Sop Rev07 PDF

EMBRAER 170/175/190/195
STANDARD OPERATING PROCEDURES

MANUAL
EMPRESA BRASILEIRA DE AERONÁUTICA S.A.
This manual is applicable to EMBRAER 170/175 and

EMBRAER 190/195 airplanes equipped respectively with
CF34-8E and CF34-10E series engines, operating under ANAC,
FAA, EASA/JAA and TCCA certifications.
SOPM–1755
DECEMBER 10, 2003
REVISION 7 – JUNE 30, 2008
Copyright 2003 by EMBRAER - Empresa Brasileira de Aeronáutica S.A.. All rights reserved. This document shall not
be copied or reproduced, whether in whole or in part, in any form or by any means without the express written
authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are
property information of Embraer or third parties and shall not be used or disclosed to any third party without
permission of Embraer.
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STANDARD OPERATING PROCEDURES MANUAL
SOPM-1755
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Operating Procedures Manual. We also welcome
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Please return this form to:

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STANDARD OPERATING PROCEDURES MANUAL
SOPM-1755
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STANDART TABLE OF CONTENTS
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TABLE OF CONTENTS
1 - INTRODUCTION
2 - DEFINITIONS
3 - PHILOSPHY OF OPERATION
4 - OPERATING POLICIES
5 - NORMAL PROCEDURES
6 - LOW VISIBILITY
7 - EMERGENCY AND ABNORMAL PROCEDURES
8 - PATTERNS AND TECHNIQUES
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SECTION 1
INTRODUCTION
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 1-05.......... 01
Procedural Deviation and Its Relation to Safety........... 1-05.......... 02
Airplane Sophistication and Checklists ........................ 1-05.......... 02
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INTRODUCTION
The SOP provides information and guidance for the efficient operation
of the E-Jets.
This manual is not a replacement of any of the operational manuals
required by applicable regulations such as the Airplane Flight Manual
or the Company Operations Manual.
This SOP is optimized for passenger-carrying operation in a
commercial airline environment and the philosophy behind this manual
is based on reducing crew workload while maintaining the highest
possible level of safety.
Standard operating procedures are a set of procedures that serve to
provide common ground for all crewmembers, usually unfamiliar with
each other's experience and technical capabilities. In a well-
standardized operation, another qualified pilot could replace an active
cockpit crewmember during the flight, and the operation would
continue safely and smoothly.
The Philosophy of Operation and the Operating Policies sections
have directives related to how the operation should be conducted.
Topics like Crew Coordination, Captain authority and Areas of
responsibility are included.
They contain 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.
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.
When performing non-routine tasks the crew must follow the steps
described in the Supplementary Procedures Chapter of the AOM.
Crew Coordination concepts described in the Philosophy of
Operation and the Operating Policies sections of this SOP should be
used during the completion of these tasks.
Non-routine procedures should be performed by reference (read and
do).
The Low Visibility section standardizes the procedures under this
scenario emphasizing the crew coordination and presents the
configurations approved to perform the operation with low visibility.
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The Emergency/Abnormal Procedures section presents some
AFM/AOM Emergency/Abnormal Procedures in a detailed manner.
The intention is to guide the crew on how to perform the required tasks
to correct a situation or condition. Only the QRH procedures requiring
high level of crew coordination are be presented.
The Patterns and Techniques section exemplifies some procedures
using illustrations.
PROCEDURAL DEVIATION AND ITS RELATION TO

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

The degree of technological sophistication in the design of this family
of airplanes directly affects the checklist. On older airplanes, the flight
crew must manually select and monitor most items. In more advanced
airplanes the same items are accomplished by automatic systems that
relieve the flight crew of these tasks. Checklists for these airplanes
tend to be shorter and simpler but require a more careful task analysis
with improved monitoring skills.
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STANDARD DEFINITIONS
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SECTION 2
DEFINITIONS
TABLE OF CONTENTS
Block Page
Definitions .......................................................................... 2-05.......... 01
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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 on the Runway Analysis performance
chart. It is the takeoff 3rd segment and is used for level flight,
acceleration and flap retraction. The acceleration altitude varies
between 400 ft and 1500 ft according to the takeoff path, obstacles
and engine limitations.
ADVISORY
Used to indicate a condition that requires crew awareness and may
require subsequent or future crew action.
AFE
Above field elevation.
APPROACH SEQUENCE
Actions to be performed by the Pilot Not-Flying upon Pilot Flying
request during the approach phase.
AREAS OF RESPONSIBILITY
Cockpit areas operated by a specific pilot. These areas exist to
improve crew coordination and a pilot must always advise the other
pilot if he is intending to operate something outside his Area of
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Responsibility. Refer to the Operating Policies section to determine
what areas are assigned to which pilot.
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).
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CLIMB SEQUENCE
Actions to be performed by the Pilot Not-Flying upon Pilot Flying
request during initial climb phase.
CRITICAL PHASES OF FLIGHT

