Professional Documents
Culture Documents
SOPM1755-001
DECEMBER 10, 2003
TEMP. REVISION 15.1 NOVEMBER 09, 2012
Copyright 2012 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in
whole or in part, in any form or by any means without the express written authorization of Embraer. The information,
technical data, designs and drawings disclosed in this document are property information of Embraer or third parties
and shall not be used or disclosed to any third party without permission of Embraer.
EMBRAER 170/175/190/195
SOPM1755-001
DECEMBER 10, 2003
Copyright 2012 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in
whole or in part, in any form or by any means without the express written authorization of Embraer. The information,
technical data, designs and drawings disclosed in this document are property information of Embraer or third parties
and shall not be used or disclosed to any third party without permission of Embraer.
Phone Number:
Comment/Suggestion:
CCF n:
Comment received:
Date Acknowledged:
Person in Charge:
Action to be taken:
Implemented:
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 15 JUL 16, 2012
Block
Page
Change Description
2-13
2-13
2-13
2-15
2-15
2-17
2-17
2-31
2-35
Editorial correction.
2-65
SOPM-1755c01
2-17
0-HOC
REVISION 15
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STANDARD
OPERATING
PROCEDURES
HIGHLIGHTS
OF CHANGE
Block
Page
3-05-01
Editorial correction.
3-05-10
Editorial correction.
3-10
3-10
3-10
Editorial correction.
3-10
13
3-10
16
3-10
17
3-15-01
3-15-05
3-15-05
3-15-10
3-20
Page 2
SOPM-1755c01
3-15-05
Change Description
0-HOC
REVISION 15
STANDARD
OPERATING
PROCEDURES
Block
3-25
3-25
3-25
3-25
3-25
3-25
3-25
3-25
3-35-01
3-35-01
3-35-01
Change Description
SOPM-1755c01
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Page
HIGHLIGHTS
OF CHANGE
0-HOC
REVISION 15
Page 3
STANDARD
OPERATING
PROCEDURES
Block
Page
3-35-05
11
3-35-05
13
3-35-05
16
3-35-10
3-35-10
3-35-10
3-35-10
10
3-35-10
20
3-35-10
22
3-35-10
22
3-35-10
26
3-40
3-40
6A
3-40
6B
Page 4
Change Description
Changed the LOW VISIBILITY APPROACH
ACTIONS AND CALLOUTS table to inform that the
crew should select flap 3 and landing gear down
when on one dot to intercept glide or on final
inbound before FAF.
Updated the text of note (1) to clarify that the PF
remains with the decision about adequacy for safe
landings.
Added the information that the rudder trim must be
set to zero when stabilized on short final.
Changed ACTIONS and CALLOUTS text to
harmonize it with others approach procedures.
Changed the text of the ACTION and CALLOUTS
table to clarify that the CALLOUT LANDING should
be performed at least at minimums.
Updated the text of note (3) to clarify that the PF
remains with the decision about adequacy for safe
landings.
Added the information that the rudder trim must be
set to zero when stabilized on short final.
Changed the Normal Go Around procedures to
select VNAV when reaching 1000 ft AGL or
obstacle clearance altitude. This modification
harmonizes this procedure with the normal Takeoff.
Changed Action and Callouts table of the Normal
Go around. This modification harmonizes this
procedure with the normal Takeoff.
Added note (1) to clarify that crew should select
FMS only if it is not already the navigation source.
Removed the ENGINE FAILURE DURING FINAL
APPROACH guidelines. These guidelines are now
presented in 3-35-01.
Changed the wording of the runway touchdown
zone definition.
Added
the
OPERATIONAL
FACTORS
AFFECTING LANDING DISTANCE descriptive text
and graphic.
Added
the
OPERATIONAL
FACTORS
AFFECTING LANDING DISTANCE graphic.
SOPM-1755c01
HIGHLIGHTS
OF CHANGE
0-HOC
REVISION 15
STANDARD
OPERATING
PROCEDURES
Block
Page
8
3-40
3-40
22
SOPM-1755c01
3-40
Change Description
Added information about precautions that should
be taken when windshear is suspected during
landing.
Editorial correction.
Updated the Action and Call Out table to change
the term "GEAR DOWN" to "LANDING GEAR
DOWN" in order to harmonize de terms through the
manual.
0-HOC
REVISION 15
HIGHLIGHTS
OF CHANGE
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HIGHLIGHTS
OF CHANGE
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OPERATING
PROCEDURES
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3-05-10
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1................... REVISION 13
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3-15-05
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STANDARD
OPERATING
PROCEDURES
3-30
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3-35-01
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SOPM-1755 c01
3-40
1................... REVISION 10
2................... REVISION 15
3................... REVISION 11
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5................... REVISION 14
6................... REVISION 14
6A ................ REVISION 15
6B ................ REVISION 15
7................... REVISION 11
8................... REVISION 15
8A ................ REVISION 15
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LIST OF EFFECTIVE
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SOPM-1755 c01
INTENTIONALLY BLANK
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STANDART
OPERATING
PROCEDURES
TABLE OF CONTENTS
TABLE OF CONTENTS
1 - INTRODUCTION
2 - NORMAL PROCEDURES
SOPM-1755
0-TOC
REVISION 10
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TABLE OF CONTENTS
STANDAR
OPERATING
PROCEDURES
SOPM-1755
INTENTIONALLY BLANK
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Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
INTRODUCTION
SECTION 1
INTRODUCTION
TABLE OF CONTENTS
Block
Page
SOPM-1755
1-00
REVISION 10
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INTRODUCTION
STANDARD
OPERATING
PROCEDURES
SOPM-1755
INTENTIONALLY BLANK
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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 Techniqu es section brings operational
practices and flight profiles to a standard cockpit concept throughout
flight phases. It has directives related to how the operation should be
conducted. Topics like Crew Coordination, Captain authority and
Areas of responsibility are included.
It also contains guidelines to be observed should a specific situation
arise regardless of when and where it occurs during the flight. Topics
such as handling of the autopilot and task sharing when hand-flying
the airplane are covered in those sections.
SOPM-1755c01
1-05
REVISION 10
Page 1
INTRODUCTION
STANDARD
OPERATING
PROCEDURES
RELATION TO
Page 2
SOPM-1755c01
1-05
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Block
Page
SOPM-1755c01
2-00
REVISION 12
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Block
Page
Page 2
SOPM-1755c01
2-00
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
NORMAL CHECKLIST
INTERNAL SAFETY INSPECTION
CHALLENGE
ACTION
PERFORMED BY
SOPM-1755
2-07
REVISION 11
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
POWER UP
CHALLENGE
ACTION
PERFORMED BY
SOPM-1755
2-07
Page 2
REVISION 11
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
BEFORE START
CHALLENGE
RESPONSE
ANSWERED BY
AFTER START
CHALLENGE
RESPONSE
ANSWERED BY
BEFORE TAKEOFF
CHALLENGE
RESPONSE
ANSWERED BY
AFTER TAKEOFF
CHALLENGE
RESPONSE
ANSWERED BY
SOPM-1755
2-07
REVISION 10
Page 3
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
APPROACH
CHALLENGE
RESPONSE
ANSWERED BY
BEFORE LANDING
CHALLENGE
RESPONSE
ANSWERED BY
SHUTDOWN
CHALLENGE
RESPONSE
ANSWERED BY
RESPONSE
ANSWERED BY
SOPM-1755
2-07
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
ACTION
PERFORMED BY
SOPM-1755
2-09
REVISION 12
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION
PERFORMED BY
Page 2
panels
to
ensure
agreement
with
SOPM-1755
2-09
REVISION 13
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
POWER UP
The POWER UP procedures and checklist must be performed every
crews 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
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
Page 2
2-13
REVISION 15
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
ACTION
PERFORMED BY
SOPM-1755
2-13
REVISION 15
Page 3
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Universal DVDR: Press and hold TEST for two seconds. Verify
no fail messages displayed on EICAS and observe the
following test result:
The FDR 1 and CVR 1 PASS/FAIL lights flash during
ten seconds. After ten seconds the FDR 1 and CVR 1
PASS/FAIL lights illuminate steady in green, indicating
the completion of a successful test.
After the DVDR 1 test finishes, the DVDR 2 test will
automatically start. Verify the following test result:
The FDR 2 and CVR 2 PASS/FAIL lights flash during
ten seconds. After ten seconds the FDR 2 and CVR 2
PASS/FAIL lights illuminate steady in green, indicating
the completion of a successful test.
If a failure is found, the corresponding FDR/CVR fail light
indicator will illuminate steady in amber.
Page 4
SOPM-1755
2-13
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
SOPM-1755
2-13
REVISION 15
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
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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
SOPM-1755c01
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NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
(Continued)
2-15
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REVISION 14
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
2-15
REVISION 15
Page 3
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
AND
AND
Page 4
2-15
REVISION 15
SOPM-1755 c01
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
8. ENGINE 2 RH SIDE
Core Pressure Relief Door.................................... CLOSED
RH Thrust Reverser ............................................... CONDITION AND
LATCHED
RH Fan Cowl Doors ............................................... CONDITION AND
LATCHED
FADEC Cooling Vent ............................................. CLEAR
RH Nacelle Strake .................................................. CONDITION
Oil Fill Access Door............................................... CLOSED
9. RIGHT WING LEADING EDGE
Wing Leading Edges ............................................. CONDITION
Refueling Compartment Door .............................. SECURED
Magnetic Level Indicators..................................... PUSHED IN
NO LEAKS
E170/175: Verify RH2 and RH3 Magnetic Level Indicators.
AND
SOPM-1755 c01
2-15
REVISION 15
Page 5
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 6
SOPM-1755 c01
(Continued)
2-15
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
SOPM-1755 c01
(Continued)
2-15
REVISION 15
Page 7
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 8
SOPM-1755 c01
(Continued)
2-15
REVISION 14
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
AND
AND
SOPM-1755 c01
2-15
REVISION 14
Page 9
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
AND
Page 10
SOPM-1755 c01
(Continued)
2-15
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
SOPM-1755 c01
No obstruction or damage.
2-15
REVISION 15
Page 11
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 12
SOPM-1755c01
INTENTIONALLY BLANK
2-15
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
BEFORE START
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755c01
2-17
REVISION 10
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755 c01
2-17
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
ACTION / RESPONSE
PERFORMED BY
and
ENGINE 2
Button
SOPM-1755 c01
2-17
REVISION 12
Page 3
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755 c01
2-17
REVISION 13
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
ACTION / RESPONSE
PERFORMED BY
Verify:
Airspeed tapes not showing speed.
Set altimeter setting and cross check it with the field
elevation.
EADIs leveled and flag-free.
Initial assigned altitude on the ALT SEL.
Altitude tape indications cross-check.
Both VSIs showing zero.
EHSIs with the courses selected according to the
intended departure procedure and NAV source selected.
For LVTO using the HGS set the CDI to the runway
course.
EHSIs and magnetic compass flag free and showing the
same magnetic heading.
Heading bug set according to the proposed departure
procedure.
Check IESS and adjust the altimeter setting.
Weather set on PFD and/or MFDs MAP page as required.
It is recommended that PNF sets the Terrain on MFD up
to MSA.
Set the MFDs MAP page menu as required.
TCAS should be always displayed on both MFDs.
STATUS Page............................................... CHECK ... LSP & RSP
Verify on the status page ENG OIL LEVEL and BRAKES
EMER ACCU pressure.
LSP should select FLIGHT CONTROL synoptic page.
RSP should remain on STATUS synoptic page.
AUTOBRAKE (If Applicable)............................ RTO ............... LSP
GND PROX TERR INHIB Button ................. CHECK ............... LSP
Verify button pushed out and no striped white bar illuminated.
EICAS............................................................ CHECK ............... LSP
SOPM-1755 c01
2-17
REVISION 13
Page 5
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
Page 6
SOPM-1755 c01
2-17
REVISION 12
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
ACTION / RESPONSE
PERFORMED BY
SOPM-1755 c01
2-17
REVISION 13
Page 7
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
ACTION / RESPONSE
PERFORMED BY
Page 8
2-17
REVISION 12
SOPM-1755 c01
(Answered by LSP)
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
1OO
12O
13O
14O
CHALLENGE
ACTION / RESPONSE
1
R
2
FS
EM170AOM980001.DGN
4O
PERFORMED BY
SOPM-1755c01
Verify if the pitch cross bar on PFD agrees with the pitch
indicated on PERF INIT page on MCDU.
2-17
REVISION 15
Page 9
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
Set the PITCH trim according to load sheet and verify YAW and
ROLL trims to the neutral position.
Doors and Windows ..................................CLOSED ...LSP & RSP
(Answered by LSP/RSP)
Page 10
SOPM-1755 c01
2-17
REVISION 15
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
ACTION / RESPONSE
PERFORMED BY
SOPM-1755 c01
2-17
REVISION 11
Page 11
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
ENGINE START
ENGINE START PROCEDURE
CHALLENGE
ACTION
Page 12
2-17
REVISION 15
SOPM-1755 c01
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
SOPM-1755 c01
2-17
REVISION 15
Page 13
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 14
SOPM-1755 c01
INTENTIONALLY BLANK
2-17
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
AFTER START
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755
2-25
REVISION 13
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
Page 2
SOPM-1755
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
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
Page 2
SOPM-1755
2-29
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
TAKEOFF
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
ACTION / RESPONSE
PERFORMED BY
SOPM-1755
2-31
REVISION 15
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-31
REVISION 10
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
SOPM-1755
2-33
REVISION 12
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-33
REVISION 10
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
----------------------------------At Transition Altitude-------------------------------Altimeters ....................................... SET & XCHECK ......PF & PNF
Both pilots set the altimeters to standard (as required by local
regulations).
The LSP also sets the IESS altimeter.
SOPM-1755
Upon passing 10000 ft AFE the PNF switches off the external
lights according to the operating policies.
2-34
REVISION 10
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
SOPM-1755
INTENTIONALLY BLANK
2-34
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
DESCENT
CHALLENGE
ACTION
PERFORMED BY
SOPM-1755c01
2-35
REVISION 10
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION
PERFORMED BY
VREF ...RF...........WHITE
14O
16O
15O
VFS.....FS..........GREEN
14O
FS
13O
1 25
AC
12O
AP
RF
11O
9O
GSPD
13O KT
Page 2
SOPM-1755 c01
19O M
EM170AOM980002.DGN
1OO
2-35
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
APPROACH
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755
2-37
REVISION 10
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
SOPM-1755
INTENTIONALLY BLANK
2-37
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
BEFORE LANDING
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755
2-41
REVISION 12
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-41
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
GO-AROUND
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
SOPM-1755
2-42
REVISION 12
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-42
REVISION 10
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
AFTER LANDING
CHALLENGE
ACTION
PERFORMED BY
SOPM-1755
2-45
REVISION 10
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
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
2-49
REVISION 14
Page 1
NORMAL PROCEDURES
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION / RESPONSE
PERFORMED BY
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
ACTION / RESPONSE
PERFORMED BY
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)
ACTION
PERFORMED BY
ACTION
PERFORMED BY
ACTION
PERFORMED BY
SOPM-1755
2-60
REVISION 12
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-60
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
ACTION
PERFORMED BY
SOPM-1755
2-63
REVISION 12
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-63
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
OAT (C)
-40
-20
-10
0
10
20
40
54
Altitude (ft)
SEA LEVEL
Pressure (psig)
40
39
38
37
36
35
34
33
CORRECTION
Pressure (psig) minus 0.5 psig
per 1000 ft ASL.
