it does not upgrade the priority of the message, whenever a WARNING message is triggered together with a Root EICAS message, the procedure for the WARNING message must be performed first. If multiple messages are displayed on EICAS the possible failure is more likely to be an electrical bus, MAU or SPDA in this order of priority. EMERGENCY/ABNORMAL PHILOSOPHY

PROCEDURES

HANDLING

SOPM-1755

− The crewmember recognizing the malfunction calls it out.

3-05-05 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

− No action should be taken until the airplane flight path and configuration are properly established and a safe altitude (400 ft or above) has been attained. − Procedures have to be initiated on the pilot command. − Some emergency/abnormal checklists state that if a go around is required, maintain VREF FULL + CORRECTION until the acceleration altitude is reached. In these cases the Flight Director guidance (VREF corrected + 20 kt in AEO condition) may be used for go around. − In case of engine failure, fire, damage or separation at or above V1 and should there be enough time, the Captain will brief the cockpit crew and Purser: CAPTAIN

PURSER

FLIGHT ATTENDANTS

In this briefing, the Captain will give the following information: T ime available. E mergency (type). S ignals conventioned. T ransmit additional instructions (structural damages, restricted exits, loss of landing gear, etc). − When airborne, items referring to throttles, fire handles, IDG switch and engine start/stop selectors should be confirmed by both pilots prior to be accomplished. − Exercise common sense and caution when accomplishing checklists for multiple failures. − If more than one EICAS messages appear at same time, the crew must perform the required checklists following the message priority: WARNING (red), CAUTION (amber) and ADVISORY (cyan). − If more than one EICAS messages, within a category, appear at same time the crew should analyse and define which one should be dealt first. − In case of abnormal/emergency situation, both crew members systematically and without delay should accomplish all memory items in their area of responsibility.

SOPM-1755

− When the flight is under control and all memory items are completed, the PF calls for the appropriate abnormal/emergency procedure in the QRH.

3-05-05 Page 5

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

− After the procedure is completed, the pilot should revert back to the normal checklist, and amend it with the appropriate items requested in the abnormal checklist (e.g. different flap setting). Only the Ditching, Forced Landing and One Engine Inoperative Approach and Landing checklists already incorporate the normal checklists, not requiring a reversion. − Any time an engine shutdown is needed in flight, good coordination is essential, to avoid shutting down the incorrect engine. NON-ANUNCIATED PROCEDURES MEMORY + READ AND DO The Non-Annunciated checklists describe procedures referring to a non-routine operation requiring flight crew action, due to conditions that are not sensed by the airplane’s avionics system such as an emergency descent or emergency evacuation. SMOKE PROCEDURES MEMORY + READ AND DO The Smoke checklists describe procedures associated with malfunctions that lead to a smoke in the cockpit, cabin or cargo compartments condition. The procedures are written with bigger size letters for easier reading. ELECTRONIC CHECKLIST (ECL) The main purpose of the ECL is to assist the flight crew in controlling airplane operations. The ECL has the same contents of a paper checklist, but its use causes a reduction in flight crew workload and a performance improvement throughout the flight. The most commonly made mistakes while handling a paper checklist such as skipping an item due to an interruption or stating that an item had been completed when it has not, are minimized with the use of this tool. All emergency and abnormal checklist items must be manually checked.

SOPM-1755

Certain normal checklist items (landing gear lever, thrust levers IDLE position, hydraulic pump knobs, brakes temperature) are automatically checked by the ECL software based on information received from the airplane systems and sensors, other items must be manually checked.

3-05-05 Page 6

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

MONITORING OF OPERATIONAL PERFORMANCE All efforts must be made to encourage crewmembers to report any difficulty related to human factors. This is fundamental to spot potential flight standard deficiencies before they result in incidents or accidents. Granting confidentiality in this process will respect the importance of these reports. Using reports to correct and improve flight standards is an important process of assuring the quality of flight operation. Operational difficulties related to human factors observed during simulator sessions, during en route supervision or anytime during normal operation must be collected and a review board of assigned pilots should periodically examine these reports. When the occurrence of a difficulty in statistically significant numbers is detected, this board must suggest changes in the training procedures or in the operating procedures to prevent this difficulty from happening. If it becomes evident that a crewmember or a group of them needs additional training, he or they must be immediately removed from flight duty. FOQA, ASAP and LOSA are examples of quality assurance processes in use worldwide. “IF YOU CAN’T MEASURE IT, YOU DON’T KNOW ABOUT IT. IF YOU DON’T KNOW ABOUT IT, YOU CAN’T FIX IT”

LEGAL COVERAGE The Company must provide information regarding legal crewmembers’ responsibilities, especially that of the pilot-in-command, when it comes to liabilities resulting from legal violations, incidents and accidents. The crewmembers must be informed about the legal implications of their acts and statements as well as how to proceed in case of abnormal situations such as in case of incidents and accidents as well as in situations involving law enforcement authorities. The information made available to crewmembers is especially important in case of flights to countries other than the country the company is located at.

SOPM-1755

Should a legal dispute arise as a consequence of the operation of a company airplane, the company must take all measures to make sure that crewmembers are not unfairly or improperly charged and do not suffer negative consequences that are unduly or unfairly imposed upon them. This company attitude is important to encourage flight crews to act in a rightful rather than in a "trouble-avoiding" manner.

3-05-05 Page 7

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

SECURITY ISSUES

SOPM-1755

The flight and cabin crewmembers must be trained to handle unruly passengers or passengers demonstrating offensive or anti social behavior. Additionally, they must be trained to know when special passengers such as deportees and criminals can be accepted on board and on how to proceed in such cases (when to board, request for law enforcement escort, etc.).

3-05-05 Page 8

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

OPERATING POLICIES CREW COORDINATION The Flight Crew must be trained on coordination with the Cabin Crew. Cabin crewmembers must understand situations such as sterile cockpit, calls from the cockpit, pilot incapacitation, emergency evacuation, hijacking and other specific in-flight situations where the participation of the Cabin Crew is essential. It is recommended that joint training sessions be carried out to practice this coordination. These joint-training sessions can be LOFT sessions. These procedures must be trained jointly with Cabin Crew. AUTOMATIC FLIGHT Plan to be synchronized with the airplanes’ automation. Being “ahead” of the airplane is essential for smooth operation of the automated systems, since auto-flight systems may receive faulty inputs from the flight crew or may contain database errors. When the airplane does not perform as expected, the autopilot must be disconnected and a manual flight promptly established. PFD

AP AT

ROLL

TO EM170AOM980022A.DGN

HOLD TO CAPTURE AUTOTHROTTLE MODE ARMED AUTOTHROTTLE MODE

AUTOTHROTTLE ENGAGED STATUS

SOPM-1755

The FMA must be monitored at all times by both pilots.

3-05-10 Page 1

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

USE OF THE FLIGHT DIRECTOR Flight Director should be used and updated at all times. The PF can request the PM to perform the tasks required to maintain the Flight Director updated with the maneuvers performed. If the Flight Director is not synchronized with the actual airplane’s maneuver it must be updated or turned off. Removal of the FD cue pressing FD Button on the Guidance Panel does not turn off the Flight Director. Post-Mod. LOAD 23.1 When the FD is selected OFF with the Autopilot disengaged on the source side, the Flight Director modes are disengaged and the autothrottle reverts to the basic default control mode (SPDt). When FPA is the active mode you need to press FPA button once to deactivate the FD. Having any other vertical mode active, select ALT SEL to an altitude different from the actual altitude, and press FPA button twice. Then select ALT SEL to the altitude applicable to the flight phase. This will remove all FD modes from the FMA. USE OF THE MCDU MCDU usage must be coordinated in all flight phases (VHF frequency tuning and navigation, performance, progress monitoring and changes). Whenever entering a new route, it is the crews’ responsibility to check all the waypoints for correct coordinates and associated navigation aids. It is recommended that one pilot enter the flight plan and the other pilot check the data entered. Below 10000 ft AFE, MCDU changes should be made by the PM and executed only after confirmation by the PF. If necessary, revert to basic Autopilot/FD modes to avoid heads down time during high workload flight phases. USE OF THE AUTOPILOT

SOPM-1755

Pilots should use the autopilot as much as possible, allowing effective monitoring of the flight.

3-05-10 Page 2

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

It is recommended the engagement of the autopilot after first vertical mode is engaged and disengagement at MDA/DA/DH during an instrument approach (if not performing an auto land or a go around). For visual approaches, the use of autopilot is recommended even at the traffic pattern altitude, being disengaged whenever necessary. Post-Mod. LOAD 27.1 The use of autopilot is allowed above the minimum engagement height, even if TO mode is still in use. The amount of automation to be used during each phase of flight should be determined by the PF. Although the use of automation is highly recommended, manual approaches are occasionally also recommended to keep proficiency. Pilots must always be alert and monitor the autopilot. Normally high level of automation induces crews to stay out of the loop, with excessive confidence on auto flight systems. USE OF THE AUTOTHROTTLE The autothrottle should be used during the entire flight, engaged just prior to takeoff and disengaged after touch down or at the PF’s discretion. Pilots must always be alert and monitor the autothrottle operation checking the movement of the thrust levers in the correct direction. Normally high level of automation induces crews to stay out of the loop, with excessive confidence on automatic flight systems. USE OF THE HGS The HGS system interfaces with other aircraft systems to generate and project information to be used as a supplemental primary flight display in all phases of flight. The task sharing between PF and PM remains unchanged. SINGLE CONFIGURATION

SOPM-1755

In a single configuration the LSP uses the HGS as a primary flight display and when acting as PM includes the MFD and EICAS on the monitoring scan.

3-05-10 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

If the HGS fails in flight above 1000 ft AGL, the PF should immediately transition to the PFD and continue the flight. In this case the penalties and type of approaches available must be considered and discussed on the approach briefing. If the failure on the HGS occurs below 1000 ft AGL, the PF should transition to the PFD and perform a go-around unless a visual contact with the runway has been established. The HGS, when not used in low visibility operations, can be operated as a repeater of the PFD. DUAL CONFIGURATION In a dual configuration the PF uses the HGS as the primary flight display and PM uses the HGS as the primary flight display and includes the PFD, MFD and EICAS on the monitoring scan. If the HGS fails in flight above 500 ft AGL, the PF should immediately transition to the PFD until the PM is able to take over the controls and continue the flight. USE OF SYNOPTIC PAGES This manual presents suggestions about which synoptic pages should be used for each phase of flight. If required, pilots can use synoptic pages different from what was suggested to comply with local regulations or in accordance with company policies. WEATHER RADAR The weather radar should always be used for night operations and anytime it is necessary at the crews’ judgment. During slaved weather radar operations, the pilot operating the radar should inform any change before its execution, since it will affect the other pilots´ presentation as well. If the radar is to be operated in any mode other than STBY while the airplane is on the ground, some restrictions listed in the AOM apply.

SOPM-1755

In heavy weather areas where the use of radar is essential for the safety of the flight, the display refresh rate may be improved turning the PM side to slaved mode.

3-05-10 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

PFD/EICAS Precision approaches should be flown with ILS indications on both sides. VOR and NDB approaches should use some form of raw data to cross check FMS information. RNAV and GPS approaches should always be done after making sure equipment performance is within limits and local regulations were considered. EICAS messages should always be announced when displayed. When more than one message is displayed careful consideration should be applied in order to prioritize actions. TCAS Compliance with TCAS resolution advisory is required unless the pilot considers it unsafe to do so. Maneuvers that are in the opposite direction of the RA are extremely hazardous, especially RAs involving altitude crossing and thus are prohibited unless it is visually determined to be the only means to assure safe separation. WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE INSUFFICIENT AIRPLANE PERFORMANCE TO FOLLOW THE TCAS COMMAND WITHOUT FLYING INTO STALL WARNING OR BUFFET. CONDITIONS WHERE THIS MAY OCCUR INCLUDE:

SOPM-1755

− BANK ANGLE IN EXCESS OF 15°. − OPERATIONS AT AIRPORTS ABOVE 5300 FT MSL OR TEMPERATURES GREATER THAN ISA + 28°C (58°F). − ENGINE INOPERATIVE. − FAILURE TO CONFIGURE THE AIRPLANE TO GOAROUND FOLLOWING A CLIMB RA IN LANDING CONFIGURATION. − FAILURE TO ADVANCE THRUST TO MAXIMUM CONTINUOUS THRUST FOLLOWING A CLIMB RA AT REDUCED THRUST. − SPEEDS LESS THAN NORMAL OPERATION SPEEDS. − ABNORMAL CONFIGURATIONS, WHICH REDUCE PERFORMANCE (E.G. GEAR DOWN). − TCAS COMMAND REVERSAL TO A “CLIMB-CLIMB NOW”. − BUFFET MARGIN LESS THAN 0.3 G.

3-05-10 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

ACTIONS AND CALLOUTS

Upon receiving TCAS TRAFIC ADVISORY or a possible conflict is advised by ATC

PF • Place hands on control column and thrust levers to be prepared to react to TCAS resolution.

PM • Turns all external lights ON.

• Scans for visual contact with the intruder.

• Scans for visual contact with the intruder.

• Disengages the Autopilot and Autothrottle.

• Monitors the airspeed and altitude and calls PF attention for altitude or airspeed too low or airspeed close to maximum.

• Immediately guides Upon receiving the FPA symbol to TCAS RESOLUTION the FLY-TO ZONE ADVISORY (green rectangle). (2) (3)

CLEAR OF CONFLICT

• Communicates with ATC. • Turns FSTN (1) BELTS ON.

• Keep scan for visual contact with the intruder.

• In the absence of an amended clearance, return to the last ATC assigned altitude and course.

(1)

Pilot should Turn ON the FSTN BELTS at pilot discretion and/or company police.

(2)

AT is OFF then attention: − Commanding nose down, reduce engine thrust; − Commanding nose up, increase the engine thrust. Under certain conditions, such as pitch greater than 10°, the FLYTO ZONE may not be completely visible. In this case, accurate pilot guidance is provided by VSI RA. SOPM-1755

(3)

3-05-10 Page 6

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

WINDSHEAR The most important policy is to avoid a windshear. Although windshear detection and annunciation system is installed, pilots may not perceive that an area of a potential windshear could be encountered ahead. Therefore some aids must be used by flight crews to develop an awareness of windshear causes and perceive danger signals to successfully avoid it. The following information can be used: -

Presence of thunderstorms, microburst, convective clouds or squall lines; Visual observation of strong winds near the ground; Onboard weather radar; Pilots or Air Traffic Services reports;

Windshear escape guidance is provided by the FGCS Flight Director function, and is annunciated as WSHR in green in the vertical flight mode annunciator field when active. ROLL becomes the active lateral mode and the autopilot disconnects when windshear escape guidance is activated. Windshear detection is enabled between 10 ft and 1500 ft AGL, and escape guidance may be initiated when the following conditions are met: -

Manually when a windshear Caution or Warning is detected and the pilot presses the TOGA pushbutton; When a windshear Warning is detected and Thrust Lever Angle > 70 degrees (70 degrees TLA is the TOGA detent/flat); Automatically when the AFCS flight director mode is in Takeoff or Go-Around mode and a windshear Warning is detected.

The windshear escape guidance mode does not automatically revert to any other flight guidance mode. The pilot must manually select another mode in order to exit windshear escape guidance, and the ability to successfully transition to another vertical guidance mode requires that the activation criteria described above be false. When a windshear Caution or Warning is issued by the EGPWM, the FADEC cancels any flex or derated thrust requirements.

SOPM-1755

Regardless the label presented on EICAS, engines set to go around reserve thrust when: - Windshear is detected during takeoff phase, and - TLA is set to MAX

3-05-10 Page 7

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

ETOPS It is a special operational certification to permit flights with twin-engine airplanes to fly on routes beyond certain distances at approved OEI cruise speed (standard conditions in still air) from an adequate airport. ETOPS Regulations are applicable to over water routes, as well as remote lands areas. The very first benefit of ETOPS rules is the allowance of more direct routes, as well as fuel saving and time for routes with points beyond certain distances. Another ETOPS benefit is the possibility to fly routes previously denied for twin engine airplanes. The type-design reliability and performance of the EMBRAER 190 (airplane-engine combination) has been evaluated under 14 CFR 25.1535 and found suitable for 120 minutes extended operations (ETOPS) when the configuration, maintenance, and procedures standard contained in the Document CMP-2925 “Configuration, Maintenance and Procedures for Extended Range Operations” are met. WARNING: DO NOT TRANSMIT WITH THE HF COMMUNICATION SYSTEM IF ANY AIRPLANE IS REFUELING OR DEFUELING IN A RANGE OF 30 M (100 FT) FROM THE HF ANTENNA. IF YOU DO NOT OBEY THE APPROVED SAFETY STANDARDS AN EXPLOSION CAN OCCUR AND CAUSE INJURIES TO PERSONS AND DAMAGE TO THE AIRPLANE. ETOPS PROCEDURES The first crew procedures recommended for ETOPS operation is to select ETOPS on MCDU to prepare all aircraft systems for ETOPS, start the APU after powering up and make it run throughout the whole ETOPS area until the exit point. If HF is the valid communication system adequate for the intended route, test its capability. Before Engines start, once a day, a check of the Ejector Fuel Pump Check Valve is required.

SOPM-1755

However, the responsibility for preparing and following a perfect flight plan, as well as monitoring weather, fuel and system status has increased importance.

3-05-10 Page 8

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

During cockpit preparation, verify that ETOPS maintenance or check is required before dispatching and that it was carried out. Verify if known failures are relieved by MEL entries. Before starting, a systematic flight plan check is recommended. As the flight progresses, before any ETOPS entry point, the crew must check airplane systems general condition, evaluate ETOPS capability according to the AOM – SUPPLEMENTARY PROCEDURES – ETOPS and obtain weather reports and forecasts for ETOPS alternates for the times established in the regulations. Landing distances, airport services and facilities at designated en-route suitable alternates should also be evaluated. If any conditions are identified, such as weather forecast below landing minima, which would preclude safe approach and landing, then the pilot should be notified and acceptable alternates selected where safe approach and landing can be made. Fuel monitoring in-flight is just like airline policies even though there are no requirements in the ETOPS rules to reach the critical point with the Fuel On Board being at least equal to the fuel required by the critical fuel scenario. As in any ordinary flight, any situation arising will make the crew to decide whether to proceed, divert or turn back. The crew must evaluate the conditions and decide the proper course of action to take. In the decision making process, considerations like loss of communication and navigation capability, excessive fuel consumption exceeding available fuel reserves and diversion airport becoming unsuitable should be taken into account. Some failure cases, however, will render the divertion inevitable, such as engine fire or flameout, APU flameout for ETOPS 120-minute, cargo compartment fire, and loss of pressurization. If weather forecasts are lower than the normal crew minima, then re-routing is required, or turnback if no route at the authorized distance from an en-route alternate airport can be used.

SOPM-1755

The diversion airport, the diversion speed and altitude are also crew choices. If it is the crew conclusion that it is better to fly at a speed different from that prescribed by the ETOPS diversion, then they may deviate and fly at the best speed for the prevailing conditions. If time is constraining, flying at the Maximum Continuous rating at the highest possible altitude is the best choice. If time is not the constraint, flying at the lower thrust will result in longer diversion time at lower altitude.

3-05-10 Page 9

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

AREAS OF RESPONSIBILITY ON GROUND Flow sequence and areas of responsibility for ground procedures. Unshaded areas are under the responsibility of the pilot seated on the respective side. The Left Seat Pilot will handle Communications with ground personnel while the Right Seat Pilot communicates with ATC. Checklists refer to LSP and RSP. Due to the low workload concept, no major actions are expected during taxi. If necessary the pilot not taxiing will perform the required actions.

1

2

3

C

B E

5

4

8

11

F

7 10 9

D 12

G A

6

13

LEFT SEAT PILOT

A, B, C, D, E, F, G, H.

RIGHT SEAT PILOT

1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13.

EM170AOM980017.DGN

H

SOPM-1755

The numbers and arrows indicate the recommended flow sequence. The LSP must follow the letters, and the RSP must follow the numbers.

3-05-10 Page 10

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

IN-FLIGHT

SOPM-1755

PF

AIRCRAFT THRUST SETTING AND FLIGHT PATH

PM

CHECKLIST READINGS COMMUNICATIONS

EM170AOM980016C.DGN

Flow sequence and areas of responsibility for in-flight procedures with the autopilot engaged. Unshaded areas are under the responsibility of the pilot seated on the respective side. The PM should handle communications. He/she should operate the Flight Guidance Panel, at the direction of the PF, when the airplane is manually flown. Checklists refer to PF and PM.

3-05-10 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

COMMUNICATIONS Normal communications between the airplane and ATC should be performed by the PM. Whenever the PM is performing a read and do checklist, ATC communications should be performed by the PF in order to minimize interruptions. Communications from the flight crew to the passengers and between the flight and cabin crew can be performed by any flight crewmember at Captains discretion. Whenever the Captain believes that an emergency situation can develop into an accident, he will have the flight attendants preparing the cabin for emergency landing over land or water in order to assure maximum safety of the airplane’s occupants. Should there be enough time, the Captain will brief the cockpit crew, Purser, and when applicable, cabin supervisors. CAPTAIN

PURSER

FLIGHT ATTENDANTS

In this briefing, the Captain will give the following information: T ime available. E mergency (type). S ignals conventioned.

SOPM-1755

T ransmit additional instructions (structural damages, restricted exits, loss of landing gear, etc).

3-05-10 Page 12

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

BRIEFINGS Briefings should be conducted with casual language and personal style to prevent the repetitious use of sentences and terms. Preflight briefings are recommended on the first flight of the day and with any crew changes. Briefings to the cabin crew should include: •

Significant weather.

•

Status of relevant airplane systems.

•

Refueling.

•

Information on the terrain/water to be over flown.

•

Flight Routes/Cruising Altitudes/Flight Time/Alternate Airports.

•

Special procedures (like hijacking, ditching…).

Takeoff and approach briefings are detailed in the normal procedures. The Captain must make sure the passengers receive a briefing covering procedures for all flight phases. The cabin crew usually makes that briefing. All special, non-routine operations have to be briefed. A debrief allows feedback of crew performance and planning of noncritical issues such as airplane servicing. Debriefs also allow closer interaction among crewmembers on future common assignments. FLIGHT DECK ACCESS Check local regulations. MEALS Each flight crewmember should try to have his/her meal separately. It is recommended that they choose different menus. SHOULDER HARNESS

SOPM-1755

Must be on from engine start to transition altitude and from the start of descent until the engines shut down procedures have been finished. Its use is also recommended in the presence of moderate or severe turbulence and any time at crews’ discretion.

3-05-10 Page 13

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

HEADPHONES Use of headphones is mandatory from engine start to the top of climb and from the top of descent until engine shut down. LIGHTS NAVIGATION Lights must be ON whenever the airplane is energized. LOGO lights must be ON when below 10000 ft AFE from sunset to sunrise and during low visibility procedures. RED BEACON must be ON whenever one or more engines are running or during airplane movement. TAXI (NOSE) light must be ON during airplane ground movement. TAXI (SIDE) lights may be used to assist taxi. Taxi (side) lights may be used to assist from takeoff to 10000 ft AFE and from 10000 ft AFE to the point where the airplane leaves the runway after landing at pilots discretion. STROBE lights must be ON from the moment the airplane enters the runway for takeoff to the point where the airplane leaves the runway after landing. LANDING lights must be ON for takeoff and landing, when below 10000 ft AFE and inside congested areas. INSPECTION lights must be used when visual inspection of the wing surfaces is required. PILOT INCAPACITATION Pilot incapacitation is a possibility in all age groups and during all flight phases, ranging from sudden death to partial loss of mental or physical performance. Proper crew coordination involves checks and crosschecks using verbal communications and standard operating procedures to detect this problem. Failure of any crewmember to respond to a second request or a checklist will be considered a pilot incapacitation condition and crew action is immediately required. CREW ACTION

SOPM-1755

If one pilot confirms that the remaining pilot is incapacitated, he/she shall take over checking the position of essential controls and switches. An emergency should be declared and the autopilot used to reduce crew workload.

3-05-10 Page 14

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GENERAL

After the autopilot is engaged and the airplane is under control, notify and utilize the cabin crew. If practicable, try to restrain the incapacitated pilot and slide the seat to the full back position. The shoulder harness lock may be used to restrain the incapacitated pilot. Request assistance from any medically qualified passenger and consider using help from other pilots or crewmembers who may be among the passengers. Consider landing at the nearest suitable airport. APPROACHES The airplane must be on a stabilized approach, that is, on the Approach Speed plus applicable additives, on the proper flight path, with the proper sink rate and with the thrust stabilized no lower than 1000 ft AFE when operating under IMC and 500 ft AFE for VMC operations. A go around is required anytime these criteria are not satisfied. BRAKES USAGE In order to reduce carbon brake wear, avoid applying the brakes too often during taxiing “cold brakes” procedures. Wear is far more related to the number of applications than to the energy applied. Carbon brakes wear less when operated at high temperatures. THRUST REVERSER Upon landing, if thrust reversers have been used, reverser should be set to MIN REV at 60 kt, and be closed by 30 kt. Full thrust reverser should be used when landing on contaminated runways. During RTO the thrust reverser can be used until the airplane comes to a complete stop. TOW BAR

SOPM-1755

If towing is to be performed without trained ground personnel, the pilot is responsible for orienting and following the tow bar installation, correct usage and stowage.

3-05-10 Page 15

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GENERAL

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-05-10 Page 16

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

GROUND OPERATIONS ENGINE START Before engine start, obtain ATC and ground personnel clearance and check if the jet way and stairs are removed and the doors are closed. Engine start may be performed simultaneously with the pushback procedure, requiring the parking brake released and disengagement of the steering (verify STEER OFF EICAS message). In a static engine start, be sure that the parking brake is set. ENGINE WARM UP In order to allow thermal stabilization of the engines, operate them at or near to IDLE for at least 2 minutes before selecting higher thrust settings. Taxi time at or near IDLE is included in the warm-up period. NO BREAK POWER TRANSFER (NBPT) To avoid power interruptions, it is recommended to wait 30 seconds after the N2 stabilizes before shutting the APU down or GPU disconnection. Use the Electrical Synoptic Page to follow the power transfer. ICING, COLD WEATHER AND COLD SOAK CONDITIONS Do not start the engine until all ice deposits have been removed from the air inlet. Perform normal engine start. If the engine does not start, maintenance procedures may be required. Ground heating may be necessary to warm the nacelle, Air Turbine Starter (ATS) and Starting Control Valve (SCV).

SOPM-1755

During start with low oil temperatures, the oil pressure may drop below the minimum oil pressure levels temporarily after start. If the oil pressure remains below minimum levels for more than 2 min, the engine must be shut down and the oil heated. In this case, in order to improve the chances of a successful engine start, the oil temperature should be raised to at least -20°C. During the subsequent start after heating the oil, if the oil pressure does not recover, the engine must be shut down and the cause investigated.

3-10 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

NOTE: For EMBRAER 190/195 equipped with FADEC Version 5.32, during a cold soaked start in ambient temperatures lower than -2°C, dual ignition and increased starting fuel flow schedule take place to provide greater torque during engine on ground starts. CAUTION: • TO PREVENT DAMAGE TO NACELLE COMPONENTS, DO NOT ALLOW THE HOT AIR FROM THE GROUND CART TO EXCEED 100°C (212°F). • DURING COLD WEATHER OPERATIONS, OIL PRESSURE PEAKS TO FULL SCALE MAY OCCUR DUE TO HIGH OIL VISCOSITY. OIL PRESSURE SHOULD DECREASE AS THE OIL TEMPERATURE INCREASES. IF THE OIL PRESSURE REMAINS ABOVE NORMAL OPERATING RANGE, THE ENGINE SHOULD BE SHUTDOWN AND THE CAUSE INVESTIGATED. TAILWIND Before engine start, tailwind can cause the fan to rotate in the opposite direction. During engine start procedure, the airflow through the core engine overrides the tailwind effect and gradually turns the fan in the correct direction. If possible, the airplane should be repositioned to minimize tailwind effects.

SOPM-1755

If it is necessary to perform an engine start with tailwind, monitor N1 indication. If there is no positive increase of N1 indication before starter cutout (50% N2) the engine start must be manually aborted.

3-10 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

ENGINE START - ACTIONS and CALLOUTS LSP

RSP

“STARTING ENGINE 1 (2)” • Turn the START/STOP selector to START momentarily and back to RUN, keeping the hand on the START/STOP selector to abort the engine start if necessary. • Start Clock. ENGINE START • Check N2 rising. SEQUENCE • Monitor IGN A (B) at 7% N2, fuel flow at approximately 20% N2. • Make sure that N2 and N1 accelerate normally and that positive oil pressure is indicated.

• Check N2 rising. • Start Clock only if fuel flow is initiated but with no ITT indication. • Verify the annunciation IGN A (B) goes out at approximately 50% N2.

• Stop clock at 50% N2 (Starter limitation). • Verify that the engine stabilizes at idle and call out “NORMAL START”.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-10 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

PUSH BACK Pushback procedure is used to move the airplane from the terminal gate before flight and also to facilitate ground movement on ramps and taxiways. It is recommended to complete the Before Start Checklist before starting the maneuver. Assure with ground personnel that area is clear and the nose gear towing light showing green. One towing supervisor is necessary to control the towing operation. The towing supervisor should establish communication with towing personnel and flight crewmembers at all times. The engines can be started before, during or after the pushback maneuver. Power back is not allowed. FLIGHT CONTROLS CHECK With all three hydraulic systems pressurized, the Hydraulic P-BIT starts and takes about one minute to complete. Performing the flight controls check while the Hydraulic P-BIT is running may interrupt the P-BIT. Perform the test with Flight Controls synoptic page open: − − −

Elevator - full up, neutral, full down, and neutral; Aileron - full left, neutral, full right, and neutral; Rudder - full left, neutral, full right, and neutral.

SOPM-1755

A full green box indication on the synoptic page is not a requirement for a successful check.

3-10 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

AFTER START- ACTIONS and CALLOUTS LSP “SET FLAPS___, FLIGHT CONTROLS CHECK”.

RSP

• Move flap lever to the desired position and verify EICAS indication. “FLAPS ___ SET”.

• Presses the STEERING DISENGAGE SWITCH.

AFTER ENGINE START IS COMPLETE AND AIRPLANE IS STOPPED

• Checks the flight controls before taxi. ELEVATOR, AILERON, and RUDDER should be checked for free travel to their full deflection stops. • Selects MAP on MFD and presses the steering handle. (1)

“APU OFF AFTER START CHECKLIST”.

• Checks flight controls free travel to the deflected position on the MFD synoptic page and calls out any discrepancy. • Perform the rudder check following the LSP movement.

• Confirms power transfer through Electrical Synoptic page (or 30 seconds after N2 stabilizes) and turn off the (1) APU. • Reads the after start checklist and calls. “AFTER START CHECKLIST COMPLETED”.

SOPM-1755

(1)

NOTE: If its use is not required, turn OFF the APU. - Callouts are shown in bold text.

3-10 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

AFTER START- ACTIONS and CALLOUTS LSP AFTER ENGINE START IS COMPLETE AND AIRPLANE IS STOPPED

• Verify left side of the airplane. “LEFT SIDE CLEAR”.

RSP • Verify right side of the airplane.

“RIGHT SIDE CLEAR”.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-10 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

(Pages 6A and 6B deleted)

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

TAXI GENERAL Before the taxi out sequence the flight crew shall have the After Start Checklist completed thoroughly. This procedure is also applied for single engine taxi out. Before taxi, both pilots have to: − − − −

Adjust the seats and rudder pedals; Check the actual airplane parking position; Verify the airport-related charts for possible taxi routes; If applicable write and brief the taxi clearance when received;

Turn on the taxi light and after parking brake release check normal brakes. During taxi: − −

Follow the ATC taxi instructions and check the differences from the initial briefing when applicable; Use standard phraseology and read back ATC instructions.

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

Straight / DRY: 30 kt Straight / WET or CONTAMINATED: 10 kt Turns / DRY: 10 kt Turns / WET or CONTAMINATED: 5 kt

SOPM-1755

For EMBRAER 190/195 at speeds between 17 kt and 21 kt, a slight vibration may occur. If this vibration occurs, accelerating or reducing the speed to exit this speed range improves passenger comfort.

3-10 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

At idle thrust, the airplane may accelerate to a higher taxi speed than desired. CARBON BRAKES The carbon brake assembly on the E-JETS family has a carbon brake heat sink. This differs from traditional steel brakes since carbon brake wear is strongly affected by brake temperature. Carbon brakes wear less when operated at high temperatures while steel brakes wear less when operated at low temperatures. Overnight or long period parking in cold weather: −

Avoid leaving the parking brake set. This decreases the chances of having brake stacks frozen together in case moisture was present before brake application.