High workload phases of flight. Flight phases below 10000 ft AFE (not
including cruise flights), Takeoffs, Landings, Taxi procedures and all
parts of the flight operation considered as critical by the flight crew.
CRM
Crew Resource Management. The effective use of all resources to
include human and other aviation system resources.
ACRM: Advanced Crew Resource Management - a package including
CRM procedures, training of the instructor/evaluators, training of the
crews, a standardized assessment of crew performance, and an
ongoing implementation process providing an integrated form of CRM
by incorporating CRM practices with normal and emergency SOP.
DARK AND QUIET COCKPIT

A concept used to design and operate an airplane based on the
assumption that in flight all systems are normal when the overhead,
main, glare-shield and control pedestal panels have no lights on, and
no aural warnings are taking place. This concept enforces the need of
a quiet environment inside the cockpit during most phases of flight.
DERATED TAKEOFF THRUST

A takeoff thrust level less than the maximum takeoff thrust approved
for which a separate and specific set of data exists. When operating
with a de-rated takeoff thrust, the thrust setting parameter used to
establish thrust for takeoff is presented in the AFM and is considered
an operating limit for that takeoff.
DO AND VERIFY
A checklist usage technique that consists of completing all the
checklist actions by memory and verifying them afterwards by reading
and replying.
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ELECTRONIC FLIGHT BAG (EFB)

The EFB is a touch screen device that can support different
applications such as electronic documents and electronic charts.
EMERGENCY
When emergency is used to describe a procedure or Checklist, it
refers to a non-routine operation (warning) in which certain procedures
or actions must be taken to protect the crew and the passengers, or
the airplane, from a serious hazard or potential hazard. When
associated with a warning EICAS message, will indicate procedures
that may result in personal injury or loss of life if not followed. The
emergency procedures have been written assuming oxygen masks will
be donned and communications established between crewmembers
whenever their use is required.
EXTENDED OPERATIONS (ETOPS)

It is a special operational certification to permit flights with twin-engine
airplanes to fly on routes with points farther than 60 minutes flight time
at approved OEI cruise speed (standard conditions in still air) from an
adequate airport. ETOPS Regulations are applicable to over water
routes, as well as remote land areas.
EXPANDED PROCEDURES
A description of sequential procedural steps with detailed explanatory
descriptions and/or instructions accompanying each step.
FIRST OFFICER (FO) OR SECOND IN COMMAND (SIC)

A pilot that is not in command but can carry out the duty of flying the
airplane under the circumstances established by company rules.
FLEX TAKEOFF THRUST

This method is also known as assumed temperature takeoff thrust.
A takeoff thrust level less than the maximum (or derated) takeoff
thrust. When operating with a flex takeoff thrust, the thrust setting
parameter used to establish thrust for takeoff is not considered an
operating limit; thrust may be restored to the maximum (or derated)
level as appropriate for the conditions of the flight at any time during
the takeoff.
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FLIGHT ATTENDANT
Crewmember that reports to the Pilot-in-Command and is in charge of
assuring the safety of the occupants that are not crewmembers in all
circumstances. The Purser is the flight attendant responsible for
coordinating with other flight attendants the efficient handling of non-
crewmember occupants. The Purser must handle all relevant matters
needing coordination with the flight crew.
FLIGHT CREW
Crewmembers that conduct the airplane’s flight operation. The flight
crew will be composed of Captain and First Officer.
FOQA
Flight Operations Quality Assurance, monitors flight data recorder in
order to monitor safety issues. New generation airplanes flight
recorder data are monitored for airplane performance exceeding
specific limits. There is no jeopardy to flight crews' jobs.
IMMEDIATE ACTION
An action that must be taken in response to a non-routine event so
quickly that reference to a checklist is not practical because of a
potential loss of airplane control, incapacitation of a crewmember,
damage to or loss of an airplane component or system, which would
make a continued safe flight improbable.
INSTRUCTOR PILOT
Pilot that acts as Flight Instructor to a not-yet qualified pilot or to a
qualified pilot undergoing flight instruction for refreshment or for any
other reason.
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LAND AT THE NEAREST SUITABLE AIRPORT

Some checklists require landing at the nearest suitable airport. This
statement may be presented below the associated
emergency/abnormal characterization or at the beginning of a task that
requires so. When the crew determines that significant threat to safety
is present, they should always accomplish the earliest possible
descent, land at the nearest suitable airport regardless of having this
statement present in the checklist.
LOFT
Line Oriented Flight Training: simulator training session where the
focus is on reproducing an environment as similar as possible to the
airline operating environment with similar workload and routine. The
objective of these sessions is to identify areas of difficulty related to
crew coordination and ergonomics. LOFT sessions may include
abnormal and emergency situations that require knowledge-based
actions by the crew.
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.
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PILOT FLYING (PF)