SOPM-1755
2-65
REVISION 15
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
ACTION
PERFORMED BY
Page 2
SOPM-1755
2-65
REVISION 15
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
SOPM-1755
2-67
REVISION 14
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
AFTER START
CHALLENGE
ACTION
PERFORMED BY
Page 2
SOPM-1755
2-67
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
ACTION
PERFORMED BY
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
SOPM-1755
2-73
REVISION 12
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-73
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
(ANAC/TCCA
2-75
REVISION 12
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
ACTION
PERFORMED BY
ACTION
PERFORMED BY
ACTION
PERFORMED BY
Page 2
SOPM-1755
2-75
REVISION 13
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
AFTER START
CHALLENGE
ACTION
PERFORMED BY
FLUID
APPLICATION
WITH
ACTION
PERFORMED BY
SOPM-1755
2-75
REVISION 12
Page 3
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
CHALLENGE
ACTION
PERFORMED BY
ACTION
PERFORMED BY
Page 4
SOPM-1755
2-75
REVISION 12
STANDARD
OPERATING
PROCEDURES
CHALLENGE
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
ACTION
PERFORMED BY
ACTION
PERFORMED BY
SOPM-1755
2-75
REVISION 12
Page 5
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
ACTION
PERFORMED BY
ACTION
PERFORMED BY
Page 6
SOPM-1755
2-75
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
SOPM-1755
2-75
REVISION 12
Page 7
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 8
SOPM-1755
INTENTIONALLY BLANK
2-75
REVISION 12
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
2-77
REVISION 12
Page 1
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:
CHALLENGE
ACTION
PERFORMED BY
Page 2
SOPM-1755
2-77
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
CHALLENGE
ACTION
PERFORMED BY
ACTION
PERFORMED BY
SOPM-1755
Lightning
Strike Event ................... REPORT TO MAINTENANCE ............... LSP
Report the lightning strike to maintenance personnel, by filling out
the LIGHTNING STRIKE INCIDENT REPORT form.
2-77
REVISION 12
Page 3
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 4
SOPM-1755
INTENTIONALLY BLANK
2-77
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
ACTION
PERFORMED BY
Airspeed ...................................................ADJUST......................... PF
The recommended turbulent air penetration target speeds are:
Below 10000 ft.....................................Max 250 KIAS
At or above 10000 ft ............................Max 270 KIAS/0.76 M
WHICHEVER IS LOWER
Severe turbulence causes large and often rapid variations in
indicated airspeed. Do not chase the airspeed.
SOPM-1755
2-80
REVISION 13
Page 1
NORMAL PROCEDURES
(SUPPLEMENTARY)
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
INTENTIONALLY BLANK
2-80
REVISION 12
STANDARD
OPERATING
PROCEDURES
NORMAL PROCEDURES
(SUPPLEMENTARY)
WINDSHEAR
CHALLENGE
ACTION
PERFORMED BY
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
3-00
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
STANDARD
OPERATING
PROCEDURES
Block
Page
SOPM-1755
3-00
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
Block
Page
3-00
REVISION 12
Page 3
PROCEDURES AND
TECHNIQUES
STANDARD
OPERATING
PROCEDURES
Block
Page
RVSM............................................................................3-25 .......... 13
3-00
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
Block
Page
SOPM-1755
3-00
REVISION 13
Page 5
PROCEDURES AND
TECHNIQUES
STANDARD
OPERATING
PROCEDURES
Block
Page
Page 6
SOPM-1755
3-00
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
Block
Page
SOPM-1755
3-00
REVISION 11
Page 7
PROCEDURES AND
TECHNIQUES
STANDARD
OPERATING
PROCEDURES
Page 8
SOPM-1755
INTENTIONALLY BLANK
3-00
REVISION 10
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 reached, with the critical engine
inoperative, and takeoff thrust on operating engines. It is the takeoff 3rd
segment and is used for level flight, acceleration and flap retraction at
a height of at least 400 ft.
ADVISORY
Used to indicate a condition that requires crew awareness and may
require subsequent or future crew action.
AFE
Above field elevation.
AREAS OF RESPONSIBILITY
SOPM-1755
3-05-01
REVISION 15
Page 1
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.
CONTAMINATED RUNWAY
Page 2
SOPM-1755
3-05-01
REVISION 11
STANDARD
OPERATING
PROCEDURES
-
PROCEDURES AND
TECHNIQUES
GENERAL
SOPM-1755
3-05-01
REVISION 11
Page 3
PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
Page 4
SOPM-1755
3-05-01
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
FLIGHT CREW
Crewmembers that conduct the airplanes 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
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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.
NON-ANUNCIATED
When Non-Annunciated is used to describe a procedure or checklist, it
refers to a non-routine operation requiring flight crew action, due to a
condition not capable to be sensed by the airplane avionics system
(e.g.: Smoke, Emergency Descent, etc.).
OBSERVER
Person (crewmember or check airman) seating at the jump seat.
PILOT FLYING (PF)
Pilot who is controlling the path and thrust setting of the airplane in
flight (it is the primary responsibility of each pilot to monitor the
airplane).
PILOT INCAPACITATION
Situation where one of the pilots is not able to perform his duties.
PILOT NOT FLYING (PNF)
Pilot who is actively assisting/monitoring Pilot Flying during operation
of the airplane. The active monitoring concept must be implemented,
trained, practiced and must have its effectiveness evaluated in order to
provide benefits. It is the primary responsibility of each pilot to monitor
the airplane and the other pilot.
PRECISION-LIKE APPROACH
Page 6
SOPM-1755
3-05-01
REVISION 11
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.
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PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
SPEEDS
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
Page 8
SOPM-1755
3-05-01
REVISION 10
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
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GENERAL
STANDARD
OPERATING
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INTENTIONALLY BLANK
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REVISION 10
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.
CAPTAINS 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
REVISION 10
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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 Not Flying (PNF). Actions outside
the crewmembers 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
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REVISION 10
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 airplanes 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.
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REVISION 10
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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.
PROCEDURES
HANDLING
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REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
PURSER
FLIGHT ATTENDANTS
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
REVISION 11
Page 5
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 airplanes 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
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REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
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
3-05-05
REVISION 10
Page 7
PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
SECURITY ISSUES
SOPM-1755
3-05-05
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REVISION 10
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
3-05-10
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
SOPM-1755
3-05-10
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REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
SOPM-1755
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.
3-05-10
REVISION 10
Page 3
PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
DUAL CONFIGURATION
In a dual configuration the PF uses the HGS as the primary flight
display and PNF uses the HGS as the primary flight display and
includes the PFD, MFD and EICAS on the monitoring scan.
If the HGS fails in flight above 500 ft AGL, the PF should immediately
transition to the PFD until the PNF is able to take over the controls and
continue the flight.
WEATHER RADAR
The weather radar should always be used for night operations and
anytime it is necessary at the crews judgment.
During slaved weather radar operations, the pilot operating the radar
should inform any change before its execution, since it will affect the
other pilots presentation as well. If the radar is to be operated in any
mode other than STBY while the airplane is on the ground, some
restrictions listed in the AOM apply.
In heavy weather areas where the use of radar is essential for the
safety of the flight, the display refresh rate may be improved turning
the PNF side to slaved mode.
PFD/EICAS
Precision approaches should be flown with ILS indications on both
sides. VOR and NDB approaches should use some form of raw data
to cross check FMS information. RNAV and GPS approaches should
always be done after making sure equipment performance is within
limits and local regulations were considered.
EICAS messages should always be announced when displayed.
When more than one message is displayed careful consideration
should be applied in order to prioritize actions.
TCAS
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REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
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
3-05-10
REVISION 10
Page 5
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.
PNF
Turns all external
lights ON.
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.
In the absence of an
amended clearance,
return to the last
ATC assigned
altitude and course.
(1)
(2)
Page 6
SOPM-1755
(3)
3-05-10
REVISION 15
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:
-
SOPM-1755
3-05-10
REVISION 14
Page 7
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.
ETOPS PROCEDURES
The first crew procedures recommended for ETOPS operation is to
select ETOPS on MCDU to prepare all aircraft systems for ETOPS,
start the APU after powering up and make it run throughout the whole
ETOPS area until the exit point. If HF is the valid communication
system adequate for the intended route, test its capability. Before
Engines start, once a day, a check of the Ejector Fuel Pump Check
Valve is required.
However, the responsibility for preparing and following a perfect flight
plan, as well as monitoring weather, fuel and system status has
increased importance.
Page 8
SOPM-1755
3-05-10
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
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
REVISION 10
Page 9
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.
B
E
11
7
10
9
D
12
G
A
13
A, B, C, D, E, F, G, H.
EM170AOM980017.DGN
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REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
IN-FLIGHT
SOPM-1755
PF
PNF
CHECKLIST READINGS
COMMUNICATIONS
3-05-10
REVISION 14
EM170AOM980016A.DGN
Page 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GENERAL
COMMUNICATIONS
Normal communications between the airplane and ATC should be
performed by the PNF. Whenever the PNF is performing a read and
do checklist, ATC communications should be performed by the PF in
order to minimize interruptions.
Communications from the flight crew to the passengers and between
the flight and cabin crew can be performed by any flight crewmember
at Captains discretion.
Whenever the Captain believes that an emergency situation can
develop into an accident, he will have the flight attendants preparing
the cabin for emergency landing over land or water in order to assure
maximum safety of the airplanes occupants. Should there be enough
time, the Captain will brief the cockpit crew, Purser, and when
applicable, cabin supervisors.
CAPTAIN
PURSER
FLIGHT ATTENDANTS
Page 12
SOPM-1755
3-05-10
REVISION 10
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.
Refueling.
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.
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REVISION 10
Page 13
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
Page 14
SOPM-1755
3-05-10
REVISION 13
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
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PROCEDURES AND
TECHNIQUES
GENERAL
STANDARD
OPERATING
PROCEDURES
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REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
GROUND OPERATIONS
ENGINE START
Prior to engine start, obtain ATC and ground personnel clearance and
check if the jet way and stairs are removed and the doors are closed.
Engine start may be performed simultaneously with the push back
procedure, requiring the parking brake released and disengagement of
the steering (verify STEER OFF EICAS message). In case of a static
engine start be sure that the parking brake is set.
ENGINE WARM UP
In order to allow thermal stabilization of the engines, operate them at
or near to IDLE for at least 2 minutes before selecting higher thrust
settings. Taxi time at or near IDLE can be included in the warm up
period.
NO BREAK POWER TRANSFER (NBPT)
To avoid power interruptions, it is recommended to wait 30 seconds
after the N2 stabilizes before shutting the APU down or GPU
disconnection, or to use the Electrical Synoptic Page to follow the
power transfer.
ICING, COLD WEATHER AND COLD SOAK CONDITIONS
Do not start the engine until it has been checked that all ice deposits
have been removed from the air inlet.
Perform normal engine start. If the engine does not start, maintenance
procedures may be required or ground heating may be necessary to
warm the nacelle, Air Turbine Starter (ATS) and Starting Control Valve
(SCV).
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 -20C. During the subsequent start after
heating the oil, if the oil pressure does not recover, the engine must be
shut down and the cause investigated.
NOTE: - For EMBRAER 190/195 equipped with FADEC Version 5.32,
during a cold soaked start in ambient temperatures lower
than -2C, dual ignition and increased starting fuel flow
schedule take place to provide greater torque during engine
on ground starts.
3-10
REVISION 12
Page 1
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
3-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
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.
SOPM-1755
3-10
REVISION 13
Page 3
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
prior to start the maneuver. Assure with ground personnel that area is
clear and the nose gear towing light showing green.
One towing supervisor is necessary to control the towing operation.
The towing supervisor should establish communication with towing
personnel and flight crewmembers at all times.
The engines can be started before, during or after the push back
maneuver.
Power back is not allowed.
FLIGHT CONTROLS CHECK
With all three hydraulic systems pressurized the Hydraulic P-BIT starts
and takes about one minute to complete. Performing the flight controls
check while the Hydraulic P-BIT is running may interrupt the P-BIT.
Perform the test with Flight Controls synoptic page open:
-
SOPM-1755
3-10
Page 4
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
RSP
Move flap lever to
the desired position
and verify EICAS
indication.
TAKEOFF FLAPS
___ SET.
AFTER ENGINE
START IS
COMPLETE
AND
AIRPLANE IS
STOPPED
Presses the
STEERING
DISENGAGE
SWITCH.
Checks flight
controls free travel
to the deflected
position on the MFD
synoptic page and
calls out any
discrepancy.
Selects MAP on
MFD and presses
the steering handle.
AFTER START
CHECKLIST.
RIGHT SIDE
CLEAR.
SOPM-1755
3-10
REVISION 13
Page 5
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
TAXI
GENERAL
Before the taxi out sequence the flight crew shall have the After Start
Checklist completed thoroughly. This procedure is also applied for
single engine taxi out.
Prior to taxi both pilots have to:
-
Turn on the taxi light and after parking brake release check normal
brakes.
During taxi:
-
Straight / DRY: 30 kt
Straight / WET or CONTAMINATED: 10 kt
Turns / DRY: 10 kt
Turns / WET or CONTAMINATED: 5 kt
Page 6
SOPM-1755
3-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
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 will decrease the
chances of having brake stacks frozen together in case
moisture was present prior brake application.
SOPM-1755
3-10
REVISION 15
Page 7
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
Flight leg time and turn around time (TAT): Lower flight leg time
and lower TAT have influence in the Tire wear rate. In this
scenario the tires work in higher temperatures.
Page 8
SOPM-1755
3-10
REVISION 12
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
SOPM-1755
The tail tip has the largest arc while turning and determines the
minimum obstruction clearance path.
3-10
REVISION 12
Page 9
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
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
R 16.35 m
53 ft 8 in.
R 17.47 m
54 ft 4 in.
R 5.97 m
19 ft 7 in.
76
R 15.80 m
51 ft 10 in.
18.04 m
59 ft 2 in.
(RUNWAY
MINIMUM WIDTH)
EM170AOM140674A.DGN
R 11.78 m
38 ft 8 in.
R 12.07 m
39 ft 7 in.
R 5.45 m
17 ft 11 in.
Page 10
SOPM-1755
3-10
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
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
EM170AOM140539B.DGN
R 14.07m
46ft 2in
R 14.36m
47ft 1in
21.40m
70ft 3in
(RUNWAY
MINIMUM
WIDTH)
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
3-10
REVISION 10
Page 11
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
Page 12
SOPM-1755
3-10
REVISION 12
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
ENGINE 2 SHUTDOWN
The APU start cycle must be performed as follows:
-
SOPM-1755
3-10
REVISION 15
Page 13
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
that thrust level for 30 s or until fan vibe level returns to normal. The
engine must be run up momentarily at intervals not to exceed 30 min.
During taxi, cold set (the condition where the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi. Turns should be performed at the largest turning radius,
preferably at a speed which do not required braking during the turn.
Maintain a greater than normal distance behind other airplanes while
taxiing in snow or slush-covered runways, to avoid contamination by
snow blown by jet blasts.
During low visibility or unfamiliar airport operation observe the ground
markings and consider requesting a FOLLOW ME vehicle to proceed
taxiing safely.