General rules for carbon brakes: −

−

During taxi, minimize the duration of each brake application when practical by using shorter applications with higher pressure on the pedals. Avoid using brakes asymmetrically.

Number of brake applications: −

Minimize the number of brake applications when practical. The number of brake applications governs carbon brake wear.

Taxi when brakes are cold: − −

Do not intentionally use the brakes solely to heat them. Carefully manage taxi speed. Let airplane accelerate to a maximum safe speed. Use the brakes in one increasingly firm application to slow the airplane. Then release the brakes and allow the airplane to accelerate again. Less frequent use of brakes with higher braking pressure improves brake life.

Taxi when brakes are warm: Carefully manage taxi speed. Let airplane accelerate to a maximum safe speed then use brakes in a short but firm application. This helps to keep the brake within operating temperature range limits by allowing more cooling time and less brake friction time.

SOPM-1755

−

3-10 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

INFLUENCES ON TIRE WEAR −

Tire inflation: An increase or decrease in pressure from the specified operational value can cause deterioration on the tire, and have the most important effect on the tire life.

−

Airport conditions: Pavement surfaces texture significantly contributes to tire wear. It tends to increase when runways, taxi strips, ramps, and other paved field areas are in bad condition, strewn with debris, contaminated (with hydraulic fluid, fuel, oil, grease, and so forth) or poorly maintained. Tires are more susceptible to increase wear in airports where longer taxi distances are required.

−

Environmental conditions: Tires are more susceptible to a higher wear rate when the airplane operates in hot temperatures combined with low relative humidity.

−

Average takeoff and landing weight: Tires are more susceptible to a higher wear rate when the airplane operates regularly at higher takeoff and landing weights.

−

Flight leg time and turn around time (TAT): Lower flight leg time and lower TAT have influence in the Tire wear rate. In this scenario, the tires work at higher temperatures.

−

Temperature between departure and arrival airport: High differences of temperature between departure and arrival airports could also influence in the tire wear when proper inflation adjustment is not observed.

THRUST USE DURING TAXI Taxi is normally initiated without increasing thrust at lighter weights. Increase the thrust smoothly until the airplane starts moving to avoid setting a higher thrust than needed. For economic and environmental reasons, FOD prevention, damage to other airplane and equipment close to the airplane, it is desirable to limit the thrust to 40% N1 as much as possible. Avoid rapid accelerations and decelerations. For normal operations, a setting around 30% N1 is enough for ground maneuvering.

SOPM-1755

Use reverse thrust during taxi only if really necessary.

3-10 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

RUDDER/STEERING USE AND TURNING RADIUS For straight ahead taxiing or for small changes of direction, the use of rudder pedal steering mode may be used. The maximum steering angle of rudder pedal is +/- 7°. At speeds between 20 kt and 40 kt use the steering handle only if necessary and exercise care as at these speeds the steering handle is very responsive. Handwheel steering mode should be used for wider turn angles. To operate in this mode the handle must be kept pressed otherwise the system reverts to rudder pedals. Whenever the handle is pressed, the system reverts back to the handwheel steering. The wheel deflection as function of handle deflection is not linear. For detailed information refer to AOM section 14-13. Let the airplane move a little forward before starting a turn and avoid stopping the airplane in a turn as excessive thrust is required to start taxiing again. After completing a turn and before stopping, center the nosewheel and allow the airplane to roll straight ahead for a short distance. Nosewheel skidding may occur with: − − −

Excessive steering angle; High taxi speed during turns; On wet surfaces during turn.

When taxiing, make turns with the largest feasible turn radius possible. The minimum turn radius should still allow the tire closer to the center of the turn to continue rolling. When making a tight turn, the tires are subject to high lateral loads and can experience damage. Asymmetric thrust may be used in tight turns to minimize side loads on gear and tires. Minimize using thrust from outboard engine in 180° turn, particularly if outboard engine overhangs dusty areas next to the taxiway.

SOPM-1755

The tail tip has the largest arc while turning and determines the minimum obstruction clearance path.

3-10 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

R 15.56M 51ft 0in R 16.55M 54ft 3in

R 5.65M 18ft 6in

76°

16.66M 54ft 8in (RUNWAY MINIMUM WIDTH)

R 11.01M 36ft 1 in

R10.73M 35ft 2in

EM170AOM140180.DGN

R 14.85M 48ft 9in

R 5.13M 16ft 10in

MINIMUM TURNING RADII FOR EMBRAER 170 MODELS

R 16.58 m 54 ft 4.7 in. R 17.45 m 57 ft 2.8 in. R 5.97 m 19 ft 7 in.

76° R 15.80 m 51 ft 10 in. EM170AOM140674B.DGN

R 11.78 m 38 ft 8 in. 18.04 m 59 ft 2 in. (RUNWAY MINIMUM WIDTH)

R 12.07 m 39 ft 7 in. R 5.45 m 17 ft 11 in.

SOPM-1755

MINIMUM TURNING RADII FOR EMBRAER 175 MODELS

3-10 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

R 17.62 m 57 ft 9.5 in. R 17.45 m 57 ft 2.8 in. R 5.97 m 19 ft 7 in.

76° R 15.80 m 51 ft 10 in. EM170AOM141357B.DGN

R 11.78 m 38 ft 8 in. 18.04 m 59 ft 2 in. (RUNWAY MINIMUM WIDTH)

R 12.07 m 39 ft 7 in. R 5.45 m 17 ft 11 in.

MINIMUM TURNING RADII FOR EMBRAER 175 EWT MODELS

R 18.39m 60ft 4in R 20.51m 67ft 4in

R 6.44m 21ft 1in

76° R 18.12m 59ft 5in

R 7.04m 23ft 1in

21.40m 70ft 3in (RUNWAY MINIMUM WIDTH)

EM170AOM140539B.DGN

R 14.07m 46ft 2in R 14.36m 47ft 1in

SOPM-1755

MINIMUM TURNING RADII FOR EMBRAER 190 MODELS

3-10 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

R = 18.61 m (61 ft 1 in) R = 21.90 m (71 ft 10 in)

R = 6.66 m (21 ft 10 in) 76°

R = 15.10 m (49 ft 7 in) 22.68 m (74 ft 5 in) RUNWAY MINIMUM WIDTH

R = 7.29 m (23 ft 11 in)

EM170AOM140947B.DGN

R = 19.13 m (62 ft 9 in)

R = 15.39 m (50 ft 6 in)

SOPM-1755

MINIMUM TURNING RADII FOR EMBRAER 195 MODELS

3-10 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

SINGLE ENGINE TAXI To improve fuel savings, a single engine taxi can be used. Delay the start of the second engine before takeoff and shut one engine just after landing when taxiing in. Single engine taxi may be performed when operating under icing conditions provided that the Engine Run-Up procedure is used before takeoff. However, single engine taxi should be avoided when operating on slippery or contaminated taxiways. When performing a single engine taxi with the engine 2 running, set the Electric Hydraulic Pump 1 Selector knob to ON to ensure that the hydraulic system 1 is pressurized. Consider airplane weight, uphill slopes, time to warm up and cool down the engine and time to the active runway to perform this procedure. Smoothly increase thrust to move the airplane until enough forward speed has been attained. If possible, start slight turn in the direction of the non-operating engine, causing less stress in nose gear structure. Otherwise, a higher thrust setting is necessary with the incoming risks of the jet blast and foreign object ingestion in the engine. Consider evaluating the turns along the taxi route for the election of the engine to be shut down when taxing. Maintain constant pressure on the tiller, due to asymmetric thrust during taxi. The appropriate taxi speed depends on the turn radius and surface condition. If performing the Flight Controls Check with one engine only, check one surface at a time (aileron, rudder, or elevator) to avoid spurious FLT CTRL NO DISPATCH message display. SECOND ENGINE START The engine start should be preferably performed with the airplane static to avoid heads down condition during taxi. Before takeoff, the second engine warm up cycle must be performed by keeping the engine running at or near IDLE for at least 2 minutes before selecting high thrust settings. TAXI IN

SOPM-1755

When taxiing in, engines cool down cycle must be performed by keeping the engines running at least 2 minutes after IDLE thrust has been set before engine shutdown to allow engine thermal stabilization.

3-10 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

ENGINE 2 SHUTDOWN Perform the APU start cycle as follows: −

Accomplish the APU start with the engine 2 running or after the engine 2 shutdown cycle has been completed.

This procedure is necessary to ensure that battery 2 is available to the airplane’s electrical network as a backup and not isolated for APU start only. ENGINE 1 SHUTDOWN In order to maintain hydraulic pressure on both brake systems, keep the Electric Hydraulic Pump 1 ON throughout the taxi. For single engine taxi procedure, refer to AOM 1502 – Section 3-70. TAXI UNDER ADVERSE WEATHER Taxi on a wet or contaminated surface requires lower speeds. Use the nose wheel steering with caution to avoid skidding during turns. During cold weather, use minimum thrust for breakaway and taxiing, to avoid blowing snow or slush on personnel or airplanes nearby. Use firm brake pressure on taxi stops whenever pavement conditions permit in order to warm up the brakes and dry moisture buildup within the disk stack. Antiskid protection is not provided below 10 kt, so apply brakes accordingly.

SOPM-1755

For EMBRAER 170/175 during ground operations of more than 30 min (including taxi in and taxi out) in icing conditions, or if increased fan vibration due to fan ice accumulation is present, it is recommended that the engine thrust level be increased at 30 min intervals to approximately 54% N1 and held at that thrust level for 30 s or until fan vibration level returns to normal. If airport surface conditions and the concentration of airplanes do not permit the engine thrust level to be increased to 54%, then set a thrust level and time at that thrust level as high as practical.

3-10 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

For EMBRAER 190/195 during ground operations of more than 30 min (including taxi in and taxi out) in icing conditions or if increased fan vibration due to fan ice accumulation is present, the engine thrust level must be increased momentarily to a minimum of 54% N1 and held at that thrust level for 30 s or until fan vibe level returns to normal. The engine must be run up momentarily at intervals not to exceed 30 min. During taxi, “cold set” (the condition where the tire retains the flat shape it had while parked) may induce vibration in the airplane. Vibration should disappear as the tires recover their elasticity during taxi. Turns should be performed at the largest turning radius, preferably at a speed which does not require braking during the turn. Maintain a greater than normal distance behind other airplanes while taxiing in snow or slush-covered runways, to avoid contamination by snow blown by jet blasts. During low visibility or unfamiliar airport operation observe the ground markings and consider requesting a FOLLOW ME vehicle to proceed taxiing safely.

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

SOPM-1755

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

3-10 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

ENGINE FIRE ON GROUND - ACTIONS AND CALLOUTS LSP With the airplane static, taxing in, taxing out or after a RTO

With the airplane static or when the airplane has stopped

RSP

•

The pilot first noticing the malfunction identifies and announces it. “ENGINE ___ FIRE”. “MEMORY ITEMS” •

Disengage AT.

•

Reduce thrust levers to idle.

•

Sets Parking Brake ON.

•

Sets affected engine START/STOP selector to STOP.

•

•

Pulls the associated engine Fire Extinguisher Handle

•

Accomplish checklist.

Alerts cabin crew (P.A.):

”ATTENTION CREW, WAIT FOR INSTRUCTIONS”. “ENGINE 1 (2) FIRE CHECKLIST”

SOPM-1755

NOTE: Callouts are shown in bold text.

3-10 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

EMERGENCY EVACUATION An evacuation can be classified as planned or unplanned. A planned evacuation allows the crew to revise the procedures and to prepare the passengers during flight. An unplanned evacuation occurs suddenly with almost no time for briefing. In case of a planned evacuation, like in a partial or gear up landing, the planning, communication, speed, and the application of the procedures are essential for the success of the operation. EMERGENCY EVACUATION PROCEDURE After the complete stop of the airplane, set flap lever to 5, apply parking brakes, set thrust levers to idle, shut down the engines, pull and rotate the Fire Extinguisher Handles, press the APU Emergency Stop Button, and discharge the APU Fire Extinguisher Bottle. Depressurize the cabin and notify the ATC. At this moment, pilot should verify which side(s) is(are) clear for evacuation, either through visual observation or through communication with ATC or ground personnel, notify the cabin crewmembers about the preferred airplane side for evacuation and command the emergency evacuation through the P.A. system. In case the pilot is unable to do so, the command is given by the next ranking and capable crewmember. After fire extinguishing agent discharge, in case of the fire alarm persistence, the fire should be visually confirmed by the crew or confirmed by requesting ground personnel's help. The crewmembers must identify if an engine remains on fire; the associated exit door(s) should not be used. Before leaving the airplane, turn off the batteries. From this moment, the alert system and the P.A. are off. In case of ditching, after completing the QRH procedures, pilots must dress the life jackets and should go to the passenger cabin to assure the complete evacuation of the airplane and to supervise the after evacuation tasks. If it is not possible to reach the passenger cabin, both pilots have to evacuate the airplane through the cockpit window

SOPM-1755

NOTE: For EMBRAER 170/175 airplanes the step to set flap lever to 5 is not necessary since the airplanes do not have emergency overwing exits.

3-10 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

EMERGENCY EVACUATION - ACTIONS AND CALLOUTS LSP “EMERGENCY EVACUATION”. “MEMORY ITEMS”

RSP

• Set Flap Lever to 5.

• Sets Parking Brake ON. • Sets Thrust Levers to idle. • Sets both START/STOP selectors to STOP. • Alerts cabin crew (P.A.):

When airplane has stopped

“ATTENTION CREW, WAIT FOR INSTRUCTIONS”.

• Set Fasten Belts OFF.

• Pulls and rotates (1L/2R) both engine Fire Extinguisher Handles. • Presses APU Emergency Stop Button. • Presses APU Fire Extinguisher Button. • Presses the DUMP Button. • Notifies ATC.

• Alerts cabin crew (P.A.): “ATTENTION CREW, INITIATE EMERGENCY EVACUATION”.

SOPM-1755

“EMERGENCY EVACUATION CHECKLIST”.

• Selects Batteries OFF. • Accomplish checklist. “EMERGENCY EVACUATION CHECKLIST COMPLETED”.

NOTE: - Callouts are shown in bold text. - For EMBRAER 170/175 airplanes the step to set flap lever to 5 is not necessary since the airplanes do not have emergency overwing exits.

3-10 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES GROUND OPERATIONS

STANDARD OPERATING PROCEDURES

PRINTER PAPER-ROLL CHANGE PROCEDURE The flight crew can change the printer paper-roll when the airplane is on ground with parking brake set, as follows: turn off the printer.

−

release the latches on the printer front cover and open it.

−

remove and discard the empty paper-roll.

−

install the new paper-roll and pull out approximately 30 cm (12 in) of paper.

−

close and push the printer front cover where indicated, to latch it.

−

on the printer control panel, push and hold momentarily the TEST pushbutton.

−

push the PPR ADV pushbutton until the test page is out of the printer.

−

check if the test page sample is readable.

SOPM-1755

−

3-10 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

TAKEOFF GENERAL Before the takeoff sequence, the flight crew shall have the Before Takeoff Checklist completed thoroughly. In order to not interfere with takeoff preparation, perform the takeoff briefing before starting the engines. The briefing should cover all actions for both normal, such as flaps and autobrake settings, and nonnormal takeoff procedures expected to be used during takeoff. More briefing items may be required when different elements exist. Few examples are: adverse weather, runway in use, runway conditions, noise abatement requirements, dispatch using the Minimum Equipment List (MEL), terrain clearance, or special engineout departure. Any other situation or special consideration that differs from routine are also considered. Different techniques are used in the takeoff phase. The definitions of the types used in the day by day operation are described below: Normal Takeoff up to 10 kt tailwind: Pilot lines up the airplane on the runway, applies brakes and adjusts thrust to 40% N1. When engines stabilize at 40% N1, releases brakes and advances thrust levers to TO/GA detent. NOTE: For normal takeoff with tailwind up to 10 kt, performance data is valid from the point where takeoff thrust (N1 target) is achieved. Normal Takeoff with tailwind above 10 kt (If allowed by AFM): Refer to TAILWIND TAKEOFF of this section. Static Takeoff: Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1. When engines stabilize at 40% N1, advances thrust levers to TO/GA detent. Release the brakes when the takeoff thrust (N1 target) is achieved.

SOPM-1755

NOTE: Due to the possibility of compressor stall, a static takeoff is not recommended with a crosswind greater than 25 kt for the Embraer 170/175 and greater than 30 kt for the Embraer 190/195. Rolling Takeoff: Pilot lines up the airplane with the centerline and, if cleared for takeoff, adjusts thrust levers to 40% N1 without applying the brakes. When engines stabilize at 40% N1, pilot moves thrust levers to TO/GA detent.

3-15-01 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

NOTE: - For normal and rolling takeoffs, performance data is valid from the point where takeoff thrust (N1 target) is achieved. - For EMBRAER 170/175, during acceleration of the engines from idle to N1 target, approximately 41 meters of the available runway are used. - For EMBRAER 190/195, during acceleration of the engines from idle to N1 target, approximately 73 meters of the available runway are used.

TAKEOFF WITH LNAV, VNAV AND FMS SPEEDS Pre-Mod. LOAD 27.1 After takeoff, LNAV engages at 200 ft AGL and VNAV at 400 ft AGL with engine thrust mode changing to CLIMB. Considering a Normal Takeoff, upon liftoff the landing gear is retracted and after passing 400 ft the AP is engaged. The next action is retracting the flap/slat. In case of engine failure or fire at V1, select HDG and BANK after LNAV engagement. At 400 ft, select manual speed and set speed bug to the current speed (V2 to V2 +10 kt). At acceleration height, set VFS and follow the standard procedure for engine failure or fire. NOTE: - When using VNAV, if any altitude constraint is presented on the MCDU and ATC clears to climb with no restrictions, delete the constraint. It avoids an unintended level off. - A different climb speed schedule for initial climb can be modified on the FMS to allow a continuous operation of FMS speeds whenever it is intended.

SOPM-1755

CAUTION: TAKEOFF WITH VNAV ENGAGED ON GROUND MUST BE USED ONLY WHEN ACCELERATION ALTITUDE IS 400 FT.

3-15-01 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

Post-Mod. LOAD 27.1 After takeoff, LNAV engages at 200 ft AGL and VNAV engages at the height set on MCDU. Autopilot can be engaged at the minimum engagement height even if the first vertical mode (VFLCH on this case) is not active. In case of engine failure or fire on takeoff, the FMS automatically detects the failure and the logic associated with EO AUTO starts. The logic includes EO VNAV capture height, FLCH, LNAV engaged with Bank Angle limitation and appropriate FMS target speeds. If an Engine Out SID exists, a modified flight plan is created pending for activation. NOTE: When using VNAV, if any altitude constraint is presented on the MCDU and ATC clears to climb with no restrictions, use CLB DIR prompt to avoid an unintended level off.

SLAT/FLAP RETRACTION Flap retraction is accomplished after the specified acceleration altitude is reached. The minimum acceleration altitude for Slat/Flap retraction is 400 ft. The flaps should be retracted using the flap retraction speed “F-BUG” and pitch angle adjusted to maintain a slight rate of climb. After Slat/Flap retraction is complete, accelerate to enroute climb speed.

SOPM-1755

In case of “F-BUG” disappears before total accomplishment of Slat/Flap retraction, retract Slat/Flap following Green Dot +10 kt.

3-15-01 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

FLEX TAKEOFF This method is also known as assumed temperature takeoff thrust. A Takeoff with less thrust than the maximum takeoff thrust is used. When operating with flex takeoff thrust, thrust setting parameters used to establish thrust for takeoff are not considered as operating limits. If REF ATTCS (on takeoff data setting) is set to ON and one of the following events occurs, thrust is restored to the maximum available for takeoff: -

Difference between both engine N1 values is greater than 15%; OEI (One Engine Inoperative); Associated thrust lever is moved to MAX detent; Windshear is detected.

When used with derated takeoff thrust, this method provides larger thrust reductions and may increase engine life. Less severe operation means lower: -

Fuel flow degradation rate, reducing fuel burn over the onwing life of engine; Inter Turbine Temperature (ITT) degradation rate (Increases time-on-wing); Maintenance costs, reducing shop visit rate and cost per shop visit.

SOPM-1755

NOTE: The use of this method is prohibited on contaminated runways.

3-15-01 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

80 Knots

EM170AOM980007E.DGN

THRUST SET ROTATE

V1

· GEAR UP · V2 +10 Knots

POSITIVE RATE

· CLIMB SEQUENCE · VNAV · RETRACT FLAPS ON SCHEDULE

ACCELERATION ALTITUDE

TAKEOFF − ALL ENGINES OPERATING

· CLIMB SPEED · AFTER TAKEOFF CHECKLIST

FLAP 0

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES TAKEOFF

3-15-01

Page 5

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

TAKEOFF RUN AND THRUST SETTINGS Align the airplane using as reference the runway centerline. During takeoff run, pedals are used to steer the airplane. The use of nose wheel steering is not recommended during takeoff run because of its high efficiency, which might lead to airplane overreaction. As the groundspeed increases, the authority of nose wheel steering reduces and the rudder becomes more effective. The takeoff (TO) mode is a FD only mode and is represented by crossbars on the PFD. The TO mode commands the airplane to maintain a pitch attitude reference. NOTE: AP is engaged after selecting a lateral and vertical mode to prevent the AFCS from reverting to the basic modes, ROLL and FPA. When the airplane lines up and is ready for takeoff, arm the AT. Advance the thrust levers to 40% N1. The engines should stabilize momentarily and power settings verified before both throttles are advanced beyond 50° TLA. Advance thrust levers to TO/GA detent and verify that N1 reaches takeoff thrust (N1 target), engine parameters are normal and ATTCS set as required. If ATTCS is ON, with thrust levers to TO/GA, ATTCS indication on EICAS changes from white to green (armed). If ATTCS indication remains white on EICAS, confirm thrust levers are set to TO/GA position. The AT takes over above 50° TLA when advancing the thrust levers to the TO/GA detent. If any AT malfunction occurs, disconnect the AT and set the desired thrust manually. If thrust is set manually, advance thrust levers to TO/GA detent. ROLL indication changes to TRACK when the airplane is above 100 kt during takeoff run.

After takeoff thrust is set, the LSP takes control over the thrust levers until V1 is announced. The LSP is always responsible for aborting the takeoff. All abnormalities during the takeoff run are called out in a loud and clear voice.

3-15-01 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

The ENG TLA NOT TO/GA EICAS message is displayed during the takeoff if the thrust levers are out of the TO/GA position. It happens even if the N1 has already reached the takeoff thrust (N1 target). Make sure that the thrust levers are set to TO/GA position before 60 kt, when AT HOLD mode is activated, to prevent this message from occurring. If ENG TLA NOT TO/GA EICAS message appears during takeoff run, PF should advance thrust levers to TO/GA position and continue the takeoff.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

NOTE: FUEL 1 (2) LO LEVEL message may appear spuriously (EICAS quantity indication green) when flying with high pitch or bank angles. It happens especially during takeoff and climb out with fuel quantity just above the expected to trigger low FUEL 1 (2) LO LEVEL EICAS message. TAKEOFF – ACTIONS and CALLOUTS PF

Airplane on the runway

PM

• Advance thrust levers to 40% N1 to allow engines stabilization. • Advance, or make sure that the AT has advanced, the thrust levers to the TO/GA detent before 60 kt. “CHECK THRUST”. • Verifies that the N1 reached is the target N1, the engine parameters are normal and that ATTCS is as desired. “THRUST CHECKED”.

Airplane accelerates past 80 KIAS

“EIGHTY KNOTS”. “CHECKED”. “V1”. “ROTATE”. • Verifies positive rate of climb. “POSITIVE RATE”.

Airplane passes V1 and VR

Positive Rate of Climb

• Confirm positive rate of climb. “GEAR UP”.

SOPM-1755

• Positions gear lever up.

3-15-01 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

TAKEOFF – ACTIONS and CALLOUTS PF At 400 ft AGL

Acceleration Altitude

“SELECT HEADING (1) (NAV)”.

PM • Selects or verifies Lateral Mode.

“CLIMB SEQUENCE”. • Selects VNAV and (1) FMS Speeds . • Retracts flaps on schedule. • When flaps are zero calls: “FLAP ZERO”.

NOTE: - Callouts are shown in bold text. (1) If it was not selected on ground, select the appropriate mode. Post-Mod. LOAD 27.1

SOPM-1755

After takeoff, LNAV engages at 200 ft AGL and VNAV engages at the height set on MCDU.

3-15-01 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

AFTER TAKEOFF ACTIONS AND CALLOUTS AFTER TAKEOFF - ACTIONS and CALLOUTS PF “AFTER TAKEOFF CHECKLIST”. AFTER FLAPS RETRACTION

PM • Performs the after takeoff checklist and calls out “AFTER TAKEOFF CHECKLIST COMPLETED”.

NOTE: - Callouts are shown in bold text. - Decluttered EICAS is displayed 30 seconds after the AFTER TAKEOFF items are accomplished. The After Takeoff Checklist is read in silence by the PM.

SOPM-1755

Upon completing the After Takeoff Checklist the PM calls out: “AFTER TAKEOFF CHECKLIST COMPLETED”.

3-15-01 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-15-01 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

REJECTED TAKEOFF - RTO During the takeoff phase, an RTO procedure is initiated before V1 if any adverse or abnormal event occurs that could affect the safety of flight. Many faults can cause a decision to reject, like engine fire, engine failure and some other system faults or events. If an adequate decision to reject is taken, do not delay the RTO. Delaying the decision increases the risk of a runway overrun, because it takes a few seconds for the engines to spool down to idle thrust. A successful RTO depends on: -

Accurate alert and monitoring during all takeoff phase; Captains timely decision; All callouts made on a loud, clear, and precise communication way; Adequate briefing, procedures, and coordination.

RESPONSIBILITY Whoever first identifies the undesirable event or malfunction must announce it, but the decision and responsibility to perform an RTO remain to the captain. Once the decision is made, initiate the RTO immediately. ACTIONS -

-

The use of maximum manual braking on wet or dry runways generally improves the allowable takeoff weight, but requires immediate braking action by the pilot during a rejected takeoff. However, operationally speaking, the autobrake set to RTO helps the pilot reducing the workload on the initial reject takeoff maneuver. If the takeoff runway available is limited by takeoff distance, the pilot manually overrides the autobrake as soon as practical and apply maximum braking.

SOPM-1755

-

Actions are taken considering that, during all takeoff procedures, the LSP keeps his hand on the thrust levers until V1 is reached; Once the RTO decision has been made, the following actions are: set thrust levers to idle, disconnect the autothrottle, verify autobrake actuation or manually apply maximum brakes, and apply reverse thrust as required;

3-15-05 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

NOTE: If an RTO is performed below 60 kt (before HOLD is announced) and AT is not disconnected, Autothrottle moves the thrust levers back to TO/GA detent if both throttles are reduced to a position not below 40 degrees TLA. If throttles are moved below 40 degrees TLA or reverse thrust is applied during an RTO, the AT disconnects. Directional control is kept by applying rudder pedal steering;

-

Monitor airplane deceleration, cancel any aural warnings upon malfunction identification, verify reverse thrust status, and advise ATC; At 60 kt or below, thrust lever is smoothly returned to minimum reverse, then to idle at 30 kt. Thrust reverse can be maintained until airplane comes to a complete stop, considering airplane speed, runway length available, slippery surfaces with ice, snow and so forth; The airplane should remain on the runway until it is clear that an emergency evacuation is not necessary and the whole scenario is analyzed. If necessary, request external aids to vacate the runway to a safe position according to ATC instructions; If RTO decision was taken due to fire, consider positioning the airplane so that fire is on the downwind of fuselage; If an RTO is performed, the FMS takeoff and landing data may reset after two minutes. If a new takeoff is intended, the FMS takeoff and landing data must be re-entered and confirmed before the takeoff.

-

-

-

SOPM-1755

-

3-15-05 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

LOW AND HIGH ENERGY SPEEDS -

-

-

SOPM-1755

-

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

3-15-05 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

REJECTED TAKEOFF - ACTIONS AND CALLOUTS LSP

RSP

• The pilot first noticing the malfunction identifies and announces it.

If decision was REJECT

“REJECT” • Reduce thrust levers to idle, disconnect • Monitor airplane AT, and apply deceleration. reverse as required. • Verifies the reverse • Apply or verify status. maximum braking. • Cancels any aural • Use reverse as warnings. necessary, and • Calls out • Smoothly return “SIXTY KNOTS”. thrust levers to idle. • Advise ATC stating the abort. • Set parking brake ON. • Alert cabin crew (P.A.):

When airplane has stopped

“ATTENTION CREW, WAIT FOR INSTRUCTIONS”. • Request appropriate checklist if • Perform appropriate applicable. checklist.

If emergency evacuation is required

• Comply with Emergency Evacuation Procedures.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-15-05 Page 4

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

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

TAILWIND TAKEOFF The tailwind takeoff technique is basically the same as for any other takeoff. Use normal rotation rate and target pitch to avoid fuselage body contact with the runway and consider the use of full takeoff thrust. Special attention should be given if tailwind component increases during liftoff. TAKEOFF WITH TAILWIND ABOVE 10 KT This procedure is applied to EMBRAER 170, EMBRAER 175, EMBRAER 190 and EMBRAER 195 airplanes certified for takeoff and landing operations with tailwind from 10 kt to 15 kt. Line up the airplane on the runway and apply brakes (do not set the parking brake);

SOPM-1755

-

3-15-05 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

Keep AT disarmed; Adjust Thrust Levers to 60% N1; When engines stabilize at 60% N1, release the brakes, arm AT and slowly advance or make sure that the AT has advanced both Thrust Levers to TO/GA detent before 60 kt.

-

TAKEOFF WITH TAILWIND ABOVE 10 kt – ACTIONS and CALLOUTS PF

PM

With AT disarmed: • Applies brakes. • Advances Thrust Lever to 60% N1 to allow engines stabilization.

Airplane on the runway

• Releases the brakes. • Arms the AT. • Advances or makes sure that the AT has advanced both Thrust Levers to TO/GA detent before 60 kt. “CHECK THRUST”. • Verifies that the N1 reached is the target N1, the engine parameters are normal and that ATTCS is as desired. “THRUST CHECKED”.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-15-05 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

TAIL STRIKE CONSIDERATIONS Although tail strikes are more common during landing phase of flight, it may also occur during takeoff and may cause extensive structural damage. The major causes identified of a tail strike during takeoffs are: - Improper Stabilizer Trim A mistrimmed stabilizer may be a result of an erroneous input data, like loading weights for load sheet calculation, or even an incorrect stab trim setting. In any case, the stabilizer could be wrongly set to nose up which may induce the airplane attempting to fly before V1. - Improper Rotation Speed Wrong speed computations or early rotation could result in nose up without wing lift enough to fly exposing the airplane to a tail strike. - Excessive Rotation Rate Initiate rotation at VR at approximately 3°/sec, smoothly, towards the flight director angle. Rotation at a pitch higher than normal and inappropriate flight director use during rotation increase the risk of tail strike. TAIL STRIKE AVOIDANCE (TSA) Tail Strike Avoidance (TSA) function is a fly-by-wire feature designed for EMBRAER 190 and EMBRAER 195 to avoid tail strikes. During Takeoff TSA function controls airplane pitch angle by reducing control column authority in the nose up direction. TSA function is not capable to protect the airplane from tail strikes in over abused rotation.

SOPM-1755

TSA operation is limited up to 20 ft.

3-15-05 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

CLOSE-IN TURNS TAKEOFF In case of an immediate turn after takeoff due to noise abatement, obstacle or special departure procedures, initiate the turn as required with V2+10 kt. Pre-Mod. LOAD 27.1 At or above acceleration altitude, select VNAV. When the turn is completed, accelerate the airplane and retract flaps using the Flap Retraction Speed Reference “F-BUG”. To use FMS speeds, insert V2+10 kt, distance, and height in the DEP/APP SPD page on the MCDU.

Post-Mod. LOAD 27.1 Use MCDU DEPARTURE LIMIT page to set the speed limit. The DEPARTURE LIMIT page has the following fields: Speed Limit: The crew should adjust this value to speed limit of V2+10 kt. - AFE Limit: This field is used to enter the vertical limit of the departure area. It is not required to enter the horizontal limit. The FMS departure speed limit functionality commands the speed restriction during takeoff only when the airplane is flying below the vertical limit.