Pilot who is controlling the path and thrust setting of the airplane in
flight (it is the primary responsibility of each pilot to monitor the
airplane).
PILOT INCAPACITATION
Situation where one of the pilots is not able to perform his duties.
PILOT NOT FLYING (PNF)

Pilot who is actively assisting/monitoring Pilot Flying during operation
of the airplane. The active monitoring concept must be implemented,
trained, practiced and must have its effectiveness evaluated in order to
provide benefits. It is the primary responsibility of each pilot to monitor
the airplane and the other pilot.
PRECISION-LIKE APPROACH
Technique to fly all non precision approaches with a stabilized vertical
descent path to the runway end.
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.
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RECALL 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). Recall
items should be confirmed by both pilots and verified after completion.
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
Refers to the fact that the crew should be conscious of the airplane's
condition under specific operational and environmental circumstances.
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SPEEDS
- Approach Climb Speed (VAC) – The speed to be used in case
of a single engine go-around with Go-around Flaps and
Landing Gear retracted.
- Approach Speed (VAP) – The speed on the final approach, in
landing configuration.
- Decision Speed (V1) – The maximum speed during takeoff at
which the pilot may abort the takeoff to stop the airplane within
the accelerate-stop distance available, V1 is also the minimum
speed at which the pilot can continue the takeoff and achieve
the required height above the runway or the clearway within
the takeoff distance available, when a failure of the critical
engine is identified immediately after V1.
- Landing Reference Speeds (VRF) – A reference for VAP
calculation. It is the minimum recommended speed at 50 ft
over the threshold. It is the speed used in the landing distance
calculations.
- Final Segment Speed (VFS) – The speed to be achieved during
the final takeoff segment, with landing gear up and flaps
retracted.
- Rotation Speed (VR) – The speed at which the pilot initiates
action to raise the nose in order to takeoff.
- Takeoff Safety Speed (V2) – The speed to be attained at the
screen height (e.g. 35 ft) when rotation is initiated at VR,
following a failure of the critical engine at VEF.
STABILIZED APPROACH
Criteria used to judge an approach according to the capability of the
airplane to perform a safe landing after a determined point at the
approach procedure (on the Approach Speed plus applicable
additives, on the proper flight path, on the proper sink rate and with the
thrust stabilized no lower than 1000 ft AFE when operating on IMC
and 500 ft AFE for VMC operations).
STATUS
Used to indicate a condition that requires cockpit indications, but not
necessarily as part of the integrated warning system.
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STERILE COCKPIT
Sterile Cockpit is the establishment of an environment at the cockpit in
which the crewmembers can concentrate on airplane operation during
certain phases of the flight.
SUPPLEMENTARY PROCEDURES
Used to describe a non-routine procedure that may be employed in
addition to a normal procedure. Infrequently used procedures should
be performed by reference (read and do).
WARNING
Used to indicate a hazard that if ignored could result in injury, loss of
airplane control, or loss of life (immediate corrective or compensatory
crew action required).
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SECTION 3
PHILOSOPHY OF OPERATION
TABLE OF CONTENTS
Block Page
General .............................................................................. 3-05.......... 01
Safety Priority ............................................................... 3-05.......... 01
Team Mentality ............................................................. 3-05.......... 01
Captain’s Authority ....................................................... 3-05.......... 01
Use of Automation ........................................................ 3-05.......... 01
Areas of Responsibility ................................................. 3-05.......... 02
Dark and Quiet Cockpit Concept .................................. 3-05.......... 02
Briefings........................................................................ 3-05.......... 02
Communications ........................................................... 3-05.......... 02
Buttons Concept ........................................................... 3-05.......... 02
Checklist ............................................................................ 3-10.......... 01
Checklist Philosophy .................................................... 3-10.......... 01
Normal Checklist .......................................................... 3-10.......... 01
Emergency/Abnormal Procedure ................................. 3-10.......... 02
Non-Annunciated Procedure ........................................ 3-10.......... 02
Smoke Procedure ......................................................... 3-10.......... 03