Page 14
SOPM-1755
3-10
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
RSP
With the
airplane static,
taxing in,
taxing out or
after a RTO
With the
airplane static
or when the
airplane has
stopped
Disengage AT.
ATTENTION CREW,
WAIT FOR
INSTRUCTIONS.
Accomplish
checklist.
SOPM-1755
3-10
REVISION 14
Page 15
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, shutdown the engines, pull
and rotate the Fire Extinguisher Handles, press the APU Emergency
Stop Button and discharge the APU Fire Extinguisher Bottle.
Depressurize the cabin and notify the ATC. At this moment, pilot
should verify which side(s) is(are) clear for evacuation, notify the cabin
crewmembers and command the emergency evacuation through the
P.A. system. In case the pilot is unable to do so, the command will be
given by the next ranking and capable crewmember. After fire
extinguishing agent discharge, in case of the fire alarm persistence,
the fire should be visually confirmed by the crew or confirmed by
requesting ground personnel's help. The crewmembers must identify if
an engine remains on fire; the associated exit door(s) should not be
used.
Page 16
SOPM-1755
Before leaving the airplane the pilot must turn off the batteries and
from this moment, the alert system, and the P.A. will be off. In case of
ditching, after completing the QRH procedures, pilots must dress the
lifejackets and should go to the passenger cabin to assure the
complete evacuation of the airplane and to supervise the after
evacuation tasks. If it is not possible to reach the passenger cabin,
both pilots have to evacuate the airplane through the cockpit window.
3-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
RSP
EMERGENCY
EVACUATION.
MEMORY ITEMS
When airplane
has stopped
ATTENTION CREW,
WAIT FOR
INSTRUCTIONS.
Notifies ATC.
ATTENTION CREW,
INITIATE
EMERGENCY
EVACUATION.
SOPM-1755
EMERGENCY
EVACUATION
CHECKLIST.
3-10
REVISION 15
Page 17
PROCEDURES AND
TECHNIQUES
GROUND OPERATIONS
STANDARD
OPERATING
PROCEDURES
Page 18
SOPM-1755
3-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
TAKEOFF
GENERAL
Before the takeoff sequence the flight crew shall have the Before
Takeoff Checklist completed thoroughly.
Takeoff briefing shall be performed prior to engines start in order to not
interfere with takeoff preparation. The briefing shall cover all actions
for both normal, such as flaps and autobrake settings, and non-normal
takeoff procedures expected to be used during the takeoff phase.
Additional briefing items may be required when different elements
exist, such as adverse weather, runway in use, runway conditions,
noise abatement requirements, dispatch using the Minimum
Equipment List (MEL), terrain clearance, special engine failure
departure procedure or any other situation or special consideration
that differ from routine.
Some types of techniques can be used in the takeoff phase, the types
described below are definitions used in the day by day operation.
Normal Takeoff up to 10 kt tail wind: 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 TOGA detent.
NOTE: For normal takeoff with tailwind up to 10 kt, performance
data is valid from the point where takeoff thrust (N1 target)
is achieved.
Normal Takeoff with tailwind above 10 kt (If allo wed by AFM):
Refer to TAIL WIND TAKEOFF of this section.
Static Takeoff: Pilot lines up the airplane on the runway, applies
brakes, adjusts thrust to 40% N1, when engines stabilize at 40% N1,
advances thrust levers to TOGA detent. Release the brakes when the
takeoff thrust (N1 target) is achieved.
NOTE: Due to the possibility of compressor stall, a static takeoff is
not recommended with a crosswind greater than 25 kt.
SOPM-1755
Rolling Takeoff: Pilot lines up the airplane with the centerline and, if
cleared for takeoff, adjusts thrust Levers to 40% N1 without applying
the brakes. When engines stabilize at 40% N1, pilot moves thrust
levers to TOGA detent.
NOTE: For rolling takeoffs, performance data is valid from the point
where takeoff thrust (N1 target) is achieved.
3-15-01
REVISION 13
Page 1
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
SLAT/FLAP RETRACTION
Flap retraction should be accomplished after the specified acceleration
altitude is reached. The minimum acceleration altitude for Slat/Flap
retraction is 400 ft.
The flaps should be retracted using the flap retraction speed reference
F-BUG and pitch angle adjusted to maintain a slight rate of climb.
After Slat/Flap retraction is complete, accelerate to normal en route
climb speed.
Page 2
SOPM-1755
3-15-01
REVISION 12
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
FLEX TAKEOFF
This method is also known as assumed temperature takeoff thrust. A
Takeoff with less thrust than the maximum takeoff thrust will be used.
When operating with flex takeoff thrust, thrust setting parameters used
to establish thrust for takeoff are not considered as operating limits;
thrust may be restored to the maximum available level during the
takeoff if REF ATTCS was set to ON during takeoff data setting and at
least one of the following events occur:
-
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
3-15-01
REVISION 13
Page 3
Page 4
3-15-01
SOPM-1755
80 Knots
EM170AOM980007D.DGN
THRUST
SET
ROTATE
V1
GEAR UP
V2 +10 TO V2 +20 Knots
POSITIVE RATE
CLIMB SEQUENCE
VNAV
RETRACT FLAPS ON SCHEDULE
ACCELERATION ALTITUDE
FLAP 0
CLIMB SPEED
AFTER TAKEOFF CHECKLIST
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
REVISION 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
SOPM-1755
After takeoff thrust has been set, the LSP will take control over the
thrust levers until V1 is announced as he/she is always responsible for
aborting the takeoff. All abnormalities during the takeoff run must be
called out in a loud and clear voice.
3-15-01
REVISION 12
Page 5
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
Airplane on the
runway
PNF
Airplane
accelerates past
80 KIAS
Airplane passes
V1 and VR
Positive Rate of
Climb
CHECKED.
EIGHTY KNOTS.
V1.
ROTATE.
Verifies positive rate
of climb.
POSITIVE RATE.
Page 6
SOPM-1755
3-15-01
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
At 400 ft AGL
CLIMB SEQUENCE.
Acceleration
Altitude
PNF
Selects or verifies
Lateral Mode.
Selects VNAV and
FMS Speeds (1).
Retracts flaps on
schedule.
When flaps are zero
calls:
FLAP ZERO.
NOTE:
PNF
Performs the after
takeoff checklist and
calls out.
AFTER TAKEOFF
CHECK LIST
COMPLETED.
SOPM-1755
Upon completing the After Takeoff Checklist the PNF must call out:
AFTER TAKEOFF CHECKLIST COMPLETED.
3-15-01
REVISION 15
Page 7
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
Page 8
SOPM-1755
INTENTIONALLY BLANK
3-15-01
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
RESPONSIBILITY
Whoever first identifies the undesirable event or malfunction must
announce it, but the decision to perform a RTO is the captains
responsibility. The RTO must be immediately initiated.
ACTIONS
-
SOPM-1755
3-15-05
REVISION 14
Page 1
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
Page 2
SOPM-1755
3-15-05
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
SOPM-1755
3-15-05
REVISION 13
Page 2A
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
Page 2B
SOPM-1755
INTENTIONALLY BLANK
3-15-05
REVISION 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
RSP
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.):
ATTENTION CREW,
WAIT FOR
INSTRUCTIONS.
Request appropriate
checklist if
Perform appropriate
applicable.
checklist.
If emergency
evacuation is
required
SOPM-1755
3-15-05
REVISION 10
Page 3
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
CROSSWIND TAKEOFF
The airplane has a good crosswind control capability during takeoff.
There is no special related procedure, just maintain directional control
using positive rudder and small control wheel inputs.
Runway alignment and smooth symmetrical thrust application are
strongly recommended when operating at contaminated runways.
At low speed use the rudder pedal steering to maintain runway
centerline until the rudder becomes effective. Directional deviation
should be corrected immediately with smooth and positive control
inputs.
The ailerons become more effective as the airplane accelerates.
Command control wheel into the wind to maintain wings level
throughout the takeoff run. This control wheel input will decrease as
speed increases. Over control can be avoided by using smooth rudder
control and small control wheel inputs.
In case of strong crosswind, small lateral control wheel input may be
used. Control wheel displacement greater than 4 results in increase in
drag due to spoilers deployment. During rotation, maintain control
wheel in the displaced position to keep the wings level during liftoff
and smoothly recover from the sideslip by slowly neutralizing the
control wheel and rudder pedals after liftoff.
3-15-05
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
Keep AT disarmed;
Adjust Thrust Levers to 60% N1;
When engines stabilize at 60% N1, release the brakes, arm
AT and slowly advance or make sure the AT has advanced
both Thrust Levers to TOGA detent before 60 kt.
TAKEOFF WITH TAILWIND ABOVE 10 kt ACTIONS and
CALLOUTS
PF
PNF
With AT disarmed:
Applies brakes.
Advances Thrust
Lever to 60% N1 to
allow engines
stabilization.
Airplane on the
runway
SOPM-1755
3-15-05
REVISION 10
Page 5
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
SOPM-1755
3-15-05
Page 6
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
SOPM-1755
To use FMS speeds, insert V2+10 kt, distance and height in the
DEP/APP SPD page on the MCDU.
3-15-05
REVISION 13
Page 7
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
NOT TO
SCALE
ACCELERATION ALTITUDE
VNAV
Page 8
SOPM-1755
EM170AOM980106C.DGN
CLIMB SEQUENCE
RETRACT FLAP ON SCHEDULE
3-15-05
REVISION 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
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.
SOPM-1755
3-15-05
REVISION 15
Page 9
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
V2 + 10 to 20
800 ft (NADP1) 1500 ft (ICAO)
VNAV/Climb Thrust
EM170AOM980156B.DGN
3000 ft AFE
V2 + 10
Page 10
SOPM-1755
3-15-05
REVISION 15
SOPM-1755
THRUST
SET
80 Knots
REVISION 15
3-15-05
AT 800 ft (NADP 1) OR 1500 ft (ICAO A) AFE
SELECT VNAV
MAINTAIN V2+10 TO V2+20 knots
UNTIL 3000 ft AFE
GEAR UP
V2 +10 TO V2+20 knots
POSITIVE RATE
ROTATE
V1
SET SPEED TARGET AS REQUIRED
RETRACT FLAPS ON SCHEDULE
AT 3000 AFE
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
Page 11
EM170AOM980013B.DGN
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
VFS + 10 to 20
800 ft (NADP2) 1000 ft (ICAOB)
VNAV/Climb Thrust
EM170AOM980157C.DGN
3000 ft AFE
V2 + 10
Page 12
SOPM-1755
3-15-05
REVISION 15
SOPM-1755
THRUST
SET
80 Knots
REVISION 15
3-15-05
AT 800 ft (NADP 2) OR 1000 ft (ICAO B) AFE
RETRACT FLAPS ON SCHEDULE
SET VNAV
MAINTAIN VFS+10 TO VFS+20 knots
UNTIL 3000 ft AFE
GEAR UP
V2 +10 TO V2+20 knots
POSITIVE RATE
ROTATE
V1
AT 3000 AFE
SET SPEED TARGET AS REQUIRED
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
Page 13
EM170AOM980020B.DGN
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
EMBRAER
170
EMBRAER
175
EMBRAER
190
EMBRAER
195
HGS
(LVTO)
HGS
(LVTO)
HGS
(LVTO)
Page 14
SOPM-1755
3-15-05
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
HGS SET.
SOPM-1755
NOTE:
PNF
3-15-05
REVISION 15
Page 15
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
WINDSHEAR
The policy is always to avoid potential windshear areas. Takeoff
briefing can include recent weather reports, visual observations and
crew experience with the airport prevailing weather. Consider to delay
the takeoff until conditions improve.
Whenever a windshear is suspected during takeoff the following
precautions should be taken:
Page 16
SOPM-1755
3-15-05
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
SOPM-1755
3-15-05
REVISION 15
Page 17
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
Page 18
SOPM-1755
INTENTIONALLY BLANK
3-15-05
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
ENGINE FAILURE
RECOGNITION
The first principles to best manage an engine malfunction are to
identify the affected engine correctly and take the correct action,
considering airplane on ground or in flight.
There are several ways to recognize engine failures, including
messages and airplane reactions:
-
ON GROUND
Engine Failure below V1
If an engine failure occurs prior to V1 a reject takeoff procedure (RTO)
has to be accomplished. (Refer to RTO Procedures).
Engine Failure above V1
If an engine failure occurs above V1, airplane direction and thrust
levers must be controlled, aiming to keep airplane on runway
centerline by smoothly applying rudder.
SOPM-1755
3-15-10
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
IN FLIGHT
Rotation must be done at a slower rate, slightly less than on a normal
takeoff, setting aileron in neutral and use rudder and yaw trim to keep
wings level, as high ailerons inputs will raise spoilers and increase
drag.
As a reference, the slip / skid indicator shall be approximately to
off center and between 0 to 5 of bank, according to speed, gross
weight and altitude. Generally the control wheel in the neutral position
is a good indication of the lowest drag for single engine.
Crew must keep close attention at first positive rate of climb to retract
landing gear, monitoring airplane profile.
The TO mode first guidance is based on takeoff weight and flap
setting, limited to a minimum pitch of 8 and maximum of 18.
Crew must follow the flight director guidance to maintain V2 to
V2 + 10 kt up to acceleration altitude, according to the three different
conditions below:
-
SOPM-1755
3-15-10
Page 2
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
15 at V2;
20 at V2 + 5 kt (*)
25 at V2 + 10 kt (*)
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 airplanes net path must clear all obstacles after the banked
turn by 50 ft instead of 35 ft.
3-15-10
REVISION 11
Page 3
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
PNF
Controls airplane
using rudder.
Cancels aural
warnings.
CHECK THRUST.
Verifies maximum
thrust on operating
engine.
THRUST
CHECKED.
ROTATE.
At VR
Rotate to Appropriate
pitch.
Verifies positive
rate of climb.
POSITIVE RATE.
Confirms positive rate
of climb.
GEAR UP.
Positions gear
lever UP.
After lift-off
Climbs at V2 to V2 +
10 kt.
Monitors speed
and attitude.
SOPM-1755
3-15-10
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
ENGAGE
AUTOPILOT.
At Acceleration
Altitude
PNF
At flaps retraction
speed:
FLAPS ___.
Selects FLCH
(verifies or set
VFS).
Engages AP.
Retracts flaps on
schedule upon
PFs command
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
Advise ATC.
safe altitude
defined on the take Monitor thrust,
off briefing or as
attitude and speed.
assigned by ATC.
SOPM-1755
(APPLICABLE
ABNORMAL)
CHECKLIST, I
HAVE ATC.
3-15-10
REVISION 10
Page 5
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
PNF
Reads the checklist
aloud:
THRUST LEVER 1(2)
IDLE.
Reading and
performing the
Engine Failure
Checklist
Reduces affected
engine Thrust
Lever to idle.
1(2) IDLE.
START/STOP 1(2)
STOP CONFIRM?
Places his (her) hand
over the failed engine
START/STOP
Selector.
Selects the
START/STOP
Selector to STOP.
Completes the Engine
Failure Checklist.
SOPM-1755
(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED.
3-15-10
Page 6
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
PNF
Accomplish the
procedures and
checklist.
AFTER TAKEOFF
CHECKLIST
COMPLETED.