SOPM-1755

-

3-15-05 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

CLOSE−IN TURN TAKEOFF

NOT TO SCALE

ACCELERATION ALTITUDE − VNAV

DURING THE TURN − MAINTAIN FD BANK ANGLE LIMITS − MAINTAIN V2+10 Knots

WHEN THE TURN IS COMPLETED

SOPM-1755

EM170AOM980106C.DGN

− CLIMB SEQUENCE − RETRACT FLAP ON SCHEDULE

3-15-05 Page 9

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

NOISE ABATEMENT PROCEDURES Noise abatement procedures minimize the overall exposure to noise on the ground and at the same time maintain the required levels of flight safety. There are several methods, including preferential runways and routes, as well as noise abatement procedures for takeoff and approach. The appropriateness of any of the procedures depends on the physical layout of the airport and its surroundings. In all cases give priority to safety considerations. Pilots are required to adhere to the noise abatement procedures published specifically for each airport. There are different procedures for noise abatement, and the items listed here are just a guide to help pilots to perform a takeoff with noise reduction: Set speed required for the procedure on SPEED Selector Knob or on FMS DEPARTURE page. If using FMS SPEED, set 3000 ft as the vertical limit. Pre-Mod. LOAD 27.1 The DEPARTURE SPEED page is accessed on the MCDU trough the DEP/APP SPD prompt on the PERFORMANCE INIT page 1/3. This page is used to enter departure speed restriction and vertical and horizontal limits. This data is used to compute FMS speed commands during departure. The DEPARTURE SPEED on the MCDU has the following fields:

-

-

Speed Limit: The crew should adjust this value to speed limit of the applicable noise abatement procedure. AGL Limit: This field is used to enter the vertical limit of the departure area. NM Limit: This field is used to enter the horizontal limit of the departure area. If using FMS SPEED, set on FMS 15 NM as the horizontal limit. Fly the airplane manually and select a Flight Director Vertical Mode when takeoff thrust is no longer required. If the Autopilot is to be used, engage the Autopilot only after selecting the desired vertical mode.

NOTE: The FMS departure speed limit functionality commands the speed restriction during takeoff only when the airplane is flying inside the vertical and horizontal limits defined on the DEPARTURE SPEED page.

3-15-05 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

-

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

Post-Mod. LOAD 27.1 Use MCDU DEPARTURE LIMIT page to set the speed limit and VNAV engagement height. The DEPARTURE LIMIT page has the following fields: Speed Limit: The crew should adjust this value to speed limit of the applicable noise abatement procedure. - AFE Limit: This field is used to enter the vertical limit of the departure area. - VNAV CAP AFE: This field is used to set the VNAV capture height. It is not required to enter the horizontal limit. -

NOTE: The FMS departure speed limit functionality commands the speed restriction during takeoff only when the airplane is flying below the vertical limit. If an engine failure occurs, terminate the noise abatement procedure. In this case, an engine failure procedure and profile should be performed. NOTE: Some charts make reference to ICAO A or ICAO B procedures which are similar to NADP 1 and NADP 2 respectively.

SOPM-1755

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

3-15-05 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

NADP 1 / ICAO A procedure - Climb at V2 +10 kt until 800 ft (NADP 1) or 1500 ft (ICAO A) AFE. Pre-Mod. LOAD 27.1 At or above 800 ft (NADP 1) or 1500 ft (ICAO A) AFE select VNAV. Verify that climb thrust is set and continue climbing at V2 + 10 to 20 kt until 3000 ft AFE. Post-Mod. LOAD 27.1 Verify VNAV engagement at the height set on MCDU: at or above 800 ft (NADP 1) or 1500 ft (ICAO A) AFE. Verify that climb thrust is set and continue climbing at V2 + 10 to 20 kt. Pre-Mod. LOAD 27.1 At 3000 ft AFE, set VFS, accelerate and retract SLAT/FLAP on schedule or following the F-BUG. Post-Mod. LOAD 27.1

SOPM-1755

At 3000 ft AFE, the airplane is released from the speed limit. Accelerate and retract SLAT/FLAP on schedule or following the F-BUG.

3-15-05 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

Climb Path

Departure Area Vertical Limit

3000 ft AFE

V2 + 10 to 20

V2 + 10

Departure Area Horizontal Limit

EM170AOM980156B.DGN

800 ft (NADP1) 1500 ft (ICAO) − VNAV/Climb Thrust

SOPM-1755

NOISE ABATEMENT TAKEOFF NADP 1 / ICAO A

3-15-05 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 14

3-15-05

Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

THRUST SET

80 kt

· GEAR UP · V2 + 10 kt

POSITIVE RATE

ROTATE

V1 AT 800 ft (NADP 1) OR 1500 ft (ICAO A) AFE · SELECT VNAV · MAINTAIN V2 + 10 to 20 kt UNTIL 3000 ft AFE

· SET SPEED TARGET AS REQUIRED · RETRACT FLAPS ON SCHEDULE

AT 3000 AFE

NOISE ABATEMENT TAKEOFF NADP 1 / ICAO A

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

REVISION 19

EM170AOM980013E.DGN

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

NADP 2 / ICAO B procedure -

Climb at V2 +10 kt until 800 ft (NADP 2) or 1000 ft (ICAO B) AFE.

Pre-Mod. LOAD 27.1 At or above 800 ft (NADP 2) or 1000 ft (ICAO B) AFE, select VNAV and retract SLAT/FLAP on schedule. Verify that climb thrust is set and maintain VFS +10 to 20 kt until 3000 ft. Post-Mod. LOAD 27.1 Verify VNAV engagement at the height set on MCDU: at or above 800 ft (NADP 2) or 1000 ft (ICAO B) AFE. Verify that climb thrust is set and maintain VFS +10 to 20 kt until 3000 ft. Pre-Mod. LOAD 27.1 At 3000 ft AFE, set and accelerate to the enroute climb speed. Post-Mod. LOAD 27.1

SOPM-1755

At 3000 ft AFE, accelerate to the enroute climb speed.

3-15-05 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES Climb Path

VFS + 10 to 20 800 ft (NADP2) 1000 ft (ICAOB) − VNAV/Climb Thrust

EM170AOM980157C.DGN

Departure Area Vertical Limit

3000 ft AFE

V2 + 10

Departure Area Horizontal Limit

NOISE ABATEMENT TAKEOFF NADP 2 / ICAO B

SOPM-1755

NOTE: Operators can use other Noise Abatement Procedures (different from NADP 1/ICAO A or NADP 2/ICAO B) if authorized by local authorities.

3-15-05 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

THRUST SET

80 kt

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

· GEAR UP · V2 + 10 kt

POSITIVE RATE

ROTATE

V1 AT 800 ft (NADP 2) OR 1000 ft (ICAO B) AFE · RETRACT FLAPS ON SCHEDULE · SET VNAV · MAINTAIN VFS + 10 to 20 kt UNTIL 3000 ft AFE

AT 3000 AFE · SET SPEED TARGET AS REQUIRED

NOISE ABATEMENT TAKEOFF NADP 2 / ICAO B

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES TAKEOFF

3-15-05

Page 17

EM170AOM980020E.DGN

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

HGS TAKEOFF SYSTEM The procedures are basically the same for either a single or dual HGS installation. In the case of the dual HGS installation, both pilots have the advantage of including the HGS display in their normal scan of instruments and outside view. HGS REPEATER The HGS as a repeater is a supplementary display of the PFD. No HGS unique procedures are required. Use the HGS display to enhance the situational awareness. HGS EQUIPPED FOR LVTO The following table presents the low visibility takeoff approved for the E-JETS family:

E-JET LVTO

EMBRAER 170

EMBRAER 175

EMBRAER 190

EMBRAER 195

HGS (LVTO)

-

HGS (LVTO)

HGS (LVTO)

NOTE: - Some configurations are not approved in all Certifications. Refer to the AFM for further information. - For LVTO operations without HGS system the operator must observe the applicable local regulations. In a single-HGS installation, it is assumed that the left-seat pilot is the pilot flying (PF). For dual HGS airplane, either pilot may assume the pilot flying responsibility, assuming that the operator-training program supports this assignment. Successful low visibility takeoff requires crew coordination.

SOPM-1755

To maintain proficiency, it is recommended to use HGS low visibility takeoff procedures where conditions allow. This is normally anytime the departing runway has a localizer available and traffic allows for the proper execution of the procedure.

3-15-05 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

The Ground Roll Reference symbol provides a reference for the Ground Roll Guidance Cue during low visibility takeoff operations. The symbol is positioned below the airplane reference symbol until rotation. As the pitch attitude increases during takeoff rotation, the Ground Roll Reference is held on the Zero-Degree Pitch Line until the airplane is in the air. At this point, the Ground Roll Reference is replaced by the FPA. During a low visibility takeoff, taxiing the airplane into takeoff position over the runway centerline, given that all requirements for the display of the HGS Guidance Cue are present, the Guidance Cue is displayed in the center of the Ground Roll Reference symbol. Rolling takeoffs are not recommended during LVTO operations. Advance power and using normal control inputs, visually track the centerline while monitoring the Guidance Cue and Ground Localizer Symbols. These can be especially beneficial in the event of an engine failure during the takeoff run to assist in maintaining lateral control while either aborting or continuing the takeoff. Monitor the low visibility takeoff remaining on instruments and call out any observed discrepancies: -

Any localizer deviation, calling out “STEER LEFT” or “STEER RIGHT” as necessary;

-

Any Flight Director malfunction.

SOPM-1755

In a LVTO CAUTION the takeoff may be continued upon pilot’s discretion using visual cues. An LVTO WARNING should lead to a rejected takeoff.

3-15-05 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

In the event of a rejected takeoff, the pilot continues to follow the HGS Ground Roll Guidance Cue until the airplane comes to a stop. To monitor the V-speed bugs during takeoff, it is necessary to display the Altitude and Airspeed Tapes. These tapes are automatically displayed when the Combiner Mode selection is in AUTO. To monitor excessive lateral displacement from the runway centerline, guidance is provided by the position and direction of the Ground Excessive Deviation symbol whenever lateral deviation ≥ 27 feet. The triangle points in the direction to correct the orientation of the airplane. LOW VISIBILITY TAKEOFF WITH HGS – ACTIONS and CALLOUTS PF Aligned on the runway centerline

PM

• Adjusts the HGS • Adjusts the HGS combiner brightness. combiner brightness. • Checks for the LVTO • Checks for the LVTO mode engaged. mode engaged. “LVTO ENGAGED”.

“LVTO ENGAGED” (dual HGS).

SOPM-1755

NOTE: Callouts are shown in bold text.

3-15-05 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

TAKEOFF IN ADVERSE CONDITIONS For snow pellets, snow grains, ice pellets, moderate and heavy freezing rain and hail the anti-ice fluids have little or no effect. If these conditions exist, perform a careful pre-takeoff check shortly before takeoff. For takeoff in icing conditions, it is recommended that takeoff power be set to approximately 54% N1 just before or with the final takeoff power setting. Hold at that thrust level for 30 seconds or until fan vibration level returns to normal. For Autoland equipped airplanes under strong gusty condition, the EICAS messages AUTOLAND 1 (2) NOT AVAIL, AT FAIL, FD VERT MODE OFF and FD LATERAL MODE OFF may appear during taxi or takeoff roll. If takeoff is continued, the Autothrottle and Flight Director can be reengaged at pilot's discretion.

WINDSHEAR The policy is always to avoid potential windshear areas. Takeoff briefing can include recent weather reports, visual observations, and crew experience with the airport prevailing weather. Consider delaying the takeoff until conditions improve. Whenever a windshear is suspected during takeoff the following precautions are taken: -

-

SOPM-1755

-

Use maximum takeoff thrust instead of reduced thrust; Select flaps 1 unless limited by other takeoff considerations such as obstacle or runway length; Increase airspeed (or V2) to get the best performance compromise during windshear; Use the longest runway available with the lowest possibility of a windshear encounter; Turn ON the radar using the FSBY OVRD on the Weather Radar Virtual Controller Panel to enable it before initiating the takeoff run; Crew should monitor airspeed trend during takeoff run. In case of any evidence of windshear before V1, evaluate the possibility to reject takeoff; Develop an awareness of normal airspeed, attitude, and vertical speed. The crew should closely monitor the vertical

3-15-05 Page 21

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

flight path instruments, such as, vertical speed and altimeters, and call out any deviations. NOTE: - If a windshear encounter happens at speeds close to V1, the remaining runway may not be enough to stop the airplane after an RTO. A high tailwind component may increase the ground speed and so the runway distance required to stop the airplane. - If the crew assesses that there is not enough runway remaining to stop the airplane, advance thrust levers to MAX and rotate the airplane normally at VR. Once airborne perform the windshear escape maneuver. If a windshear is encountered after V1 and during initial climb, rew must comply with the following actions:

-

Advance thrust levers to MAX; Follow the flight director guidance cue if a windshear warning is given by the EGPWM during takeoff (automatically activates). When windshear caution is active, the pilot has the option of continuing the flight using the current flight director mode, or selecting windshear escape guidance mode pressing the TO/GA button. The windshear escape guidance mode does not automatically revert to any other flight guidance mode. The pilot must manually select another mode to exit windshear escape guidance; Maintain the actual configuration (landing gear and flaps) until 1500 AGL and with terrain clearance assured; Reduce thrust to climb power, retract landing gear and flap/slat when the airplane is out of the windshear condition.

SOPM-1755

-

3-15-05 Page 22

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

ENGINE FAILURE RECOGNITION The first principle to manage an engine malfunction is to identify the affected engine and take proper action, considering airplane on ground or in flight. There are several ways to recognize engine failures, including messages and airplane reactions: -

Airplane heading change (differential “moment force”); Engine Failure – loss of thrust, EICAS indication FAIL in amber on N1 indication; the Oil Pressure indication turns red; Engine standstill – EICAS N1 indicates 0; Engine separation – EICAS indicates amber dashes, thrust rating mode disappears; Engine Fire – on EICAS, FIRE in red on ITT indicator and Fire Handle illuminates.

ON GROUND Engine Failure below V1 If an engine failure occurs before V1 a reject takeoff procedure (RTO) is accomplished. (Refer to RTO Procedures). Engine Failure above V1 If an engine failure occurs above V1, control airplane direction, aiming to keep airplane on runway centerline by smoothly applying rudder.

SOPM-1755

As soon as an Engine Failure or FIRE is recognized (not always followed by loss of thrust) and affected engine identified, check maximum thrust on EICAS.

3-15-10 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

IN FLIGHT Rotation is done at a slower rate, slightly less than on a normal takeoff. Set aileron in neutral and use rudder and yaw trim to keep wings level. High aileron input raises the spoilers and increases drag. As reference, the slip/skid indicator is approximately ½ to ¼ off center and between 0° to 5° of bank after engine failure. It depends on speed, gross weight, and altitude. Generally the control wheel in the neutral position is a good indication of the lowest drag for single engine. Crew must keep close attention at first positive rate of climb to retract landing gear, monitoring airplane profile. The TO mode first guidance is based on takeoff weight and flap setting, limited to a minimum pitch of 8° and maximum of 18°. Crew must follow the flight director guidance to maintain V2 to V2 +10 kt up to acceleration altitude, according to following three different conditions: -

Engine failure below V2: pitch for V2. Engine failure between V2 and V2 +10 kt: pitch for the present speed. Engine failure above V2 +10 kt: pitch for V2 +10 kt.

Takeoff thrust is limited to 5 (optionally 10) minutes after takeoff. It is recommended that emergency procedures to be accomplished as soon as safe altitude has been reached (at least 400 ft AGL or according to local minimums). When engine failure occurs after takeoff, noise abatement procedures no longer apply. Following an Engine Failure, ATTCS adjusts operating engine thrust to its respective RSV mode. In event the maximum thrust is not reached for any reason, advance the thrust levers to maximum thrust.

SOPM-1755

On departure procedures with acceleration altitudes above 1000 ft, emphasize during takeoff briefing that, in the event of an Engine Failure, Engine Fire (with loss of thrust), or any other malfunction requiring a memory item, actions can be commanded at an altitude lower than the acceleration altitude, but not lower than 400 ft. Airplane must be stabilized and on the profile.

3-15-10 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES TAKEOFF

For One Engine Inoperative, limit the bank angle to: -

15° at V2 20° at V2 +5 kt (*) 25° at V2 +10 kt (*)

(*)The preceding values are in accordance with ANAC and TCCA requirements. Observe local operational regulations. For instance:

SOPM-1755

According to FAR 121.189(f), the maximum bank angle with one engine inoperative is 15°. According to EU OPS 1.495 (c), for bank angles greater than 15°, the airplane net path must clear all obstacles by 50 ft instead of 35 ft during the turn.

3-15-10 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 ACTIONS AND CALLOUTS ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS PF

PM

“ENGINE ___ FAILURE”. (pilot first noticing the engine failure). Before VR

• Controls airplane using rudder.

• Cancels aural warnings.

“CHECK THRUST”.

• Verifies maximum thrust on operating engine. “THRUST (1) CHECKED” .

At VR

• Rotate to Appropriate pitch.

After lift-off

• Confirms positive rate of climb. “GEAR UP”.

• Climbs at V2 to V2 +10 kt.

“ROTATE”.

• Verifies positive rate of climb. “POSITIVE RATE”.

• Positions gear lever UP. • Monitors speed and attitude.

(1)

If TOx-RSV is not achieved PM shall move thrust levers to MAX position.

3-15-10 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

• Controls the airplane using rudder and yaw trim. Use amount necessary to keep the aileron control in neutral position. Avoid deploying roll spoilers.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS PF “SELECT HEADING, BANK”

400 AGL Pre-Mod. LOAD 27.1

• Selects HDG and BANK.

400 AGL

“SELECT HEADING”, if

Post-Mod. LOAD 27.1

applicable

(1)

(2)

At Acceleration Altitude

NOTE:

PM

• Selects HDG

(1)

“SELECT FLCH” .

• Selects FLCH (verifies or set VFS)

“ENGAGE (3) AUTOPILOT” .

• Engages AP.

.

(1)

Post-Mod. LOAD 27.1 Select HDG in case LNAV mode is not desired. Low Bank is automatically applied in this scenario. The FMS automatically detects the failure and follows the EO AUTO mode (EO VNAV capture height, FLCH, Bank Angle limitation and appropriate FMS target speed). If an Engine Out SID exists, a modified flight plan is created pending for activation. (2)

Post-Mod. LOAD 27.1 This callout is not applicable if VNAV has been armed on ground. PM should verify FLCH on FMA. (3)

SOPM-1755

Post-Mod. LOAD 27.1 For Post-Mod. LOAD 27.1, the autopilot can be engaged at the minimum engagement height, even if TO mode is still in use.

3-15-10 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS PF • At flaps retraction speed: “FLAPS ___”.

At Acceleration Altitude

PF • Retracts flaps on schedule upon command of PF until flap 0 then calls. “FLAPS ZERO”.

• Reaching VFS: “CONTINUOUS”. • Sets or verifies thrust rate to continuous.

Climbing to Safe Altitude

• Climbs at VFS to a safe altitude defined on the take off briefing or as assigned by ATC.

• Advise ATC. • Monitor thrust, attitude, and speed.

SOPM-1755

“(APPLICABLE ABNORMAL) CHECKLIST, I HAVE ATC”.

3-15-10 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS PF

PM

• Places the hand on failed engine thrust lever: “THRUST LEVER 1(2) IDLE CONFIRM?” Reading and performing the Engine Failure Checklist

Reads the checklist aloud: “THRUST LEVER 1(2) IDLE”.

• Confirms that the failed engine is being reduced. “CONFIRMED”

• Reduces affected engine thrust lever to idle. (1)

“1(2) IDLE” .

“START/STOP 1(2) STOP CONFIRM?” Places the hand on failed engine START/STOP Selector.

(1)

SOPM-1755

NOTE:

During affected engine shutdown, EASA operators must maintain the N1 of the operative engine at least 5% above idle.

3-15-10 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS PF

PM

• Confirms the failed engine START/STOP selector: “CONFIRMED”

Reading and performing the Engine Failure Checklist

• Selects the START/STOP Selector to STOP. • Completes the Engine Failure Checklist. “(APPLICABLE ABNORMAL) CHECKLIST COMPLETED”.

“AFTER TAKEOFF CHECKLIST”. When Engine Failure Checklist is completed

• Accomplish the procedures and checklist. “AFTER TAKEOFF CHECKLIST COMPLETED”.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-15-10 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

THRUST SET

80 Knots

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

ROTATE

V1 · GEAR UP · V2 TO V2 +10

POSITIVE RATE

· RETRACT FLAPS ON SCHEDULE

ACCELERATION ALTITUDE

FLAP 0 · MANTAIN FINAL SEGMENT SPEED (VFS) · SET / VERIFY MAX CONTINUOUS THRUST · EMERGENCY / ABNORMAL CHECKLIST · AFTER TAKEOFF CHECKLIST

ACCELERATION ALTITUDE

TAKEOFF WITH ENGINE FAILURE ABOVE V1

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES TAKEOFF

3-15-10

Page 9

EM170AOM980008A.DGN

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

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

PM

“ENGINE__FIRE/DAMAGE/SEPARATION”. (pilot first noticing the engine failure).

Before VR

• Controls airplane using rudder. “CHECK THRUST”.

• Cancels aural warnings. • Verifies maximum thrust on operating engine. “THRUST (1) CHECKED” .

At VR

“ROTATE”.

• Rotate to Appropriate pitch.

• Verifies positive rate of climb. “POSITIVE RATE”. • Confirms positive rate of climb. “GEAR UP”. After lift-off

• Climbs at V2 to V2 +10 kt.

• Positions gear lever UP. • Monitors speed and attitude.

• Controls the airplane using rudder and yaw trim. Use amount necessary to keep the aileron control in neutral position to avoid deploying roll spoilers. If TOx - RSV is not achieved PM shall move thrust levers to MAX position. SOPM-1755

(1)

3-15-10 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (ON TAKEOFF ABOVE V1) – ACTIONS AND CALLOUTS PF “SELECT HEADING, BANK”

400 AGL Pre-Mod. LOAD 27.1

• Selects HDG and BANK. “SELECT HEADING”, if

400 AGL Post-Mod. LOAD 27.1

applicable

(1)

• Selects HDG “SELECT FLCH”.

(1)

.

(2)

• Selects FLCH (verifies or set VFS).

At Acceleration Altitude NOTE:

PM

(1)

Post-Mod. LOAD 27.1 Select HDG in case LNAV mode is not desired. Low Bank is automatically applied in this scenario. The FMS automatically detects the failure and follows the EO AUTO mode (EO VNAV capture height, FLCH, Bank Angle limitation and appropriate FMS target speed). If an Engine Out SID exists, a modified flight plan is created pending for activation. (2)

Post-Mod. LOAD 27.1

SOPM-1755

This callout is not applicable if VNAV has been armed on ground. PM should verify FLCH on FMA.

3-15-10 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (ON TAKEOFF ABOVE V1) – ACTIONS and CALLOUTS PF “ENGAGE (3) AUTOPILOT”.

PM

• Engages AP.

• At flap retraction speed: “FLAPS ___”. • Retracts flaps on schedule upon command of PF until flap 0 then calls.

At Acceleration Altitude

• Reaching VFS: “CONTINUOUS”.

NOTE:

• “FLAPS ZERO”. • Sets or verifies thrust rate to continuous.

(3)

Post-Mod. LOAD 27.1

SOPM-1755

For Post-Mod. LOAD 27.1, the autopilot can be engaged at the minimum engagement height, even if TO mode is still in use.

3-15-10 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (ON TAKEOFF ABOVE V1) – ACTIONS and CALLOUTS PF At Acceleration Altitude Climbing to Safe Altitude

“MEMORY ITEMS”.

PM (4)

• Climbs at VFS to a safe • Advise ATC. altitude defined on the take off briefing or as • Monitor thrust, attitude, and assigned by ATC. speed. • Disengages the AUTOTHROTTLE. “THRUST LEVER 1(2) IDLE CONFIRM?”

Performing Engine Fire, Severe Damage or Separation memory items

• Reduces affected engine thrust lever to idle. (5) “1(2) IDLE”

• Confirms reduction of the affected engine: “CONFIRMED”

“START/STOP 1(2) STOP CONFIRM?” • Place hand on the AFFECTED engine START/STOP SELECTOR.

NOTE:

(4)

For acceleration altitudes higher than 1000 ft the PF may indicate on takeoff briefing an altitude lower than acceleration altitude, but not lower than 400 ft, where the memory items are accomplished.

Upon crossing the briefed altitude, with the airplane stabilized and on the proper flight path, the PF commands to initiate the memory items. After they are completed, climb to the acceleration altitude, at the acceleration altitude retract flaps. Reaching the VFS set CONTINUOUS and ask for the checklist. (5)

SOPM-1755

During affected engine shutdown, EASA operators must maintain the N1 of the operative engine at least 5% above idle.

3-15-10 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (ON TAKEOFF ABOVE V1) – ACTIONS and CALLOUTS PF

PM

• Confirms the failed engine START/STOP selector: • Selects the “CONFIRMED” affected engine START/STOP selector to STOP. “FIRE HANDLE 1(2) PULL CONFIRM?” •

Performing Engine Fire, Severe Damage or Separation memory items

Confirms the hand on the affected engine Fire Extinguisher Handle. “CONFIRMED”

“ENGINE FIRE, SEVERE DAMAGE OR SEPARATION CHECKLIST, I HAVE ATC”. • Takes the ATC communications.

• Place hand on the affected engine Fire Extinguisher Handle and wait PF confirmation.

• Pulls the affected engine Fire Extinguisher Handle.

• Reads the Checklist.

SOPM-1755

“ENGINE FIRE, SEVERE DAMAGE OR SEPARATION CHECKLIST COMPLETED”.

3-15-10 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (ON TAKEOFF ABOVE V1) – ACTIONS and CALLOUTS PF “AFTER TAKEOFF CHECKLIST”.

SOPM-1755

When Engine Fire, Severe Damage or Separation Checklist completed

PM • Accomplish the procedures and checklist. “AFTER TAKEOFF CHECKLIST COMPLETED”.

3-15-10 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES TAKEOFF

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-15-10 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CLIMB

CLIMB GENERAL The climb phase has a significant impact on fuel consumption. For short and medium range flights, the climb represents from 20% to 40% of the trip time. The fuel flow is 40% greater than on cruise phase. When considering trip fuel, do not analyze the climb phase separately. The impact over the total trip fuel is the best way to check a climb schedule. EMBRAER provides information in the AOM Flight Planning section for Maximum Climb Angle, Maximum Rate of Climb and recommended Standard Speed Schedule.

INITIAL CLIMB For best fuel and time efficiency, retract flaps and slats as soon as practicable, considering that a quick climb is important to maximize efficiency. After selection of a vertical AFCS mode, verify that climb thrust (CLB) is selected and displayed on the EICAS. After flaps and slats retraction, target the initial climb speed. It is based on operational requirements (obstacles, SID tracks, constraints, weather conditions, noise restrictions, and so forth), company policies, as well as local regulations. With VNAV engaged the ALT SEL adjustment is made in compliance with ATC instructions. In order to avoid unwanted level offs, and when cleared of climbing with no restrictions, delete the altitude constraints on the FMS ACTIVE FLIGHT PLAN page.

CLIMB SPEED Adjust the climb speeds using the following criteria: − Obstacle Clearance: recommended Green Dot until MSA or above; − Weather Conditions: recommended Green Dot +50 kt to clear low altitude turbulence; SOPM-1755

− Specific Regulations: use the local limitation;

3-20 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CLIMB

STANDARD OPERATING PROCEDURES

− If the takeoff heading offset from the route track over 120°, it is recommended to use Green Dot until reaching a heading within 30° from the desired track; − If none of the preceding considerations are applicable or have been cleared, accelerate to the altitude limited airspeed (usually 250 kt below 10000 ft) or climb speed. If FMS speeds are in accordance with the desired speeds, select the SPEED Selector to FMS on the Guidance Panel if it was not previously selected. The FMS speeds are default to the guidance mentioned below. If a different speed is required, the change is made on the PERF CLIMB page or on the PERFORMANCE INIT page. − Up to 10000 ft: 250 kt. − Above 10000 ft: 270 kt up to the IAS/MACH transition then Mach 0.73. High-speed climbs can significantly increase fuel burn, as the flight time in a high thrust, higher drag condition is prolonged. To avoid TCAS Resolution Advisories during level offs, monitor the rate of climb when traffic exists in close vicinity of the adjacent flight level. Reduce the vertical speed to 1500 ft/min or less at least 1000 ft before reaching the cleared flight level. Maximum Angle of Climb Speed With flaps retracted, the recommended best Angle of Climb Speed for all operational gross weights and takeoff altitudes is the Green Dot. It provides for a maximum altitude gain at a minimum ground distance. Maximum Rate of Climb Speed Maximum rate of climb (MROC) speed provides a maximum altitude gain in a minimum flight time, with flaps retracted and all operational gross weights.

SOPM-1755

Green Dot added by 50 KIAS is approximately the maximum rate of climb speed. As it is a function of gross weight and altitude, refer to AOM Vol.I - Flight Planning Section, for accurate speeds and Mach number.

3-20 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CLIMB

CLIMB THRUST SELECTION The CF34 Engines have two modes of climb thrust: -

CLB-1: Maximum Available Climb Thrust; CLB-2: Reduced Climb Thrust at sea level, corresponding to approximately 90% of Maximum Climb Thrust at sea level.

The difference between CLB-1 and CLB-2 decreases with altitude. The CLB-1 mode provides higher rates of climb, so the airplane spends less time to reach a desired altitude when compared with CLB2 thrust. As a result, considering fuel conservation aspects, the CLB-1 mode would produce the lowest trip fuel burn. The main benefit in using reduced climb is related to maintenance costs. Using reduced climb, the engine works at cooler temperatures, thus minimizing deterioration of engine components. It leads to: -

Reduced maintenance costs; Lower Thrust Specific Fuel Consumption (TSFC) deterioration; Longer periods between shop visits (wing removal for maintenance).

Each operator must evaluate the trade-offs of maintenance costs and TSFC impact versus trip fuel impact. Set climb thrust by selecting FLCH or VNAV on the Guidance Panel. The FADEC maintains the correct thrust setting automatically throughout the flight. During airplane power-up, CLB-1 is the default mode setting. Whenever the selected takeoff thrust is lower than CLB-1, the CLB-2 mode becomes the default until the next airplane power-down/powerup.

SOPM-1755

On ground, the CLB-1 mode is inhibited if the takeoff thrust selected is lower than CLB-1 thrust.

3-20 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CLIMB

STANDARD OPERATING PROCEDURES

ENROUTE CLIMB The enroute climb speed is selected by the operators to match their operational practices and requirements. In general, the enroute climb speeds are attained as soon as practical to improve the flight efficiency, even at altitudes below 10000 ft where the local rules allow. Usually a constant IAS is selected as enroute climb speed. This IAS is maintained until a certain altitude where the IAS intercepts a selected Mach number. The Mach number is maintained until cruise altitude. The altitude where the speed reference changes from IAS to Mach number is called “crossover altitude” and is around 29000 ft. CLIMB - ACTIONS and CALLOUTS PF

PM “TRANSITION ALTITUDE”.

Transition Altitude • Pushes the BARO SET (PUSH STD) and crosschecks (*).

• Pushes the BARO SET (PUSH STD) and crosschecks (*). “TEN THOUSAND”.

“TEN THOUSAND CHECKED”. Upon passing 10000 ft AFE

• External lights OFF, except NAV, STROBE, and red beacon. • FSTN BELTS signs may be switch OFF upon consent of the Captain.

SOPM-1755

NOTE: - Callouts are shown in bold text. - (*) The IESS STD button is pushed at the Transition Altitude by the LSP.

3-20 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CLIMB

ENGINE ICE CLIMB During climb, monitor pitch attitude and airspeed continuously. Performance changes such as airspeed reduction, reduced climb rate or higher than normal pitch angle may be an indication that ice has already accreted to the airframe. If ice-related performance decreases are noted, ensure that all icing systems are selected ON. Make sure that the required thrust and attitude are being properly maintained. Operation in moderate to severe icing conditions may allow ice to build on the fan spinner or blades. If allowed to accumulate, asymmetrical ice shedding may result in high fan vibration. If fan ice build-up is suspected (high indicated or perceived vibration), accomplish the following periodic engine run up (one engine at a time). Reduce one thrust lever at a time to idle, then advance to a minimum of 70% N1 for 10–30 seconds. Return the thrust lever to the position required for flight conditions. Monitor anti-ice systems for proper operation. Apply the associated AFM abnormal procedure in case of system failure. If the failure persists, exit and avoid icing conditions. Make the air traffic controller know that you are requesting a change due to icing conditions and keep ATC informed about it.

SOPM-1755

NOTE: Engine and Wing Anti-Ice operation is automatic and based on the primary ice detection system. However, the crew remains responsible for monitoring icing conditions and for manual activation of the ice protection system. If icing conditions are present and the ice detection system is not activating the ice protection, manually activate the system.