Electronic Checklist (ECL)............................................ 3-10.......... 03
Monitoring of Operational Performance ....................... 3-10.......... 04
Law and Security ............................................................... 3-15.......... 01
Legal Coverage ............................................................ 3-15.......... 01
Security Issues ............................................................. 3-15.......... 01
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GENERAL
SAFETY PRIORITY
Passenger and public safety are the highest priority.
TEAM MENTALITY
The flight and cabin crew must get along as a team. A sense of
collaboration and mutual help must prevail for the ultimate objective of
safely and efficiently completing the flight.
CAPTAIN´S AUTHORITY
The Captain is ultimately responsible for whatever happens to the
occupants, to the airplane or to any goods or persons outside the
airplane as result of the flight operation under his command.
The Captain must use crew resources in the most effective way and
must encourage the other crewmembers to engage in teamwork by
allowing them to participate and give suggestions whenever useful for
the execution of the flight. He must treat all crewmembers with respect
and consideration at all times.
USE OF AUTOMATION
On highly automated airplanes monitoring is as important as acting.
Monitoring skills and discipline must be enforced and checked during
training.
Pilots must be alert and avoid “automation complacency” generated by
the highly automated airplane systems. Usage of automation must be
well trained in order to provide workload reduction and the ability to
correlate the different scenarios and systems.
Monitoring is an active role that should be placed on the same level
of importance as in acting, when task sharing is the issue.
The pilot is the most capable component during the flight and he must
determine the optimal use of automation.
SOPM-1755
3-05
ORIGINAL Page 1
PHILOSOPHY STANDARD
OF OPERATION
OPERATING
PROCEDURES
This manual establishes areas in the cockpit that are placed under the
responsibility of each specific cockpit crewmember.
Ground operations are divided between the Left Seat Pilot (LSP) and
the Right Seat Pilot (RSP) while in-flight operations are divided
between Pilot Flying (PF) and Pilot Not Flying (PNF). Actions outside
the crewmember’s area of responsibility may be sometimes applicable
and are properly indicated in this manual or are initiated at the
discretion of the Captain. For training purposes the Captain will be
considered the Left Seat Pilot and the First Officer will be considered
the Right Seat Pilot.
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.
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Page 2 REVISION 5
STANDARD PHILOSOPHY
OF OPERATION
OPERATING
PROCEDURES
CHECKLIST
CHECKLIST PHILOSOPHY
The use of the on board checklist is based on the assumption that
both pilots have been properly trained on the type of airplane and
therefore have a thorough knowledge of the airplane’s systems and
procedures.
It further assumes that they know the consequences of not performing
the right actions at the right time and in the correct order.
The crew should exercise judgment to establish the proper
coordination between Normal and Emergency/Abnormal procedures
towards the safest course of action.
NORMAL CHECKLIST
The crew must accomplish all the AOM Normal Procedures.
The Normal Checklist is just a memory aid to assist the pilots so they
do not forget actions which, if not carried out, can result in some type
of risk to the airplane, to any of its systems, to its occupants, to the
operational environment or can affect passenger comfort. Specific
regulations also ask for items to be included in the checklist.
The Normal Checklist has been divided and named according to its
specific phase.
In order to reduce the amount of activity in the cockpit during high
workload flight phases, After Takeoff checklist will be a Silent
Checklist.
In case of interruption the pilot should halt the reading, and when he
restarts it he must be sure of where he stopped. If not, the Checklist
must be read from start again.
Airplane alerting systems will attract the attention of the crew and
direct them to the appropriate action providing means for controlling
the status of the systems.
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REVISION 7 Page 1
PHILOSOPHY STANDARD
OF OPERATION
OPERATING
PROCEDURES
EMERGENCY/ABNORMAL PROCEDURE
RECALL + 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 Recall Items is mandatory. Abnormal procedures
have been written assuming oxygen masks will be donned and
communications established between crewmembers whenever oxygen
deficiency or contamination is suspected.
If multiple messages are displayed on EICAS the possible failure is
more likely to be an electrical bus, MAU or SPDA in this order of
priority.
To help identifying the root cause of these messages find on the
EICAS any message related to the systems mentioned above and
follow the procedure related to the highest priority system message.
Post-Mod. LOAD 21.2