SOPM-1755
3-15-10
REVISION 13
Page 7
Page 8
3-15-10
SOPM-1755
THRUST
SET
80 Knots
ROTATE
V1
GEAR UP
V2 TO V2 +10
POSITIVE RATE
ACCELERATION ALTITUDE
FLAP 0
MANTAIN FINAL SEGMENT SPEED (VFS)
SET / VERIFY MAX CONTINUOUS THRUST
EMERGENCY / ABNORMAL CHECKLIST
AFTER TAKEOFF CHECKLIST
ACCELERATION ALTITUDE
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
REVISION 10
EM170AOM980008A.DGN
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
ENGINE
FIRE, SEV ERE
DAMAGE OR SEPARATION
(ON TAKEOFF ABOVE V1) ACTIONS AND CALLOUTS
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
(ON TAKEOFF ABOVE V1) ACTIONS and CALLOUTS
PF
PNF
Before VR
Cancels aural
warnings.
Verifies maximum
thrust on operating
engine.
THRUST
CHECKED.
At VR
Rotate to Appropriate
pitch.
ROTATE.
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.
SOPM-1755
3-15-10
REVISION 15
Page 9
PROCEDURES AND
TECHNIQUES
TAKEOFF
STANDARD
OPERATING
PROCEDURES
SELECT HEADING,
BANK.
PNF
Selects HDG and
BANK.
SELECT FLCH.
ENGAGE AUTOPILOT.
At flap retraction speed:
FLAPS ___.
At Acceleration
Altitude
Reaching VFS:
Selects FLCH.
(verifies or set
VFS).
Engages AP.
Retracts flaps on
schedule upon
PFs command
until flap 0 then
calls.
FLAPS ZERO.
CONTINUOUS.
Sets or verifies
thrust rate to
continuous.
Page 10
SOPM-1755
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.
3-15-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
Climbing to Safe
Altitude
PF
PNF
Climbs at VFS to a safe Advise ATC.
altitude defined on the
take off briefing or as Monitor thrust,
attitude and speed.
assigned by ATC.
Disengages the
AUTOTHROTTLE.
THRUST LEVER 1(2)
IDLE CONFIRM?
Reduces affected
engine thrust lever to
idle.
1(2) IDLE
Performing
Engine Fire,
Severe Damage
or Separation
MEMORY Items
SOPM-1755
START/STOP 1(2)
STOP CONFIRM?
Place hand over
the AFFECTED
engine Start/Stop
SELECTOR.
Selects the
affected engine
Start/Stop selector
to STOP.
FIRE HANDLE 1(2)
PULL CONFIRM?
3-15-10
REVISION 15
Page 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
TAKEOFF
PNF
Reads the
Checklist.
Accomplish the
procedures and
checklist.
AFTER TAKEOFF
CHECKLIST
COMPLETED.
Page 12
SOPM-1755
3-15-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CLIMB
CLIMB
GENERAL
The climb phase has a significant impact in fuel consumption when
considering short and medium range flights since it represents from
20% to 40% of the trip time, registering fuel flows 40% greater than on
cruise phase.
When considering trip fuel, the climb phase shall not be analyzed
separately. The impact over the total trip fuel is the best way to check
a climb schedule.
EMBRAER provides information in the AOM Flight Planning section for
Maximum Climb Angle, Maximum Rate of Climb and recommended
Standard Speed Schedule.
INITIAL CLIMB
Best fuel and time efficiency is obtained by retracting flaps and slats
as soon as practicable, considering that a quick climb is important to
maximize efficiency. After selection of a vertical AFCS mode, verify
that climb thrust (CLB) is selected and displayed on the EICAS.
After flaps and slats retraction, the initial climb speed should be
chosen based on the operational requirements (obstacles, SID tracks
and constraints, weather conditions, noise restrictions, etc.) and
company policies, as well as local regulations.
With VNAV engaged the ALT SEL adjustments should always be
made in compliance with ATC instructions.
In order to avoid unwanted level offs, and when cleared of climbing
restrictions, the altitude constraints may be deleted or amended on the
FMS ACTIVE FLIGHT PLAN page at pilots discretion.
CLIMB SPEED
The climb speeds may be adjusted using the following criteria:
Obstacle Clearance: recommended VFS until MSA or above;
Weather Conditions: recommended VFS + 50 kt to clear low
altitude turbulence;
SOPM-1755
3-20
REVISION 13
Page 1
PROCEDURES AND
TECHNIQUES
CLIMB
STANDARD
OPERATING
PROCEDURES
If the takeoff heading offset from the route track is greater than
120, it is recommended to use VFS until reaching a heading
within 30 from the desired track;
If none of the considerations above are applicable or have been
cleared, accelerate to the altitude limited airspeed (usually
250 kt below 10000 ft) or climb speed.
If FMS speeds are in accordance with the desired speeds, select the
SPEED Selector to FMS on the Guidance Panel if it was not
previously selected.
The FMS speeds are default to the guidance mentioned below. If a
different speed is required the change may be 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.
Maximum Angle of Climb Speed
With flaps retracted, the recommended best Angle of Climb Speed for
all operational gross weights and takeoff altitudes is VFS. 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.
Page 2
SOPM-1755
3-20
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CLIMB
SOPM-1755
On ground the CLB-1 mode is inhibited if the take off thrust selected is
lower than CLB-1 thrust.
3-20
REVISION 10
Page 3
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CLIMB
ENROUTE CLIMB
The enroute climb speeds should be selected by the operators to
match their operational practices and requirements.
In general, the enroute climb speeds should be attained as soon as
practical to improve the flight efficiency, even at altitudes below
10000 ft where the local rules allow.
Usually a constant IAS is selected as enroute climb speed. This IAS is
maintained until a certain altitude where this speed intercepts a
selected Mach number that should be maintained until cruise altitude.
The altitude where the speed reference changes from IAS to Mach
number is called crossover altitude and is around 29000 ft.
CLIMB - ACTIONS and CALLOUTS
PF
PNF
TRANSITION
ALTITUDE.
Pushes the
BARO SET
(PUSH STD) and
crosschecks (*).
TEN THOUSAND.
TEN THOUSAND
CHECKED.
Upon passing
10000 ft AFE
Page 4
SOPM-1755
3-20
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CLIMB
SOPM-1755
3-20
REVISION 11
Page 5
PROCEDURES AND
TECHNIQUES
CLIMB
STANDARD
OPERATING
PROCEDURES
SOPM-1755
NOTE: Keeping the airplane trimmed at all times will minimize drag
increment.
3-20
Page 6
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
CRUISE
GENERAL
This section presents information that is pertinent to the cruise phase
of the flight. More in depth performance information is provided in the
AOM Vol. 1 - Flight Planning section.
SPEED SELECTION
MAXIMUM CRUISE SPEED
Maximum Cruise Speed provides the maximum True Air Speed (TAS).
It is achieved when maximum cruise thrust is used. Using maximum
cruise speed, the trip time is reduced and fuel burn increased.
MAXIMUM ENDURANCE
Maximum Endurance Speed provides the maximum time in-flight and
the minimum fuel flow. This speed mode is used when the trip time
has to be prioritized. As example, when the airplane is performing a
Holding or the arrival time at destine airport needs to be delayed for
any reason.
LONG RANGE CRUISE SPEED
In the Long Range Cruise Speed mode, the airplane is flown at a
speed corresponding to a specific range equal to 99% of maximum
specific range. It is used when range is the main factor in a given
route.
MAXIMUM RESERVE SPEED
Maximum Reserve Speed provides the maximum TAS while ensuring
the destination airport can be reached with the proper fuel reserves.
SOPM-1755
The crew should ensure, during walk around that the smart probes
delimited area is clean and free of obstructions, so that it may provide
correct speed, Mach number and TAT calculations.
3-25
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
ALTITUDE SELECTION
Tables of Altitude Capability, Flight Level, and the Wind Altitude Trade
are presented on AOM 1 Flight Planning section. These tables will be
helpful in enabling to use the aircraft more efficiently.
ALTITUDE CAPABILITY
For a given speed, weight and thrust, there is a maximum altitude at
which straight and level flight is possible. This Maximum Altitude is
also called "Airplane Ceiling".
The altitude capability can be verified on AOM flight planning section
for LRC and Mach 0.78 based on initial cruise weight for various ISA
conditions and all engines operating with a residual rate of climb of
300 feet per minute. The computed ceiling altitude based in
performance initialization data is also displayed in the FMS
PERF DATA page.
The maximum altitude at which an airplane can fly is limited by three
factors:
-
Engine thrust.
Capacity of the wing to generate enough buffet-free lift.
Operational envelope.
OPTIMUM ALTITUDE
The Optimum Cruise Altitude is the pressure altitude, for a given
weight and center of gravity, speed, air temperature that gives the
maximum specific range.
SOPM-1755
Many times, it is not possible to fly at the optimum altitude because the
available flight level depends on the direction of the flight or may not
be cleared by the ATC. In addition, the aircraft may not have enough
buffet margin to fly at that altitude.
The default for INIT CRZ ALT is OPTIMUM when the performance
mode is FULL PERF. The FMS calculates the optimum cruise altitude
based on the performance initialization data. After performance
initialization is complete, the calculated optimum altitude is displayed
in small characters on this page.
3-25
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
CLIMB
UP
DESCENT
AT LEAST 5 MINUTES
OF CRUISE
EM170AOM060008B.DGN
CRUISE
SOPM-1755
3-25
REVISION 10
Page 3
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.
EM170AOM980141A.DGN
Next ATC
Flight Level
Cruising
Altitude
Optimum
Altitude
SOPM-1755
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.
3-25
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
ROLL SCALE
ROLL POINTER
1O
1O
EM170AOM980142A.DGN
SLIP/SKID
INDICATOR
SOPM-1755
3-25
REVISION 10
Page 5
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, Roll Trim should be actuated in the same direction where
pilots inputs are needed or towards the down side of the control wheel
if a deflection is noticeable. Both parts of the Roll Trim Switch should
be pressed simultaneously and in most cases, only sharp, brisk
movements are required.
FUEL IMBALANCE
Fuel efficiency can be significantly affected as primary control surfaces
are deflected by the auto pilot in order to compensate for the
imbalance condition.
A fuel imbalance for which no EICAS message is displayed and has
not yet exceeded 360 kg (800 lb) may be regarded as a normal
procedure and corrected without the use of the QRH. It is
recommended however, to assure no fuel leak is in place.
With both engines operative, this can be done by comparing both fuel
quantity indications on EICAS with fuel remaining information
indication on FMS Fuel Management page before attempting a fuel
crossfeed.
NOTE: If the FUEL IMBALANCE caution message is not displayed on
the EICAS and a crossfeed is performed, the advisory
message FUEL EQUAL - CROSSFEED OPEN will be
displayed regardless of the imbalance value, which may lead
to an additional imbalance condition.
THROTTLE TECHNIQUE
Rapid and large thrust lever excursions should be avoided, as they
can be detrimental to various engines components and can accelerate
engine deterioration.
Page 6
SOPM-1755
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
40000
MRA = 0.76
35000
ALTITUDE ft
30000
25000
20000
VRA
15000
5000
SOPM-1755
0
190
200
210
220
3-25
REVISION 10
260
270
280
290
EM170AOM030011B.DGN
10000
Page 7
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 to vary and maintain
attitude.
THRUST SETTING
If severe turbulence cannot be avoided disconnect autothrottle and
make an initial thrust setting for the target airspeed. Change thrust
setting only in case of unacceptable airspeed variation.
NOTE: Do not extend flaps except for approach and landing.
MANUAL FLIGHT IN SEVERE TURBULENCE
The Autopilot should be maintained engaged when flying in severe
turbulence. At pilots 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
Page 8
SOPM-1755
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
LEVELS OF TURBULENCE
INTENSITY
AIRPLANE REACTION
EFFECTS ON
OCCUPANTS
Passengers and crew
can fell a small strain
against seat belts.
Light
Moderate
Changes in altitude
and/or attitude occur,
but the airplane stays in
a positive control at all
times.
Usually causes
variations in the
indicated airspeed.
Severe
SOPM-1755
Airplane may be
momentarily out of
control.
3-25
REVISION 15
It is not possible to
serve food or walk.
Page 9
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
DRIFTDOWN
Following an engine failure or inflight engine shutdown, an airplane
may not be able to maintain its cruise altitude. The driftdown profile
assures the airplane altitude is kept as high as possible throughout the
descent. The driftdown speed is represented by the Green Dot and
provides the lower descent gradient.
During a driftdown, the available thrust increases as the aircraft
descends. Eventually, at a certain altitude the available thrust will
become equal to the airplane drag, and the airplane will level off. This
altitude is called the gross level off altitude. The gross level off altitude,
when corrected by the 1.1% (2 engines), 1.4% (3 engines) or
1.6% (4 engines) gradient margins, is called the net level off altitude
and will depend on the atmospheric temperature and the airplane
weight.
Regulations (FAR 121.191/JAR-OPS 1.500) require that the airplane
be able to clear all terrain by a given margin when an engine fails. Two
means of compliance for en-route obstacle clearance are allowed:
-
1000 FT
OBSTACLE
Page 10
OBSTACLE
SOPM-1755
NET LEVELOFF
EM170AOM980143A.DGN
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
DRIFTDOWN PROCEDURE
After an engine failure or inflight engine shutdown during cruise, if drift
down procedure is required, pilots should select AT OFF and place
thrust lever of operational engine in TO/GA, set or verify thrust rating
to CON, adjust altitude selector to appropriate altitude in accordance
with route analysis and set driftdown speed. When reaching driftdown
speed, pilots select FLCH, perform applicable checklist, notify ATC
and monitor descent.
SOPM-1755
NOTE: Follow the Green Dot displayed on the speed tape (Load 21.2
and on) for driftdown.
3-25
REVISION 15
Page 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
Sets or verifies
thrust rate to
continuous.
Informs ATC:
report emergency
type and
intentions.
Turns fasten belts
to ON.
Press FLCH.
RVSM: take heading in
accordance with established
emergency procedures.
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
(IN FLIGHT) ACTIONS AND CALLOUTS
MEMORY ITEMS.
Disengages the
AUTOTHROTTLE.
Page 12
SOPM-1755
Performing
THRUST LEVER 1 (2) IDLE
Engine Fire,
Severe Damage CONFIRM?
or Separation
MEMORY Items
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
Performing
Engine Fire,
Severe
Damage or
Separation
MEMORY
Items
SOPM-1755
Performing
Engine Fire,
Severe
Damage or
Separation
checklist
reading.
3-25
REVISION 15
Page 12A
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
Reading and
performing the
Engine Failure
checklist reading
PNF
START/STOP 1(2)
STOP CONFIRM?
Place his (her) hand
on the failed engine
Start/Stop selector.
Page 12B
SOPM-1755
(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED.
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
RVSM
Before entering RVSM airspace, the flight crew should review the
status of the required equipment. If any required equipment fails prior
to entering RVSM airspace, a new ATC clearance should be obtained.
While flying in RVSM airspace:
-
EMERGENCY DESCENT
This maneuver is designed to bring the airplane down to a safe
altitude in the minimum amount of time when experiencing a rapid
depressurization or any other situation requiring immediate and rapid
loss of altitude. This procedure should be accomplishing by the crew
members from memory.
During an emergency descent, a permanent communication in the
cockpit should be maintained in order to identify a possible pilot
incapacitation.
SOPM-1755
3-25
REVISION 12
Page 13
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
LOSS OF ALTITUDE
If descending due to cabin depressurization the crew members should
don masks and establish communication immediately after, accurately,
verifying cabin is depressurizing uncontrollably.