3-20 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CLIMB

STANDARD OPERATING PROCEDURES

ONE ENGINE INOPERATIVE CLIMB After flaps and slats retraction, set VFS and Maximum Continuous (CON) thrust until all obstacles have been cleared. After reaching a safe altitude, higher climb speeds can be used to improve airplane controllability. Pre-Mod. LOAD 27.1 The use of speed mode in FMS is prohibited for one engine inoperative condition.

Post-Mod. LOAD 27.1 The use of FMS speed mode is allowed for one engine inoperative condition.

SOPM-1755

NOTE: Keeping the airplane always trimmed reduces drag.

3-20 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

CRUISE GENERAL This section presents information that is pertinent to the cruise phase of the flight. More performance information is provided in the AOM Vol. 1 - Flight Planning section.

SPEED SELECTION MAXIMUM CRUISE SPEED Maximum Cruise Speed provides the maximum True Air Speed (TAS). It is achieved when maximum cruise thrust is used. Using maximum cruise speed, the trip time is reduced and fuel burn increased. MAXIMUM ENDURANCE Maximum Endurance Speed provides the maximum time in-flight and the minimum fuel flow. This speed mode is used when the trip time has to be prioritized. An example is when the airplane is holding, or when the estimated time of arrival at destination needs to be delayed. LONG RANGE CRUISE SPEED Long Range Cruise Speed corresponds to a specific range equal to 99% of maximum specific range. It is used when range is the main factor in a given route. MAXIMUM RESERVE SPEED Maximum Reserve Speed provides the maximum TAS while ensuring the destination airport can be reached with the proper fuel reserves.

CRUISE SPEED MANAGEMENT Speed variations above the planned speeds may lead to significant trip fuel burn as speed has a large impact on specific range.

SOPM-1755

During walk around, check that the smart probes are clean and free of obstructions. Smart probes are responsible for indications of speed, Mach number, and TAT.

3-25 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ALTITUDE SELECTION Tables of altitude capability, flight level, and the wind altitude trade are presented on AOM section 6 - Flight Planning. These tables help planning a more fuel efficient operation. ALTITUDE CAPABILITY For a given speed, weight and thrust, there is a maximum altitude at which straight and level flight is possible. This “Maximum Altitude” is also called "Airplane Ceiling". The altitude capability may be verified on AOM section 6 - flight planning. The tables are based on LRC and Mach 0.78, initial cruise weight, ISA deviation, and a residual rate of climb of 300 feet per minute for all engines operating. The computed ceiling altitude based in performance initialization data is also displayed in the FMS PERF DATA page. The maximum altitude at which an airplane can fly depends on three factors: -

Engine thrust. Capacity of the wing to generate enough buffet-free lift. Operational envelope.

OPTIMUM ALTITUDE The Optimum Cruise Altitude is the pressure altitude, for a given weight and center of gravity, speed, air temperature that gives the maximum specific range. Many times, it is not possible to fly at the optimum altitude. The available flight level depends on the direction of the flight and may not be cleared by the ATC. In addition, the airplane may not have enough buffet margin to fly at that altitude.

SOPM-1755

The default for INIT CRZ ALT is OPTIMUM when the performance mode is FULL PERF. The FMS calculates the optimum cruise altitude based on the performance initialization data. After performance initialization is complete, the calculated optimum altitude is displayed in small characters on this page.

3-25 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

The optimum altitude is based on the specific range from cruise phase. It does not consider the overall fuel consumption during the entire flight. For short-range flights, it makes more sense to use the Optimum Cruise Altitude. It minimizes the entire flight fuel (that is, minimizing Climb+Cruise+Descent fuel). On short flights, the leveled cruise segment may be small, or nonexistent (descent starting immediately after the climb to cruise altitude is completed). Cruise altitude tables based on combination of minimum fuel consumption and at least 5 minutes in cruise are published on the AOM.

CLIMB UP

DESCENT

AT LEAST 5 MINUTES OF CRUISE

EM170AOM060008B.DGN

CRUISE

WIND ALTITUDE TRADE In order to maintain the same ground specific range at another altitude than the one planned initially, the Airplane Operation Manual (AOM) has tables that allow the determination of the break-even wind. The optimum altitude is normally calculated for zero wind, but wind is a factor that may justify operations considerably above or below the optimum altitude.

SOPM-1755

If the optimum altitude headwind is stronger than lower altitude headwind, for example, it might be advantageous to fly at a lower altitude (and weaker headwind). This action saves more fuel and is called wind-altitude trade.

3-25 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

STEP CLIMB Step Climbs are employed as means for maintaining cruise flight levels closer to optimum altitudes for as long as possible throughout the flight.

Next ATC Flight Level Cruising Altitude

Optimum Altitude

EM170AOM980141A.DGN

(Air Traffic rules and restrictions)

As general rule, optimum altitudes for the EMBRAER 170/190 family (ISA and zero wind conditions) increase in a rate of 15–20 ft/min. It corresponds to approximately 2000 ft for every 100 minutes of flight time. In the AOM Vol. 1 – Flight Planning section, Flight Level tables provide optimum cruise altitudes for both, Long Range Cruise and 0.78 Mach. Additionally, in the AOM Vol. 1 - Flight Planning section, Altitude Capability tables are provided for quick determination of maximum altitude as a function of gross weight. Pre-Mod. LOAD 27.1 FMS Step Increment function is prohibited according to AFM FMS supplement. Although, the FMS WHAT-IF can be used to optimize the airplane performance. Post-Mod. LOAD 27.1

SOPM-1755

The step climb function is permitted. The SECONDARY FLIGHT PLAN is available for performance optimization and replaced the WHAT-IF page.

3-25 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

Step climbs use the cruise speed command when using the FMS speeds, the altitude change is 5000 ft or less. Climbs greater than 5000 ft use the climb speed commands.

FLIGHT CONTROLS TRIMMING AIRPLANE TRIMMING The autopilot trims the airplane for pitch using the stabilizer trim function. Roll and yaw trimming is achieved manually through dedicated switches. If the airplane is not properly trimmed for roll and yaw, the autopilot applies primary control displacements to compensate for tendencies. Under some conditions, it may significantly increase drag and affect fuel performance. TRIMMING TECHNIQUE Yaw Trimming: With the autopilot engaged, ensure that the fuel is properly balanced, engine thrust is symmetric, and HDG mode is selected. Proper monitoring of the Sky Pointer, Roll Pointer and Slip/Skid Indicator is fundamental for a correct airplane trimming. The yaw trim switch is actuated in the direction that corresponds to the Slip/Skid Indicator position. In most cases, only small and brief actuations are enough. ROLL SCALE

ROLL POINTER

SOPM-1755

1O

1O

EM170AOM980142A.DGN

SLIP/SKID INDICATOR

To avoid over trimming, allow approximately three to five seconds between actuations and observe the results. As the Slip/Skid Indicator gets closer to the center (below the Roll Pointer) only sharp, brisk actuations are required.

3-25 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

Roll Trimming: Roll trimming should be performed after the airplane has been trimmed for yaw. An exception to this rule would be a wing heavy condition in manual flight when the slip/skid indicator is centered. In this case, actuate the roll trim the airplane in the same direction where the pilot input is required, or towards the down side of the control wheel. Both parts of the roll trim switch must be pressed simultaneously and in most cases, only sharp, brisk movements are required.

FUEL IMBALANCE Fuel efficiency can be affected as primary control surfaces are deflected to compensate for the imbalance condition. A fuel imbalance for which no EICAS message is displayed and has not yet exceeded 360 kg (800 lb) may be considered a normal procedure. It does not require the use of the QRH. However, it is recommended to assure no fuel leak is in place. With both engines operative, this can be done by comparing both fuel quantity indications on EICAS with fuel remaining information indication on FMS before attempting a fuel crossfeed. NOTE: If the FUEL IMBALANCE caution message is not displayed on the EICAS and a crossfeed is performed, the advisory message FUEL EQUAL - CROSSFEED OPEN is displayed regardless of the imbalance value. It may lead to an extra imbalance condition.

THROTTLE TECHNIQUE Rapid and large thrust lever excursions should be avoided, as they can be detrimental to various engines components and can accelerate engine deterioration.

SOPM-1755

When feasible, plan in advance large speed changes with the autothrottle engaged. Excessive speed adjustments may cause thrust lever movements to idle or TO/GA, which also contributes to engine deterioration and fuel consumption.

3-25 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

TURBULENT AIR PENETRATION Flight through severe turbulence must be avoided. If not possible, reduce altitude to increase buffet margin. AIRSPEED Severe turbulence causes large and often rapid variations in indicated airspeed. Do not chase the airspeed. The maximum recommended turbulent air penetration speed is obtained from the following chart. 45000

40000

MRA = 0.76

35000

ALTITUDE − ft

30000

25000

20000

VRA

15000

5000

SOPM-1755

0 190

200

210

220

230 240 250 AIRSPEED − KIAS

260

270

280

290

EM170AOM030011B.DGN

10000

3-25 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ATTITUDE Maintain wings level and pitch attitude. Use attitude indicator as the primary instrument. Do not use sudden large control inputs. PITCH TRIM Maintain control of the airplane with the elevators. After establishing the trim setting for penetration speed, do not change pitch trim. ALTITUDE Large altitude variations are possible in severe turbulence, do not chase altitude. Allow altitude and airspeed vary and maintain attitude. THRUST SETTING If severe turbulence cannot be avoided, disconnect autothrottle and make an initial thrust setting for the target airspeed. Change thrust setting only in case of unacceptable airspeed variation. If the autothrottle is used, the pilots can use the autothrottle override (OVRD) function to avoid changes on engine thrust setting. NOTE: Do not extend flaps except for approach and landing. MANUAL FLIGHT IN SEVERE TURBULENCE The Autopilot should be maintained engaged when flying in severe turbulence. At pilot’s discretion, if the crew reverts to manual flight in severe turbulence, trim the airplane for penetration speed and do not change stabilizer position. Control the airplane pitch attitude with the elevators using the attitude indicator as the primary instrument. Do not make sudden large elevator control inputs. Corrective actions to regain the desired attitude should be smooth. Control de airplane attitude first, then make corrections for airspeed, altitude, and heading. LEVELS OF TURBULENCE

SOPM-1755

The following table presents definitions that are used to determine the level of turbulence encountered in flight. The use of these definitions is useful when reporting weather conditions to ATC, or when creating an entry on the airplane logbook.

3-25 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES LEVELS OF TURBULENCE INTENSITY

EFFECTS ON OCCUPANTS

AIRPLANE REACTION

Passengers and crew can feel a small strain against seat belts. Light

Small, erratic changes in Loose objects can be altitude or attitude. slightly displaced. Food can be served. Little or no difficult to walk.

Moderate

Changes in altitude or Passengers and crew attitude occur, but the can feel a small strain airplane always stays in against seat belts. control. Loose objects are dislodged. Usually causes variations in the Food cannot be indicated airspeed. served. There is difficulty to walk. Large, abrupt changes in altitude or attitude.

Severe

It usually causes large variations in the indicated airspeed.

SOPM-1755

Airplane may be momentarily out of control.

Passengers and crew are forced against seat belts. Loose objects are tossed about. It is not possible to serve food or walk.

3-25 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

DRIFTDOWN Following an engine failure or inflight engine shutdown, an airplane may not be able to maintain its cruise altitude. The driftdown profile assures the airplane altitude is kept as high as possible throughout the descent. The driftdown speed is represented by the Green Dot and provides the lower descent gradient. During a driftdown, the available thrust increases as the airplane descends. Eventually, at a certain altitude the available thrust becomes equal to the airplane drag, and the airplane levels off. This altitude is called the gross level off altitude. The gross level off altitude, when corrected for gradient margins by 1.1% (2 engines), 1.4% (3 engines), or 1.6% (4 engines), is called the net level off altitude. It depends on the atmospheric temperature and the airplane weight. Regulations (FAR 121.191/JAR-OPS 1.500) require that the airplane clears all terrain by a given margin when an engine fails. Two means of compliance for enroute obstacle clearance are allowed: -

The net level-off altitude must clear all enroute obstacles by at least 1000 ft; or The net flight path must clear all enroute obstacles between the point where the engine is assumed to fail and an airport where a landing can be made by at least 2000 ft.

GROSS DRIFTDOWN PATH

1000 FT

OBSTACLE

OBSTACLE

SOPM-1755

NET LEVEL−OFF

EM170AOM980143A.DGN

NET DRIFTDOWN PATH 2000 FT

3-25 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

DRIFTDOWN PROCEDURE After an engine failure or inflight engine shutdown during cruise, the driftdown procedure may be required. Pilot should select AT OFF and place thrust lever of operational engine in TO/GA and set thrust rating to “CON”. Adjust altitude selector to appropriate altitude in accordance with route analysis and set driftdown speed. When reaching driftdown speed, select FLCH and perform applicable checklist. Notify ATC and monitor descent. NOTE: - Follow the Green Dot displayed on the speed tape (Load 21.2 and on) for driftdown.

SOPM-1755

- If STALL PROT ICE SPEED is displayed for airplanes with LOAD 25.5.0.1 and LOAD 25.6, do not use the Green Got speed reference for driftdown. In this case use the driftdown tables with ice accretion presented in QRH or AOM.

3-25 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ENGINE FAILURE / FIRE, SEVERE DAMAGE OR SEPARATION (IN FLIGHT) ACTIONS AND CALLOUTS PF PM “ENGINE _ FIRE/ FAIL/DAMAGE/SEPARATION” (Pilot first noticing the Engine Failure/Fire/Damage/Separation)

Failure Identification Preparation for Descent

• Disengages Autothrottle. • Sets operative engine thrust lever to TO/GA position. “CONTINUOUS”.

(1)

• Sets Altitude capability (OEI) • Sets or verifies on Altitude Selector and thrust rate to (2) Driftdown speed. continuous. NOTE: For airplanes Post. Mod. LOAD 21, the Green Dot indicates Driftdown speed. • Press FLCH.

(2)

RVSM: take heading in accordance with established emergency procedures.

• Informs ATC: report emergency type and intentions. • Turns fasten belts to ON.

(1)

Post-Mod. LOAD 27.1 Confirm the engine out condition on MCDU prompt. The FMS engages the EO AUTO driftdown mode. (2)

Post-Mod. LOAD 27.1

SOPM-1755

The FMS automatically sets the cruise altitude as the EO MAX ALT. The FMS also targets the green dot speed if FMS speed is used. When this speed is reached, the vertical mode transitions to FLCH if Altitude Selector has been dialled down.

3-25 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (IN FLIGHT) ACTIONS AND CALLOUTS PF PM “MEMORY ITEMS”. • Disengages the AUTOTHROTTLE. “THRUST LEVER 1 (2) IDLE CONFIRM?”

• Confirms that the affected engine is going to be reduced by PF: “CONFIRMED”

• Reduces affected engine thrust lever to idle. “START/STOP 1(2) STOP CONFIRM?” Performing Engine Fire, Severe Damage or Separation MEMORY Items

• Place hand over the AFFECTED engine START/STOP selector. • Confirms the failed engine START/STOP selector: “CONFIRMED”

• Selects the affected engine START/STOP selector to STOP.

“FIRE HANDLE 1(2) PULL CONFIRM?”

SOPM-1755

• Confirms the hand on the affected engine Fire Extinguisher Handle.

• Places the hand on the affected engine Fire Extinguisher Handle and wait PF confirmation.

3-25 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION (IN FLIGHT) ACTIONS AND CALLOUTS PF PM Performing “CONFIRMED” Engine Fire, • Pulls the affected Severe Damage engine Fire or Separation Extinguisher Handle. MEMORY Items “ENGINE FIRE, SEVERE DAMAGE OR SEPARATION CHECKLIST, I HAVE Performing ATC”. Engine Fire, • Takes the ATC communications.

• Reads the Checklist.

“ENGINE FIRE, SEVERE DAMAGE OR SEPARATION CHECKLIST COMPLETED”.

SOPM-1755

Severe Damage or Separation checklist reading.

3-25 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ENGINE FAILURE (IN FLIGHT) ACTIONS AND CALLOUTS PF

PM

“(APPLICABLE ABNORMAL) CHECKLIST, I HAVE ATC”.

• Places the hand on the failed engine thrust lever: “THRUST LEVER 1(2) IDLE CONFIRM?”

Reading and performing the Engine Failure checklist reading

• Reads the checklist aloud: “THRUST LEVER 1(2) IDLE”

• Confirms that the failed engine is being reduced. “CONFIRMED”

• Reduces affected engine Thrust Lever to idle. “START/STOP 1(2) STOP CONFIRM?” • Confirms the failed engine START/STOP selector:

• Place the hand on the failed engine START/STOP selector.

“CONFIRMED” • Selects the START/STOP selector to STOP. • Completes the Engine Failure Checklist.

SOPM-1755

• “(APPLICABLE ABNORMAL) CHECKLIST COMPLETED”.

3-25 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

RVSM Before entering RVSM airspace, the flight crew should review the status of the required equipment. If any required equipment fails before entering RVSM airspace, a new ATC clearance should be obtained. While flying in RVSM airspace: -

-

-

Crew should increase the vigilance to prevent deviations from the assigned flight level; When changing flight levels, the airplane should not overshoot or undershoot FL by more than 45 m (150 ft); The autopilot should be operative and engaged during level cruise, except for circumstances such as the need to re-trim the airplane or when it must be disengaged due to turbulence; Crew should notify ATC of contingencies (equipment failures, weather conditions) which affect the ability to maintain the current flight level; If unable to notify ATC and to obtain clearance before deviating from the cleared flight level, follow established contingency procedures. Obtain ATC clearance as soon as possible.

EMERGENCY DESCENT This maneuver is designed to bring the airplane down to a safe altitude in the minimum amount of time. It follows a rapid depressurization or any other situation requiring immediate and rapid loss of altitude. This procedure should be accomplishing by the crew members from memory. During an emergency descent, a permanent communication in the cockpit should be maintained to identify a possible pilot incapacitation.

SOPM-1755

If structural damage is suspected, use flight controls with care, limit speed as appropriate and evaluate the use of landing gear to expedite the descent. When turbulence is encountered, reduce to turbulent air penetration speed.

3-25 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

LOSS OF ALTITUDE If descending due to cabin depressurization the crew members should don masks and establish communication immediately after, accurately, verifying that cabin is depressurizing uncontrollably. Opening the mask stowage box automatically initiates the oxygen flow. Pressing the harness inflation control valve inflates the harness, enabling its quick donning. Releasing the button deflates the harness firmly fitting it to the head. The mask is designed to be donned within 5 seconds. When the oxygen mask stowage box is opened the mask microphone is automatically activated and the headset boom microphone is deactivated. The speakers are also automatically activated and the communication reception is possible through the speakers or the headsets. Oxygen masks are operated at three selectable modes: The NORMAL provides supplemental oxygen, diluted with cabin air. It is capable to maintain a safe physiologic level until a preset altitude, where the user inhales 100% oxygen. The 100% mode is mandatory during an emergency descent, as it is not diluted with cabin air, regardless cabin altitude. The EMER mode is useful to remove smoke and fumes, as it is nondiluted oxygen regardless of cabin altitude with a slightly positive pressure. When the mask is on emergency mode, the air pressure and flow make communication more difficult. To avoid communication disruption, it is recommended not to use the EMER setting continuously. Select the mode back to 100% or Normal after the mask is clear of smoke, fumes, or condensation.

SOPM-1755

Once mask usage is not necessary, pilots must close the oxygen mask stowage box and press reset button, enabling hand/headset microphone booms.

3-25 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

DESCENDING WITH AUTOPILOT ENGAGED Use of automated resources is recommended. FLCH mode is recommended vertical mode due to airspeed and altitude protection, as well as low crew workload. If crew performs an emergency descent, alert the maneuver via PA. Select 10000 ft ASL or MEA, whichever is higher, and select FLCH. If VNAV is engaged, press VNAV button on the guidance panel, and then press FLCH. Set or verify thrust levers IDLE and extend speed brake. Select speed selector knob to manual and target speed to maximum appropriate. If structural integrity is in doubt, especially after an explosive depressurization, use flight controls with care, and maintain current speed. Crew must descend straight ahead or initiate turn with maximum 30° bank. HDG mode can be used to turn the airplane off the airway, it is recommended to start a turn before commencing the Emergency descent. Set seat belts and no smoking signs ON. Advise ATC (EMERGENCY DESCENT), monitor cabin altitude, squawk 7700 on transponder and check all instrument and engines parameters. If flying in RVSM airspace, notify ATC and follow the appropriate RVSM contingency procedure. Use TCAS as a reference in this situation. If cabin reaches 14500 ft or above, set immediately MASKS DEPLOY selector knob to OVRD. During descent, crew must perform the EMERGENCY CHECKLIST. The flight profile must be monitored, and TERRAIN set on MFD. At 2000 ft above the level off altitude, crew must reduce speed to 250 kt or appropriate speed. At 1000 ft above the level off altitude crew must close the speed brake.

SOPM-1755

Altitude callouts are performed every 10000 ft (30000 ft / 20000 ft / 10000 ft) by the PM to check crew awareness.

3-25 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

MANUAL DESCENT Exceptionally, an emergency descent can be performed manually, but additional recommendations must be considered due to an expected high crew workload. After selecting 10000 ft ASL or MEA, whichever is higher, crew must disconnect the autothrottle and set thrust settings to idle. Then, smoothly open speed brake and turn FD OFF. If flying in RVSM airspace, pilot shall notify ATC and follow the appropriate RVSM contingency procedure. Use TCAS as a reference in this situation. To start descending, smoothly lower the nose to initial descent attitude (approximately 10 degrees nose down). Approximately 10 kt before achieving target speed (VMO/MMO), slowly adjust pitch attitude to maintain this speed. If structural integrity is in doubt, especially after an explosive depressurization, use flight controls with care, and maintain current speed. For better airplane speed and thrust control, it is recommended to use FLIGHT PATH VECTOR SPEED ERROR TAPE and FPA ACCELERATION POINTER chevron. If cabin reaches 14500 ft, set immediately MASKS DEPLOY selector knob to OVRD.

SOPM-1755

Altitude callouts are performed by crew member every 10000 ft during descent to check crew situational awareness. At 2000 ft above the level off altitude, crew must reduce speed to 250 kt or appropriate speed. At 1000 ft above the level off altitude crew must close the speed brake.

3-25 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

EMERGENCY DESCENT/RAPID DEPRESSURIZATION ACTIONS AND CALLOUTS PF

(1)

-

PM

“EMERGENCY DESCENT”.

–

• Don crew oxygen masks and check (1) communications. “MEMORY ITEMS” • Alerts cabin crew (P.A.): “ATTENTION CREW, EMERGENCY DESCENT”.

• Selects seat belts sign ON. • Selects no smoking sign ON.

• Selects altitude (MEA • Selects squawk or 10000 ft whichever 7700. is higher). • Monitors cabin • If VNAV is engaged altitude. presses VNAV button on the GP.

In flight

• Selects FLCH. • Verifies thrust levers IDLE. • Sets speed brake lever to FULL. • Selects Speed Selector Knob to MANUAL and target speed to maximum appropriate.

(1)

• Checks flight instruments and engine parameters.

If descending due to cabin depressurization the crew members should don masks and establish communication immediately. SOPM-1755

NOTE:

• Advises ATC: “(CALL SIGN) EMERGENCY DESCENT”.

3-25 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

EMERGENCY DESCENT/RAPID DEPRESSURIZATION ACTIONS AND CALLOUTS PF

(1)

-

PM • Monitor descent path and speed. • Select MFD TERRAIN and monitor terrain clearance.

In flight • After all memory items complete, call for the appropriate QRH procedure. 2000 ft to MEA or 10000 ft

1000 ft to MEA or 10000 ft

At Safe Altitude

(1)

SOPM-1755

NOTE:

• Accomplish checklist.

“TWO THOUSAND • Reduce speed to 250 TO LEVEL OFF”. kt or appropriate speed. • Retract speed brakes.

“ONE THOUSAND TO LEVEL OFF”.

• Inform cabin crew. “ATTENTION CREW WE HAVE REACHED SAFE ALTITUDE”.

If descending due to cabin depressurization the crew members should don masks and establish communication immediately.

3-25 Page 21

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

HOLDING For maximum fuel economy, holding should be performed at clean configuration, gear up and minimum fuel consumption speed (Maximum Endurance speed), even if flying under turbulent conditions. The Green Dot can be used as reference, since it is approximately equal to the minimum fuel consumption speed. The holding tables for clean configuration are provided in the AOM Vol.1 - Flight Planning Section. They are calculated for the minimum fuel consumption condition, also providing minimum maneuver margin of 1.27 Vs (EMBRAER 170/175) and 1.29 Vs (EMBRAER 190/195) with A/I OFF or 210 KIAS for A/I ON. Considering fuel conservation, performing a holding pattern with flaps extended should be avoided, since it significantly increases fuel flow. In case the minimum Flaps Up maneuvering speed exceeds maximum holding pattern speed, pilot should obtain ATC clearance to maintain present speed or use minimum flap/slat setting to comply to speed restriction. For flaps 1, fuel flow increases by approximately 20%. Crew should start slowing to the appropriate holding speed, at least, 10 NM before entering the HOLD Pattern, configured with: Flaps UP and Gear UP. FMS HOLDING CALCULATIONS The default holding is a standard holding pattern at the designated holding fix with the inbound course set to the flight plan course into the holding fix. Leg times are defaulted to 1 minute below 14000 ft and 1.5 minutes at or above 14000 ft. However, those values can be modified by the pilot. Inbound Course: Inbound course, turn direction and quadrant can be modified by the pilot. Entry procedure entries are not permitted. If a new inbound course or turn direction is entered by the pilot, a new quadrant is automatically set by the FMS.

SOPM-1755

Quadrant entries are not recommended, because when pilot entries a new quadrant, FMS sets the new inbound course to the cardinal heading associated with the entered quadrant. This procedure overwrites any other inbound course set previously.

3-25 Page 22

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

Leg Time & Distance: Leg time or distance can also be entered by the pilot. If a leg time is entered, FMS computes the leg distance. When leg distance is entered, leg time is computed. FMS calculations for leg time and distance use a ground speed of 200 kt for holding patterns above or below 14000 ft. Speed: The FMS displays a speed for holding at 1R on the HOLDING PATTERN page. FMS computations are based on the Performance Mode selected on PERFORMANCE INIT page: -

If FULL PERF is active, the speed from the airplane database (when available) is displayed. Otherwise, the predicted maximum endurance speed is displayed;

-

If PILOT SPD/FF or CURRENT GS/FF is selected, the speed is the predicted speed at the holding fix waypoint from the flight plan. If flight plan speed is not available, a default of 200 kt is displayed.

NOTE: In ice conditions, maintain Maximum Endurance speed or 210 KIAS, whichever is higher. EFC (Expect Further Clearance) EFC time (ZULU time) can be entered pressing 4R. In this case, all time and fuel predictions for waypoints beyond the Hold are based on remaining in the hold until the expected clearance time has elapsed.

SOPM-1755

NOTE: All entries are inhibited 1 minute before entering holding.

3-25 Page 23

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

CONTROLLER TO PILOT COMMUNICATION SYSTEM (CPDLC)

DATA

LINK

When flying in airspace where ATC provides communications via data link, airplanes equipped with Controller to Pilot Datalink Communication System (CPDLC) should use data link message exchange over voice communications when applicable. NOTE: In order to use CPDLC functionalities, the operator needs operational approval to use datalink communications from the local aeronautical authority. The current CPDLC implementation is intended to be used in the enroute environment for nontime critical situations. Data link communications coexists with VHF voice radio communications. When using CPDLC data link for ATC communications, the crew should monitor the appropriate ATC frequency and revert to voice when appropriate. AOM section 14-09-15 presents a description of each MCDU CPDLC page. Log-on and data link connection Before using CPDLC communication, the flight crew should normally have logged-on to the data link system before airspace entry. This logon process needs to follow the procedures published in the relevant AIP. It may also specify time limits for the log-on process. Log-on provides the ground system with the information necessary for data link application association. To establish a successful log-on, the flight identification displayed on the ATC NOTIFY/STATUS MCDU page must be identical to that on the filed flight plan. If the flight identification is changed a new log-on should be performed. After log-on, the ground system will initiate the CPDLC connection automatically and appropriate status information will be available to flight crew. Flight crew should only initiate operational CPDLC downlinks with a specific ATC station after: -

Receiving a data link message confirming the identity of the ATC unit concerned, or;

-

They are in voice communication with that ATC station.

SOPM-1755

When transferring from one ATC center to another, the log-on information is sent via the ground system.

3-25 Page 24

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

The CPDLC connection to the new ATC center is automatic, and appropriate information is displayed to the flight crew. Operating Principles The use of data link communication should be in accordance with the following operating principles: Before flight the flight crew should verify the availability of the CPDLC service on the intended route.

-

Voice communications and voice instructions always have precedence over data link communications.

-

The flight crew or the air traffic controller involved has the discretion to discontinue the use of data link services.

-

Messages received via voice should be replied via voice. In the same way, messages received via data link should be replied via data link.

-

If a conflicting CPDLC clearance or instruction is received, the crew should ask for clarification via voice.

-

If the content of a CPDLC ATC message is uncertain, the crew should reject the instruction sending an UNABLE message. After sending the UNABLE message, the crew should use CPDLC or voice to confirm the content of the message.

-

Clearances and instructions received via data link should be accomplished by the crew in a timely fashion. The time to accomplish an ATC instruction accounts for both sending a CPDLC response and initiating the required action.

-

The specific phraseology developed to be used in conjunction with data link operation generally is to be strictly applied. The specific phraseology to be used is also to be strictly applied when reverting from CPDLC to voice.

SOPM-1755

-

3-25 Page 25

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

Loss of Communication In case the CPDLC datalink communication is lost, the crew must revert to voice communication with the proper ATC station. If the crew suspects that messages are not being correctly sent or received from ATC, take the same action. In the event of voice communication failure, the availability of a CPDLC between the airplane and the ATC station does not relieve the flight crew from following the ICAO or any other local authority applicable of loss of communications procedure. CPDLC Uplink Messages When a CPDLC uplink message is received from ATC, an aural “MESSAGE ATC” is triggered. An “ATC” annunciation is also displayed on PFD in white flashing inverse video. Once the aural “MESSAGE ATC” is triggered, both pilots should check the display of “ATC” on PFD. The PM access the received message by pressing the DLK key on the MCDU. In order to guarantee that both pilots maintain the same level of situational awareness about ATC requests, the PM should readback the content of the received message to the PF. Once the message is read, the crew should brief its content in order to determine if it is possible to comply with the instruction received. The PM responds by selecting the applicable answer from the available options on the ATC UPLINK MSG page. content of the response message before confirmation from PF, the PM selects the MCDU. The message status changes to LOG page indicating that the message is

SOPM-1755

The PF should confirm the sending the message. After applicable response on the CLOSED on the ATC MSG correctly sent.

3-25 Page 26

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

CPDLC UPLINK MESSAGES ACTIONS AND CALLOUTS PF • Checks “ATC” annunciation on PFD.

PM • Checks “ATC” annunciation. • Press DLK key on the MCDU. • Readback the received message content.

Upon receiving an ATC uplink message with ATC aural and ATC annunciation on PFD.

• Both pilots confirm understanding the message contents.

• Confirms the applicable response message. • Select the applicable response.

SOPM-1755

After both pilots have agreed about message content and applicable response.

• Verifies message status changed to CLOSE on the ATC MSG LOG page.

3-25 Page 27

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

CPDLC Downlink Messages The crew should use the downlink messages to perform a request or a report to the ATC using CPDLC. To perform a request, the PM should access the ATC REQUEST page on ATC MENU on the MCDU. To send a report, the PM should access ATC REPORT page on ATC MENU. To maintain the same level of situational awareness, the PM should verify and confirm with the PF the content of the message before sending it to ATC. To verify the message content, select VERIFY on the applicable ATC REQ/REPORT page on the MCDU.

SOPM-1755

Once both pilots have agreed with the message content, the PM selects SEND on the ATC MSG VERIFY page. The message status changes to SENT on the ATC MSG LOG page, indicating that the message was correctly sent.

3-25 Page 28

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

CPDLC DOWNLINK MESSAGES ACTIONS AND CALLOUTS PF

PM • Access ATC REQ/REPORT page. Perform the applicable action. • Select VERIFY on the ATC REQ/REPORT page.

Before sending a request/report message to ATC via CPDLC.

• Confirms the content of request/report message.

• Select SEND on the ATC MSG VERIFY page.

SOPM-1755

• Verifies message status changed to SENT on the ATC MSG LOG page.