The Root EICAS messages are highlighted by a preceding
chevron “>”. These messages are possible root causes for other
failures and the corrective action in most cases is to perform the
QRH procedure for these messages first.
As it does not upgrade the priority of the message, whenever a
WARNING message is triggered together with a Root EICAS
message, the procedure for the WARNING message must be
performed first.
NON-ANUNCIATED PROCEDURE
The Non-Annunciated checklists describe procedures referring to a

non-routine operation requiring flight crew action, due to conditions
that are not sensed by the airplane’s avionics system such as an
emergency descent or emergency evacuation.
SOPM-1755
3-10
Page 2 REVISION 7
STANDARD PHILOSOPHY
OF OPERATION
OPERATING
PROCEDURES
SMOKE PROCEDURES
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.
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.
SOPM-1755
3-10
REVISION 7 Page 3
PHILOSOPHY STANDARD
OF OPERATION
OPERATING
PROCEDURES
MONITORING OF OPERATIONAL PERFORMANCE

All efforts must be made to encourage crewmembers to report any
difficulty related to human factors. This is fundamental to spot potential
flight standard deficiencies before they result in incidents or accidents.
Granting confidentiality in this process will respect the importance of
these reports. Using difficulty reports to correct and improve flight
standards is an important process of assuring the quality of flight
operation.
Operational difficulties related to human factors observed during
simulator sessions, during en route supervision or anytime during
normal operation must be collected and a review board of assigned
pilots should periodically examine these reports. When the occurrence
of a difficulty in statistically significant numbers is detected, this board
must suggest changes in the training procedures or in the operating
procedures to prevent this difficulty from happening. If it becomes
evident that a crewmember or a group of them needs additional
training, he or they must be immediately removed from flight duty.
FOQA, ASAP and LOSA are examples of quality assurance processes
in use worldwide.
“IF YOU CAN’T MEASURE IT, YOU DON’T KNOW ABOUT IT.
IF YOU DON’T KNOW ABOUT IT, YOU CAN’T FIX IT”
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Page 4 REVISION 7
STANDARD PHILOSOPHY
OF OPERATION
OPERATING
PROCEDURES
LAW AND SECURITY
LEGAL COVERAGE
The Company must provide information regarding legal crewmembers’
responsibilities, especially that of the pilot-in-command, when it comes
to liabilities resulting from legal violations, incidents and accidents.
The crewmembers must be informed about the legal implications of
their acts and statements as well as how to proceed in case of
abnormal situations such as in case of incidents and accidents as well
as in situations involving law enforcement authorities. The information
made available to crewmembers is especially important in case of
flights to countries other than the country the company is located at.
Should a legal dispute arise as a consequence of the operation of a
company airplane, the company must take all measures to make sure
that crewmembers are not unfairly or improperly charged and do not
suffer negative consequences that are unduly or unfairly imposed
upon them. This company attitude is important to encourage flight
crews to act in a rightful rather than in a "trouble-avoiding" manner.
SECURITY ISSUES
The flight and cabin crewmembers must be trained to handle unruly
passengers or passengers demonstrating offensive or anti social
behavior. Additionally, they must be trained to know when special
passengers such as deportees and criminals can be accepted on
board and on how to proceed in such cases (when to board, request
for law enforcement escort, etc.).
SOPM-1755
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ORIGINAL Page 1
PHILOSOPHY STANDARD
OF OPERATION
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
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Page 2 ORIGINAL
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
SECTION 4
OPERATING POLICIES
TABLE OF CONTENTS
Block Page
General .............................................................................. 4-05.......... 01
Crew Coordination ........................................................ 4-05.......... 01
Use of Automation ............................................................. 4-10.......... 01
Automatic Flight ............................................................ 4-10.......... 01
Use of the Flight Director .............................................. 4-10.......... 01
Use of the MCDU ......................................................... 4-10.......... 02
Use of the Autopilot ...................................................... 4-10.......... 02
Use of the Autothrottle.................................................. 4-10.......... 03
Use of the HGS ............................................................ 4-10.......... 03
Crew Awareness................................................................ 4-15.......... 01
Weather Radar ............................................................. 4-15.......... 01
PFD/EICAS................................................................... 4-15.......... 01
TCAS ............................................................................ 4-15.......... 01
Areas of Responsibility ...................................................... 4-20.......... 01
On Ground .................................................................... 4-20.......... 01
In-Flight......................................................................... 4-20.......... 02
Miscellaneous .................................................................... 4-25.......... 01
Communications ........................................................... 4-25.......... 01
Briefings........................................................................ 4-25.......... 02
Flight Deck Access ....................................................... 4-25.......... 02
Meals ............................................................................ 4-25.......... 02
Shoulder Harness ......................................................... 4-25.......... 02
SOPM-1755
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REVISION 5 Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
Block Page
Headphones..................................................................4-25 ..........03
Lights ............................................................................4-25 ..........03
Pilot Incapacitation........................................................4-25 ..........03
Crew Action .............................................................4-25 ..........03
Approaches...................................................................4-25 ..........04
Brakes Usage ...............................................................4-25 ..........04
Thrust Reverser ............................................................4-25 ..........04
SOPM-1755
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Page 2 REVISION 3
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
GENERAL
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.
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REVISION 7 Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
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Page 2 ORIGINAL
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
USE OF AUTOMATION
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.
The FMA must be monitored at all times by both pilots.
USE OF THE FLIGHT DIRECTOR