Opening the masks stowage box automatically initiates the oxygen
flow. Pressing the harness inflation control valve will inflate the
harness, enabling its quick donning. Releasing the button will deflate
the harness firmly fitting it to the head. The mask is designed to be
donned within 5 seconds.
When the oxygen masks stowage box door is opened the masks
microphone is automatically activated and the headset boom
microphone is deactivated.
The speakers are also automatically activated and the communication
reception is possible through the speakers or the headsets.
Oxygen masks are operated at three selectable modes: The NORMAL
mode is to be used as a supplemental, when a regular amount of
oxygen, diluted with cabin air is capable to maintain a safe physiologic
level until a preset altitude, where the user inhales 100% oxygen. The
100% mode is mandatory during an emergency descent, as its not
diluted with cabin air, regardless cabin altitude. The EMER mode is
useful to remove smoke and fumes, as it is non-diluted oxygen
regardless of cabin altitude with a slightly positive pressure. When the
mask is on emergency mode, the air pressure and flow make
communication more difficult. To avoid communication disruption it is
recommended not to use the EMER setting continuously, selecting the
mode back to 100% or Normal after the mask is clear of smoke, fumes
or condensation.
Page 14
SOPM-1755
Once mask usage is not necessary, pilots must close the oxygen
mask stowage box doors and press reset button, enabling
hand/headset microphone booms.
3-25
REVISION 12
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
SOPM-1755
3-25
REVISION 14
Page 15
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
MANUAL DESCENT
Exceptionally, an emergency descent can be performed manually, but
additional recommendations must be considered due to an expected
high crew workload.
After selecting (counter clockwise rotation) 10000 ft ASL or MEA,
whichever is higher, crew must disconnect the auto throttle and set
thrust settings to idle. Then, smoothly open speed brake and turn
FD OFF.
If flying in RVSM airspace, pilot shall notify ATC and follow the
appropriate RVSM contingency procedure. Use TCAS as a reference
in this situation.
To start descend, smoothly lower the nose to initial descent attitude
(approximately 10 degrees nose down). Approximately 10 kt before
achieving target speed (VMO/MMO), slowly adjust pitch attitude to
maintain this speed. If structural integrity is in doubt, especially after
an explosive depressurization, use flight controls with care, and
maintain current speed.
To better keep airplane speed and thrust control, its 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.
Page 16
SOPM-1755
3-25
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
PNF
EMERGENCY
DESCENT.
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)
SOPM-1755
NOTE:
Checks flight
instruments and
engine
parameters.
3-25
REVISION 14
Advises ATC:
(CALL SIGN)
EMERGENCY
DESCENT.
Page 17
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
PNF
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.
TWO THOUSAND
TO LEVEL OFF.
2000 ft to MEA or
10000 ft
At Safe Altitude
Page 18
Retract speed
brakes.
ONE THOUSAND
TO LEVEL OFF.
SOPM-1755
1000 ft to MEA or
10000 ft
Accomplish
checklist.
3-25
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
HOLDING
In order to achieve maximum fuel economy, holding should be
performed at clean configuration, gear up and minimum fuel
consumption speed (Maximum Endurance speed), even if flying under
turbulence conditions.
The holding tables for clean configuration are provided in the AOM
Vol.1 - Flight Planning Section. They are calculated for the minimum
fuel consumption condition, further providing minimum maneuver
margin of 1.27 Vs (EMBRAER 170/175) and 1.29 Vs (EMBRAER
190/195) with A/I OFF or 210 KIAS for A/I ON.
Considering fuel conservation aspects, performing a holding pattern
with flaps extended should be avoided, since it significantly increases
fuel flow. In case the minimum Flaps Up maneuvering speed exceeds
maximum holding pattern speed, pilot should obtain ATC clearance to
maintain present speed or use minimum flap/slat setting to comply to
speed restriction. For flaps 1, fuel flow increases by approximately
20%.
Crew 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 and/or turn direction are entered by the pilot,
a new quadrant will be set automatically by the FMS.
SOPM-1755
3-25
REVISION 11
Page 19
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
Page 20
SOPM-1755
3-25
REVISION 15
STANDARD
OPERATING
PROCEDURES
CONTROLLER
TO
PILOT
COMMUNICATION SYSTEM (CPDLC)
PROCEDURES AND
TECHNIQUES
CRUISE
DATA
LINK
When flying in air space where ATC provides communications via data
link, airplanes equipped with Controller to Pilot Datalink
Communication System (CPDLC) should use data link message
exchange over voice communications when applicable.
NOTE: In order to use CPDLC functionalities, the operator should
have received operational approval to use datalink
communications from the local aeronautical authority.
The current CPDLC implementation is intended to be used in the en
route environment for non-time critical situations. Data link
communications coexists with VHF voice radio communications. When
using CPDLC data link for ATC communications, the crew should
monitor the appropriate ATC frequency and revert to voice when
appropriate.
AOM section 14-09-15 presents a description of each MCDU CPDLC
page.
Log-on and data link connection
Before using CPDLC communication, the flight crew should normally
have logged-on to the data link system prior to airspace entry. This
log-on process will need to follow the procedures published in the
relevant AIP, which may also specify time limits for the log-on process.
Log-on provides the ground system with the information necessary for
data link application association. To establish a successful log-on the
flight identification displayed on the ATC NOTIFY/STATUS MCDU
page shall be identical to that on the filed flight plan. If the flight
identification is changed a new log on should be performed.
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:
-
SOPM-1755
3-25
TEMPORARY REVISION 15.1
Page 20A
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
Prior to flight the flight crew should verify the availability of the
CPDLC service on the intended route.
The flight crew and/or the air traffic controller involved have
the discretion to discontinue the use of data link services.
SOPM-1755
have
3-25
Page 20B
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
Loss of Communication
In case the CPDLC datalink communication is lost, or the crew
suspects that messages are not being correctly sent to or received
from ATC, the crew must revert to voice communication with the
proper ATC station.
In the event of voice communication failure, the availability of a
CPDLC between the airplane and the ATC station does not relieve the
flight crew from following the ICAO or any other local authority
applicable of loss of communications procedure.
CPDLC Uplink Messages
When a CPDLC uplink message is received from ATC an aural
MESSAGE ATC is triggered and an ATC annunciation is displayed
on PFD in white flashing in inverse video.
Once the aural MESSAGE ATC is triggered both pilots should check
the display of ATC on PFD. The PNF access the received message
by pressing the DLK key on the MCDU.
In order to guarantee that both pilots maintain the same level of
situational awareness about ATC requests the PNF should readback
the content of the received message to the PF.
Once the message is read the crew should brief its content in order to
determine if it is possible to comply with the instruction received. The
PNF responds by selecting the applicable answer from the available
options on the ATC UPLINK MSG page.
SOPM-1755
3-25
TEMPORARY REVISION 15.1
Page 20C
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
PNF
Checks ATC
Checks ATC
annunciation.
annunciation on PFD.
Press DLK key on
the MCDU.
Upon receiving an
ATC uplink
message with ATC
aural and ATC
annunciation on
PFD.
Readback the
received message
content.
Confirms the
applicable response
message.
Select the
applicable response.
SOPM-1755
Verifies message
status changed to
CLOSE on the ATC
MSG LOG page.
3-25
Page 20D
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
SOPM-1755
Once both pilots have agreed with the request/report message content
the PNF selects SEND on the ATC MSG VERIFY page. The message
status will change to SENT on the ATC MSG LOG page indicating that
the message was correctly sent.
3-25
TEMPORARY REVISION 15.1
Page 20E
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
PNF
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.
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 20F
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
UNRELIABLE AIRSPEED
Unreliable airspeed indications usually are associated with partial pilot
static system blocking, damage or frozen as well deterioration of
system parts.
The flight crew can recognize an unusual indication monitoring
airspeed indications and crosschecking PFD 1, 2 and IESS. IAS and
ALT miscompare monitor annunciations can be also used to aid pilots
to identify this condition.
When this scenario occurs the Autothrottle and Autopilot must be
disengaged once these systems use the airspeed indications to adjust
their gains. The Flight Director may be also unreliable and should not
be followed.
With the Autothrottle and Autopilot disengaged the crew must maintain
proper control of the airplane by means of pitch attitude and power
settings.
AOM Vol.1 and QRH - Emergency and Abnormal Procedures sections
present Unreliable Airspeed tables to be used on each flight phase.
The use of Speedbrake should be avoided since the capacity of the
flight crew to monitor the speed change might be compromised.
Under an Unreliable Airspeed scenario, Altitude and/or Vertical Speed
indications may also be unreliable.
Ground Speed indication available on PFD and GPS altitude may also
be used as reference if PFD indication is unreliable.
SOPM-1755
3-25
REVISION 15
Page 21
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
PNF
Page 22
SOPM-1755
3-25
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
NOSE-DOWN RECOVERY
ACTIONS AND CALLOUTS
PF
Disengages the
Autopilot and
Autothrottle.
PNF
SOPM-1755
Resumes normal
level flight.
3-25
REVISION 10
Page 23
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
FLIGHT PATH
VECTOR
F AT
TAC
2O
1O
1O
-3.O
1O
1O
2O
2O
PITCH
ATTITUDE
Page 24
SOPM-1755
HORIZON
EM170AOM980153A.DGN
VEL
LE O
ANG
OCITY
2O
3-25
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
VEL
OC
ITY
VE
HIGH
AOA
LO
CIT
LO
LO
CIT
CIT
Y
HIGH
AOA
HIGH
AOA
HORIZON
EM170AOM980154A.DGN
VE
VE
Speed and altitude will affect the stall as follows: as altitude increases,
the indicated airspeed at which low speed buffet occurs increases; as
altitude increases, high speed buffet speed decreases. Using buffet
boundary charts or referencing to g margins allow pilots to determine
how high or how fast they can go.
The aerodynamic stall, especially at high speed, is characterized by
buffeting, combined or not with some loss of lateral control. In low
speed situations, an artificial stall warning is provided in advance to
the aerodynamic stall in the form of stick shaker. During flight in icing
conditions, the airplane may stall at much higher speeds and lower
angles of attack than normal. In icing conditions, the activation of the
stick shaker is anticipated and the PLI and LSA indication are adjusted
to cope with the altered stall onset characteristics.
SOPM-1755
3-25
REVISION 15
Page 25
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
Page 26
SOPM-1755
3-25
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
CRUISE
PNF
STALL
(Pilot first noticing the stall situation).
Disengages
Autothrottle.
Checks Auto
Throttle and Auto
Applies nose down
Pilot disengaged.
and levels the wings
until out of stall.
Monitors altitude
Applies thrust as
and speed.
required.
Performs any
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
3-25
REVISION 15
Page 27
PROCEDURES AND
TECHNIQUES
CRUISE
STANDARD
OPERATING
PROCEDURES
Page 28
SOPM-1755
INTENTIONALLY BLANK
3-25
REVISION 14
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 in accordance with the desired, the descent
may be made on FMS speeds. Any change to these speeds must be
made on the PERFORMANCE INIT page or on the PERF DESCENT
page.
The default descent speeds on the FMS are:
Between 41000 ft and the altitude to CAS/Mach transition:
Mach 0.76.
- Between 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. This will prevent the speedbrakes from being
left extended when no longer required.
SOPM-1755
3-30
REVISION 10
Page 1
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 can be made on the PERFORMANCE INIT page or
PERF DESCENT page during the FMS initialization or in flight.
Approaching the TOD set the Altitude Selector to the cleared altitude
and the FMS commands to descent upon reaching the TOD.
The FMS commands a VPATH descent unless a late descent is
required or if the lateral mode is other than LNAV.
If any lateral change needs to be executed during descent with
VPATH engaged, revert the vertical mode to FPA, execute the lateral
direct to, the vertical direct to and return back to VNAV.
In VFLCH descents the altitude constraint may not be reached by the
altitude constraint waypoint. VFLCH is similar to FLCH descents
where the guidance is to maintain the selected speed with the engine
thrust at idle.
In case of a late or early descent make use of the Descend Now
function on the FMS.
Under radar vector it is suggested to disengage VNAV and set Speed
Selector Knob to MANUAL.
IDLE DESCENT
AOM/QRH present tables of angle/speed pairs which establish a
condition to perform a descent with idle power setting until 12000 ft.
The speeds published in these tables must be inserted on the FMS in
order to guarantee the idle descent. These speeds are not speeds that
the airplane will actually fly; they are used just as reference in
conjunction with a flight path angle.
The flight path angle is calculated based on a certain weight at the top
of descent and also must be compensated for wind effects and/or ice
forecast on descent. Headwinds cause steeper flight path angles while
tailwinds have the opposite effect.
Page 2
SOPM-1755
This procedure for idle descent will achieve the expected results only if
it is possible to perform a constant descent, without step downs, and
with the airplane initiating the descent on the calculated TOD. The
flight path angle is calculated based on a certain weight at the top of
3-30
REVISION 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
DESCENT
FMS VPATH engaged. This mode always prioritizes angle over speed.
The feature early descent should be avoided.
This procedure for idle descent provides a most efficient descent in
terms of fuel savings and also enhances the cabin rate of descent
variation.
2.
FL
Dist = 2 Difference + 15
10
Dist = 3
FLDifference
10
SOPM-1755
3-30
REVISION 13
Page 3
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
Page 4
(350 70)
= 84 NM
10
SOPM-1755
Dist = 3
3-30
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
DESCENT
ICE CONDITION
Observe normal procedures contained in the approved AFM.
When using the autopilot, monitor pitch attitude and speed
continuously.
SOPM-1755
3-30
REVISION 10
Page 5
Page 6
3-30
SOPM-1755
TOD
FL difference
CRUISE
250 kt
(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
290 kt
MACH 0.76
PROCEDURES AND
TECHNIQUES
DESCENT
STANDARD
OPERATING
PROCEDURES
REVISION 10
EM170AOM980033D.DGN
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
APPROACH
GENERAL
This chapter outlines recommended normal and abnormal operating
practices and techniques for precision, non-precision, circling and
visual approaches, as well as missed approach and go-around
maneuvers.
FUEL CONSUMPTION
The fuel consumption during the approach phase is influenced by two
main factors:
-
ATC requirements;
Pilots flying techniques.
SPEEDBRAKES DOWN
(STOWED)
1 NM for each 10 kt
2 NM for each 10 kt
Speed reduction
Speed reduction
SPEEDBRAKES UP
(DEPLOYED)
1 NM for each 10 kt
Speed reduction
Speed reduction
SOPM-1755
CONFIGURATION
3-35-01
REVISION 11
Page 1
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
FLAP
UP
210
1
180
2
160
3
150
4
140
5
140
FULL
130
FLAP MANEUVERING SPEEDS
NOTE: These speeds allow an inadvertent 15 overshoot beyond the
normal 25 bank and provide 1.3 g margin over stick shaker
speed. They are valid for all weights up to the maximum
structural landing weight.
FLAPS CHOICE
SOPM-1755
3-35-01
Page 2
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
The use of FULL flaps should be considered when the field length
renders its use and also at pilots discretion when additional runway
limitations exist, such as known slippery conditions.
Additionally, flaps full should also be considered when the STALL
PROT ICE SPEED is present in the EICAS (even without actual icing
conditions) and a combination of high landing weights short field
lengths exist.
INSTRUMENT APPROACHES
Approximately 50 NM before descent, pilots should perform the
approach briefing.
Its recommended to set instruments before the briefing.