3-25 Page 29

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

UNRELIABLE AIRSPEED Unreliable airspeed indications are usually associated with partial loss of the pitot static system. It may happen when there is blocking, damage, or freeze as well as deterioration of system parts. The flight crew can recognize an unusual indication by monitoring airspeed indications and crosschecking PFD 1, 2 and IESS. IAS and ALT miscompare monitor annunciations can also be used to aid pilots to identify this condition. When this scenario occurs the Autothrottle and Autopilot must be disengaged, since these systems use the airspeed indications to adjust their gains. The Flight Director may be also unreliable and should not be followed. With the Autothrottle and Autopilot disengaged, the crew must maintain proper control of the airplane using pitch attitude and power settings. AOM Vol.1 and QRH - Emergency and Abnormal Procedures sections present Unreliable Airspeed tables to be used on each flight phase. The use of Speedbrake should be avoided since the capacity of the flight crew to monitor the speed change might be compromised. Under an Unreliable Airspeed scenario, the Flight Path Angle (FPA) on PFD, Flight Path Vector (FPV) on HGS, Altitude, and Vertical Speed indications may also be unreliable. Ground Speed indication available on PFD and GPS altitude may also be used as reference if PFD indication is unreliable.

SOPM-1755

At pilot´s discretion, when the airplane is stabilized under correct pitch attitude and power setting, instruments should be crosschecked to help identify any possible reliable instrument. In case a reliable source is identified, ADS reversion may be attempted.

3-25 Page 30

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

UPSET RECOVERY MANEUVER NOSE-UP RECOVERY ACTIONS AND CALLOUTS PF • Disengages the Autopilot and Autothrottle. • Reduces the airplane pitch (1) angle. Upon recognizing the upset situation.

When the airplane pitch is back to normal.

(1)

• Levels the wings and resumes normal level flight.

PM • Checks Auto Throttle and Auto Pilot disengaged. • Verify all required actions have been performed, monitors altitude and speed. Performs any necessary callout.

• Reconfigures the airplane as necessary.

If the airplane pitch is too high, consider: − Using pitch trim or reducing engine thrust to lower the nose;

SOPM-1755

− Banking the airplane 45° to 60°, or maintaining the bank angle if in a turn, until pitch angle is reduced, then level the wings.

3-25 Page 31

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

NOSE-DOWN RECOVERY ACTIONS AND CALLOUTS PF • Disengages the Autopilot and Autothrottle. • Levels the wings.

PM • Checks Auto Throttle and Auto Pilot disengaged.

• If the airspeed is too • Verify all required high, reduces both actions have been engines thrust and performed, monitors deploys the Speed Upon recognizing the altitude and speed. Brakes. upset situation. Performs any necessary callout. • Pulls the Control Column and, if required, use Pitch Trim to bring the airplane back to level flight avoiding (1) high load factors.

When the airplane pitch is back to normal.

• Resumes normal level flight.

• Reconfigures the airplane as necessary.

(1)

SOPM-1755

When recovering the airplane to level flight monitor pitch command and load factor to avoid entering a stall condition.

3-25 Page 32

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES STALL RECOVERY MANEUVER

The lift force generated on a surface is a result of its angle of attack (AOA), the dynamic pressure of the air moving around it, which depends on airspeed and air density, and the size and shape of the surface. As the AOA increases, lift increases proportionally. The lift increases until the wing reaches its maximum AOA, named critical AOA. Beyond the critical AOA, the air flown around the upper side of the wing separates, lift decreases, instead of increasing, and the airplane stall. To sustain a lifting force on the wing, the pilot must ensure that the wing is flown at an angle below the stall angle. The angle of attack is the angle between the relative wind and the chord line of the airfoil. It should not be confused with the flight path angle or the pitch attitude. You can estimate the AOA value at the EADI (either in the PFD or HGS combiner), according to the following figure. The stall can also be identified through the LSA (Low Speed Awareness) and PLI (Pitch Limit Indicator) indication, according to the proper color code.

FLIGHT PATH VECTOR

ANGLE OF ATTACK IS THE DIFFERENCE BETWEEN PITCH ATTITUDE AND FLIGHT PATH ANGLE (ASSUMES NO WIND).

F AT

TAC

2O

1O

1O

1O

1O

2O

2O

-3.O

K PITCH ATTITUDE

FLIGHT PATH ANGLE

SOPM-1755

HORIZON

EM170AOM980153A.DGN

VEL

LE O ANG Y IT OC

2O

3-25 Page 33

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

Note that, being the lift generation directly related to the airplane AOA, the stall can occur at any point of the airplane flight envelope. At highspeed cruise, or during descents, when it seems that there is plenty of airspeed, the wing can stall. In other words, the stall can occur at any attitude, altitude, speed and load factor. HIGH AOA

VEL

OC

ITY

VE

HIGH AOA

LO

CIT

Y

THE WING ONLY "KNOWS" ANGLE OF ATTACK (AOA).

LO

LO

CIT

Y

CIT Y HIGH AOA

HIGH AOA

HORIZON

EM170AOM980154A.DGN

VE

VE

Speed and altitude affect the stall as follows: as altitude increases, the indicated airspeed at which low speed buffet occurs increases. As altitude increases, high-speed buffet speed decreases. Using buffet boundary charts or referencing to g margins allow pilots to determine how high or how fast they can go. The aerodynamic stall, especially at high speed, can be identified by buffeting, combined or not with some loss of lateral control. In low speed situations, an artificial stall warning is provided in advance to the aerodynamic stall in the form of stick shaker. During flight in icing conditions, the airplane may stall at much higher speeds and lower angles of attack than normal. In icing conditions, the activation of the stick shaker is anticipated. The PLI and LSA indication are adjusted to cope with the altered stall onset characteristics.

SOPM-1755

The emphasis of the stall recovery maneuver is to reduce the AOA by putting the airplane in a nose down attitude.

3-25 Page 34

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

Upon recognizing a stall condition, stick shaker activation or feeling the stall buffeting, the crew must initiate the stall recovery procedure immediately. NOTE: Stick shaker activation causes the automatic disengagement of the autopilot. Beware that, in icing, the autopilot may mask heavy or asymmetric control forces due to airframe icing. The autopilot may even disconnect earlier because of excessive roll rates, roll angles, or excessive pitch. The PF must disengage the autothrottle and simultaneously reduce the AOA. Push the control column to apply nose down, level the wings and adjust the thrust as required. The PM must confirm autopilot and autothrottle are disengaged, and monitor altitude and speed of the airplane. NOTE: In direct mode, no fly-by-wire functionality is available. More control column input may be required to get the same pitch change. The PF must retract the speed brake and maintain the nose down command until the airplane is effectively out of the stall condition. With the airplane out of stall the stall warnings are deactivated. Due to the nose down attitude, during the recovery the airplane accelerates. The PM should monitor the speed to avoid the airplane flying above the VMO/MMO or other applicable speed limit. The PM should also monitor and inform any other airplane limitation exceedance. At high altitudes, normally smooth and small control inputs are required to keep speed and rate of climb within reasonable values. Once out of stall, return the airplane to the normal flight path. Apply commands gradually to avoid secondary stalls. It may take less force to generate the same load factor as altitude increases.

SOPM-1755

A common template to deal with stall recoveries to all types of airplanes is desirable. The EJETS automatism, provided by the fly-bywire system in the normal mode, helps to reduce the workload in certain scenarios. With the airplane flying in the normal mode, the fly-by-wire functionalities automatically neutralize any pitch up tendency caused by engine thrust. In this case applying MAX thrust during the stall recovery procedure should not result in any pitch up tendency. If any tendency appears, maintain the nose down command and reduce engine thrust.

3-25 Page 35

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

Additionally, when in the normal mode, setting the thrust levers to MAX position will automatically disengages the autothrottle and retracts the speed brakes, reducing the workload during the recover maneuver. ACTIONS AND CALLOUTS PF

PM

“STALL” (Pilot first noticing the stall situation). • Disengages Autothrottle. • Checks Auto Throttle and Auto • Applies nose down Pilot disengaged. and levels the wings until out of stall. • Monitors altitude • Applies thrust as and speed. required. Performs any necessary callout. • Accelerates the airplane to a safe speed. Upon Stick Shaker activation or feeling the stall buffeting.

• Retracts speed brakes. • After recovery, return to the normal flight path.

• Reconfigures the airplane as necessary.

SOPM-1755

After recovery, if the airplane is in landing or takeoff configuration, retract landing gear and flaps as in a normal go-around procedure.

3-25 Page 36

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES CRUISE

ENGINE VIBRATION DURING CRUISE For E170/175 airplanes only, flying on cruise at Mach 0.78 and N2 indication within 84–89%, an amber indication of engine vibration may occur. In this case, a slight reduction of airplane speed can be attempted to reduce engine vibration levels. If the speed reduction does not decrease the vibration levels, the applicable QRH procedure must be promptly accomplished.

SOPM-1755

At any time at pilot’s discretion or if engine vibration occurs at any other conditions, the applicable QRH procedures must be accomplished.

3-25 Page 37

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES CRUISE

STANDARD OPERATING PROCEDURES

ENGINE IN-FLIGHT START In the event of engine flameout, the FADEC automatically turns on both igniters and schedules fuel flow to initiate the relight process. A WML icon is displayed next to the affected engine N2 and represents that an auto relight is being attempted. Engine may accelerate to idle slowly during the start, especially at high altitudes. The auto relight is successful if positive steady N2 acceleration is obtained without ITT overtemperature nor any other engine parameter fluctuation. If those conditions are satisfied, the start is progressing normally. If ITT overtemperature happens, or engine parameters fluctuate the auto relight should be considered unsuccessful and aborted. Crew manually aborts auto relight by moving the START/STOP selector knob to the STOP. If engine restart is considered, follow the ENGINE AIRSTART procedure.

SOPM-1755

During in-flight engine starts, using auto relight or manual starts, the FADEC has no protection for hot starts, hung starts or failure to light off. Crew must take appropriate action in case of an abnormal start.

3-25 Page 38

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES DESCENT

DESCENT GENERAL Even thought descent fuel consumption has a minor impact comparing with other flight phases, it is important to plan a correct descent profile. Good descent planning is also necessary to arrive at the desired altitude with correct speed and configuration.

DESCENT SPEEDS If the FMS speeds are set in accordance with the desired, the FMS SPEEDS mode can be used for descent. Any change to these speeds is made on the PERFORMANCE INIT page or on the PERF DESCENT page. The default descent speeds on the FMS are: Between 41000 ft and the altitude to CAS/Mach transition: Mach 0.76. - Between the altitude to CAS/Mach transition and 12000 ft: 290 kt. - From 12000 ft down to 10000 ft, the speed decreases linearly from 290 kt down to 250 kt. The altitude where the FMS commands the deceleration depends on the descent angle and airplane performance. For angles close to 3°, the anticipation occurs by 2000 ft before the constraint. - From altitudes lower than 10000 ft: 250 kt up to the deceleration to the approach speeds. If necessary, use speedbrakes to correct the descent profile. For small adjustments, allow the airspeed to vary initially, using the speed brakes at a lower altitude if further speed adjustments are required. The pilot should keep a hand on the speedbrakes lever anytime the speedbrakes are used. It prevents the speedbrakes from being left extended when no longer required. If there is need to reduce the speed during descent, the Green Dot gives a good target to follow.

SOPM-1755

-

3-30 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES DESCENT

STANDARD OPERATING PROCEDURES

VNAV OPERATION The FMS calculates the TOD based on the speeds and angle entered on the PERFORMANCE INIT page. The default angle is 3°. Any change is made on the PERFORMANCE INIT page or PERF DESCENT page during the FMS initialization or in flight. Approaching the TOD set the Altitude Selector to the cleared altitude and the FMS commands to descent upon reaching the TOD. The FMS commands a VPATH descent unless a late descent is required or if the lateral mode is other than LNAV. If any lateral change needs to be executed during descent with VPATH engaged, revert the vertical mode to FPA. Execute the lateral direct to, the vertical direct to and return to VNAV. For VFLCH descents, the altitude constraint may not be reached by the altitude constraint waypoint. VFLCH is similar to FLCH descents where the guidance is to maintain the selected speed with the engine thrust at idle. For a late or early descent, use the Descend Now function on the FMS. Under radar vector it is suggested to disengage VNAV and set Speed Selector Knob to MANUAL. To avoid TCAS Resolution Advisories during level offs, when pilots are aware of traffic in close vicinity at the adjacent flight level they should monitor the descent. Reduce the vertical speed to 1500 ft/min or less at least 1000 ft before reaching the cleared flight level.

IDLE DESCENT AOM and QRH present tables of speed and flight path angle to perform descents with idle power setting until 12000 ft. The speeds published in these tables are inserted on the FMS to guarantee the idle descent. These speeds are not speeds that the airplane actually flies. They are used as reference.

SOPM-1755

The flight path angle is calculated based on the weight at the top of descent. There is compensation for wind effects and ice, if forecast on descent. Headwinds cause steeper path angles while tailwinds have the opposite effect.

3-30 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES DESCENT

STANDARD OPERATING PROCEDURES

This procedure for idle descent achieves the expected results only if it is possible to perform a constant descent, without step downs. The airplane must also initiate the descent at the TOD. Use the FMS VPATH for the descent. This mode prioritizes angle over speed. This procedure for idle descent provides a most efficient descent in terms of fuel savings and also enhances the cabin rate of descent variation.

INITIAL DISTANCE TO DESCENT Use this guidance when VNAV is not available. The initial distance to descend can be found as follows. If descent is accomplished in idle: 1.

Calculate the difference between actual flight level and the desired flight level. Divide this value by 10.

2.

Multiply the value found in item 1 by 2 and adds 15.

 FLDifference Dist = 2 ×  10 

  + 15 

If a descent angle of 3° is taken: −

Calculate the difference between actual flight level and the desired flight level. Divide this value by 10 and multiply by 3.

Dist = 3 ×

FLDifference 10

SOPM-1755

NOTE: - Deceleration from normal descent speed to 250 kt was considered. - Deceleration segment and wind effects were not considered.

3-30 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES DESCENT

STANDARD OPERATING PROCEDURES

Example: Cruise flight level = 350. Desired flight level = 070. If descent is accomplished in idle:

 (350 − 70)  Dist = 2 ×   + 15 = 71NM 10   If a descent angle of 3° is taken:

Dist = 3 ×

(350 − 70) = 84 NM 10

ICE CONDITION Observe normal procedures contained in the approved AFM. When using the autopilot, monitor pitch attitude and speed continuously.

SOPM-1755

CAUTION: EVEN SMALL ACCUMULATIONS OF ICE ON THE WING LEADING EDGE MAY CHANGE THE STALL CHARACTERISTICS OR THE STALL PROTECTION SYSTEM WARNING MARGIN.

3-30 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

TOD

FL difference

CRUISE

INITIAL DISTANCE TO DESCENT

250 kt

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

(LEVELED OR DESCENT)

DECELERATION SEGMENT

FINAL APPROACH FIX

5 NM

10000 ft

12000 ft

MACH TRANSITION TO IAS

41000 ft

LANDING FLAPS AND LANDING GEAR DOWN

FLAPS AND LANDING GEAR EXTENTION FLAPS UP MANEUVER SPEED

FROM 290 kt DOWN TO 250 kt

290 kt

MACH 0.76

VNAV DESCENT PROFILE

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES DESCENT

3-30

Page 5

EM170AOM980033D.DGN

PROCEDURES AND TECHNIQUES DESCENT

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-30 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

APPROACH GENERAL This chapter outlines recommended normal and abnormal operating practices and techniques for precision, nonprecision, circling and visual approaches, as well as missed approach and go-around maneuvers.

FUEL CONSUMPTION The fuel consumption during the approach phase is influenced by two main factors: -

ATC requirements; Pilot flying techniques.

ATC requirements, such as accomplishing the entire approach procedure and holdings, are external factors that are a function of airspace capacity and traffic flow management. They are beyond flight crew control. THRUST USE Maintain thrust in idle as much as possible during the approach. As the airplane enters the final approach, establish proper thrust to guarantee a stable approach. Approaching the touch down point, reduce the rate of descent and monitor A/T Retard mode reducing thrust levers to idle at 30 ft RA. Knowledge of the deceleration rates of the airplane is essential to perform an optimum idle approach. The following table shows the deceleration distances required for idle thrust, for speed brakes up or down, with clean configuration: LEVELED FLIGHT

1000 ft/min DESCENT FLIGHT

SPEEDBRAKES DOWN (STOWED)

1 NM for each 10 kt

2 NM for each 10 kt

Speed reduction

Speed reduction

SPEEDBRAKES UP (DEPLOYED)

0.5 NM for each 10 kt

1 NM for each 10 kt

Speed reduction

Speed reduction

SOPM-1755

CONFIGURATION

3-35-01 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

For example, deceleration from 250 KIAS to 200 KIAS requires 5 NM in level flight. While descending at 1000 ft/min with speed brakes stowed, it requires 10 NM. FLAPS AND GEAR EXTENSION In order to optimize flaps life and fuel consumption, extend flaps on the “Green Dot” or “Green Dot+10 kt (ice speeds)” speed. Approximately 8 NM are required to extend all the flaps down to FULL position. Post-Mod. LOAD 25.5 − If the EICAS message STALL PROT ICE SPEED is displayed, the green dot considers ice condition. It is then not necessary to fly green dot +10 kt. The Green Dot provides the minimum speed for the current configuration. Select the next flap position before reducing the speed below the current Green Dot located along the right edge of the airspeed tape. The use of the Green Dot as reference for flaps extension reduces the fuel consumption. When the Green Dot is not available, the flaps maneuvering speeds table may be used for flaps extension. SPEED (KIAS)

FLAP

UP 210 1 180 2 160 3 150 4 140 5 140 FULL 130 FLAP MANEUVERING SPEEDS

SOPM-1755

NOTE: These speeds allow an inadvertent 15° overshoot beyond the normal 25° bank and provide at least 1.3 g margin over stick shaker speed. They are valid for all weights up to the maximum structural landing weight, with or without ice accretion.

3-35-01 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES NOTE: To avoid reaching speeds recommendations also apply:

above

PROCEDURES AND TECHNIQUES APPROACH

VFE,

the

following

–

Use F-Bug for flap retraction;

–

Avoid retracting or extending flaps when closer to VFE;

–

Use Green Dot as the reference for flaps extension. When not possible to decelerate to Green Dot, Green Dot + 20kt can be used. It guarantees enough margin to the VFE of next flap position;

–

Initiate the descent before or at the calculated Top of Descent (TOD) to allow room for deceleration.

FLAPS CHOICE The use of Flaps 5 provides lower fuel consumption and reduced approach noise levels. In a comparison, a final approach segment with flaps 5 burns 10 kg less than a flaps FULL landing. Consider using flaps FULL when the field length requires its use. Additional runway limitations, such as known slippery conditions may require its use. Also consider flaps FULL when the STALL PROT ICE SPEED is present in the EICAS (even without actual icing conditions).

SOPM-1755

NOTE: At pilot’s discretion, or according to company policies, the moment of flap and gear extension may be delayed as long as the stabilized approach criteria are met. For reference, see the actions and callouts tables, flight patterns of the precision, low visibility and non-precision approach.

3-35-01 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

INSTRUMENT APPROACHES Approximately 50 NM before descent, pilots should perform the approach briefing. It is recommended to set instruments before the briefing. The items to be covered by the briefing are: -

Weather and NOTAM’s at destination and alternate airports; Runway length, width, and best taxiway to vacate; Landing flaps and deceleration devices (brakes, spoilers, and thrust reversers);

-

Assessment of the landing distance for current conditions and comparison with the runway length available;

-

Check MORA/MEA;

-

Instrument Approach plates, checking MSA, frequencies, courses, MDA/DA, selecting raw data sources (CDIs/needles – VOR/FMS/ADF) and use of FMA modes during approach;

-

FMS/MCDU settings, checking on each leg that the altitude constraints during descent are assigned as DES on FPL page. Check HOLDING patterns at HOLD page;

-

Missed approach procedures – check if it is set on FMS according to the plate; Post-Mod. LOAD 27.1

-

− Set or verify GO AROUND LIMIT page settings. Apron facilities and stands.

Pilots must keep close attention to the altitude and speed restrictions according to the charts. Some airports are provided with contingency and special procedures.

SOPM-1755

Based on the information available, like NOTAMs, weather reports, forecast, ATC reports, PIREPs, the crew should calculate the landing distance for the current conditions. Compare the calculated distance with the runway distance available. If conditions change during descent and approach, the crew should consider recalculating the required landing distance. At pilot’s discretion, reassess the conditions and evaluate if a maximum performance landing should be considered.

3-35-01 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

Speeds are set according to the weight and flap selection, considering weather status (CAT II, ice conditions and so on). On the FPL page, the waypoint altitude constraint during descent must be assigned as DES. The Constraint type is displayed directly above altitude constraints. The FMS automatically assigns constraints in the first half of the flight plan as climb (CLB). Those in the last half are assigned as descent (DES). If necessary, the pilots can change the constraint type. For climb constraints, C and CLB are accepted pilot entries. For descent constraints, D or DES are accepted pilot entries. Select the Autobrake according to runway conditions and type of operation. The use of Thrust Reversers must be briefed to decide which taxiway is supposed to be used to vacate the runway. Pilots must evaluate special runway conditions, like slippery and contaminated. In case the crew plans to use additional speed for the approach due to wind gusts on surface, the landing distance is increased. It is necessary to discuss the outcome on the landing distance during the approach briefing. Airplane status and operational restrictions must be discussed during the briefing. If any failure that affects the required landing distance occurs in the final approach, consider a missed approach. Evaluate the situation and the runway length available. Failures that affect the landing distance are commonly associated to brakes, ground spoilers, and thrust reversers. Perform an instrument crosscheck as soon as cleared by ATC to intercept the final approach course. Crosscheck radios and minimums for that specific approach. For far ILS captures, verify if intercepted course is in accordance with the MARKERS indications and the PFD MAP display. If any discrepancy is found, disengage the AP and take the appropriate corrective action.

SOPM-1755

Adjust the altimeter setting when passing Transition Level, or according to ATC.

3-35-01 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

BASIC APPROACH MODES − Pilot is responsible for monitoring all phases of the approach and calls out any observed discrepancies: −

Any deviation “GUIDANCE”.

−

Rate of descent in excess of 900 ft/min – “SINK RATE”.

−

Airspeed above Target Speed +10 kt – “SPEED”.

−

Airspeed below Target Speed -5 kt or below VRF, whichever is higher – “SPEED”.

−

Localizer deviation in absence of flight director - “LOC”.

−

Glideslope or FMS vertical deviation in absence of the flight director “GLIDE”.

−

Any Autopilot malfunction – calls the failure.

−

Flight director failure to arm or to engage the next expected mode – calls the failure.

−

Perform the callouts in case the EGPWS fails to do so automatically – calls the crossing altitude.

the

flight

director

guidance

–

SOPM-1755

from

3-35-01 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES APPROACH CONDUCT

The recommended source and AFCS mode selections for the types of instrument approaches are presented in the following table: APPROACH TYPE

INITIAL MODE LNAV

ILS

LOC

PRIMARY SOURCE FMS (5)

PREVIEW

ARMING

FINAL FMA INDICATION LATER AL

VERTICAL GS

YES

(7)

APP

(5)

LOC

YES

(7)

APP

(5)

LOC

GS GS

HDG

FMS

HDG

V/L

NO

APP

LOC

HDG

V/L

NO

NAV

LOC

LNAV

FMS

YES

(7)

APP

BC

BC HDG

V/L

NO

NAV

BC

FPA

(4)

V/S FPA

(4)

V/S FPA

(4)

V/S GP(3)

LNAV

FMS

YES(1)

APP(3)

LNAV

FPA V/S

VOR

GP(3) HDG

FMS

YES

(1)

NAV/APP

(3) (8)

LNAV

FPA V/S GP(3)

LNAV

FMS

NO

APP(3)

LNAV

FPA V/S

NDB

GP(3) HDG

FMS

NO

APP(3)

LNAV

FPA V/S

RNAV

LNAV

FMS

NO

APP(6)

LNAV

(GNSS) HDG

FMS

GP(6) FPA GP(6)

NO

APP(6)

LNAV

(6)

LNAV

GP(6)

FPA

RNAV

LNAV

FMS

NO

APP

(LPV)

HDG

FMS

NO

APP(6)

LNAV

GP(6)

RNAV

LNAV

FMS

NO

APP(6)

LNAV

GP(6)

NO

(6)

LNAV

GP(6)

SOPM-1755

(RNP)

HDG

FMS

APP

3-35-01 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

NOTE: (1) The preview mode can be used as a method to monitor the course bar for the VOR while FMS is the primary source. The VOR mode cannot be captured as it is not a capability of the Primus EPIC system. (2) Arming is not applicable (N/A) as LNAV is already the captured mode. (3) The preferred vertical mode is VNAV GP, but it is acceptable to use FPA or V/S. (4) The preferred vertical mode is FPA but it is acceptable to use V/S. (5) If cleared to intercept final, but not for the ILS, it is recommended to use LNAV or alternatively display V/L and arm it by pressing NAV. (6) The preferred vertical mode is VNAV GP, but it is acceptable to use FPA. (7) Depending on certain conditions of LOC interception, such as interception angle and speed, the FMS may inhibit LOC capture. (8) When the preview mode is active, pressing APP button does not arm LNAV. It is necessary to arm using the NAV button.

-

If possible reset all radios and approach course before start descending;

-

Upon starting the approach, select V/L as primary navigation source;

-

HSI Full compass or Arc mode;

-

Adjust the bearing pointers as necessary (VOR or ADF);

-

Hard tune radios and change course whenever necessary during the whole approach;

-

HDG lateral mode is to be used during all VOR or NDB approaches. If ILS, LOC only or BC is intended, use HDG lateral mode until final course is intercepted;

-

FPA or V/S vertical modes are to be used during all VOR, NDB, LOC only, and BC approaches. If ILS is intended, use GS vertical mode to intercept glide path during final approach phase;

3-35-01 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

APPROACH CONDUCT WITHOUT FMS If it is not possible to use the FMS to conduct the approach or the procedure is not loaded on the navigation database, the following procedure is recommended:

STANDARD OPERATING PROCEDURES -

PROCEDURES AND TECHNIQUES APPROACH

If a go around is performed at 400 ft AGL, PF asks for HDG lateral mode. PM is responsible to hard tune radios and set courses according to the missed approach profile.

DECISION ALTITUDE/HEIGHT The ILS CAT I decision altitude is based on barometric altimeter (BARO) and CAT II / III decision height is based on the radio altimeter (RA).

STABILIZED APPROACH The airplane should be stabilized at 1000 ft AFE if in IMC conditions and no lower than 500 ft AFE if in VMC conditions. An approach is considered stabilized when all of the following criteria are met: -

The airplane is on the correct flight path; Only small changes in heading and pitch are required to maintain the correct flight path;

-

The airplane approach speed is VREF + Wind Correction, not exceeding VREF +20 kt and not less than VREF;

-

The airplane is in the correct landing configuration;

-

Sink rate is no greater than 1000 ft/min; if an approach requires a sink rate greater than 1000 ft/min, conduct a special briefing;

-

Power setting is appropriated for the airplane configuration; All briefings and checklists have been conducted; Fly ILS approaches within one dot of the glideslope and localizer.

SOPM-1755

NOTE: For EASA operators the following criteria are also applicable: - Maximum Bank Angle 30º; - Sink rate no greater than 1000 ft/min with a maximum deviation of +/- 300 ft/min.

3-35-01 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

USING GD (GREEN DOT) Whenever a speed reduction below the minimum clean speed is necessary, extend flaps at the GD. The GD is removed momentarily during flaps surface movement and reappears when the new flap position is reached. At this point, reduce the speed to the GD for the new flap setting. Use this procedure again for further flaps extension as flaps extension at GD may reduce fuel consumption. Post-Mod. LOAD 25.5 − The GD is not momentarily removed during flaps surface movement.

SOPM-1755

NOTE: - In case of loss of IAS, loss of flap/slat position or position disagreement, the GD is removed. Use the Flap maneuvering speeds table for flaps extension. - During final approach, with the airplane configured for landing, VAP and VRF can be lower than GD.

3-35-01 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

LANDING SPEEDS CAT I, NON-PRECISION AND VISUAL APPROACHES SPEED SETTING SLAT/FLAP setting: 5 or FULL. VREF setting The VREF speeds for SLAT/FLAP 5 and FULL are presented on approach and landing speeds table. Refer to QRH performance section or AOM Vol.I (5-30). NOTE: Performance values calculated by the CAFM consider the threshold is passed at the screen height at VREF. For landings in abnormal conditions a new VREF must be defined with information from the AOM/QRH, where: VREF NEW = VREF FLAPS FULL + abnormal speed correction NOTE: Anytime the EICAS message STAL PROT ICE SPEEDS becomes active during approach on normal or abnormal conditions, the speeds must be adjusted for ICE ACCRETION table regardless of the icing condition on landing. VAP setting The following method may be used for wind additive corrections to define VAP: VAP = VREF + 1/2 steady headwind component + gust increment − Minimum VAP = VREF +5 kt and maximum VAP = VREF +20 kt. NOTE: Any additive to the VREF must be considered in the landing distance calculations. − With STALL PROT ICE SPEEDS active, the minimum VAP = VREF +0 kt and maximum VAP = VREF +20 kt.

SOPM-1755

− For landings in abnormal conditions with or without the EICAS message STAL PROT ICE SPEEDS active, the minimum VAP = VREF NEW +0 kt and maximum VAP = VREF NEW +20 kt.

3-35-01 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

VAC setting For VAC setting, refer to AOM/QRH approach and landing speeds table. For landings in abnormal conditions, set VAC equal to the higher between new VREF (or go-around speed if differently instructed by QRH) and VAC from the approach and landing speeds table. VFS setting For VFS setting, refer to AOM/QRH approach and landing speeds table. AUTOLAND/HUD A3, CAT II AND CAT III APPROACHES The Section 5-30 of AOM Vol.I and performance section of QRH present tables for VREF, VAC and VFS for CAT II, Autoland and HUD A3 approaches. NOTE: Autoland and HUD A3 landing speeds are the same regardless the approach type (CAT I, II, or III). SLAT/FLAP setting: 5. VREF setting Refer to AOM/QRH approach and landing speeds table. NOTE: Performance values calculated by the CAFM consider the threshold is passed at the screen height at VREF. For landings in abnormal conditions a new VREF must be defined with information from the AOM/QRH, where: VREF NEW = VREF FLAPS FULL + abnormal speed correction

SOPM-1755

NOTE: Anytime the EICAS message STALL PROT ICE SPEEDS becomes active during approach on normal or abnormal conditions, adjust the speeds for ICE ACCRETION regardless of the icing condition on landing.

3-35-01 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

VAP setting The following method may be used for wind additive corrections: VAP = VREF + 1/2 steady headwind component + gust increment − Minimum VAP = VREF +0 kt and maximum VAP = VREF +20 kt. − For landings in abnormal conditions with or without the EICAS message STAL PROT ICE SPEEDS active, the minimum VAP = VREF NEW +0 kt and maximum VAP = VREF NEW +20 kt. VAC setting For VAC setting, refer to AOM/QRH approach and landing speeds table. For landings in abnormal conditions, set VAC equal to the higher between new VREF and VAC from the approach and landing speeds table. VFS setting

SOPM-1755

For VFS setting, refer to AOM/QRH approach and landing speeds table.

3-35-01 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

INITIAL APPROACH Both pilots should avoid “heads-down” during the approach, especially in high-density traffic. The initial approach procedure may be flown using LNAV (preferred) or HDG mode for lateral tracking. Use VNAV, VGP, FPA, or V/S mode for altitude changes. VNAV is the preferred mode for the initial approach when the FMS flight plan is programmed for the intended arrival. For nonprecision approaches using FMS as the navigation source, the APPR annunciator on the HSI display must turn on 2 NM before the FAF. It remains displayed for the remainder of the approach. It is a positive cue to the flight crew that the sensor configuration is correct and sensor integrity is within limits for the approach. The approach annunciator is not displayed during localizer-based approaches since the FMS as the navigation source is not authorized to be coupled during localizer approaches. The DGRAD annunciator must be off throughout the approach. If the DGRAD turns on, the FMS as the navigation source must not be used for the remainder of the approach. The flight crew continues the approach using raw data or performs the missed approach procedure.

SOPM-1755

NOTE: FMA should be observed after changing a flight mode to ensure that the correct mode has been selected and is being reflected by the airplane behavior.