Flight Director should be used and updated at all times. The PF can
request the PNF to perform the tasks required to maintain the Flight
Director updated with the maneuvers performed.
If the Flight Director is not synchronized with the actual airplane’s
maneuver it must be updated or turned off.
Removal of the FD cue pressing FD Button on the Guidance Panel
does not turn off the Flight Director.
To turn off the FD when FPA or VS is the active vertical mode press
the FPA or VS button on the guidance panel, respectively.
Having any other vertical mode active, select ALT SEL to an altitude
different from the actual altitude, and press FPA button twice. Then
select ALT SEL to the altitude applicable to the flight phase.
This will remove all FD modes from the FMA.
SOPM-1755
4-10
REVISION 5 Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
USE OF THE MCDU

MCDU usage must be coordinated in all flight phases (VHF frequency
tuning and navigation, performance, progress monitoring and
changes). Whenever entering a new route, it is the crews’
responsibility to check all the waypoints for correct coordinates and
associated navigation aids. It is recommended that one pilot enter the
flight plan and the other pilot check the data entered.
Below 10000 ft AFE, MCDU changes should be made by the PNF and
executed only after confirmation by the PF. If necessary, revert to
basic Autopilot/FD modes to avoid heads down time during high
workload flight phases.
USE OF THE AUTOPILOT

Pilots should use the autopilot as much as possible, allowing effective
monitoring of the flight.
It is recommended the engagement of the autopilot at minimum
engagement height and disengagement at traffic pattern altitude for a
visual approach or at MDA/DA/DH during an instrument approach (if
not performing an auto land or a go around).
The amount of automation to be used during each phase of flight
should be determined by the PF.
Pilots must always be alert and monitor the autopilot. Normally high
level of automation induces crews to stay out of the loop, with
excessive confidence on auto flight systems.
SOPM-1755
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Page 2 REVISION 5
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
USE OF THE AUTOTHROTTLE

The autothrottle should be used during the entire flight, engaged just
prior to takeoff and disengaged after touch down or at the PF’s
discretion.
Pilots must always be alert and monitor the autothrottle operation
checking the movement of the thrust levers in the correct direction.
Normally high level of automation induces crews to stay out of the
loop, with excessive confidence on automatic flight systems.
USE OF THE HGS

The HGS system interfaces with other aircraft systems to generate
and project information to be used as a supplemental primary flight
display in all phases of flight.
The task sharing between PF and PNF remains unchanged.
SINGLE CONFIGURATION
In a single configuration the LSP uses the HGS as a primary flight
display and when acting as PNF includes the MFD and EICAS on the
monitoring scan.
If the HGS fails in flight above 1000 ft AGL, the PF should immediately
transition to the PFD and continue the flight. In this case the penalties
and type of approaches available must be considered and discussed
on the approach briefing.
If the failure on the HGS occurs below 1000 ft AGL, the PF should
transition to the PFD and perform a go-around unless a visual contact
with the runway has been established.
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.
SOPM-1755
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REVISION 7 Page 3
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
4-10
Page 4 REVISION 4
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
CREW AWARENESS
WEATHER RADAR
The weather radar should always be used for night operations and
anytime it is necessary at the crews’ judgment.
During slaved weather radar operations, the pilot operating the radar
should inform any change before its execution, since it will affect the
other pilots´ presentation as well. If the radar is to be operated in any
mode other than STBY while the airplane is on the ground, some
restrictions listed in the AOM apply.
In heavy weather areas where the use of radar is essential for the
safety of the flight, the display refresh rate may be improved turning
the PNF side to slaved mode.
PFD/EICAS
Precision approaches should be flown with ILS indications on both
sides. VOR and NDB approaches should use some form of raw data
to cross check FMS information. RNAV and GPS approaches should
always be done after making sure equipment performance is within
limits and local regulations were considered.
EICAS messages should always be announced when displayed.
When more than one message is displayed careful consideration
should be applied in order to prioritize actions.
TCAS
Compliance with TCAS resolution advisory is required unless the pilot
considers it unsafe to do so. Maneuvers that are in the opposite
direction of the RA are extremely hazardous, especially RAs involving
altitude crossing and thus are prohibited unless it is visually
determined to be the only means to assure safe separation.
SOPM-1755
4-15
REVISION 5 Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE

INSUFFICIENT AIRPLANE PERFORMANCE TO
FOLLOW THE TCAS COMMAND WITHOUT FLYING
INTO STALL WARNING OR BUFFET. CONDITIONS
WHERE THIS MAY OCCUR INCLUDE:
- BANK ANGLE IN EXCESS OF 15°.