The items to be covered by the briefing are:
-
Pilots must keep close attention to the altitude and speed restrictions
according to the charts. Some airports are provided with contingency
and special procedures.
Speeds must be set according to the weight and flap selection,
considering weather status (CAT II, ICE conditions etc).
SOPM-1755
3-35-01
REVISION 11
Page 3
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Any deviation
GUIDANCE.
from
the
flight
director
guidance
SOPM-1755
3-35-01
Page 4
REVISION 10
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
ILS
LOC
INITIAL
MODE
PRIMARY
SOURCE
PREVIEW
LNAV
FMS
YES
(5)
HDG
FMS
HDG
V/L
HDG
LNAV
V/L
FMS
YES
NO
NO
YES
ARMING
FINAL FMA
INDICATION
LATERAL
VERTICAL
APP
(5)
LOC
GS
APP
(5)
LOC
GS
APP
LOC
NAV
LOC
APP
BC
BC
HDG
V/L
NO
NAV
BC
GS
FPA
V/S
FPA
LNAV
FMS
YES
APP
(3)
LNAV
(4)
V/S
FPA
(4)
V/S
GP
(1)
(4)
(3)
FPA
V/S
VOR
GP(3)
HDG
FMS
(1)
YES
NAV/APP
(3)
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)
SOPM-1755
HDG
FMS
NO
APP(6)
LNAV
GP(6)
FPA
GP(6)
FPA
NOTE:
(1) The preview mode can be used as a method to monitor the course
bar for the VOR while LNAV is the primary display on the HSI. The
VOR mode cannot be captured as this 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.
3-35-01
REVISION 14
Page 5
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
(4) The preferred vertical mode is FPA but it is acceptable to use V/S.
(5) If cleared to intercept final, but not for the ILS, it is recommended to
use LNAV or alternatively display V/L and arm it by pressing NAV.
(6) The preferred vertical mode is VNAV GP, but it is acceptable to use
FPA. VNAV without GP shall not be used.
DECISION ALTITUDE/HEIGHT
The ILS CAT I decision altitude is based on barometric altimeter
(BARO) and CAT II / III decision height is based on the radio altimeter
(RA).
STABILIZED APPROACH
The airplane should be stabilized by 1000 ft AFE if in IMC conditions
and no lower than 500 ft AFE if in VMC conditions. An approach is
considered stabilized when all of the following criteria are met:
-
SOPM-1755
3-35-01
Page 6
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
3-35-01
REVISION 15
Page 7
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 8
SOPM-1755
3-35-01
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
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, and VNAV, VGP, FPA or V/S mode
for altitude changes.
VNAV is the preferred mode for the initial approach when the FMS
flight plan is programmed for the intended arrival.
For Non-precision approaches using FMS as the navigation source,
the APPR annunciator on the HSI display must turn on 2 NM before
the FAF. It remains displayed for the remainder of the approach. This
is a positive cue to the flight crew that the sensor configuration is
correct and sensor integrity is within limits for the approach. The
approach annunciator is not displayed during localizer based
approaches since the FMS as the navigation source is not authorized
to be coupled during localizer approaches.
The DGRAD annunciator must be off throughout the approach. If the
DGRAD turns on, the FMS as the navigation source must not be used
for the remainder of the approach. The flight crew continues the
approach using raw data or performs the missed approach procedure.
SOPM-1755
3-35-01
REVISION 11
Page 9
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
MALFUNCTIONS
Any airplane malfunction requiring crew action below 1000 ft AFE
under IMC should lead to a go around.
Malfunctions above 1000 ft AFE are to be evaluated by the crew and
should lead to a go around if necessary procedures can not be
completed before reaching 1000 ft.
NOTE: - In case of any failure that affects the flight director approach
mode capability or the ability to continue on the same
approach category above 1000 ft AFE, the decision to
continue on a downgraded approach category must be made
if the missed approach considerations and the new approach
minimums have been set at or above 500 ft AFE, and no
other checklists or procedures are required below 1000 ft.
- In case of go-around follow the normal go-around procedure
and a new approach may only be performed when the
appropriate action is accomplished and malfunction
consequences properly evaluated.
Following an Autothrottle failure below 500 ft the approach may be
continued if the airspeed is under control and stabilized.
ENGINE FAILURE DURING FINAL APPROACH
If an engine failure occurs during final approach it will be the captains
responsibility to decide to continue the approach or initiate a go
around. In case of any doubt that the landing can be conducted safely,
a go around must be accomplished.
FLAPS 5 Landing:
When landing with flaps 5 the airplane will already be in the required
configuration for an OEI landing. Only a speed adjustment is
necessary to continue the approach.
Crew must be sure that runway distance is enough to complete
landing safely; taking into account the speed additive and the fact that
only one thrust reverser will be available.
Page 10
SOPM-1755
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PROCEDURE TURN
Procedure turns are used to reverse course during an approach. A
procedure turn is only available from approaches in the navigation
database or via raw data. Using the FMS constructs the procedure
turn with an outbound leg, a turn out leg, an arc leg, and an inbound
leg. Only the outbound leg and the procedure turn angle are
adjustable.
If a full procedure turn is required, select flap 1 reducing to flap 1
maneuvering speed one minute before the aircraft passes the fix.
Approximately 30 seconds after station or fix passage, select flap 2
and reduce to flap 2 maneuvering speed.
A normal outbound leg is 45 seconds to 1 minute. Some procedures
turns are specified by a procedure track in the NAV charts. The turns
must be flown as depicted and monitor in the PFD. The ground speed
and the airplane position relative to the procedure turn should be
monitored.
PRECISION PROCEDURES
If a complete arrival procedure to the localizer and glide slope capture
point is intended, the initial approach phase may be completed using
LNAV and VNAV. Ensure the FLIGHT PLAN (FPL) pages sequence,
altitude restrictions and the MAP DISPLAY reflects the air traffic
clearance.
SOPM-1755
3-35-01
REVISION 15
Page 11
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ILS CAT I
When performing an ILS CAT I, pilots should use the autopilot and
autothrottle to minimize crew workload.
When starting the deceleration segment, approaching the airport while
either being radar vectored or using own navigation, slow the airplane
to 210 KIAS, at base leg select flap 1 reducing to flap 1 maneuvering
speed. When maneuvering to intercept the localizer, select flap 2
reducing to flap 2 maneuvering speed.
When cleared for the approach and airplane is established on an
intercept heading of less than 90 of the inbound track, select the APP
mode on the guidance panel to arm the LOC and GS and set vertical
speed using VNAV/FPA/FLCH or VS as required to capture the glide
slope.
Once captured, the glide slope will become active and the go-around
altitude may now be set on the Guidance Panel. When One dot to
intercept the glide slope, extend landing gear, select flap 3 reducing to
flap 3 maneuvering speed. At GS capture, select landing flaps,
reducing to the 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 prior to FAF or 5 NM from the
threshold, whichever comes first.
If the aircraft cannot meet the stabilized approach criteria, execute a
missed approach.
STEEP APPROACH
The Steep Approach procedure is applicable to approaches where the
angle of descent on final path for landing is greater than or equal to
4.5. The maximum tail wind for steep approach is 5 kt.
Page 12
SOPM-1755
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
3-35-01
REVISION 15
Page 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
Confirms the
STEEP arm
annunciation on
FMA.
In landing configuration.
BEFORE LANDING
CHECK LIST.
Before final
glide path
interception
Check STEEP
engaged
annunciation and
performs the
BEFORE
LANDING
checklist.
BEFORE
LANDING
CHECKLIST
COMPLETED.
AUTOLAND CAT I
Page 14
SOPM-1755
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
3-35-01
REVISION 15
Page 15
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Performs approach
briefing (aircraft status,
fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for the
approach, work
distribution and taxi-in
route).
Prior to start
descent
Page 16
PNF
Calculates approach
speeds.
SOPM-1755
PF
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
TEN THOUSAND.
TEN THOUSAND
CHECKED.
10000 ft AFE
TRANSITION LEVEL.
Transition Level
Speed Selector
knob as required.
Verifies pre Verifies pre-selected
selected final
final approach course,
approach course,
radios and DH/DA
radios and DH/DA
minimums.
minimums.
Before starting the APPROACH
approach
CHECKLIST.
SOPM-1755
Performs approach
checklist.
APPROACH
CHECKLIST
COMPLETED.
3-35-01
REVISION 15
Page 17
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
PF
Presses the APP
button on guidance
panel.
LOCALIZER ALIVE.
First positive
inward motion of
localizer
GLIDE SLOPE
ALIVE.
At Glide Slope
SET GO-AROUND
HEADING AND
ALTITUDE.
FLAPS__, BEFORE
LANDING
CHECKLIST.
Final approach fix
inbound or outer
marker
Page 18
(1)
SOPM-1755
NOTE: -
PNF
Checks proper
annunciation on
FMA.
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Below 1000 ft RA
PNF
Verifies or calls out.
ONE THOUSAND.
Verifies
instruments and no
Verifies instruments
flags.
and no flags.
Callouts deviations:
SINK RATE.
GUIDANCE.
SPEED.
LOC.
GLIDE.
Verifies or calls out.
NOTE:
RA(2)
CHECKED.
500 ft Starts to follow
thrust lever
movement or
continues
controlling thrust
manually.
80 ft to minimums
EGPWS callout
APPROACHING
MINIMUMS
SOPM-1755
At DA - If visual
reference is
established at an
adequate position for
a safe landing by PF. LANDING.
3-35-01
REVISION 15
FIVE HUNDRED.
APPROACHING
MINIMUMS.
Verifies or calls out.
MINIMUMS.
Page 19
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
PF
At DA - 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: -
PNF
Verifies or calls out.
MINIMUMS.
(1)
Page 20
SOPM-1755
3-35-01
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
3-35-05
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
WORK DISTRIBUTION
The pilot is responsible for monitoring all phases of the low visibility
approach remaining on instruments and calls out any observed
discrepancies:
Deviation
Callout
GUIDANCE
SINK RATE
LOC/GLIDE
Above
Target speed + 10 kt.
Below
Target speed 5 kt; or
any speed less than VRF,
whichever is higher.
SPEED
GO AROUND
PILOT must immediately initiate a Go Around at minimums if:
Not enough visual guidance is available.
Visual guidance is obtained but the airplanes position is
inadequate for a safe landing.
MALFUNCTIONS
SOPM-1755
3-35-05
Page 2
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
DUAL
170
175
CAT II
AP
AL
FD only
AP
AL
FD only
CAT III
AL
AL
CAT II
AP
AL
AP
AL
CAT III
AL
AL
ENGINE
SINGLE
ENGINE
190
HGS
(HUD A3)
AP
AL
FD only
HGS
(HUD A3)
AL
HGS
(HUD A3)
AP
AL
HGS
(HUD A3)
AL
195
HGS
(HUD A3)
AP
FD only
HGS
(HUD A3)
HGS
(HUD A3)
AP
HGS
(HUD A3)
SOPM-1755
3-35-05
REVISION 10
all
Page 3
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
AP: Autopilot
AL: Autoland
FD: Flight Director
HGS: Head Up Guidance System
AUTOLAND
E-JETS can be optionally equipped with the Autoland capability.
AUTOLAND 1 consists of approach, touchdown and 5 seconds of roll
out and can be accomplished on CAT I, II or IIIa approaches.
AUTOLAND 2 complements the AUTOLAND 1 functionality with
additional rollout guidance up to a safe taxi speed and can be
accomplished on CAT I, II, IIIa and IIIb approaches.
Autoland can be performed with or without autothrottle and with one
engine inoperative.
AUTOLAND MODES
Five modes are related specifically to Autoland:
Page 4
SOPM-1755
3-35-05
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PARALLEL RUDDER
In Autoland equipped airplanes, yaw axis control is also provided
through an additional (parallel) rudder servo.
The parallel rudder servo engages at Autoland engagement and at goaround with AP engaged. When parallel rudder servo is engaged a
self-test is accomplished by a small and slow movement of pedals in
both directions, but not causing any rudder movement.
During final approach (AEO or OEI) the system logic applies the crab
technique in case of crosswind landing until 150 ft, below 150 ft
sideslip is applied.
Loss of rudder servo during Autoland disengages the autopilot causing
the loss of Autoland capability.
GO AROUND
Perform the go around procedure in the order given. Be aware that if
the flaps are set out of position 5 before pressing the TO/GA button (to
engage the GO AROUND mode) the active approach mode
disengages, the flight director reverts to track mode and the Rudder
Servo is de-energized requiring pilot input to maintain directional
control.
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
REVISION 11
Page 5
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
HGS
The HGS may be used during all approach and landing operations.
Profiles, configurations and speeds remain the same as for a similar
head-down approach. It is recommended that the HGS approach
procedures be used, whenever possible, to maintain proficiency. This
reinforces crew coordination and confidence in the system. HGS can
be performed with or without autothrottle.
As part of the functions of a primary flight display, the HGS echoes the
flight director commands provided by the airplane on board FCS.
Flight director commands are presented on the HGS in the form of a
guidance cue (circle), which is positioned with respect to the HGS
flight path symbol.
With the CAT III functionality, the HGS computer will be capable of
generating CAT III guidance to be displayed on the HUD combiner.
The head down display will duplicate the HGS CAT III mode
annunciations on the PFD FMA. Additional CAS Messages will exist in
case CAT III capability is not available or turned OFF. For HUD A3
approaches it is mandatory to disengage the autopilot after the landing
configuration is achieved above 500 ft.
For visual approaches, the HGS display is very nearly the same as the
Flight Director approach format. However, the Guidance Cue and ILS
deviation symbols are not included in the display. The HGS display
enhances the visual approach operation by allowing the pilot to
establish and maintain the aircraft on the proper glide path to the
runway without reference to a ground based landing system (ILS,
VASI, etc.). In a visual approach, Flight Path is used to control the
approach to the runway. This is particularly beneficial during nighttime
approaches or approaches with poor visual cues.
When approaching using HGS, pilot should concentrates on following
the HGS guidance and getting visual cues. Instruments should also be
monitored, EICAS and the HGS comprised in case of dual HGS
configuration or the EICAS and the PFD in case of single HGS
configuration.
GO AROUND
Page 6
SOPM-1755
3-35-05
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
MALFUNCTIONS
On a dual HGS configuration, in case of PF HGS malfunction above
500 ft AFE under IMC, if local regulations permits and conditions are
safe, the controls may be transferred to the PNF and the approach be
continued at crew discretion. Go Around should be accomplished if
pilot considers that continuing the approach is unsafe or PNF has no
conditions to assume controls. In this case, do not transfer the
controls.
HGS approaches must be flown following the actions and callouts
applicable to the type of approach and, for a dual configuration, the
task sharing below is to be used in case of any failure that affects the
HGS displays.
PILOT FLYING HGS MALFUNCTION DURING APPROACH DUAL HGS CONFIGURATION (ONE SIDE FAILS)
PF
HUD FAIL.
Immediately starts
flying head down
through the PFD.
Above 500 ft
Able to transfer
the controls
PNF
Checks for normal
operation of his/her
HGS and HUD A3
mode engaged and
safe conditions to
continue the
approach.
HUD OK.
YOUR CONTROLS.
SOPM-1755
Monitors the
instruments,
comprising the PFD,
MFD and EICAS.
MY CONTROLS.
3-35-05
REVISION 10
Page 7
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.
PNF
Checks for normal
operation of his/her
HGS and HUD A3
mode engaged and
safe conditions to
continue the
approach.