3-35-01 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

MALFUNCTIONS Any airplane malfunction requiring crew action below 1000 ft AFE under IMC should lead to a go-around. Malfunctions above 1000 ft AFE are to be evaluated by the crew. It should lead to a go-around if necessary procedures cannot be completed before reaching 1000 ft. NOTE: - In case of any failure that affects the flight director approach mode or the ability to continue the same approach category, the decision to continue on a downgraded approach category must be made if approach minimums have been set at or above 500 ft AFE. - In case of a go-around, follow the normal go-around procedure. A new approach may only be performed when the appropriate action is accomplished and malfunction consequences properly evaluated. - In case aileron stiffness is experienced but roll control is not lost, flight crew may elect to continue the flight normally. If roll capability is compromised, perform the JAMMED CONTROL WHEEL (ROLL) abnormal procedure. Although aileron stiffness is more susceptible to occur on the descent and approach phase, the preceding recommendation is valid for all phases of flight. Following an Autothrottle failure below 500 ft, the approach may be continued if the airspeed is under control and stabilized. ENGINE FAILURE DURING FINAL APPROACH If an engine failure occurs during final approach, it is the captain’s responsibility to decide to continue the approach or initiate a goaround. In case of any doubt that the landing can be conducted safely, accomplish a go-around. FLAPS 5 Landing:

SOPM-1755

When landing with flaps 5 the airplane is already in the required configuration for an OEI landing. Only a speed adjustment is necessary to continue the approach.

3-35-01 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

Crew must be sure that runway distance is enough to complete landing safely. Take into account the new reference speed (VREF FULL + 20 kt) and the fact that only one thrust reverser is available. FLAPS FULL Landing: Considering a landing with flaps FULL, a reasonable increase in workload occurs. Few examples are MCDU setting (heads down), flaps retraction, and thrust increments to reach the target speed. It is recommended to go-around, unless there is plenty of time to reconfigure the airplane, or if the crew judges that the safest course of action is to continue the approach in the same configuration.

PROCEDURE TURN Procedure turns are used to reverse course during an approach. A procedure turn is only available from approaches in the navigation database or via raw data. Using the FMS constructs the procedure turn with an outbound leg, a turn out leg, an arc leg, and an inbound leg. Only the outbound leg and the procedure turn angle are adjustable. If a full procedure turn is required, select flap 1 reducing to flap 1 maneuvering speed one minute before the airplane passes the fix. Approximately 30 seconds after station or fix passage, select flap 2 and reduce to flap 2 maneuvering speed.

SOPM-1755

A normal outbound leg is 45 seconds to 1 minute. Some procedure turns are specified by a procedure track in the NAV charts. The turns must be flown as depicted and monitor in the PFD. The ground speed and the airplane position relative to the procedure turn should be monitored.

3-35-01 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

PRECISION PROCEDURES If a complete arrival procedure to the localizer and glideslope capture point is intended, the initial approach phase may be completed using LNAV and VNAV. Ensure the FLIGHT PLAN (FPL) pages sequence, altitude restrictions, and the MAP DISPLAY reflects the air traffic clearance. Last-minute air traffic changes or constraints may be managed by appropriate use of the HDG mode, ALT mode and FPA, FLCH or V/S for vertical mode. Updating the FMS sequencing should be accomplished only as time permits. Both pilots should avoid “heads-down” during the approach. Under radio vectors to intercept the localizer, select the ACT VECTORS at FMS (automatic available, if within 30 nm to the destination airport). PREVIEW FEATURE The preview feature allows the capture of an ILS course while still using the FMS as the active NAV source. Preview automatically selects the ILS course provided the ILS arrival is inserted on the MCDU.

ILS CAT I When performing an ILS CAT I, use the autopilot and autothrottle to minimize crew workload. When starting the deceleration segment, approaching the airport while either being radar vectored or using own navigation, slow the airplane to 210 KIAS. At base leg, select flap 1 reducing to flap 1 maneuvering speed. When maneuvering to intercept the localizer, select flap 2 reducing to flap 2 maneuvering speed.

SOPM-1755

When cleared for the approach and with the airplane established on an intercept heading of less than 90° of the inbound track, select the APP mode on the guidance panel. It arms the LOC and GS. Set the required vertical speed using VNAV/FPA/FLCH or VS to capture the glideslope.

3-35-01 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

Once captured, the glideslope becomes active. Set the go-around altitude on the Guidance Panel. When one dot to intercept the glideslope, extend landing gear, select flap 3 reducing to flap 3 maneuvering speed. At GS capture, select landing flaps, reducing to the VAP. For far ILS captures, the gear extension and landing flaps can be delayed. However, the airplane must be configured with gear down and landing flaps before the FAF or 5 NM from the threshold, whichever comes first. If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

STEEP APPROACH The Steep Approach procedure is applicable to approaches where the angle of descent on final path for landing is greater than or equal to 4.5°. The maximum tailwind for steep approach is 5 kt. It must be flown following the standards applicable for the type of approach Precision or Non-Precision. The use of AP and AT is recommended, but no restrictions apply for Steep Approaches with autopilot and (or) autothrottle disengaged. STEEP APPROACH OPERATION The rate of descent during the steep approach is influenced by variation of the thrust setting. The steeper the approach, the less thrust is needed. Avoid approaches with idle thrust. When an engine is at idle, spooling it up to a high thrust condition takes far more time than when this engine is functioning above idle. Plan to be in landing configuration before intercepting the final approach because of the lower deceleration rate attainable during steep descents. The airplane should reach Final Approach Fix configured for landing, with landing gear DOWN, SLAT/FLAP FULL, Steep Approach Mode ENGAGED and at VREF for steep approach. The airplane must be fully stabilized on approach when it is 3 miles or 1000 ft from touchdown, whichever happens first.

SOPM-1755

Make sure that the airplane is properly trimmed during the approach. It maximizes the authority for the flare or in the event of a missed approach.

3-35-01 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

The approach configuration with steep mode engaged provides a slight nose up pitch attitude. The flare maneuver is almost identical to those observed during a 3 degree approach. As usual, a good flarethrust coordination is essential, either on a normal or on a steep approach. Any failure of the steep approach mode on final should lead to a goaround. The exception is if the remainder of the approach can be conducted without the steep approach capability. ENGINE FAILURE An engine failure above DA (MDA) should lead to a go-around. Below DA (MDA) the approach may be continued maintaining the current airplane configuration. STEEP APPROACHES ACTIONS AND CALLOUTS PF Approach Briefing

• Presses the STEEP button on pedestal panel.

PM • Confirms the STEEP arm annunciation on FMA.

• In landing configuration. “BEFORE LANDING CHECKLIST”. Before intercepting final glide path

• Check STEEP engaged annunciation and performs the BEFORE LANDING checklist. • “BEFORE LANDING CHECKLIST COMPLETED”.

SOPM-1755

AUTOLAND CAT I To engage the Autoland mode, select the BARO/RA knob to be to RA. As CAT I approaches are designed for BARO minimum altitude, it is needed first to engage AUTOLAND mode with RA selected on the knob and then change the selection to BARO. For more information on Autoland operation, refer to SOP section 3-35-05.

3-35-01 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ILS CAT II / III In case CAT II or CAT III approach, use the same approach procedure describe in the ILS CAT I (section 3-35-01). Only flap 5 is used for landing. The selection of RA minimums on the PFD identifies that CAT II or CAT III approach is intended. The pilots ensure correct approach mode (APPR2, AUTOLAND or HUDA3) is annunciated on the FMA, and monitors the ILS APP mode. During the approach, the pilot places one hand on the throttles, guarding the TO/GA button. The other hand is kept on the control column near or next to the autopilot disconnect button. At 80 ft above DH, when “Approaching Minimums” callout is announced, the pilot responds continuing the approach and diverts the scan to outside visual cues. When the “Minimums” automatic callout is announced, one of the following occurs: If the proper CAT II/III visual cues are not present, or if the airplane is not in a position which a descent to the runway can be made, the pilot selects TO/GA button and executes the goaround. The pilots should monitor the instruments for deviation from a normal go-around profile.

-

If the proper CAT II/III visual cues are identifiable, and a descent to landing can be made at a normal descent rate which allows touchdown within the touchdown zone, proceed to land (or monitor the Autoland system, if applicable). Monitor flight instruments until touchdown and any deviations from the normal descent and speed profile should be warned.

SOPM-1755

-

3-35-01 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

DESCENT AND PRECISION APPROACH ACTIONS AND CALLOUTS ACTIONS and CALLOUTS PF

• Performs approach briefing (airplane status, fuel, NOTAMs, weather, MORA/MEA/MSA, basic statement for the approach, work distribution and taxi-in route).

Before start the descent

• Sets and crosschecks the following items as required for the approach type: − DH/DA: set minimums at RA/BARO minimums; − NAV approach frequencies: set ILS frequency on (1) stand by ; − Approach course: set using Preview mode. After the selection, remove the preview (2) mode . • Checks approach speeds.

(1) (2)

SOPM-1755

NOTE:

PM • Calculates approach speeds.

• Sets and crosschecks the following items as required for the approach type: − DH/DA: set minimums at RA/BARO minimums; − NAV approach frequencies: set ILS frequency on (1) stand by ; − Approach course: set using Preview mode. After the selection, remove the preview (2) mode . • Checks approach speeds.

Both receivers must be on the same frequency. Both approach courses must be on the same course.

3-35-01 Page 21

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS PF

PM “TEN THOUSAND”.

“TEN THOUSAND CHECKED”.

• Selects external lights ON. • Selects sterile, No Smoking (NO ELEC DEVICES) and Fasten Belts ON. Alerts cabin crew “CABIN CREW, PREPARE FOR LANDING”.

10000 ft AFE

“TRANSITION LEVEL”. Transition Level

• Sets and verifies altimeters.

• Sets and verifies altimeters. • Verifies that all altimeters are set QFE/QNH.

• Speed Selector knob as required. • Verifies • Verifies preselected preselected final final approach course, approach course, radios and DH/DA radios and DH/DA minimums. minimums. Before starting the “APPROACH approach CHECKLIST”.

SOPM-1755

• Performs approach checklist. “APPROACH CHECKLIST COMPLETED”.

3-35-01 Page 22

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS

When cleared for the approach

PF • Presses the APP button on guidance panel.

“LOCALIZER ALIVE”.

First positive inward motion of localizer

“GLIDESLOPE ALIVE”.

Glideslope alive On final inbound before FAF (2 NM) or one dot to intercept the glide

At Glideslope

“LANDING GEAR DOWN, FLAPS 3”.

• Selects landing gear down. • Selects flaps 3.

“SET GO-AROUND HEADING AND ALTITUDE”.

(1)

“_______ SET ”. • Selects go-around heading and altitude. “FLAPS__, BEFORE LANDING CHECKLIST”.

Final approach fix inbound or outer marker

• Selects landing flaps. • Performs before landing checklist. “BEFORE LANDING CHECKLIST COMPLETED.”

(1)

Go around heading and altitude. FEET For example: “HEADING 240, 5000 SET”.

SOPM-1755

NOTE: -

PM • Checks proper annunciation on FMA.

3-35-01 Page 23

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS PF

PM • Verifies or calls out.

“CHECKED”. (1)

1000 ft RA

• Verifies instruments and no flags.

Below 1000 ft RA

“ONE THOUSAND”. • Verifies instruments and no flags. • Callouts deviations: • “SINK RATE”. • “GUIDANCE”. • “SPEED”. • “LOC”. • “GLIDE”. • Verifies or calls out.

“FIVE HUNDRED

80 ft to minimums EGPWS callout “APPROACHING MINIMUMS”

“CHECKED”.

“FIVE HUNDRED”.

• Starts to follow thrust lever movement or continues controlling thrust manually. • Verifies EGPWS (4) callout. • Starts looking for (3) visual cues.

At latest at minimums - If visual reference is established at an adequate position “CONTINUE”. for a safe landing by PF.

“VISUAL”.

SOPM-1755

(2)

At 500 ft RA .

3-35-01 Page 24

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS PF At minimums - If no visual reference is established or “GO – AROUND”. visual contact is established at an • Initiates go-around inadequate position procedure. for a safe landing. NOTE: -

-

• Verifies or calls out. “MINIMUMS”.

(1)

Operator´s policy may standardize 1000 ft above airport elevation due terrain area on final approach. (2) Operator´s policy may standardize 500 ft above airport elevation due terrain area on final approach. (3) On a NO AUTOPILOT approach the PM starts scanning outside looking for visual cues, when visual reference is established calls out “VISUAL”. The PF should keep scanning the flight instruments and look outside when receive the callout “VISUAL”. When reaching the MINIMA altitude with no callout from the PM, PF should callout “MINIMUMS, GO AROUND”. (4) Operator’s policy may standardize that PM calls out “APPROACHING MINIMUNS” when 80 ft to minimums. Runway approach lights could be considered as a visual cue.

SOPM-1755

-

PM

3-35-01 Page 25

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

INTERCEPTING GLIDESLOPE FROM ABOVE Several different situations, such as ATC restriction, may lead to a glideslope interception from above. If that happens, the pilots must take the appropriate actions to guarantee a stabilized approach. If the stabilized approach criteria are not met, the PF must initiate a Go Around. The approach must be stable before reaching 1000 ft AGL (IMC), 500 ft (VMC), or other altitude in accordance with company policies. When flying to intercept the glideslope the pilots should: -

Monitor all the parameters of a stabilized approach and callout any deviation. At pilot’s discretion, lower the landing gear to avoid an excessive increase on speed;

-

Confirm that the glideslope vertical mode is armed, GS white on the FMA;

-

Use Vertical Speed (VS) or Flight Path Angle (PTH) vertical modes to intercept the glideslope;

-

Monitor the glideslope deviation and the engagement of GS mode (GS green of FMA) when the glideslope is captured.

Once the airplane captures the glideslope, the crew must crosscheck if the airplane captured the correct glideslope signal. Due to the design of ILS system, it may generate false glideslope signals above the actual glideslope signal. Pilots can use the FPA indication on PFD to check that the airplane is flying the approach with the glide path published on the approach procedure. The FPA indication is activated by pushing the FPR button on the guidance panel. They can also use the information on the published approach procedure. Crosscheck the vertical speed and the distance to the runway with altitude of the airplane during approach. The capture of a false glideslope signal may result in any of the following abnormalities: Glide path angles steeper than the glide path angle of the published approach procedure; SOPM-1755

-

3-35-01 Page 26

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

-

Abnormal rate of descent;

-

Abnormal altitude – distance relationship; and

-

Abnormal behavior of the autopilot if autopilot is in use during the approach.

SOPM-1755

If a false glideslope capture is suspected, initiated a Go Around.

3-35-01 Page 27

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-35-01 Page 28

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

LOW VISIBILITY APPROACH Knowledge of approach lighting systems, regulations, and how they apply to the required visual references are essential. It contributes to safe and successful approaches during low visibility conditions. A review of the approach and runway lighting systems available during the approach briefing is recommended. The pilot has only a few seconds to identify the lights required to continue the approach. For all low visibility approaches, review the airport diagram, expected runway exit, runway remaining lighting, and expected taxi route during the approach briefing. BASIC STATEMENTS − Successful low visibility approach requires crew coordination. − Any doubt about the approach success must lead to a goaround. − Observe strict adherence to standard callout procedures since they are vital to a successful approach. − The pilot should guard the controls and the throttles throughout all phases of the automatic approach, landing, and rollout. Be prepared to land manually or initiate a go-around any time it is considered necessary. − Use of the external lights while in IMC: − Strobe lights may cause disorientation; − Landing lights and side taxi lights at night or during precipitation could reduce the capability to acquire visual references. − The external lights may be turned off. As soon as visual contact is assured, the pilot turns ON the external lights. − It is recommended to adjust the cockpit overall illumination to the minimum necessary.

SOPM-1755

− Adjust seat according to the visual reference at the central column of the windshield.

3-35-05 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

WORK DISTRIBUTION The pilot is responsible for monitoring the low visibility final approach on instruments. Call out any observed discrepancies: Deviation

Callout

Guidance Cue becomes half circle excursion out of Flight Path Vector (HGS) or any deviation from Flight Director.

“GUIDANCE”

Rate of descent more than 900 ft/min.

“SINK RATE”

Localizer and glideslope deviation greater than one dot.

“LOC”/“GLIDE”

Above Target speed +10 kt. Below Target speed – 5 kt, or any speed less than VREF, whichever is higher.

“SPEED”

Bank angle in excess of 25°.

“BANK”

Pitch angle below - 5° or above 5° in relation to the established pitch.

“PITCH”

Any Autopilot or Flight Director malfunction.

Calls the failure Perform the expected callouts

SOPM-1755

EGPWS callouts not performed automatically.

3-35-05 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

GO AROUND − PILOT must immediately initiate a Go Around at minimums if: − Not enough visual guidance is available. − Visual guidance is obtained but the airplane position is inadequate for a safe landing. MALFUNCTIONS − Any airplane malfunction requiring crew action below 1000 ft AFE under IMC should lead to a go-around. − Malfunctions above 1000 ft AFE must be evaluated by the crew. It should lead to a go-around if necessary procedures cannot be completed before reaching 1000 ft. NOTE: - In case of any failure that affects the flight director approach mode capability or the ability to continue the same approach category above 1000 ft AFE, the decision to continue on a downgraded approach category must be made if the missed approach considerations and the new approach minimums have been set at or above 500 ft AFE, and no other checklists or procedures are required below 1000 ft. - In case of go-around, follow the normal go-around procedure. A new approach may only be performed when the appropriate action is accomplished and malfunction consequences properly evaluated.

SOPM-1755

− Following an Autothrottle failure below 500 ft, the approach may be continued if the airspeed is under control and stabilized.

3-35-05 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

The following table presents the low visibility configurations approved for the E-JETS family: EMBRAER MODEL

170

175

190

195

CAT II

AP AL FD only

AP AL FD only

HGS (HUD A3) AP AL FD only

HGS (HUD A3) AP FD only

CAT III

AL

AL

HGS (HUD A3) AL

HGS (HUD A3)

CAT II

AP AL

AP AL

HGS (HUD A3) AP AL

HGS (HUD A3) AP

CAT III

AL

AL

HGS (HUD A3) AL

HGS (HUD A3)

DUAL ENGINE

SINGLE ENGINE

NOTE: - Some configurations may not be approved in all Certifications. Refer to the AFM for further information. - On the table showed above, the following acronyms apply: -

AP: Autopilot AL: Autoland FD: Flight Director HGS: Head Up Guidance System

AUTOLAND E-JETS can be optionally equipped with the Autoland capability. AUTOLAND 1 consists of approach, touchdown, and 5 seconds of rollout. AUTOLAND 1 can be accomplished on CAT I, II or IIIa approaches. AUTOLAND 2 complements the AUTOLAND 1 functionality with additional rollout guidance up to a safe taxi speed. AUTOLAND 2 can be accomplished on CAT I, II, IIIa and IIIb approaches.

SOPM-1755

Autoland can be performed with or without autothrottle and with one engine inoperative.

3-35-05 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

NOTE: If an engine fails on final approach, initiate a go-around. AUTOLAND MODES Five modes are related specifically to Autoland: -

-

-

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

AUTOMATIC PITCH TRIM LOGIC Two automatic pitch trim logics are related to Autoland operations: -

-

A pretrim is commanded up at 800 ft radio altitude to prevent a nose down transient in an event of an autopilot disconnection. In case of autopilot disconnection a pitch up is expected due to the pretrim, requiring pilot manual trimming. Automatic pitch trim inhibition below 50 ft.

PARALLEL RUDDER In Autoland equipped airplanes, yaw axis control is also provided through an extra (parallel) rudder servo. The parallel rudder servo engages at Autoland engagement and during go-around with AP engaged. When parallel rudder servo is engaged, a self-test is accomplished by a small and slow movement of pedals in both directions. It does not cause any rudder movement.

SOPM-1755

NOTE: If a Go-Around is required after a nonautoland approach, crew must be aware that the parallel ruder engages and actuates when Go-around mode (GA) is active and the Autopilot is engaged. Once the first vertical mode is

3-35-05 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

engaged, or the ALT mode is engaged after the altitude set on the altitude preselector is reached, the parallel rudder servo is de-energized requiring pilot input on the rudder pedals to maintain directional control. During final approach (AEO or OEI), the system logic applies the crab technique in case of crosswind landing until 150 ft. Below 150 ft, sideslip is applied. Loss of parallel rudder servo during Autoland disengages the autopilot causing the loss of Autoland capability. If a Go-around with autopilot engaged is required after an Autoland approach, or after a nonautoland approach, loss of parallel rudder servo disengages the autopilot. NOTE: Loss of parallel rudder servo may be caused by a servo rudder system fail or by the pilots applying excessive force on the rudder pedals when the parallel rudder servo is engaged. EICAS messages AP RUDDER NOT AVAIL and AUTOLAND 1 (2) NOT AVAIL are associated to the loss of rudder servo. GO AROUND Perform the go around procedure in the order given. If the flaps are set out of position 5 before pressing the TO/GA button (to engage the GO AROUND mode), the active approach mode disengages. The flight director reverts to track mode. The parallel rudder servo remains engaged. No pilot input to maintain directional control is required until the first vertical flight director mode is engaged. Once the first flight director vertical mode is engaged, or the ALT mode is engaged after the altitude set on the altitude preselector is reached, the parallel rudder servo is de-energized, and may require pilot input. MALFUNCTIONS

SOPM-1755

If IMC, any malfunction that pilot judges would compromise the final approach and also the flare maneuver below CAT II MINIMA should lead to an immediate go-around.

3-35-05 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

HGS The HGS may be used during all approach and landing operations. Profiles, configurations and speeds remain the same as for a similar head-down approach. It is recommended that the HGS approach procedures be used, whenever possible, to maintain proficiency. It reinforces crew coordination and confidence on the system. HGS can be performed with or without autothrottle. As part of the functions of a primary flight display, the HGS echoes the flight director commands provided by the airplane on board FCS. Flight director commands are presented on the HGS in the form of a guidance cue (circle). It is positioned regarding the HGS flight path symbol. With the CAT III functionality, the HGS computer generates CAT III guidance to be displayed on the HUD combiner. The head down display duplicates the HGS CAT III mode annunciations on the PFD FMA. In case CAT III capability is not available or turned OFF, CAS messages appear. For HUD A3 approaches it is mandatory to disengage the autopilot after the landing configuration is achieved above 500 ft. For visual approaches, the HGS display is nearly the same as the Flight Director approach format. However, the Guidance Cue and ILS deviation symbols are not included in the display. The HGS display enhances the visual approach operation to help the pilot establish and maintain the airplane on the proper glide path to the runway without reference to a ground-based landing system (ILS, VASI, and so on). In a visual approach, Flight Path is used to control the approach to the runway. It is beneficial during nighttime approaches or approaches with poor visual cues. When approaching using HGS, pilot should concentrate on following the HGS guidance and getting visual cues. Instruments should also be monitored. Monitor the EICAS and HGS in case of dual HGS configuration or the EICAS and the PFD in case of single HGS configuration. GO AROUND

SOPM-1755

In case of APPR WRNG, perform a Go Around, unless a visual approach or an approach using other means than the HGS may be safely executed.

3-35-05 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

MALFUNCTIONS On a dual HGS configuration, in case of PF HGS malfunction above 500 ft AFE under IMC, if local regulations permit and conditions are safe, the controls may be transferred to the PM and the approach be continued at crew discretion. Accomplish a Go Around if pilot considers that continuing the approach is unsafe or PM has no conditions to assume controls. In this case, do not transfer the controls. HGS approaches must be flown following the actions and callouts applicable to the type of approach. For a dual configuration, the following task sharing is to be used in case of any failure that affects the HGS displays. PILOT FLYING HGS MALFUNCTION DURING APPROACH DUAL HGS CONFIGURATION (ONE SIDE FAILS) PF

Above 500 ft – Able to transfer the controls “YOUR CONTROLS”. • Monitors the instruments, including the PFD, MFD and EICAS.

• Checks for normal operation of operating HGS and HUD A3 mode engaged. Checks safe conditions to continue the approach. “HUD OK”. “MY CONTROLS”.

SOPM-1755

“HUD FAIL”. • Immediately starts flying head down through the PFD.

PM

3-35-05 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

PILOT FLYING HGS MALFUNCTION DURING APPROACH DUAL HGS CONFIGURATION (BOTH SIDES FAIL) PF

Above 500 ft – Unable to transfer the controls and IMC

“HUD FAIL”. • Immediately starts flying head down through the PFD.

SOPM-1755

“GO AROUND”. • Initiates go around procedure.

PM • Checks for normal operation of operating HGS and HUD A3 mode engaged and safe conditions to continue the approach. “HUD FAIL”.

3-35-05 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

LOW VISIBILITY CALLOUTS

APPROACH

ACTIONS

AND

ACTIONS and CALLOUTS DESCENT PF

• Performs approach briefing (airplane status, fuel, NOTAMs, weather, MORA/MEA/MSA, basic statement for the approach, work distribution, and taxiin route).

Before start of descent

PM • Calculates and sets approach speeds.

• Sets and crosschecks • Sets and crosschecks the following items as the following items as required for the required for the approach type: approach type: − DH: set − DH: set minimums at RA minimums at RA minimums; minimums; − NAV approach frequencies: set ILS frequency on (1) stand by ;

− NAV approach frequencies: set ILS frequency on (1) stand by ;

− Approach course: − Approach course: set using Preview set using Preview mode. After the mode. After the selection, remove selection, remove the preview the preview (2) (2) mode . mode . • Checks approach • Checks approach speeds. speeds. (1) (2)

Both receivers must be on the same frequency. Both approach courses must be on the same course. SOPM-1755

NOTE:

3-35-05 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS DESCENT PF

PM “TEN THOUSAND”.

“TEN THOUSAND CHECKED”.

• Selects external lights ON. • Selects sterile, No Smoking (NO ELEC DEVICES) and Fasten Belts ON. Alerts cabin crew “CABIN CREW, PREPARE FOR LANDING”.

10000 ft AFE

• Sets and verifies altimeters. Transition Level

“TRANSITION LEVEL”. • Sets and verifies altimeters. • Verifies that all altimeters are set QFE/QNH.

• Speed Selector knob as required.

Before starting the approach

• Verifies pre-selected final approach course, radios, and DH minimums. “APPROACH CHECKLIST”.

• Verifies pre-selected final approach course, radios, and DH minimums.

SOPM-1755

• Performs approach checklist. “APPROACH CHECKLIST COMPLETED”.

3-35-05 Page 11

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES ACTIONS and CALLOUTS APPROACH PF

PM

• Presses APP button on guidance panel. • Checks the Autopilot Approach Status When cleared for Annunciator and calls the approach out the armed approach mode. (1)

“________ ARMED”. “CHECKED”. “LOCALIZER ALIVE”.

First positive inward motion of localizer

“GLIDESLOPE ALIVE”.

Glideslope alive On final inbound before FAF (2 NM) or one dot to intercept the glide

“LANDING GEAR DOWN FLAPS 3”.

At glideslope

“SET GO AROUND HEADING AND ALTITUDE”.

• Selects Flap 3. (2)

“_______ SET ”. • Selects the go-around heading and altitude.

(1)

“APPROACH 2”, “AUTOLAND 1”, “AUTOLAND 2”, “HUD A3”. (2) Go around heading and altitude. For example: “HEADING 240, 5000 FEET SET”.

SOPM-1755

NOTE: -

• Selects landing gear down.

3-35-05 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS APPROACH PF

PM

“FLAPS 5, BEFORE LANDING CHECKLIST”.

Between 1500 ft and 1000 ft RA or outer marker, whichever comes first

• Checks the Autopilot Approach Status Annunciator and calls out the engaged approach mode (1) “_______ ENGAGED”. • For Autoland slowly adjusts the RUDDER trim to zero. • For HUD A3 approaches, disengages the autopilot.

• Selects flaps 5. • Performs the Before Landing checklist and calls out. “BEFORE LANDING CHECKLIST COMPLETED”.

“CHECKED”. • For Autoland checks rudder trim on zero. • Verifies or calls out.

(4)

At 1000 ft RA

“CHECKED”. • Verifies instruments and no flags displayed.

“ONE THOUSAND”. • Verifies instruments and no flags displayed. • Calls out any deviations: “SPEED”. (2) “LOC” . (2) “GLIDE” .

Below 1000 ft RA

(3)

“GUIDANCE” . “SINK RATE”. “APPROACH 2”, “HUD A3”.

SOPM-1755

NOTE: -

(1)

“AUTOLAND 1”,

“AUTOLAND 2”,

3-35-05 Page 13

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH (2)

For APPR 1, APPR 2, AUTOLAND 1, AUTOLAND 2, single HGS HUD A3 and NO AUTOPILOT NO HGS approaches. (3) For dual HGS HUD A3 approaches (4) Operator´s policy may standardize 1000 ft above airport elevation due terrain area on final approach.

SOPM-1755

-

STANDARD OPERATING PROCEDURES

3-35-05 Page 14

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS APPROACH PF

PM • Verifies or calls out.

(1)

“FIVE HUNDRED”.

At 500 ft RA .

“CHECKED”.

“FIVE HUNDRED”

• Starts to follow thrust lever movement or continues controlling thrust manually.

80 ft above Minimums EGPWS callout: “APPROACHING MINIMUMS” At latest at minimums – If visual reference is established and adequate position for a safe landing exists by PF.

• Starts looking for (2) visual cues. “VISUAL”. “CONTINUE”.

(1)

Operator´s policy may standardize 500 ft above airport elevation due to terrain area on final approach. (2) On a NO AUTOPILOT approach the PM starts scanning outside looking for visual cues, when visual reference is established calls out “VISUAL”. The PF should keep scanning the flight instruments and look outside when receive the callout “VISUAL”. When reaching the MINIMA altitude with no callout from the PM, PF should callout “MINIMUMS, GO AROUND”. (3) Operator’s policy may standardize that PM calls out “APPROACHING MINIMUNS” when 80 ft to minimums. - Runway approach lights could be considered as a visual cue.

SOPM-1755

NOTE: -

• Verifies EGPWS (3) callout.

3-35-05 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES ACTIONS and CALLOUTS APPROACH PF

• Verifies or calls out. “MINIMUMS”. “GO AROUND”. • Initiates go around procedure.

At 30 ft

• Retards thrust levers to idle if Autothrottle disengaged.

For AUTOLAND 1:

• At nose gear touchdown or after Autopilot disconnection, assumes airplane control.

For AUTOLAND 2

• At a safe taxi speed, assumes airplane control.

SOPM-1755

At minimums - If no visual reference is established and an inadequate position for a safe landing exists

PM

3-35-05 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

· GEAR DOWN · FLAPS 3

ONE DOT

· PRESELECT GO AROUND HEADING

LOCALIZER CAPTURE

· ARM APP MODE · INTERCEPT WITH FLAPS 2

APPROACHING INTERCEPT HEADING

FIX

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

GLIDE SLOPE INTERCEPT

· COMPLETE APPROACH CHECKLIST

· 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

PRECISION APPROACH (ILS)

EM170AOM980011C.DGN

SOPM-1755

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES APPROACH

3-35-05

Page 17

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

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

GO AROUND

SOPM-1755

If the approach is made on AUTOLAND mode, in a go-around, be prepared to overcome the directional control. The rudder servo disengages when the Flight Director GO AROUND mode is changed to any other vertical mode.

3-35-05 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

· GEAR DOWN · FLAPS 3

ONE DOT

· PRESELECT GO AROUND HEADING

LOCALIZER CAPTURE

· ARM APP MODE · INTERCEPT WITH FLAPS 2

APPROACHING INTERCEPT HEADING

FIX

· FLAPS 5 · SET GO AROUND ALTITUDE · BEFORE LANDING CHECKLIST

GLIDE SLOPE INTERCEPT

· COMPLETE ONE ENGINE INOPERATIVE APPROACH AND LANDING CHECKLIST

· 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

· APPROPRIATE VERTICAL AND LATERAL MODES

APPROACHING FIELD

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

EM170AOM980025E.DGN

SOPM-1755

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES APPROACH

3-35-05

Page 19

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-35-05 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

NON PRECISION PROCEDURES The procedures presented herein are applicable to VOR, NDB, GPS, and RNAV approaches of type RNAV (GPS) or RNAV (GNSS). For RNAV RNP approaches (Authorization Required), refer to the General Publication GP – 3801. All approaches may be flown using the FMS as a primary source of navigation. On a non-precision approach, the use of VGP is recommended when descending on the final approach path. Use of the autopilot and autothrottle reduces crew workload and allows more time for approach management and monitoring. The correct use of the altitude selector can help prevent descents below authorized altitudes. Fly the intermediate approach conventionally, using HDG or NAV mode. Start the deceleration segment approaching the airport in radar vectors or using own navigation. Plan to have flaps 2 on the heading to intercept the final approach track. When cleared for the approach and on an intercept heading of less than 90° of the inbound track, arm the NAV mode or use the HDG mode. On final inbound course before FAF (2 NM), extend landing gear and select flap 3. At FAF, select landing flaps and reduce speed to VAP. If the airplane cannot meet the stabilized approach criteria, execute a missed approach. FMS AS PRIMARY SOURCE Pre-Mod. LOAD 27.1 The FMS supports the following non-precision approach types: GPS only, RNAV, VOR, VOR/DME, NDB, NDB/DME, and RNP AR.