- OPERATIONS AT AIRPORTS ABOVE 5300 FT MSL
OR TEMPERATURES GREATER THAN ISA + 28°C
(58°F).
- ENGINE INOPERATIVE.
- FAILURE TO CONFIGURE THE AIRPLANE TO GO-
AROUND FOLLOWING A CLIMB RA IN LANDING
CONFIGURATION.
- FAILURE TO ADVANCE THRUST TO MAXIMUM
CONTINUOUS THRUST FOLLOWING A CLIMB RA
AT REDUCED THRUST.
- SPEEDS LESS THAN NORMAL OPERATION
SPEEDS.
- ABNORMAL CONFIGURATIONS, WHICH REDUCE
PERFORMANCE (E.G. GEAR DOWN).
- TCAS COMMAND REVERSAL TO A “CLIMB-CLIMB
NOW”.
- BUFFET MARGIN LESS THAN 0.3 G.
SOPM-1755
4-15
Page 2 REVISION 3
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
ON GROUND
Flow sequence and areas of responsibility for ground procedures.
Unshaded areas are under the responsibility of the pilot seated on the
respective side. The Left Seat Pilot will handle Communications with
ground personnel while the Right Seat Pilot communicates with ATC.
Checklists refer to LSP and RSP. Due to the low workload concept, no
major actions are expected during taxi. If necessary the pilot not
taxiing will perform the required actions.
1 2 3 4 5
C 8
B 7
E 10
F 11
9
D
G 12
A 6
H
13
EM170AOM980017.DGN
LEFT SEAT PILOT A, B, C, D, E, F, G, H.
RIGHT SEAT PILOT 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13.
The numbers and arrows indicate the recommended flow sequence.

The LSP must follow the letters, and the RSP must follow the
numbers.
SOPM-1755
4-20
ORIGINAL Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
IN-FLIGHT
Flow sequence and areas of responsibility for in-flight procedures with
the autopilot engaged. Unshaded areas are under the responsibility of
the pilot seated on the respective side. The PNF should handle
communications. He/she should operate the Flight Guidance Panel, at
the discretion of the PF, when the airplane is manually flown.
Checklists refer to PF and PNF.
EM170AOM980016.DGN
PF AIRCRAFT THRUST SETTING AND FLIGHT PATH
CHECKLIST READINGS
PNF
COMMUNICATIONS
SOPM-1755
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Page 2 ORIGINAL
STANDARD OPERATING
POLICIES
OPERATING
PROCEDURES
MISCELLANEOUS
COMMUNICATIONS
Normal communications between the airplane and ATC should be
performed by the PNF. Whenever the PNF is performing a read and
do checklist, ATC communications should be performed by the PF in
order to minimize interruptions.
Communications from the flight crew to the passengers and between
the flight and cabin crew can be performed by any flight crewmember
at Captains discretion.
Whenever the Captain believes that an emergency situation can
develop into an accident, he will have the flight attendants preparing
the cabin for emergency landing over land or water in order to assure
maximum safety of the airplane’s occupants. Should there be enough
time, the Captain will brief the cockpit crew, Purser, and when
applicable, cabin supervisors.
CAPTAIN  PURSER  FLIGHT ATTENDANTS

In this briefing, the Captain will give the following information:
T ime available.
E mergency (type).
S ignals conventioned.
T ransmit additional instructions (structural damages, restricted exits,
loss of landing gear, etc).
SOPM-1755
4-25
REVISION 1 Page 1
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
BRIEFINGS
Briefings should be conducted with casual language and personal
style to prevent the repetitious use of sentences and terms. Preflight
briefings are recommended on the first flight of the day and with any
crew changes. Briefings to the cabin crew should include:
• Significant weather.
• Status of relevant airplane systems.
• Refueling.
• Information on the terrain/water to be over flown.
• Flight Routes/Cruising Altitudes/Flight Time/Alternate Airports.
• Special procedures (like hijacking, ditching…).
Takeoff and approach briefings are detailed in the normal procedures.
The Captain must make sure the passengers receive a briefing
covering procedures for all flight phases. The cabin crew usually
makes that briefing. All special, non-routine operations have to be
briefed.
A debrief allows feedback of crew performance and planning of non-
critical issues such as airplane servicing. Debriefs also allow closer
interaction among crewmembers on future common assignments.
FLIGHT DECK ACCESS