HUD FAIL.
SOPM-1755
GO AROUND.
Initiates go around
procedure.
3-35-05
Page 8
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
LOW
VISIBILITY APPROACH ACTIONS
CALLOUTS
AND
Performs approach
briefing (aircraft
status, fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for
the approach, work
distribution and taxi-in
route).
Prior to start
descent
PNF
Calculates and sets
approach speeds.
NAV approach
frequencies: set
ILS frequency on
stand by (1);
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)
mode .
mode (2).
Checks approach
Checks approach
speeds.
speeds.
(1)
(2)
SOPM-1755
NOTE:
3-35-05
REVISION 10
Page 9
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
DESCENT
PF
TEN THOUSAND
CHECKED.
PNF
TEN THOUSAND.
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.
Sets and verifies
altimeters.
Verifies that all
altimeters are set
QFE/QNH.
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.
Page 10
SOPM-1755
Performs approach
checklist.
APPROACH
CHECKLIST
COMPLETED.
3-35-05
REVISION 12
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
First positive
inward motion of
localizer
Glide slope alive
GLIDE SLOPE
ALIVE.
On final inbound
before FAF
(2 NM) or one
dot to intercept
the glide
At Glide Slope
NOTE: -
LANDING GEAR
DOWN FLAPS 3.
SET GO AROUND
HEADING AND
ALTITUDE.
Selects Flap 3.
_______ SET (2).
Selects the go-around
heading and altitude.
(1)
SOPM-1755
3-35-05
REVISION 15
Page 11
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
APPROACH
PF
PNF
FLAPS 5, BEFORE
LANDING CHECKLIST.
Between 1500 ft
and 1000 ft RA
or
outer marker,
whichever
comes first
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.
LOC (2).
GLIDE (2).
Below 1000 ft
RA
GUIDANCE (3).
SINK RATE.
Page 12
APPROACH 2,
HUD A3.
AUTOLAND 1,
AUTOLAND 2,
SOPM-1755
NOTE: -
(1)
3-35-05
REVISION 13
STANDARD
OPERATING
PROCEDURES
-
PROCEDURES AND
TECHNIQUES
APPROACH
(2)
SOPM-1755
3-35-05
REVISION 13
Page 12A
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 12B
SOPM-1755
INTENTIONALLY BLANK
3-35-05
REVISION 13
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
Verifies or calls out.
At 500 ft RA(2).
CHECKED.
FIVE
HUNDRED
80 ft above
Minimums
EGPWS callout:
APPROACHING
MINIMUMS
At DH (EGPWS
callout
MINIMUMS)
If visual reference
is established
and adequate
position for a safe
landing exists by
LSP.
(1)
SOPM-1755
NOTE:
FIVE HUNDRED.
3-35-05
REVISION 15
Page 13
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
APPROACH
PF
At 50 ft
For
AUTOLAND 1:
At nose gear
touchdown or after
Autopilot
disconnection,
assumes airplane
control.
For
AUTOLAND 2
Page 14
SOPM-1755
At DH (EGPWS
callout
MINIMUMS) - If
no visual
reference is
established
and/or an
inadequate
position for a safe
landing exists
PNF
3-35-05
REVISION 10
REVISION 13
3-35-05
GEAR DOWN
FLAPS 3
ONE DOT
PRESELECT
GO AROUND HEADING
LOCALIZER CAPTURE
APPROACHING FIELD
APPROPRIATE VERTICAL AND LATERAL MODES
MISSED APPROACH
EM170AOM980011C.DGN
SOPM-1755
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 15
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
GO AROUND
Page 16
SOPM-1755
3-35-05
REVISION 15
REVISION 13
3-35-05
GEAR DOWN
FLAPS 3
ONE DOT
PRESELECT
GO AROUND HEADING
LOCALIZER CAPTURE
FIX
FLAPS 5
SET GO AROUND ALTITUDE
BEFORE LANDING CHECKLIST
MISSED APPROACH
APPROACHING FIELD
EM170AOM980025E.DGN
SOPM-1755
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 17
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 18
SOPM-1755
INTENTIONALLY BLANK
3-35-05
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
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.
3-35-10
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Use HDG lateral mode and FPA or V/S vertical mode until
clear to intercept the final approach course;
On downwind leg it is recommended to use the
ACT VECTORS prompt to extend the final approach
presentation;
Arm LNAV through the APP or NAV button only when on the
last heading to intercept the final approach course.
SOPM-1755
3-35-10
Page 2
REVISION 10
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.
A compensated MDA (DA) is assigned on the TEMP COMP page and
must be used as current MDA (DA).
VPATH
With VPATH mode engaged the altitude selector must be set to
MDA for continuous VNAV descent.
VGP
Whenever the VGP mode is available
approaches are to be flown in VGP mode.
all
non-precision
SOPM-1755
3-35-10
REVISION 10
Page 3
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
VGP permits a glide path capture when the airplane is above the
desired GP if the vertical mode is ALT. This condition may cause
excessive descent angles, which may lead to destabilized
approaches specially when the engagement occurs at or in close
proximity of the FAF. For all other vertical modes, the VGP
behaves like an ILS and will capture the glide path only within a
certain frame (about 100 ft above or below path).
DESCENT AND NON-PRECISION APPROACH ACTIONS AND
CALLOUTS
ACTIONS and CALLOUTS
PF
PNF
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:
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.
Checks approach
speeds.
SOPM-1755
Prior to start
descent
Calculates approach
speeds.
3-35-10
Page 4
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
TEN THOUSAND.
TEN THOUSAND
CHECKED.
10000 ft AFE
Speed Selector
knob as required.
APPROACH
CHECKLIST.
SOPM-1755
For VGP
Presses the APP
On the heading
button on
to intercept final
guidance panel.
approach course
3-35-10
REVISION 12
Performs approach
checklist.
APPROACH CHECKLIST
COMPLETED.
Checks proper
annunciation on FMA.
Page 5
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
PF
First positive
inward motion of
radial (Final
approach course)
On final inbound
before FAF
(2 NM) or one dot
to intercept the
glide (VGP)
PNF
CDI ALIVE.
LANDING GEAR
DOWN, FLAPS 3.
(1)
Page 6
SOPM-1755
3-35-10
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
FLAPS__, BEFORE
LANDING
CHECKLIST.
At FAF
CHECKED.
Verifies instruments
and no flags.
At 500 ft RA(2).
CHECKED.
FIVE HUNDRED
Starts to follow
thrust lever
movement or
continues
controlling thrust
manually.
SOPM-1755
SINK RATE.
GUIDANCE.
SPEED.
LOC.
GLIDE.
Verifies or calls out.
FIVE HUNDRED.
3-35-10
REVISION 13
Verifies instruments
and no flags.
Calls out deviations:
Below 1000 ft RA
80 ft to minimums
EGPWS callout
APPROACHING
MINIMUMS
ONE THOUSAND.
APPROACHING
MINIMUMS.
Page 7
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
ACTIONS and CALLOUTS
PF
At minimums - If not
using VGP mode
when ALT mode
engages.
PNF
SET GO AROUND
HEADING AND
_______ SET (4).
ALTITUDE.
Sets go-around
altitude on Altitude pre
selector.
At latest at minimums
VISUAL.
- If visual visual
LANDING.
reference is
established at an
adequate position for
a safe landing.
Verifies or calls out.
At missed approach
point - If no visual
MINIMUMS.
reference is
established or visual GOAROUND.
contact is established Initiates goaround procedure.
at an inadequate
position for a safe
landing.
NOTE: -
(1)
Page 8
SOPM-1755
3-35-10
REVISION 15
SOPM-1755
REVISION 13
3-35-10
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)
DESCENDING TO MDA
GEAR DOWN
FLAPS 3
FAF
INBOUND
MISSED APPROACH
APPROACHING FIELD
NONPRECISION/GPS/RNAV APPROACH
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 9
EM170AOM980010E.DGN
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 10
SOPM-1755
In case of engine failure, use the same procedure described in the non
precision approach section, in this chapter. Flap 5 should be used for
landing and during approach, when stabilized and on short final, set
the rudder trim to neutral.
3-35-10
REVISION 15
SOPM-1755
REVISION 13
3-35-10
FLAPS 5
SET MDA OR GO AROUND ALTITUDE (VGP)
ON ALTITUDE PRESELECTOR
BEFORE LANDING CHECKLIST
FOR GPS APPROACH CHECK APPR
ANNUNCIATOR
APPROACHING FAF
GEAR DOWN
FLAPS 3
INBOUND
DESCENDING TO MDA
RUNWAY INSIGHT
INTERCEPT LANDING
PROFILE
SET GO AROUND ALTITUDE
(NON VGP)
MISSED APPROACH
APPROACHING FIELD
FAF
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 11
EM170AOM980026E.DGN
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
CIRCLING APPROACH
A circling maneuver is a maneuver initiated by the pilot to align the
aircraft with a runway for landing, when a straight-in landing from an
instrument approach is not possible or is not desirable. This maneuver
is initiated only, after the pilot has established visual contact with the
airport.
During Circling approaches, maximum use of the autopilot and
autothrottle should be made to minimize crew workload. Fly the
approach conventionally and configure the aircraft in a similar manner
to a precision or non-precision approach.
At FAF set Circling minimum on altitude selector.
Enter downwind leg using HDG mode and maintain a track parallel to
the landing runway approximately 1.5 NM abeam. Maintain downwind
leg configured with landing gear down, flaps 3 and
flaps 3
maneuvering speed.
Turn to base leg, approximately 20 seconds after passing abeam the
threshold, select landing flaps, reduce the speed to VAP, set go around
altitude and perform the before landing checklist.
Page 12
SOPM-1755
3-35-10
REVISION 13
SOPM-1755
REVISION 13
GEAR DOWN
FLAPS 3
SET CIRCLING MINIMUMS
3-35-10
START CHRONOMETER
MAINTAIN VISUAL REFERENCES
ABEAM THRESHOLD
RUNWAY INSIGHT
LANDING FLAPS
BEFORE LANDING CHECKLIST
SET GO AROUND ALTITUDE
TURNING BASE
FINAL
MISSED APPROACH
CIRCLING APPROACH
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 13
EM170AOM980012D.DGN
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 14
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
REVISION 13
SOPM-1755
REVISION 14
3-35-10
EM170AOM030023A.DGN
GEAR UP
FLAPS 2
SET CIRCLING MINIMUMS
START CHRONOMETER
MAINTAIN VISUAL REFERENCES
ABEAM THRESHOLD
RUNWAY INSIGHT
GEAR DOWN
FLAPS 3
TURNING BASE
FLAPS 5
INTERCEPT VISUAL PATH
AUTOPILOT DISCONNECTED
SET RUDDER TRIM TO NEUTRAL
BEFORE LANDING CHECKLIST
FINAL
MISSED APPROACH
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
Page 14A
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 14B
SOPM-1755
INTENTIONALLY BLANK
3-35-10
REVISION 14
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), the FPR mode may be used as
a reference.
SOPM-1755
3-35-10
REVISION 14
Page 15
Page 16
3-35-10
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
MISSED APPROACH
FLAPS 1
ENTERING DOWNWIND
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
REVISION 10
EM170AOM980009B.DGN
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
When stabilized and on short final, set the rudder trim to neutral and
go-around altitude. If the aircraft cannot meet the stabilized approach
criteria, execute a missed approach.
3-35-10
REVISION 11
Page 17
Page 18
3-35-10
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
MISSED APPROACH
FLAPS 1
ENTERING DOWNWIND
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
REVISION 10
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.
Sufficient 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, the pilot shall immediately initiate a goaround and fly the published missed approach procedure.
Although the PF is initially the responsible for the go-around callout,
the PNF may also make this callout. The flying pilots immediate
response to this callout by the PNF is execution of a missed approach.
Go around, when properly executed, involve little loss of altitude below
the altitude at which the go-around is started. Conducting a missed
approach when not stabilized on a final approach course should be as
follows:
-
When over the airport and climbing, turn (in the shortest
direction) to the missed approach fix and proceed with
published procedure.
To initiate the go-around press TOGA switch, ensure goaround thrust is set (TOGA position) or manually apply goaround thrust. Verify FMA annunciations (GA, TRACK and
GA). The TRACK mode is activated when TOGA button is
pressed and disengaged when another lateral mode becomes
active. The selection of another vertical mode de-activates the
GA mode. An automatic go-around cannot be initiated after
touch down.
The GA pitch mode initially commands a go-around attitude
and then transitions to speed as the rate of climb increases.
The GA roll mode maintains existing ground track.
SOPM-1755
3-35-10
REVISION 11
Page 19
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SLAT/FLAP Go Around
ANAC/FAA/TCCA
EASA
2
3 (2*)
4
4
Page 20
SOPM-1755
When MISSED APPR is selected, the APPR annunciator shuts off and
the FMS transitions from the approach mode to the terminal mode.
3-35-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
GO-AROUND.
Press either TOGA
buttons.
Go-around
Positive Rate of
Climb
Verify GA
annunciations.
Verify engine at
go-around thrust.
Verifies rotation or
rotates towards GA
initial pitch attitude (8).
Selects GA flaps.
SOPM-1755
Advises ATC.
3-35-10
REVISION 10
Page 21
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Acceleration
Altitude
PNF
SELECT FMS
AND HEADING
(NAV).
(1)
Selects appropriate
navigation primary source.
Selects Lateral Mode.
CLIMB
SEQUENCE.
Selects VNAV and FMS
Executes
Speeds.
published missed
Retracts flaps on schedule.
approach or
proceed as
At flap zero calls:
instructed by ATC.
FLAP ZERO.
Monitor missed approach
procedures.
Page 22
SOPM-1755
NOTE: - (1) Only applicable when FMS is not the navigation source.
- Callouts are shown in bold text.
3-35-10
REVISION 15
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
REVISION 10
Page 23
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
PNF
GO-AROUND.
400 ft AGL
Climbs at VAC.
Verify GA
annunciates.
Verify engine thrust
at GA RSV.
Selects GA flaps.
Verifies positive
rate of climb.
POSITIVE RATE.
SELECT HEADING,
BANK.
Selects HDG and
BANK.
SOPM-1755
Go-around
becomes
necessary
3-35-10
Page 24
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
SELECT FLCH.
Selects FLCH.
At flap retraction
speeds:
FLAPS ___.
Acceleration
Altitude
Retracts flaps on
schedule upon PF
command until
flap 0 then calls.
FLAPS ZERO.
Reaching VFS.
CONTINUOUS.
Sets or verifies
thrust rate to
continuous.
Advises ATC.
Monitor thrust,
attitude, speed and
missed approach
procedures.
SOPM-1755
3-35-10
REVISION 10
Page 25
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 26
SOPM-1755
INTENTIONALLY BLANK
3-35-10
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
SOPM-1755
3-35-10
REVISION 11
Page 27
Page 28
3-35-10
SOPM-1755
GEAR DOWN
TURNING BASE
BASE
1500 FT
6.5 nm
1500 FT
ABEAM THRESHOLD
4 nm
MISSED APPROACH
ENTERING DOWNWIND
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
REVISION 10
EM170AOM980024B.DGN
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
APPROACH
PNF
Communicates with
ATC.
Turns FSTN BELTS
ON.
Upon receiving
EPGWS Warning
Simultaneously
advances thrust
Scans for visual
levers to MAX
reference.
position and sets
Calls out the Radio
pitch 20 to maintain
Altimeter indication.
pitch on PLI.