Post-Mod. LOAD 27.1

SOPM-1755

The FMS supports the following non-precision approach types: GPS only, RNAV, VOR, VOR/DME, NDB, NDB/DME, LPV and RNP AR.

3-35-10 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS, MLS, Visual, and Radar final approaches using the FMS as the navigation source for guidance are prohibited. Operate the FMS as at least a single system, with a minimum of one PFD and one MFD operational before commencing the approach. The signal of the station that defines the approach and on board equipment must be verified operational before commencing the approach. If required by local regulations to maintain a raw data crosscheck throughout the procedure, both pilots must select the bearing pointer and radio frequency to the station where the procedure is based. FMS DATABASE The procedure to be flown must be retrieved from the FMS database. On approach briefings, address and enforce a thorough verification of all waypoints, tracks, distances, glide path angles, altitude constraints, and threshold crossing altitudes. VECTORS TO FINAL When on vectors to a final approach, and if the FMS is used as a primary source of navigation, the following recommendation applies: -

Use HDG lateral mode and FPA or V/S vertical mode until clear to intercept the final approach course; On downwind leg, use the ACT VECTORS prompt to extend the final approach presentation; Arm LNAV through the APP or NAV button only when on the last heading to intercept the final approach course.

LOC ONLY APPROACH On LOC only approach when cleared to intercept the localizer, the transition from FD modes LNAV, VNAV must be as follows:

-

Select an appropriate FD vertical mode; Select FD HDG mode; Change the PFD primary source of navigation to V/L; Arm FD LOC mode pressing NAV mode on the Guidance panel; Use FPA as a preferred vertical mode to perform the approach. SOPM-1755

-

3-35-10 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

VNAV APPROACH The vertical guidance when flying based on FMS is the VNAV. The VNAV possible modes to fly a non-precision approach are VPATH and VGP (Post-Mod. LOAD 19.3). For airplanes Post-Mod. LOAD 21.4 the TEMP COMP feature compensates the approach altitudes from the FMS database according to the destination temperature inserted on the landing page. NOTE: Make sure that the temperature input is correct. Incorrect temperature input creates altitude errors which may result in incorrect values for MDA/DA and may reduce terrain clearance. DURING COLD WEATHER OPERATIONS A compensated MDA (DA) is assigned on the TEMP COMP page and must be used as current MDA (DA). VPATH With VPATH mode engaged, set the altitude selector to MDA for continuous VNAV descent. With VPATH mode engaged it is not possible to set the missed approach altitude before reaching the leveled MDA. It is necessary to be at VALT mode to set the missed approach altitude. If VALT mode is not engaged, the airplane stops the descent, changes the vertical mode from VPATH to VFLCH and starts to climb to the missed approach altitude while adding thrust power on the final approach. VGP Whenever the VGP mode is available, fly all non-precision approaches in VGP mode. Perform the approach conventionally and configure the airplane in a similar manner to an ILS approach. On the heading to intercept the final approach track pressing the APP button on the guidance panel arms the VGP mode. If preview function is not presented and flying HDG mode, pressing APP button also arms LNAV mode.

SOPM-1755

Intercepting the final approach descent path engages the VGP mode. From this point, the altitude selector can be set to the missed approach altitude.

3-35-10 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

If it is the case the go-around is to be initiated from the glide path at Decision Altitude rather than in a leveled MDA. Pilots fly the VGP as if they were in a GS. Go around at the DA or in the MDA+margin (depending on local authority). A reasonable value for this value is 50 ft. If a holding pattern is performed, VGP only engages after the FMS EXITING HOLD is active and with the airplane in the inbound course of FAF. VGP permits a glide path capture when the airplane is above the desired GP if the vertical mode is ALT. This condition may cause excessive descent angles, which may lead to destabilized approaches. This specially occurs when the engagement of the VGP is close to the FAF. For all other vertical modes, the VGP behaves like an ILS and captures the glide path only within a certain frame (about 100 ft above or below path).

SOPM-1755

NOTE: There are certain approach plates where the termination waypoint is disconnected from the runway. In this case, the VGP disengages after passing the last coded waypoint in the FMS database. Alternatively, another vertical mode may be used to continue the approach.

3-35-10 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

DESCENT AND NON-PRECISION APPROACH ACTIONS AND CALLOUTS ACTIONS and CALLOUTS PF

PM

• Performs approach briefing (airplane status, fuel, NOTAMs, weather, MORA/MEA/MSA, basic statements, work distribution, and taxi-in route). • Sets and crosschecks the following items as required for the approach type: Before starting descent

• Sets and crosschecks the following items as required for the approach type:

− MDA/DA: set minimums at BARO minimums;

− MDA/DA: set minimums at BARO minimums;

− NAV approach frequencies: set navaid frequency on stand by;

− NAV approach frequencies: set navaid frequency on stand by;

− Approach course: set using Preview mode. After the selection, remove the preview mode.

− Approach course: set using Preview mode. After the selection, remove the preview mode.

• Checks approach speeds.

SOPM-1755

• Calculates approach speeds.

• Checks approach speeds.

3-35-10 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS PF

PM “TEN THOUSAND”.

“TEN THOUSAND CHECKED”.

• Selects external lights ON. • Selects sterile, No Smoking (NO ELEC DEVICES) and Fasten Belts ON.

10000 ft AFE

• Alerts cabin crew. “CABIN CREW, PREPARE FOR LANDING”. “TRANSITION LEVEL”. Transition level

• Sets and verifies altimeters.

• Sets and verifies altimeters. • Verifies that all altimeters are set QFE/QNH.

• Speed Selector knob as required. • Verifies preselected final approach course, radios, and MDA/DA. “APPROACH CHECKLIST”. For VGP – • Presses the APP On the heading button on to intercept final guidance panel. approach course

• Performs approach checklist. “APPROACH CHECKLIST COMPLETED”. • Checks proper annunciation on FMA.

SOPM-1755

Before starting the approach

• Verifies preselected final approach course, radios, and MDA/DA.

3-35-10 Page 6

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

ACTIONS and CALLOUTS PF

“CDI ALIVE”.

First positive inward motion of radial (Final approach course) On final inbound before FAF (2 NM) or one dot to intercept the glide (VGP)

PM

“LANDING GEAR DOWN, FLAPS 3”.

• Selects landing gear down. • Selects flaps 3. “FINAL APPROACH FIX”.

• Start timer (if applicable). (1) “SET _____ ”. At FAF • Verifies altimeters, instruments, and no flags. -

• Sets minimums (or goaround altitude for VGP) on altitude pre-selector. • Verifies altimeters, instruments, and no (2) flags.

(1)

“MINIMUMS” for FPA or V/S or “GO-AROUND” for VGP. When not using VGP mode, upon reaching MDA with ALT mode engaged, set the go-around altitude. (2) Monitor the RNP Data Block Indications window throughout final approach. If the APPR annunciation is not displayed, revert to raw data or rely on visual cues. If not possible, initiate a missed approach. If during the approach the DGRAD annunciation appears, calls “DEGRADED” and proceed on the approach based on raw data or rely on visual cues. If unable, perform the missed approach procedure.

SOPM-1755

NOTE:

• Start timer (if applicable).

3-35-10 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ACTIONS and CALLOUTS PF

PM

“FLAPS__, BEFORE LANDING CHECKLIST”.

• Selects landing flaps. • Performs the before landing checklist. “BEFORE LANDING CHECKLIST COMPLETED”.

At FAF

• Verifies or calls out. “CHECKED”. • Verifies instruments and no flags.

“SINK RATE”. “GUIDANCE”. “SPEED”. “LOC”. “GLIDE”. Verifies or calls out.

“FIVE HUNDRED”.

At 500 ft RA .

“CHECKED”.

“FIVE HUNDRED”

• Starts to follow thrust lever movement or continues controlling thrust manually.

80 ft to minimums EGPWS callout “APPROACHING MINIMUMS”

• Verifies instruments and no flags. Calls out deviations: • • • • • •

Below 1000 ft RA

(2)

“ONE THOUSAND”.

• Verifies EGPWS (4) callout. • Starts looking for (3) visual cues. SOPM-1755

(1)

1000 ft RA

3-35-10 Page 8

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES ACTIONS and CALLOUTS PF At minimums - If not using VGP mode when ALT mode engages.

PM

“SET GO AROUND (5) HEADING AND “_______ SET ”. ALTITUDE”. • Sets go-around altitude on Altitude preselector.

At latest at minimums - If visual visual “CONTINUE”. reference is established at an adequate position for a safe landing by PF.

“VISUAL”.

• Verifies or calls out. At missed approach point - If no visual “MINIMUMS”. reference is established or visual “GO–AROUND”. contact is established • Initiates goaround procedure. at an inadequate position for a safe landing.

SOPM-1755

NOTE:

(1)

- Operator´s policy may standardize 1000 ft above airport elevation due terrain area on final approach. (2) - Operator´s policy may standardize 500 ft above airport elevation due terrain area on final approach. (3) - On a NO AUTOPILOT approach the PM starts scanning outside looking for visual cues, when visual reference is established calls out “VISUAL”. The PF should keep scanning the flight instruments and look outside when receive the callout “VISUAL”. When reaching the MINIMA altitude with no callout from the PM, PF should callout “MINIMUMS, GO AROUND” (for VGP) or “MINIMUMS” (for FPA or V/S). (4) Operator’s policy may standardize that PM calls out “APPROACHING MINIMUNS” when 80 ft to minimums. (5) Go around heading and altitude. For example: “HEADING 240, 5000 FEET SET”. - Runway approach lights could be considered as a visual cue.

3-35-10 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 10

Copyright © by Embraer. Refer to cover page for details.

3-35-10

SOPM-1755

APPROACHING FAF · SET LANDING FLAPS · SET MDA (DA) OR GO AROUND ALTITUDE (VGP) ON ALTITUDE PRE SELECTOR · BEFORE LANDING CHECKLIST · FOR GPS APPROACH CHECK APPR ANNUNCIATION

RUNWAY INSIGHT · INTERCEPT LANDING PROFILE · SET GO AROUND ALTITUDE (NON − VGP)

· PERFORM A PRECISION − LIKE APPROACH

DESCENDING TO MDA

· COMPLETE APPROACH CHECKLIST

· GEAR DOWN · FLAPS 3

FAF

INBOUND

· INTERCEPT WITH FLAPS 2

APPROACHING INTERCEPT HEADING

· 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

· APPROPRIATE VERTICAL AND LATERAL MODES

APPROACHING FIELD

NON−PRECISION/GPS/RNAV APPROACH

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

EM170AOM980010E.DGN

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ONE ENGINE APPROACH

INOPERATIVE

NON

PRECISION

SOPM-1755

In case of engine failure, use the same procedure described in this chapter, in the non-precision approach section. Use Flap 5 for landing. During approach, when stabilized and on short final, set the rudder trim to neutral.

3-35-10 Page 11

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 12

Copyright © by Embraer. Refer to cover page for details.

3-35-10

SOPM-1755

· FLAPS 5 · SET MDA OR GO AROUND ALTITUDE (VGP) ON ALTITUDE PRE−SELECTOR · BEFORE LANDING CHECKLIST · FOR GPS APPROACH CHECK APPR ANNUNCIATOR

APPROACHING FAF

· GEAR DOWN · FLAPS 3

INBOUND RUNWAY INSIGHT · INTERCEPT LANDING PROFILE · SET GO AROUND ALTITUDE (NON − VGP)

· PERFORM A PRECISION − LIKE APPROACH

DESCENDING TO MDA

· 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

APPROACHING FIELD · COMPLETE ONE ENGINE INOPERATIVE APPROACH AND LANDING CHECKLIST

· APPROPRIATE VERTICAL AND LATERAL MODES

FAF

APPROACHING INTERCEPT HEADING

· INTERCEPT WITH FLAPS 2

ONE ENGINE INOPERATIVE NON−PRECISION APPROACH

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

EM170AOM980026E.DGN

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

CIRCLING APPROACH A circling maneuver is a maneuver initiated by the pilot to align the airplane with a runway for landing, when a straight-in landing from an instrument approach is not possible or is not desirable. This maneuver is initiated only, after the pilot has established visual contact with the airport. During circling approaches, use as much as possible the autopilot and the autothrottle to minimize crew workload. Fly the approach conventionally and configure the airplane in a similar manner to a precision or non-precision approach. At FAF set Circling minimum on altitude selector. Enter downwind leg using HDG mode and maintain a track parallel to the landing runway approximately 1.5 NM abeam. Maintain downwind leg configured with landing gear down, flaps 3 and flaps 3 maneuvering speed. Turn to base leg, approximately 20 seconds after passing abeam the threshold. Select landing flaps. Reduce the speed to VAP, set go around altitude and perform the before landing checklist.

SOPM-1755

If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

3-35-10 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 14

3-35-10

Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

INITIAL APPROACH CONFIGURATION

· GEAR DOWN · FLAPS 3 · SET CIRCLING MINIMUMS

· START CHRONOMETER · MAINTAIN VISUAL REFERENCES

ABEAM THRESHOLD

· LEVEL OFF AT CIRCLING ALTITUDE · PROCEED TO DOWNWIND LEG

RUNWAY INSIGHT

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

TURNING BASE

· 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

MISSED APPROACH

CIRCLING APPROACH

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

EM170AOM980012D.DGN

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

ONE ENGINE INOPERATIVE CIRCLING APPROACH In a circling approach with one engine inoperative, the same procedure for circling approach with all engines operating is to be used. The exception is some peculiarities due to the loss of one engine. The downwind leg should be flow with landing gear up, flaps 2 and flaps 2 maneuvering speed from the final approach fix until base leg. Turning base leg, approximately 20 seconds after passing abeam of the threshold, extend landing gear, select flap 3, reducing to flap 3 maneuvering speed. Before intercepting the final approach profile, select flaps 5, reduce to VAP and perform the Before Landing Checklist.

SOPM-1755

When stabilized and on short final, set the rudder trim to neutral. If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

3-35-10 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 16

Copyright © by Embraer. Refer to cover page for details.

3-35-10

SOPM-1755

EM170AOM030023A.DGN

· GEAR UP · FLAPS 2 · SET CIRCLING MINIMUMS

INITIAL APPROACH CONFIGURATION

· START CHRONOMETER · MAINTAIN VISUAL REFERENCES

ABEAM THRESHOLD

· LEVEL OFF AT CIRCLING ALTITUDE · PROCEED TO DOWNWIND LEG

RUNWAY INSIGHT

· GEAR DOWN · FLAPS 3

TURNING BASE

· FLAPS 5 · INTERCEPT VISUAL PATH · AUTOPILOT DISCONNECTED · SET RUDDER TRIM TO NEUTRAL · BEFORE LANDING CHECKLIST

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

MISSED APPROACH

ONE ENGINE INOPERATIVE − CIRCLING APPROACH

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

VISUAL APPROACH Perform a visual approach at an altitude of 1500 ft above the runway elevation or according to local authority regulations, enter downwind leg with flaps 1. Maintain a track parallel to the landing runway approximately 2 NM abeam. Abeam the threshold, select flaps 2. Turning base leg, approximately 30 seconds after passing abeam of the threshold, extend landing gear down and select flaps 3. At base leg, select landing flaps reducing to VAP and complete the Before Landing Checklist. The recommended final approach path is approximately 3°. During manual flight (autopilot not engaged), use the FPR mode as a reference.

SOPM-1755

If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

3-35-10 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 18

3-35-10

Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

· GEAR DOWN · FLAPS 3

TURNING BASE

700 − 500 FT

· LANDING FLAPS · BEFORE LANDING CHECKLIST

BASE

30 SEC

· FLAPS 2

ABEAM THRESHOLD

1500 FT

2 nm

VISUAL APPROACH

· 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

· FLAPS 1

ENTERING DOWNWIND

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

EM170AOM980009B.DGN

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

ONE ENGINE INOPERATIVE VISUAL APPROACH For engine out visual approach, the pilot should accomplish all the briefings and checklist before entering the traffic. Set the inbound course and tune the appropriate navigation source for the landing runway as reference if available. The approach should be performed in a similar manner as in AEO visual approach, except for the selection of flaps 5 and the accomplishment of the before landing checklist which are made on final approach. The minimum traffic pattern altitude is 1500 ft AGL. Maintain track parallel to the landing runway approximately 2.5 NM. Use the autopilot as much as possible to minimize crew workload. The pilot should consider the maximum bank angle of 30° while turning to base and final.

SOPM-1755

When stabilized and on short final, set the rudder trim to neutral and go-around altitude. If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

3-35-10 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

Page 20

3-35-10

Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

· GEAR DOWN · FLAPS 3

TURNING BASE 1500 FT

· FLAPS 5 · BEFORE LANDING CHECKLIST

FINAL APPROACH

1000 FT

30 SEC

· FLAPS 2

ABEAM THRESHOLD

2.5 nm

· 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

· FLAPS 1

ENTERING DOWNWIND

ONE ENGINE INOPERATIVE APPROACH

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

REVISION 18

EM170AOM980023B.DGN

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

GO-AROUND No approach should be initiated unless the prevailing conditions have been understood and the crew found that landing is acceptable without undue risk. Philosophically all approaches should be treated as approaches followed by missed approaches, and landing should be treated as the alternate procedure. This mindset depends on a good approach briefing, on the knowledge of the missed approach procedure and on proper programming of the FMS. Enough visual cues must exist to continue the approach below DA(DH) or MDA. If visual cues are lost due to shallow fog, snow flurries, or heavy precipitation, immediately initiate a go-around and fly the published missed approach procedure. Although the PF is initially the responsible for the go-around callout, the PM may also make this callout. The PF immediate response to this callout by the PM is execution of a missed approach. Go around, when properly executed, involve little loss of altitude below the altitude at which the go-around is “started”. Conducting a missed approach when not stabilized on a final approach course should be as follows: -

If a go-around is required at any time while maneuvering in the traffic pattern and visual conditions cannot be maintained, perform a climbing turn toward the runway of intended landing.

-

When over the airport and climbing, turn (in the shortest direction) to the missed approach fix and proceed with published procedure. To initiate the go-around press TO/GA switch, ensure goaround thrust is set (TO/GA position) or manually apply goaround thrust. Verify FMA annunciations (GA, TRACK, and GA). The TRACK mode is activated when TO/GA button is pressed and disengaged when another lateral mode becomes active. The selection of another vertical mode deactivates the GA mode. An automatic go-around cannot be initiated after touch down. The GA pitch mode initially commands a go-around attitude and then transitions to speed as the rate of climb increases. The GA roll mode maintains existing ground track.

-

SOPM-1755

-

3-35-10 Page 21

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

-

STANDARD OPERATING PROCEDURES

Rotate the airplane to the initial pitch of 8° nose up if flying manually or follow the FD guidance and monitor the AP. Select the flap according to the following table. SLAT/FLAP Go Around ANAC/FAA/TCCA EASA 2 3 (2*) 4 4

SLAT/FLAP Landing 5 FULL

(*) For airplanes with Improved Go Around Performance (IGAP), the SLAT/FLAP setting for Go Around when landing with SLAT/FLAP 5 is 2. - With a positive rate of climb, retract the landing gear and maintain a minimum of VREF +20 kt. Pre-Mod. LOAD 27.1 -

-

Select FMS and HDG (NAV) mode at or above 400 ft AGL, unless a specific go-around procedure requires a turn before 400 ft. At 1000 ft AGL or obstacle clearance altitude (OCA), whichever is higher, accelerate to flap retraction speed by selecting VNAV, or other vertical mode, and VFS. As the airspeed increases, retract flaps according to “F” Bug, and complete the After Takeoff checklist. Maintain “Mode Awareness” by monitoring the FMA to determine the engaged pitch and roll modes. This check ensures that the correct mode is selected and is being reflected by the airplane behavior.

-

-

A FMS is automatically selected upon pressing TO/GA button, arming LNAV and VNAV. LNAV engages at 200 ft AGL. VNAV engages at the height set on MCDU, GO-AROUND LIMIT page. As soon as VNAV engages, retract flaps according to “F” Bug, and complete the After Takeoff checklist. Maintain “Mode Awareness” by monitoring the FMA to determine the engaged pitch and roll modes. This check ensures that the correct mode is selected and is being reflected by the airplane behavior.

3-35-10 Page 22

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

Post-Mod. LOAD 27.1

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

If MISSED APPR is activated, the missed approach procedure from the database is inserted into the FMS flight plan whenever the GA mode is active and the airplane is position is between 2 NM outside the final approach fix (FAF) and the missed approach point (MAP). When MISSED APPR is selected, the APPR annunciator shuts off and the FMS transitions from the approach mode to the terminal mode.

SOPM-1755

NOTE: If a Go-Around is required after a non-autoland approach, the parallel ruder servo engages and actuates when Go-around mode (GA) is active and the Autopilot is engaged. Once the first vertical mode is engaged, or the ALT mode is engaged after the altitude set on the altitude preselector is reached, the parallel rudder servo is de-energized and may require pilot input.

3-35-10 Page 23

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

NORMAL GO-AROUND - ACTIONS and CALLOUTS PF

PM

“GO-AROUND”. • Press either TO/GA buttons. • Verify or move thrust levers to TO/GA detent.

Go-around

• Verify GA annunciations.

• With the airspeed greater than VREF. “FLAPS__”.

• Verify engine at go-around thrust.

• Verifies rotation or rotates towards GA initial pitch attitude (8°).

• Selects GA flaps.

Positive Rate of Climb • Confirm positive rate of climb. “GEAR UP”.

• Verify positive rate of climb. “POSITIVE RATE”.

• Position gear lever up. • Selects VFS.

(1)

• Advises ATC. NOTE:

1)

Post-Mod. LOAD 27.1

SOPM-1755

Only applicable if MANUAL SPEED mode is used. The use of FMS SPEEDS is allowed and recommended after the Final Approach Fix (FAF). The FMS follows initially the speed limit set on the GO AROUND LIMIT page. Afterwards, the speed target becomes Maximum Flaps Extended Speed VFE – 10 kt for flaps retraction.

3-35-10 Page 24

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

NORMAL GO-AROUND - ACTIONS and CALLOUTS PF “SELECT FMS AND HEADING (NAV)”.

400 ft AGL Pre-Mod. LOAD 27.1

400 ft AGL Post-Mod. LOAD 27.1

Acceleration Altitude

NOTE:

-

1)

-

2)

PM (1)

• Selects appropriate navigation primary source. • Selects Lateral Mode.

“SELECT (2) HEADING”. • Selects Heading Mode. “CLIMB SEQUENCE”. • Executes published missed approach or proceed as instructed by ATC.

(2)

• Selects VNAV and FMS (3) Speeds. • Retracts flaps on schedule. • At flap zero calls: “FLAP ZERO”. • Monitor missed approach procedures.

Only applicable when FMS is not the navigation source. For airplanes equipped with Auto LNAV, FMS is selected and LNAV is armed after pressing TO/GA button. If applicable. Post-Mod. LOAD 27.1

FMS is automatically selected. LNAV is armed after pressing TO/GA button, engaging at 200 ft AGL. -

3)

Post-Mod. LOAD 27.1

SOPM-1755

VNAV is armed after pressing TO/GA button and is planned to engage according to the GO-AROUND LIMIT page.

3-35-10 Page 25

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ONE ENGINE INOPERATIVE GO-AROUND Perform the one engine inoperative go-around procedure in a similar manner to AEO. Rotate the airplane at a slower rate slightly less than on a normal goaround. Set aileron in neutral and use rudder and yaw trim to keep wings level, as high ailerons inputs raises spoilers and increases drag. As a reference, the slip/skid indicator shall be approximately ½ to ¼ off center and between 0° to 5° of bank, according to speed, gross weight and altitude. Generally the control wheel in the neutral position is a good indication of the lowest drag for single engine. Verify the GA pitch and roll modes annunciated on the FMA and ADI. At a positive rate of climb, retract landing gear. The flight director commands a pitch attitude that maintains the selected speed. With one engine inoperative the resulting vertical speed depends on temperature, available thrust and airplane gross weight. The GA roll mode maintains a ground track. Pre-Mod. LOAD 27.1 Select HDG and BANK mode at or above 400 ft AGL, unless a specific engine failure go-around procedure requires a turn before 400 ft. Post-Mod. LOAD 27.1 FMS is automatically selected upon TO/GA button, arming LNAV and VNAV. The FMS automatically detects the engine out and follow the EO AUTO mode (EO VNAV capture height, FLCH, LNAV engaged with Bank Angle limitation and appropriate FMS target speed). LNAV engages at 200 ft AGL and VNAV engages at the height set on MCDU. If not engaged, the autopilot may be selected at or above 400 ft AGL as the GA vertical mode remains active upon AP engagement.

SOPM-1755

Advise ATC of your intentions. Either fly a published missed approach procedure or fly the runway specific Engine Failure - Missed Approach procedure.

3-35-10 Page 26

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES APPROACH

SOPM-1755

At VFS with landing gear and flaps retracted, select thrust CON on the MCDU TRS page and verify continuous thrust (CON) is displayed on the EICAS.

3-35-10 Page 27

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

AIRPLANES EQUIPPED WITH AUTOLAND SYSTEM DIRECTIONAL CONTROL DURING ONE ENGINE INOPERATIVE GO-AROUND WITH AUTOPILOT ENGAGED On airplanes equipped with Autoland, when a Go-Around with autopilot engaged is initiated, the parallel rudder servo engages. The system automatically compensates any yaw tendency. During a nonautoland approach with autopilot engaged, maintain directional control using rudder pedals until the Go-Around is initiated. NOTE:

The parallel rudder servo will engage automatically after a Go-Around with autopilot engaged even if the airplane was performing a non-autoland approach.

Once the parallel rudder servo is engaged, the pilot should monitor any airplane yaw tendency. During Go-Around with crosswind, the parallel rudder servo compensates any yaw tendency however it is expected that the control wheel may stay slightly out of the neutral position. During parallel rudder servo actuation, the use of yaw trim is not recommended. After the first Flight Director vertical mode is engaged, or the ALT mode is engaged after the altitude set on the altitude preselector is reached, the parallel rudder servo is de-energized requiring pilot input to maintain directional control. At pilot's discretion, the parallel rudder system can be overridden at any time by disengaging the autopilot. If the parallel rudder system does not behave as expected, or if the crew judges that it is necessary to intervene on the directional control, disengage the autopilot. Once the autopilot is disengaged, follow the Flight Director commands and use rudder pedals and yaw trim to control any yaw tendency. Do not apply excessive force on the rudder pedals when the autopilot is engaged. This excessive force may cause a loss of the parallel rudder servo resulting on autopilot disengagement and EICAS messages AP RUDDER NOT AVAIL and AUTOLAND 1 (2) NOT AVAIL.

SOPM-1755

NOTE:

3-35-10 Page 28

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ONE ENGINE INOPERATIVE GO – AROUND ACTIONS and CALLOUTS PF

PM

“GO-AROUND”. • Press either TO/GA buttons.

Go-around becomes necessary

• Verify or move thrust levers to the TO/GA detent. “FLAPS__”. • Verify or rotate towards GA pitch attitude.

• Confirms positive rate of climb. “GEAR UP”. Positive Rate of Climb

NOTE:

• Climbs at VAC.

• Verify GA annunciations. • Verify engine thrust at GA RSV. • Selects GA flaps. • Verifies positive rate of climb. “POSITIVE RATE”.

• Positions gear lever up.

• • Controls the airplane using rudder and yaw trim. Use the amount • necessary to keep the aileron control in neutral position to avoid roll spoilers to be deployed.

Selects VFS on the Speed Selector (1) knob. Advise ATC.

1)

Post-Mod. LOAD 27.1

SOPM-1755

Only applicable if MANUAL SPEED mode is used. The use of FMS SPEEDS is allowed and recommended after the Final Approach Fix (FAF). The FMS follows initially the speed limit set on the GO AROUND LIMIT page. Afterwards, the speed target becomes Maximum Flaps Extended Speed VFE – 10 kt for flaps retraction.

3-35-10 Page 29

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ONE ENGINE INOPERATIVE GO – AROUND ACTIONS and CALLOUTS PF 400 ft AGL Pre-Mod. LOAD 27.1

PM

“SELECT HEADING, BANK”. “SELECT HEADING”

400 ft AGL

• Selects HDG and BANK. (1)

. • Selects Heading (1) Mode .

Post-Mod. LOAD (1) 27.1

“SELECT FLCH”.

(2)

• Selects FLCH.

Acceleration Altitude

• At flap retraction speeds: “FLAPS ___”.

• Retracts flaps on schedule upon PF command until flap 0 then calls. “FLAPS ZERO”.

• Reaching VFS. “CONTINUOUS”.

• Sets or verifies thrust rate to continuous.

NOTE: - Callouts are shown in bold text. (1) - If applicable. Post-Mod. LOAD 27.1 FMS is automatically selected upon TO/GA button, arming LNAV and VNAV. The FMS automatically detects the EO and follows the EO AUTO mode (EO VNAV capture height, FLCH, Bank Angle limitation and appropriate FMS target speed). -

(2)

Post-Mod. LOAD 27.1

SOPM-1755

Callout not applicable for Post-Mod. LOAD 27.1. VNAV is armed when TO/GA button is pressed and is planned to engage according to the GO-AROUND LIMIT page.

3-35-10 Page 30

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ONE ENGINE INOPERATIVE GO – AROUND ACTIONS and CALLOUTS PF

SOPM-1755

• Climbs at VFS to a safe altitude defined on the approach briefing or as Climbing to Safe assigned by ATC. Altitude

PM • Advises ATC. • Monitor thrust, attitude, speed, and missed approach procedures.

3-35-10 Page 31

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

DISCONTINUED APPROACH During the initial phase of the approach, there may be a situation where the approach needs to be discontinued. If the airplane is at or near the missed approach altitude, far from the missed approach point and not fully configured for landing, a go around procedure may not be adequate. The go around can lead to an excess of thrust that may result in overshooting the missed approach altitude. For this situation, a discontinued approach is recommended. Whenever a discontinued approach is necessary, take the following actions: -

Press ALT button;

-

Verify or adjust ALT preselector for desired altitude;

-

Select FMS if it is not the navigation source, select NAV to follow the missed approach profile and activate the missed approach prompt on MCDU. The HDG mode may also be (1) selected to comply with ATC instructions;

-

Select the most appropriate vertical mode (FPA, VS, or FLCH);

-

Resume proper airplane configuration (gear and flaps) and speed as desired.

NOTE:

(1)

- Lateral profile of the missed approach is not loaded automatically without TO/GA button press. It is necessary to use the missed approach prompt displayed on the flight plan pages (Missed Approach). This prompt appears after the IAF (Initial Approach Fix) and allows missed approach lateral profile to be activated without pressing the TO/GA button.

SOPM-1755

- With autoland engaged all modes are inhibited. Disengage AP first to select the most convenient mode or conduct a regular go around.

3-35-10 Page 32

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

DISCONTINUED APPROACH - ACTIONS AND CALLOUTS PF “DISCONTINUED APPROACH”

PM

• Press ALT button. • Verify or adjust ALT preselector for desired altitude. “SELECT FMS AND NAV (HDG)” • Select FMS. Discontinued approach

• Select the most appropriate vertical mode (FPA, VS, or FLCH).

(1)

SOPM-1755

NOTE:

(1)

• Select NAV (or HDG) and activate the missed approach prompt on MCDU.

• Resume proper airplane configuration (gear and flaps) and speed as desired.

Only applicable when FMS is not the navigation source.

3-35-10 Page 33

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

ABNORMAL SLAT/FLAP CONFIGURATION If flap or slat fails at a specific position, select the desired flap or slat position and use data according to QRH configuration tables. The best performance combination of slat/flap is the one that gives the lower landing coefficient factor. The following items are valid for all abnormal flap/slat configuration approaches and landings:

-

Use of autopilot is recommended; If possible reduce gross weight to lowest practicable (burn off fuel) to reduce VREF; Check landing distance (select the longest runway available); Limit bank angle to 20° maximum when maneuvering for landing; Establish a long final approach, at least 8 NM at recommended speed; Attitude and speed are higher than normal; Establish landing configuration early, flight large patterns and long final; Plan touchdown at 1000 ft touchdown zone, a go-around should be made if landing occurs beyond touchdown zone; Flare enough just to reduce the rate of descent, do not float and touchdown at the normal touchdown zone; Over threshold set thrust levers to IDLE; After touchdown, apply forward control column, reverse thrust and brakes without delay.

SOPM-1755

-

3-35-10 Page 34

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

SOPM-1755

TURNING BASE

· GEAR DOWN

BASE

REVISION 19

Copyright © by Embraer. Refer to cover page for details.

1500 FT

· BEFORE LANDING CHECKLIST

6.5 nm

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

STANDARD OPERATING PROCEDURES PROCEDURES AND TECHNIQUES APPROACH

3-35-10

Page 35

EM170AOM980024B.DGN

PROCEDURES AND TECHNIQUES APPROACH

STANDARD OPERATING PROCEDURES

EGPWS WARNING CORRECTIVE MANEUVER ACTIONS AND CALLOUTS PF • Disengages the Autopilot. • Simultaneously advances thrust levers to MAX position and sets pitch 20° or PLI, whichever is (1) lower.

Upon receiving EPGWS Warning

PM • Communicates with ATC. • Turns FSTN BELTS ON. • Scans for visual reference. • Calls out the Radio Altimeter indication.

• Reads MFD Terrain indications to check • Maintain the present the obstacle height, airplane guides for the best configuration course of action (gear/flaps) until and indicates when terrain separation is obstacle is cleared. achieved. • Climbs to the MSA or MORA. • Clear of terrain resumes leveled flight. • Engages Autopilot. • Resumes normal speed.

SOPM-1755

NOTE: - If the airplane is operated by day (not by night), in clear visual conditions (not in IMC conditions) and a positive visual verification ensures that no obstacle or terrain hazard exists, the EGPWS alert may be regarded as a reminder. (1) After stabilizing, pitch may be increased above 20°, limited to PLI.

3-35-10 Page 36

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

LANDING GENERAL This section presents information pertinent to the landing phase of flight that enhances the ability to make the air-to-ground transition as smooth and safe as it should be. The airplane must be fully stabilized at 1000 ft from touchdown under IMC conditions and at 500 ft under VMC conditions. A stable approach is a contributing factor to a successful flare and touchdown. Unstable approaches may result in difficult landings with unexpected sink rates, side loads, or bounce backs. An approach is considered stabilized when all of the following criteria are met: -

-

The airplane is on the correct flight path; Only small changes in heading/ pitch are required to maintain the correct flight path; The airplane approach speed is VREF + Wind Correction, not exceeding VREF +20 kt and not less than VREF; The airplane is in the correct landing configuration; Sink rate is not greater than 1000 ft per minute. If an approach requires a sink rate greater than 1000 ft per minute, conduct a special briefing; Power setting is appropriate for the airplane configuration; All briefings and checklists have been conducted.

LANDING PROCEDURE For a normal landing procedure, establish the landing configuration, gear down and flaps, early on the final approach or at the outer marker on an ILS or FAF on a non-precision approach. Airspeed, power and descent rate also should be stabilized early. Changes in airspeed require changes in thrust and attitude. If the airspeed is 10 kt above target approach speed, an airspeed deviation is considered significant. Indicated airspeed may not be less than the VREF or VAP.

SOPM-1755

A significant deviation occurs in the vertical speed when it is greater than 1000 ft/min (precision approaches) or 1500 ft/min (non-precision approaches) when below 1000 ft AGL. If the stabilized approach parameters are not met before reaching the stabilized approach height, initiate a go-around.

3-40 Page 1

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

Make sure that the airplane is properly trimmed during the approach. It maximizes elevator authority for the flare or in the event of a missed approach. Target approach speed is VAP, which is VREF plus wind correction. As the airplane approaches the touch down point, initiate the flare approximately at 20 ft to 10 ft. Reduce the rate of descent and slowly reduce thrust levers to idle. Plan the flare so that thrust levers are at idle when the airplane touches down. Normally a 2° to 3° pitch change is enough for the flare. Plan to touchdown at the runway touchdown zone, which is typically located 1000 feet ahead from the runway threshold. Monitor the final approach path using all reference available. Do not allow the airplane to float in ground effect, which unnecessarily increases the landing distance and risk of a tail strike. After main wheel touches down, use autobrake or apply manual braking as required for the runway condition and length available while easing the nosewheel onto the runway. Pull the thrust reverser triggers and take the thrust levers to reverse. Verify spoilers actuation. The autobrake disarms by gradually pressing brake pedals. Use reverse thrust consistent with runway conditions and modulate as required. Apply thrust reversers cautiously and observe how the airplane responds before full reverse is used. Use maximum reverse thrust when landing over wet, slippery, and contaminated runways. Maintain maximum reverse thrust until the airspeed is approximately 80 kt. Smoothly reduce thrust reverse to MIN REV at 60 kt and idle thrust at 30 kt. Thrust reverser is more effective at high speeds. The use of reverse below 60 kt increases the chances of foreign object ingestion by the engine. If necessary, use the thrust reversers until the airplane come to a complete stop.

SOPM-1755

Rudder control is effective to approximately 60 kt. Rudder pedal steering is enough for maintaining directional control during the rollout. Do not use the nosewheel steering tiller until reaching taxi speed.

3-40 Page 2

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

As soon as the airplane leaves the runway, turns off the strobe lights. However LDG LIGHTS are switched off, the nose taxi light must remain on throughout the taxi regardless of the time of the day. NOTE: Performance values calculated by the CAFM consider the threshold is crossed at the screen height and at VREF or according to the inputted reference speed. LANDING ROLLOUT - ACTIONS and CALLOUTS PF

PM

• Use Autobrake or • Verify Ground Spoiler apply manual braking deployed. as required. • Use Thrust reverser (1) as required. After Main Wheel Touches down

• Monitors Thrust reverser if it is being used. • Monitors airspeed.

• At 60 kt reduces Thrust Levers to MIN REV if thrust reverser is being used. • At 30 kt sets Thrust Levers to IDLE (forward thrust) if Thrust reverser is being used.

Reaching normal taxiing “MY CONTROLS”. speed, if LSP is not the PF Clearing runway

“AFTER LANDING SEQUENCE”.

(1)

When operating in wet/ slippery/ contaminated runway apply Maximum Reverser thrust.

SOPM-1755

NOTE:

“YOUR CONTROLS”.

3-40 Page 3

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

BRAKES USAGE The following actions give the optimum manual braking for all runway conditions: -

-

-

-

Adjusts pilot seat and rudder pedals so it is possible to apply maximum braking with full rudder deflection; Apply the brakes with no delay after the main landing gear wheels touch down. Move directly to a single firm and steady brake application and hold pedal pressure until decelerated to taxi speed; Do not pump the brakes. Carbon brakes wear is higher when the brakes are pumped constantly. Use firm brakes application instead; Carbon brake life is improved when operated in higher temperatures. Give special attention when taxing-out with the brakes still cool; If the landing weight is limited by runway length, use full reverse and brakes simultaneously to stop the airplane.

AUTOBRAKE With autobrake set to LO, MED or HI verify after touchdown the normal operation of the braking system and proper deceleration of the airplane. At 80 kt, press the brakes pedal to disengage the autobrake and use the necessary braking force to reach a safe taxi speed. NOTE: At pilot’s discretion, disengage the autobrake after touchdown at any speed by pressing the brakes pedals.

SOPM-1755

During the landing roll, if autobrake deceleration is not suitable for the stopping distance, use manual braking as required. Apply continuous increasing pressure to the brake pedals. Use manual braking as soon as possible to achieve maximum deceleration. Pilot must be alert for autobrake disengagement indications during the landing roll. At pilot’s discretion, use reverse thrust with manual braking or autobrake during landing roll until a safe speed is reached.

3-40 Page 4

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

The autobrake works aiming a constant deceleration rate. When the braking capability is good and the autobrake deceleration target is reached, the use of thrust reversers is not effective. EMERGENCY/PARKING BRAKE Some Emergency and Abnormal procedures require the pilot to use the Emergency/Parking Brake to stop the airplane during landing. When this event happens, the following protections are not available: - Locked Wheel Protection; -

Antiskid Protection; and

-

Touchdown Protection.

At high speeds, apply the Emergency/Parking Brake handle to stop the airplane monitoring the Emergency/Parking Brake light and maintain steady pressure. The brake system provides enough pressure to start braking. As speed decreases the required handle deflection increases to maintain continuous braking.

SOPM-1755

If a tire burst occurs applying the Emergency/Parking Brake, do not release the Emergency/Parking Brake handle until the airplane stops.

3-40 Page 5

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

MAXIMUM PERFORMANCE LANDING Maximum Performance Landing comprehends a set of techniques that leads to stopping the airplane with the least landing run. The following recommendations apply: -

Review the approach procedures and speeds earlier: Keep your situation awareness over the stabilized approach and stabilized landing is mandatory for a well-planned and executed approach;

-

Use Full Flap;

-

Cross the Threshold at Screen Height of 50 ft and VREF;

-

Avoid extended flare;

-

Conduct a positive landing;

-

Apply maximum thrust reverse. If necessary, the thrust reverser can be used until the airplane comes to a complete stop;

-

Immediately after the main landing gear wheels touch down, apply firm and steady maximum manual brakes. Hold pedal pressure until the airplane decelerates to a safe taxi speed within the runway;

-

Lower nose wheel immediately to the runway. It decreases lift and increases loading on main landing gear.

SOPM-1755

NOTE: The same technique could be used for Flaps 5 configuration, but the landing distance increases accordingly.

3-40 Page 6

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

LANDING ON WET, SLIPPERY OR CONTAMINATED RUNWAYS Wet or contaminated runways have much lower friction levels than a dry runway. Friction depends on the runway surface, materials, and conditions. Runway contamination may reduce friction to low levels. The FAA defines that a runway is contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present. If such conditions exist at the time of arrival and were not considered during dispatch, conduct a landing distance reassessment. The QRH presents tables to aid this analysis. Hydroplaning always occurs to some degree when operating on fluidcontaminated runway. The degree of hydroplaning depends on the following factors: -

Absence of runway surface roughness and inadequate drainage;

-

Depth and type of contaminant;

-

Tire inflation pressure.

Additional considerations, as follows, should be taken: Use Maximum Performance Landing techniques;

-

Conduct a positive landing to ensure initial wheel spin-up and initiate firm ground contact upon touchdown. Such technique avoids hydroplaning on wet runways and reduces the strength of any ice bond that, during flight, might have been eventually formed on brake and wheel assemblies;

-

Apply maximum reverse thrust. Do not use asymmetric reverse thrust on slippery and icy runways;

-

Apply firm and symmetrical pressure on brakes pedal;

SOPM-1755

-

3-40 Page 7

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

-

If the airplane loses friction with the runway, do not apply Emergency/Parking Brake, as it inhibits antiskid protection. Maintain runway centerline applying rudder, and keep firm and symmetrical braking;

-

Landing on wet, slippery, or contaminated runway with tailwind is not recommended.

NOTE: At operator’s discretion, landing on wet runways could be performed not using thrust reversers. Landing performance must comply with the runway distance available.

CROSSWIND LANDING Four methods for crosswind landing can be used: Sideslip: In the sideslip condition, the airplane longitudinal axis remains parallel to the runway course, but the airplane no longer flies straight along its original track. Downwind rudder combined with aileron applied into the wind. The upwind wheels touchdown before downwind wheels.

-

Crab: Proper rudder and upwind aileron. On slippery runways, the crab may be maintained to touchdown, reducing the drift toward the downwind when touchdown.

-

De-Crab: On final approach, the crab is accomplished. Just before touchdown while flaring, downwind rudder is applied to align the airplane with the runway centerline simultaneously with aileron control (to keep wings level) into the wind. Both main landing gears touch down simultaneously.

-

Crab and Sideslip: The crab method is applied until the touchdown. When the upwind wheels touchdown, a slight increase in downwind rudder simultaneously with aileron aligns the airplane with the runway centerline while keep the wing level. This combined method may be used during strong crosswind.

SOPM-1755

-

3-40 Page 8

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

OPERATIONAL DISTANCE

FACTORS

PROCEDURES AND TECHNIQUES LANDING

AFFECTING

LANDING

The required landing distance for dispatch is calculated considering that the landing is performed with: -

Airplane crossing the runway threshold at the screen height of 50 ft;

-

Airplane crossing the runway threshold at VREF;

-

Use of maximum manual braking.

In order to stay within the operational margins of the required landing distance, conduct a stabilized approach and landing using the correct landing techniques. Several environment factors, such as airport elevation, runway slope, runway conditions, and winds may affect the landing distance. However, aside those factors, if the approach and landing are performed with deviations from the standard procedures, the operational margin available reduces or may even be exceeded. The following operational factors, among others, affect the airplane landing distance: -

Unstabilized approach;

-

Crossing runway threshold with airspeed above VREF;

-

Crossing runway threshold above the screen height;

-

Extended flare, touching down the runway beyond the touchdown zone;

-

No proper application of the available deceleration devices (brakes, spoilers, and thrust reverse);

-

Deceleration devices not applied until a safe taxi speed is achieved.

SOPM-1755

If the airplane crosses the threshold with 10 kt above the VREF, the landing distance increases by approximately 20%. Crossing the threshold at 100 ft instead of the normal screen height increases the landing distance by approximately 35%. Extending the flare during landing increases the landing distance. The airplane touches down the runway at a point ahead of the runway touchdown zone, which is located at 1000 ft from the runway

3-40 Page 9

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

threshold. Extending the flare by 3 seconds increases the landing distance by approximately 25%. Considering an unstabilized approach, with the airplane crossing the threshold at 100 ft, above VREF and with 3 seconds of extended flare, the landing distance increases by approximately 80%. In this situation, the distance necessary to stop the airplane exceeds the operational margins provided by the dispatch required landing distance.

SOPM-1755

The preceding information, and the graphic that follows, assumes an airplane landing at maximum landing weight, on dry runway.

3-40 Page 10

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

REFERENCE LANDING

Vref + 10 kt

3 s extended Flare

100 ft at Threshold

Unstabilized 100 ft at Threshold + Vref + 10 kt + 3 s extended Flare

1.25

1 UNFACTORED LANDING DISTANCE (DRY)

SOPM-1755

1.79

1.36

1.67 REQUIRED LANDING DISTANCE (DRY)

EM170AOM980158B.DGN

1.17

3-40 Page 11

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

RECOVERY FROM OFFSET POSITION According to ICAO, required visual references means the section of the visual aids or of the approach area which is in view for enough time for the pilot. The pilot also makes the assessment of the airplane position and rate of position change in relation to the desired flight path. Lateral and vertical offset may occur during any kind of approach. The offset happens mainly when pilot cannot assess horizontal or vertical flight path, requiring major corrections on the final visual section of flight. Upon recognizing an offset position, the pilot determines whether a correction can be safely performed. NOTE: In case of any doubt about a safe approach and landing, perform an immediate go-around. On lateral or vertical offset approach, adequate monitoring of pitch attitude, bank angle, and power settings is required, together with raw data instruments available in order to prevent crew disorientation. Lateral Offset For lateral offset recovering, select a reference point on the extension of the runway centerline which is about half the distance to the touchdown point, and establish airplane toward this point. Maintain proper thrust, airspeed, and flight path. Shortly before crossing the aiming point, start a turn aiming for the extended inner edge line. Vertical Offset High sink rates at low thrust settings are unsafe and may result in a touchdown short of the runway or a high landing. A flat approach at high thrust settings, if too low, may lead to an extended flare and long floating landing. To correct a vertical offset, the following procedures apply, considering that pilot must adjust the airplane stabilized on the correct flight path as soon as practicable. Take immediate and precise action to correct from the vertical offset: For a low offset position, establish level flight; For a high offset position use maximum permissible sink rate until stabilized on the correct flight path. SOPM-1755

-

3-40 Page 12

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

WINDSHEAR The most important way to cope with windshear is to avoid areas of known or potential windshear occurrence such as thunderstorms. Severe windshear may be defined as a rapid change in wind direction or velocity. The result is airspeed changes greater than 15 kt or vertical speed changes greater than 500 ft/min. Whenever a windshear is suspected during landing take the following precautions: -

During approach, maintain the VAP with the applicable wind additive corrections.

-

Select Flaps 5 unless limited by other landing performance consideration.

-

If possible plan to land on the longest runway available, with the lowest possibility of a windshear encounter.

-

Adjust the radar using the Weather Radar Virtual Controller Panel to get the best information about weather formations on the airplane path.

-

Crew should monitor airspeed trend during approach. In the first evidence of Windshear, initiate a Go Around. If necessary, perform the windshear escape maneuver procedure.

-

Develop an awareness of normal airspeed, attitude, and vertical speed. The crew should closely monitor the vertical flight path instruments, such as, vertical speed and altimeters. Callout any deviations.

WINDSHEAR RECOVERY TECHNIQUES Perform the windshear escape maneuver whenever the following happens: A warning windshear is annunciated during approach. PFD: WSHEAR (red). Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR”

SOPM-1755

-

3-40 Page 13

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

-

A caution windshear is annunciated during approach and the pilot decides to perform the windshear recovery technique. PFD: WSHEAR (amber). Voice message: “CAUTION WINDSHEAR”.

-

Whenever the pilot decides to perform the recovery techniques due to the presence of windshear clues without EGPWS announcement.

Windshear escape maneuver due to EGPWS announcement: Pilot advances thrust levers to maximum thrust and follows Flight Director Escape Guidance Cue. When moving thrust levers press either GA switch. Maintain the actual configuration (landing gear and flaps) until 1500 AGL and with terrain clearance assured. The windshear escape guidance mode does not automatically revert to any other flight guidance mode. To exit windshear escape guidance, manually select another mode. Windshear escape maneuver without EGPWS announcement:

SOPM-1755

Pilot disengages autopilot, advances thrust levers to maximum thrust and maintains pitch angle 20° or PLI, whichever is lower. After stabilizing, pitch may be increased above 20°, limited to PLI. When moving thrust levers press either GA switch. Maintain the actual configuration (landing gear and flaps) until 1500 AGL and with terrain clearance assured.

3-40 Page 14

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

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

REJECTED LANDING The rejected landing procedure is similar to the go-around procedure. Auto spoilers retract and autobrake disarms as thrust levers are advanced for a rejected landing initiated after touchdown. Attention must be given to the intended flight path as the published missed approach procedure may not be valid after passing the published missed approach point.

SOPM-1755

After reverse thrust is initiated, a full stop landing must be made. The reverser requires time to transition from reverse to forward thrust, and there is the possibility that it does not stow back in the forward thrust position.

3-40 Page 15

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

REJECTED LANDING - ACTIONS and CALLOUTS PF

PM

“GO-AROUND”.

Go-around

• Press either TO/GA buttons.

• Verify GA annunciations.

• Verify or move thrust levers to TO/GA detent.

• Verify engine at goaround thrust.

• With the airspeed greater than VREF. “FLAPS__”.

• Selects GA flaps.

• Verifies rotation or rotates towards GA pitch attitude. • Verify positive rate of climb. “POSITIVE RATE”. Positive Rate of Climb

• Confirm positive rate of climb. “GEAR UP”. • Position gear lever up. • Selects VFS.

SOPM-1755

• Advises ATC.

3-40 Page 16

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

REJECTED LANDING - ACTIONS and CALLOUTS PF

PM (1)

“SELECT FMS AND HEADING (NAV)”. 400 ft AGL

Acceleration Altitude

• Selects appropriate navigation primary source. • Selects Lateral Mode.

“CLIMB SEQUENCE”. • Executes published • Selects FLCH. missed approach or • Selects VFS. proceed as instructed • Retracts flaps on by ATC. schedule. • At flap zero call: “FLAP ZERO”. • Monitor missed approach procedures.

NOTE: -

(1)

Only applicable when FMS is not the navigation source. For airplanes equipped with Auto LNAV, FMS is selected and LNAV is armed after pressing TO/GA button. - Callouts are shown in bold text.

BOUNCED LANDING The bouncing occurs more often during landings by one or a combination of the following factors: Windshear; Low-level turbulence; High flare initiation; Excessive rate of descent; Late flare initiation; Incorrect flare technique; Excessive airspeed; Power on touchdown.

SOPM-1755

-

3-40 Page 17

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

The key factor for a successful landing is a stabilized approach and proper thrust/ flare coordination. Do not extend the flare at idle thrust as it significantly increases landing distance. Reducing to idle before the flare also requires an increase in pitch. Flaring high and quickly reducing thrust to idle can cause the airplane to settle abruptly. Do not apply stabilizer trim during the flare. Recovery from Light Bounce When a light bounce occurs, maintain or re-establish a normal landing attitude. Increasing pitch can lead to a tail strike. Beware of the increased landing distance and use power as required to soften the second touchdown. It is difficult to evaluate landing distance remaining and the airplane energy. Recovery from a Severe Bounce When a more severe bounce occurs, initiate a go-around and do not attempt to land. Press the TO/GA button and advance thrust levers to TO/GA. Hold the flare attitude until the engines spool up and reset stabilizer trim, then follow normal go-around procedures. If the airspeed drops below VREF, initiate a go-around procedure and retract the flaps only when the airspeed becomes greater than VREF.

TAIL STRIKE DURING LANDING Tail strikes are more frequent during landings than takeoffs. Based on information gathered from tail strike occurrences, deviation from the normal landing maneuver, in the following paragraphs, is the main cause of tail strikes. The mistakes most commonly made are: Approach at improper pitch, speed, thrust, and glide path; Prolonged flare, hold-off for a smooth touchdown; Starting to flare the airplane too high above the runway; Improper crosswind correction during flare; Over rotation during a touch and go.

SOPM-1755

-

3-40 Page 18

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

Of these commonly made mistakes, flaring the airplane too high above the runway has the greatest potential for a tail strike and resulting damage. When the flare is started too high above the runway, airspeed decreases below VAPP causing the pilot to compensate. When placed in this situation, the tendency is to continue to increase pitch to stop the excessive sink rate. The correct action to take is to immediately lower the pitch attitude and fly the airplane to the runway before the airspeed dissipates any further. This corrective action prevents a tail strike. Lack or poor handling could lead to a destabilized approach thus increasing the tail strike exposure.

OVERWEIGHT LANDING Overweight landing may safely be accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with heavier than normal landing weights. Select the longest available runway, when feasible. Also consider the effects of runway slope and wind effect. Where possible avoid landing in tailwinds, on runways with negative slope or runways with less than normal braking conditions. Reduce the landing weight as much as possible. To save time and at pilot's discretion, it can be done using high drag configuration (landing gear and/or speed brake) and flying at a lower altitude (respect MORA and MSA). Wind additives may be impacted by flap placard speeds. At weights above the maximum landing weight, the maximum wind correction in the final approach may be limited by the flap maneuvering speed. Configure the airplane earlier so there is more time to get used to the higher approach speeds. Do not carry the excess of airspeed on final.

SOPM-1755

It is recommended to land under VMC. There is more time to focus on the handling of the airplane rather than on the instruments panel.

3-40 Page 19

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

Brake energy is not exceeded for flaps 5 or FULL landing at all gross weights. Although, give special attention to wet or slippery runways. The brake energy limits may be exceeded when landing at high gross weights at speeds associated with nonnormal procedures requiring flaps set at 5 or less. Try a smooth landing. In the other hand, do not allow the airplane to float above the runway. If a long landing is likely to occur, consider a go-around. The maximum rate of descend is 300 ft/min at touchdown. Use maximum reverse thrust down to 60 kt. If stop capability is in doubt use it until certain that the airplane stops within limitations. Use brakes consistent with runway length. Autobrakes may be used. Maintenance inspection is required after landing (report AGW and rate of descent on the TLB). NOTE: Alert ground crew if brake temperature is too high.

TOUCH AND GO LANDING The primary objective of touch and go procedure is approach and landing training practice and to reduce the amount of training time wasted in taxing the airplane back to the holding point. In order to maintain a high level of safety, they must be conducted in a proper disciplined manner. BASIC CONSIDERATIONS -

Do not use reverse thrust and brakes (auto or manual) during touch and go procedures; The Autothrottle automatically disconnects at touchdown and with both thrust levers in idle; Follow the published Visual Approach Pattern to configure the airplane.

Use the following techniques: The trainee should accomplish a normal final approach and landing;

SOPM-1755

-

3-40 Page 20

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES -

-

PROCEDURES AND TECHNIQUES LANDING

On final approach, set the Altitude Selector to Traffic Altitude; The trainee lands the nose wheel after main landing gear touchdown and tracks the runway centerline; The trainee moves the thrust lever to a straight up position; The instructor moves the flap handle to flaps 4, configures pitch trim so that the green pointer is indicating the green takeoff band, yaw and roll trim to neutral; The trainee presses TO/GA button and manually advances the thrust levers to TO/GA position; The instructor checks thrust;

NOTE: The “ENG TLA NOT TOGA” CAS MSG may be displayed if the TO/GA levers position is not correctly reached. - If the trainee is the PF, keep the hand on throttles to prevent any inadvertent reduction of power or unwanted stop; - The trainee rotates performing a normal TO procedure; - At positive rate of climb, the instructor retracts the landing gear, selects the speed bug to 160 kt, retracts flaps to flaps 2 on the F-Bug for the visual traffic pattern at pilot's discretion, and re-engages the Autothrottle. General RTO guidance can be used to decide to interrupt the touch and go procedure. In case of emergency, the decision to abort is solely at the instructor’s discretion. The instructor calls "REJECT" and simultaneously takes control of the airplane and brings it to a halt using maximum braking and reverse. Once the airplane has stopped, the instructor calls for any appropriate Emergency/Abnormal checklist.

SOPM-1755

The decision to discontinue a Touch and Go after the application of TO power, must only be taken if the instructor is certain that the airplane cannot safely fly.

3-40 Page 21

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

TOUCH AND GO - ACTIONS AND CALLOUTS PF

After main wheels touch down

With the pitch trim in the green band

• Maintains the airplane on the centerline. • Continuously checks the remaining takeoff distance.

PM • Selects flaps 4. • Set trims.

“GO”

• Presses the TO/GA button. • Sets thrust levers at TO/GA position.

“ROTATE” Engines spooled up and rotation speed

• Rotates the airplane following the flight director guidance. “POSITIVE RATE” “GEAR UP”

• Selects landing gear up. • Selects 160 kt on speed selector.

“SELECT HEADING”

• Select Heading mode

Positive rate of climb

• Engages Autothrottle if desired.

400 ft AGL

1000 ft AGL

“CLIMB SEQUENCE”

“ACELERATION ALTITUDE” • Selects FLCH.

SOPM-1755

• Retracts flaps on schedule to flaps 2.

3-40 Page 22

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

STANDARD OPERATING PROCEDURES

PROCEDURES AND TECHNIQUES LANDING

DITCHING This procedure is intended for use in case of emergency landing on water and enough time is available to prepare the passengers. If ATC contact is possible, set transponder code 7700 (if not transmit in blind), transmit a distress message “MAYDAY” with your present position, course, altitude, speed, situation, time available, and intention of ditching. If possible, ditch near shorelines, offshore platforms or boats. When the decision has been made to ditch the airplane, using the QRH, complete the ditching preparation checklist. Pilot should inform pursers and passengers of the upcoming event and passes the following information: -

Nature of the ditching; Review emergency checklist, landing, and evacuation procedures; How the flight crew signals cabin crew to start evacuation; How much time is left; Exits available for evacuation and crew duties; Secure all loose equipment in cabin and cockpit; Any further instructions that might be necessary; Advise crew and passengers to prepare for ditching and assume protective position. It must be transmitted from the cockpit 30 seconds before ditching or at any moment an accident occurs, by using the phraseology: “IMPACT/IMPACT/IMPACT”.

Plan to land with maximum flap available and burn off fuel to a minimum onboard to increase buoyancy. Leave the gear UP.

SOPM-1755

Consider landing parallel to waves taking in account wind direction and sea condition. If at all possible, land parallel to the swell, not across it. The best location is along the crest of the swell which minimizes the chance of a wingtip digging into the water. Second best is in the trough or bottom of the swell.

3-40 Page 23

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

Maintain airspeed at VREF and 200 - 300 ft/min rate of descent or as low as possible. Rotate smoothly the attitude (approx 10° to 12° nose up) during flare and keep flying the airplane at all times until touchdown. After touchdown, reduce thrust to idle. If engine is not running, maintain minimum speed of 130 KIAS. After the airplane has come to rest, proceed to assigned ditching stations and evacuate as soon as possible, assuring that all passengers are out of the airplane. Note that entry into water is always considered "catastrophic" and the cabin crew can initiate evacuation without further instructions from the flight deck.

SOPM-1755

Only for EMBRAER 170, in case of ditching the passenger and service aft doors (doors 2L and 2R) are supposed to be under the water line. Forward doors must be used to evacuate the airplane.

3-40 Page 24

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

DITCHING - ACTIONS AND CALLOUTS PF • Notifies cabin crew. • Notifies ATC. In Flight

• Pulls aural warning CB (C7) (LSP).

PM • Sets transponder to 7700. • Pulls aural warning CB (C31) (RSP). • Selects No Smoking/ Fasten Seat Belts signs ON. • Sets ELT to ON.

• Monitor cabin rate. At 10000 ft AGL

• Presses the pressurization DUMP button.

• Adjust altimeters and set landing data.

At 5000 ft AGL

• Checks that passenger cabin procedures are completed.

• Selects pressurization mode controller knob to MANUAL.

• Monitors cabin altitude.

• Holds down the CABIN ALT knob for 50 sec.

• Review After Ditching Procedures. • Notifies ATC about ditching position.

SOPM-1755

Before ditching

“FLAPS__”. (maximum available)

• Sets slat/flap as required.

• Confirms landing gear UP.

• Presses the APU Emergency Stop button.

3-40 Page 25

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

DITCHING - ACTIONS AND CALLOUTS PF

PM

• Adjusts landing profile. Just before water contact

• Alerts cabin crew: “IMPACT, IMPACT, • Maintains VREF and IMPACT”. minimum rate of descent with thrust available. If engines are not running maintain a minimum speed of 130 kt.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-40 Page 26

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

DITCHING - ACTIONS AND CALLOUTS LSP • Reduces thrust levers to idle. • Alerts cabin crew: “INITIATE EMERGENCY EVACUATION”. After ditching

RSP • Selects START/STOP Selector knobs STOP. • Engines fire extinguisher handles PULL and ROTATE 1L/2R. • Sets Fasten Belts OFF. • Selects both batteries knobs OFF.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-40 Page 27

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

FORCED LANDING This procedure is intended for use in case of emergency landing outside an airport and enough time is available to prepare the passengers. Set transponder code 7700, if ATC contact is possible (if not transmit in blind), transmit a distress message “MAYDAY” with your present position, course, altitude, speed, situation, time available, and intention of touchdown. -

Plan to land with maximum flap available; Burn of fuel to a practical minimum reducing the touch down speed; If engine(s) is(are) running perform a landing using thrust to maintain a minimum rate of descent; An extended landing gear absorbs part of initial impact load.

Pilot should inform pursers and passengers of the upcoming event and pass the following information:

-

Nature of the failure; Type of evacuation and crew duties; Review emergency checklist, landing, and evacuation procedures; How the flight crew will signal cabin crew to start evacuation; How much time is left; Secure all loser equipment in cabin and cockpit; Any further instructions that might be deemed necessary; The order to assume protective position must be transmitted from the cockpit 30 seconds before landing or at any moment an accident occurs, by using the following phraseology: “IMPACT/IMPACT/IMPACT”.

SOPM-1755

-

3-40 Page 28

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

FORCED LANDING - ACTIONS AND CALLOUTS PF • Notifies cabin crew. • Notifies ATC. In Flight

• Pulls aural warning CB (C7) (LSP).

PM • Sets transponder to 7700. • Pulls aural warning CB (C31) (RSP). • Selects No Smoking/ Fasten Seat Belts signs ON. • Sets ELT ON.

• Monitors cabin rate. At 10000 ft AGL

• Presses pressurization DUMP Button.

• Adjust altimeters and set landing data. • Review After Landing Procedures.

Before landing

“FLAPS__”. (maximum available)

• Notify ATC about forced landing position.

“LANDING GEAR DOWN”.

• Sets slat/flap as required.

SOPM-1755

• Extends landing gear using landing gear lever or alternate gear extension lever as required.

3-40 Page 29

REVISION 18 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

FORCED LANDING - ACTIONS AND CALLOUTS PF

• Presses the APU Emergency Stop button.

Before landing

• Adjusts landing profile.

Just before touchdown

PM

• Maintain VREF and minimum rate of descent with thrust available. If engines are not running, maintain a minimum speed of 130 kt.

• Alerts cabin crew: “IMPACT, IMPACT, IMPACT”.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-40 Page 30

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

FORCED LANDING - ACTIONS AND CALLOUTS LSP • Reduces thrust levers to idle. • Alerts cabin crew: “INITIATE EMERGENCY EVACUATION”. After landing

RSP • Selects START/STOP selector knobs STOP. • Pulls the engine fire extinguisher handles and ROTATE 1L/2R. • Sets Fasten Belts OFF. • Select both batteries knobs OFF.

SOPM-1755

NOTE: Callouts are shown in bold text.

3-40 Page 31

REVISION 19 Copyright © by Embraer. Refer to cover page for details.

PROCEDURES AND TECHNIQUES LANDING

STANDARD OPERATING PROCEDURES

SOPM-1755

INTENTIONALLY BLANK

3-40 Page 32

REVISION 18 Copyright © by Embraer. Refer to cover page for details.