Reads MFD Terrain
Maintain the present
indications to check
airplane
the obstacle height,
configuration
guides for the best
(gear/flaps) until
course of action
terrain separation is
and indicates when
achieved.
obstacle have been
cleared.
Climbs to the MSA
or MORA.
Clear of terrain
resumes leveled
flight.
Engages Autopilot.
SOPM-1755
Resumes normal
speed.
3-35-10
REVISION 11
Page 29
PROCEDURES AND
TECHNIQUES
APPROACH
STANDARD
OPERATING
PROCEDURES
Page 30
SOPM-1755
INTENTIONALLY BLANK
3-35-10
REVISION 10
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
LANDING
GENERAL
This section presents information pertinent to the landing phase of
flight that will enhance the ability to make the air-to-ground transition
as smooth and safe as it should be.
The airplane must be fully stabilized by 1000 ft from touchdown under
IMC conditions and by 500 ft under VMC conditions. A stable
approach is a contributing factor to a successful flare and touchdown.
Unstable 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:
-
LANDING PROCEDURE
For a normal landing procedure, the landing configuration, gear down
and flaps should be established early on the final approach or at the
outer marker on an ILS or FAF on a non precision approach. Airspeed,
power and descent rate also should be stabilized early. Changes in
airspeed require changes in thrust and attitude. An airspeed deviation
is considered significant if it is 10 kt above target approach speed.
Indicated airspeed may not be less than the VREF or VAP.
SOPM-1755
3-40
REVISION 10
Page 1
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Make sure that the airplane is properly trimmed during the approach.
This maximizes elevator authority for the flare or in the event of a
missed approach.
Target approach speed is VAP, which is VREF plus wind correction. As
the airplane approaches the touch down point, initiate the flare
approximately 20 ft to 10 ft by reducing the rate of descent and slowly
reducing thrust levers to idle so that they are at idle when the airplane
touches down. Normally a 2 to 3 pitch change will be enough for the
flare.
Plan to touchdown at the runway touchdown zone, which is typically
located 1000 feet ahead from the runway threshold. Monitor the final
approach path using all reference available. Do not allow the airplane
to float in ground effect, which unnecessarily increases the landing
distance and risk of a tail strike.
After main wheel touches down, use autobrake or apply manual
braking as required for the runway condition and length available while
easing the nosewheel onto the runway. Pull thrust levers to reverse
and verify spoilers actuation. Autobrake will be disarmed by gradually
pressing brake pedals.
Reverse thrust should be selected consistent with runway conditions
and modulated as required. Apply thrust reversers cautiously and
observe how the airplane responds before full reverse is used.
Full reverse thrust should be used when landing over wet, slippery and
contaminated runways. Maintain maximum reverse thrust until the
airspeed is approximately 80 kt. Then smoothly reduce thrust reverse
to MIN REV at 60 kt and idle thrust at 30 kt. Thrust reverser is more
effective at high speeds; the use of reverse below 60 kt increases the
chances of foreign object ingestion by the engine. If necessary the
thrust reversers can be used until the airplane come to a complete
stop.
Page 2
SOPM-1755
3-40
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
As soon as the airplane leaves the runway, the strobe lights must be
turned off. However LDG LIGHTS are switched off, the nose taxi light
must remain on throughout the taxi regardless of the time of the day.
NOTE: Performance values calculated by the CAFM consider the
threshold is crossed at the screen height and at VREF or
VREF NEW according to the inputted reference speed.
LANDING ROLLOUT - ACTIONS and CALLOUTS
PF
PNF
Use Autobrake or
Verify Ground Spoiler
apply manual braking
deployed.
as required.
Use Thrust reverser
if required.
After Main
Wheel
Touches
down
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.
MY CONTROLS.
Clearing
runway
AFTER LANDING
SEQUENCE.
SOPM-1755
Reaching
normal taxiing
speed, if LSP
is not the PF
3-40
REVISION 11
YOUR CONTROLS.
Page 3
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
BRAKES USAGE
The following actions will give the optimum manual braking for all
runway conditions:
-
AUTOBRAKE
With autobrake set to LO, MED or HI verify after touchdown the
normal operation of the braking system and proper deceleration of the
airplane.
At 80 kts press the brakes pedal to disengage the autobrake and use
the necessary braking force to reach a safe taxi speed.
NOTE: The autobrake can be disengaged at any suitable speed after
touchdown by pressing the brakes pedals.
During the landing roll, if deceleration is not suitable for the stopping
distance, manual braking must be used. Apply continuous increasing
pressure to the brake pedals. Manual braking should begin before the
use of reverse thrust. Pilot must be alert for autobrake disengagement
indications during the landing roll.
EMERGENCY/PARKING BRAKE
Some Emergency and Abnormal procedures require the pilot to use
the Emergency/Parking Brake to stop the airplane during landing.
Page 4
SOPM-1755
3-40
REVISION 14
STANDARD
OPERATING
PROCEDURES
-
Touchdown Protection.
PROCEDURES AND
TECHNIQUES
LANDING
SOPM-1755
Anticipate the approach procedures and speeds: a wellplanned and executed approach, flare and touchdown
minimize the landing distance;
Immediately after touchdown, check the ground spoiler
automatic deployment when thrust levers are reduced to IDLE;
Lower nose wheel immediately to the runway. It will decrease
lift and increase main landing gear loading;
Do not use asymmetric reverse thrust on slippery and icy
runways;
3-40
REVISION 14
Page 5
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
CROSSWIND LANDING
Four methods for crosswind landing can be used:
Sideslip: In the sideslip condition, the airplane's longitudinal
axis remains parallel to the runway course, but the airplane no
longer flies straight along its original track. Downwind rudder
combined with aileron applied into the wind. The upwind
wheels touchdown before downwind wheels.
Page 6
SOPM-1755
3-40
REVISION 14
STANDARD
OPERATING
PROCEDURES
OPERATIONAL
DISTANCE
FACTORS
PROCEDURES AND
TECHNIQUES
LANDING
AFFECTING
LANDING
Extended Flare;
Unstabilized approach.
If the airplane crosses the threshold with 10 kt above the VREF, the
landing distance increases by approximately 20%. Crossing the
threshold at 100 ft instead of the normal screen height increases the
landing distance by approximately 35%.
Extending the flare during landing increases the landing distance
because the airplane will touchdown the runway in a point ahead of
the runway touchdown zone, usually located at 1000 feet from the
runway threshold. Extending the flare by 3 seconds increases the
landing distance by approximately 25%.
SOPM-1755
3-40
REVISION 15
Page 6A
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
REFERENCE LANDING
Vref + 10 kt
3 s extended Flare
100 ft at Threshold
1
UNFACTORED LANDING
DISTANCE (DRY)
Page 6B
1.79
1.36
1.67
REQUIRED LANDING
DISTANCE (DRY)
SOPM-1755
1.25
EM170AOM980158B.DGN
1.17
3-40
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
SOPM-1755
3-40
REVISION 11
Page 7
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
WINDSHEAR
The most important way to cope with windshear is to avoid areas of
known or potential windshear occurrence such as thunderstorms.
Severe windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15 kt or
vertical speed changes greater than 500 ft/min.
Whenever a windshear is suspected during landing the following
precautions should be taken:
-
Page 8
SOPM-1755
3-40
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
SOPM-1755
3-40
REVISION 15
Page 8A
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Page 8B
SOPM-1755
INTENTIONALLY BLANK
3-40
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
REJECTED LANDING
The rejected landing procedure is similar to the go-around procedure.
Auto spoilers will retract and autobrake will disarm as thrust levers are
advanced for a rejected landing initiated after touchdown. Attention
must be given to the intended flight path as the published missed
approach procedure may not be valid after passing the published
missed approach point.
SOPM-1755
After reverse thrust is initiated, a full stop landing must be made due to
the time the reverser requires to transition from reverse to forward
thrust and the possibility that it does not stow back in the forward
thrust position.
3-40
REVISION 11
Page 9
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
PNF
GO-AROUND.
Go-around
Verify GA annunciations.
Selects GA flaps.
Verifies rotation or
rotates towards GA
pitch attitude.
Verify positive rate of
climb.
POSITIVE RATE.
Positive Rate
of Climb
Page 10
SOPM-1755
Advises ATC.
3-40
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
400 ft AGL
PNF
Selects appropriate
primary navigation
source.
SELECT HEADING
(NAV).
Selects appropriate
navigation primary
source.
Acceleration
Altitude
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.
BOUNCED LANDING
The bouncing occurs more frequently during landings by one or a
combination of the following factors:
Windshear;
Low-level turbulence;
High flare initiation;
Excessive rate of descent;
Late flare initiation;
Incorrect flare technique;
Excessive airspeed;
Power on touchdown.
SOPM-1755
3-40
REVISION 11
Page 11
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Page 12
SOPM-1755
3-40
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
Of these commonly made mistakes, flaring the aircraft too high above
the runway has the greatest potential for a tail strike and resulting
damage. When the flare is started too high above the runway,
airspeed will decrease below VAPP causing the pilot to compensate.
When placed in this situation, the tendency is to continue to increase
pitch in an effort to arrest the excessive sink rate. The correct action to
take is to immediately lower the pitch attitude and fly the aircraft to the
runway before the airspeed dissipates any further. This corrective
action will prevent a tail strike.
Lack or poor handling could lead to a destabilized approach thus
increasing the tail strike exposure.
OVERWEIGHT LANDING
Overweight landing may safely be accomplished by using normal
landing procedures and techniques. There are no adverse handling
characteristics associated with heavier than normal landing weights.
Select the longest available runway, when feasible. Slope and wind
effects should also be considered.
Where possible avoid landing in tailwinds, on runways with negative
slope or runways with less than normal braking conditions.
Reduce the landing weight as much as possible. To save time and at
pilot discretion this can be done using high drag configuration (landing
gear and/or speed brake) and flying at a lower altitude (respect MORA
and MSA).
Wind additives may be impacted by flap placard speeds.
At weights above the maximum landing weight, the final approach
maximum wind correction may be limited by the flap maneuvering
speed.
Configure the aircraft earlier so you will have more time to get used to
the higher approach speeds.
Do not carry excess airspeed on final.
SOPM-1755
3-40
REVISION 11
Page 13
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Brake energy will not be exceeded for flaps 5 or FULL landing at all
gross weights. Although, give special attention to wet or slippery
runways. The brake energy limits may be exceeded when landing at
high gross weights at speeds associated with non-normal procedures
requiring flaps set at 5 or less.
Try a smooth landing. In the other hand, do not allow the aircraft to
float above the runway. Consider a go-around if a long landing is likely
to occur.
The maximum rate of descend is 300 ft/min at touchdown. Use
maximum reverse thrust down to 60 kt. If stop capability is in doubt
use it until certain that the aircraft will stop within limitations. Use
brakes consistent with runway length, auto brakes may be used.
Maintenance inspection is required after landing (report AGW and rate
of descent on the TLB).
NOTE: Alert ground crew if brake temperature is too high.
Page 14
SOPM-1755
3-40
REVISION 11
STANDARD
OPERATING
PROCEDURES
-
PROCEDURES AND
TECHNIQUES
LANDING
NOTE: The ENG TLA NOT TOGA CAS MSG may be displayed if the
TOGA levers position is not correctly reached.
- If the trainee is the PF, he/she will keep his/her hand on
throttles to prevent any inadvertent reduction of power or
unwanted stop;
- The trainee will rotate performing a normal TO procedure;
- At positive rate of climb, the instructor will retract the landing
gear, select the speed bug to 160 kt, retract flaps to flaps 2 on
the F-bug for the visual traffic pattern at pilot discretion and reengage 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 instructors discretion. He/She will call "REJECT" and
simultaneously take control of the airplane and bring it to a halt using
maximum braking and reverse. Once the airplane has stopped, he/she
will call for any appropriate Emergency/Abnormal checklist.
SOPM-1755
3-40
REVISION 11
Page 15
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Maintains the
airplane on the
center line.
Continuously
checks the
remaining takeoff
distance.
Presses the
TO/GA button.
PNF
Selects flaps 4.
Sets trims.
GO
SELECT
HEADING
Page 16
Selects landing
gear up.
Selects 160 kt on
speed selector.
Select Heading
mode
Engages
Autothrottle if
desired.
400 ft AGL
1000 ft AGL
POSITIVE RATE
CLIMB
SEQUENCE
ACELERATION
ALTITUDE
Selects FLCH.
Retracts flaps on
schedule to flaps 2.
SOPM-1755
Engines spooled up
and rotation speed
3-40
REVISION 11
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 messages MAYDAY with your present
position, course, altitude, speed, situation, time available and intention
of touchdown. If possible ditch near shorelines, offshore platforms or
boats.
When the decision has been made to ditch the airplane, using the
QRH, complete the ditching preparation checklist.
Pilot should inform pursers and passengers of the upcoming event and
passes the following information:
-
Plan to land with maximum flap available and burn off fuel to a
minimum onboard to increase buoyancy. Leave the gear UP.
SOPM-1755
3-40
REVISION 11
Page 17
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Page 18
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
REVISION 14
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
PNF
Sets transponder
to 7700.
Pulls aural warning
CB (C31) (RSP).
Selects
No Smoking/
Fasten Seat Belts
signs ON.
Sets ELT to ON.
Presses the
pressurization
DUMP button.
At 5000 ft AGL
Checks that
passenger cabin
procedures are
completed.
Selects
pressurization
mode controller
knob to MANUAL.
Monitors cabin
altitude.
SOPM-1755
Before ditching
FLAPS__.
(maximum available)
Sets slat/flap as
required.
Confirms landing
gear UP.
3-40
REVISION 11
Page 19
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
PNF
Adjusts landing
profile.
After ditching
Selects Start/Stop
Selector knobs
STOP.
Engines fire
extinguisher
handles PULL and
ROTATE 1L/2R.
Sets Fasten Belts
OFF.
Selects both
batteries knobs
OFF.
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SOPM-1755
3-40
REVISION 11
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
FORCED LANDING
This procedure is intended for use in case of emergency landing
outside an airport and enough time is available to prepare the
passengers.
Set transponder code 7700, if ATC contact is possible (if not transmit
in blind), transmit a distress messages MAYDAY with your present
position, course, altitude, speed, situation, time available and intention
of touchdown.
-
Pilot should inform pursers and passengers of the upcoming event and
passes the following information:
-
SOPM-1755
3-40
REVISION 11
Page 21
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
PNF
Sets transponder
to 7700.
Pulls aural warning
CB (C31) (RSP).
Selects
No Smoking/
Fasten Seat Belts
signs ON.
Sets ELT ON.
Presses
pressurization
DUMP Button.
Before landing
FLAPS__.
(maximum available)
LANDING GEAR
DOWN.
Sets slat/flap as
required.
Page 22
SOPM-1755
Extends landing
gear using landing
gear lever or
alternate gear
extension lever as
required.
3-40
REVISION 15
STANDARD
OPERATING
PROCEDURES
PROCEDURES AND
TECHNIQUES
LANDING
Before landing
Adjusts landing
profile.
Just before
touchdown
After landing
PNF
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
3-40
REVISION 11
Page 23
PROCEDURES AND
TECHNIQUES
LANDING
STANDARD
OPERATING
PROCEDURES
Page 24
SOPM-1755
INTENTIONALLY BLANK
3-40
REVISION 11