Check local regulations.
MEALS
Each flight crewmember should try to have his/her meal separately. It
is recommended that they choose different menus.
SHOULDER HARNESS
Must be on from engine start to transition altitude and from the start of
descent until the engines shut down procedures have been finished.
Its use is also recommended in the presence of moderate or severe
turbulence and any time at crews’ discretion.
SOPM-1755
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Page 2 REVISION 5
STANDARD OPERATING
POLICIES
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 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) lights must be on during airplane ground movement.
TAXI (SIDE) lights must be used to assist taxi and should be on from
takeoff to 10000 ft AFE and from 10000 ft AFE to the point where the
airplane leaves the runway after landing.
STROBE lights must be on from the moment the airplane enters the
runway for takeoff to the point where the airplane leaves the runway
after landing.
LANDING lights must be ON for takeoff and landing, when below
10000 ft AFE and inside congested areas.
INSPECTION lights must be used when visual inspection of the wing
surfaces is required.
PILOT INCAPACITATION
Pilot incapacitation is a possibility in all age groups and during all flight
phases, ranging from sudden death to partial loss of mental or
physical performance. Proper crew coordination involves checks and
crosschecks using verbal communications and standard operating
procedures to detect this problem.
Failure of any crewmember to respond to a second request or a
checklist will be considered a pilot incapacitation condition and crew
action is immediately required.
CREW ACTION
If one pilot confirms that the remaining pilot is incapacitated, he/she
shall take over checking the position of essential controls and
switches. An emergency should be declared and the autopilot used to
reduce crew workload.
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4-25
REVISION 3 Page 3
OPERATING STANDARD
POLICIES
OPERATING
PROCEDURES
After the autopilot is engaged and the airplane is under control, notify
and utilize the cabin crew. If practicable, try to restrain the
incapacitated 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, 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.
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Page 4 REVISION 7
STANDARD NORMAL PROCEDURES
OPERATING
PROCEDURES
SECTION 5
NORMAL PROCEDURES
TABLE OF CONTENTS
Block Page
Normal Checklist................................................................ 5-07.......... 01
Cockpit Safety Inspection .................................................. 5-09.......... 01
Power Up ........................................................................... 5-13.......... 01
External Inspection ............................................................ 5-15.......... 01
Before Start........................................................................ 5-17.......... 01
Engine Start .................................................................. 5-17.......... 12
After Start........................................................................... 5-25.......... 01
Taxi Technique .................................................................. 5-27.......... 01
Before Takeoff ................................................................... 5-29.......... 01
Takeoff Technique ............................................................. 5-31.......... 01
Tail Strike Considerations............................................. 5-31.......... 02
Crosswind Takeoff........................................................ 5-31.......... 03
Noise Abatement .......................................................... 5-31.......... 03
After Takeoff ...................................................................... 5-33.......... 01
Climb.................................................................................. 5-34.......... 01
Climb Profile and Considerations ................................. 5-34.......... 02
Descent.............................................................................. 5-35.......... 01
CAT I, Non-Precision, and Visual Approaches............. 5-35.......... 03
Autoland, CAT II and CAT III Approaches.................... 5-35.......... 04
Descent Technique............................................................ 5-36.......... 01
Descent Speeds ........................................................... 5-36.......... 01
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5-00
REVISION 7 Page 1
NORMAL PROCEDURES STANDARD
OPERATING
PROCEDURES
VNAV Operation ...........................................................5-36 ..........01
Initial Distance to Descent ............................................5-36 ..........03
Distance on Deceleration Segment ..............................5-36 ..........04
Approach............................................................................5-37 ..........01
Basic Approach Modes .................................................5-37 ..........02
HGS Approach..............................................................5-37 ..........03
Steep Approach ............................................................5-37 ..........04
Descent and Precision Approach .................................5-37 ..........06
Descent and Non-Precision Approach..........................5-37 ..........11
Before Landing...................................................................5-41 ..........01
Landing Technique ............................................................5-43 ..........01
Tail Strike Considerations .............................................5-43 ..........01
Bounced Landing ..........................................................5-43 ..........02
Crosswind Landing .......................................................5-43 ..........02
After Landing......................................................................5-45 ..........01
Thrust Reverser ............................................................5-45 ..........01
Brakes Efficiency ..........................................................5-45 ..........01
Autobrake......................................................................5-45 ..........01
Task Sharing.................................................................5-45 ..........01
External Lights ..............................................................5-45 ..........02
Engine...........................................................................5-45 ..........02
Shutdown ...........................................................................5-49 ..........01
Leaving the Airplane ..........................................................5-53 ..........01
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Page 2 REVISION 7
OPERATING
PROCEDURES
NORMAL CHECKLIST
COCKPIT SAFETY INSPECTION
CHALLENGE ACTION PERFORMED BY
Maintenance Status........... CKD .........................LSP/RSP

Cockpit Emer Equip........... CKD ................................ RSP
ELECTRIC Panel............... SET ................................. RSP
FUEL Panel .......................CKD ................................ RSP
Windshield Wiper............... OFF................................. RSP
HYDRAULIC Panel............ CKD ................................ RSP
AIR COND/PNEU Panel.... CKD ................................ RSP
PAX OXY Panel................. CKD ................................ RSP
ELT .................................... ARM ................................ RSP
Landing Gear Lever........... DOWN............................. RSP
START/STOP Selectors .... STOP .............................. RSP
Speed Brake Lever............ CLOSED ......................... RSP
RAT Manual Deploy .......... STOWED ........................ RSP
SLAT/FLAP Lever.............. VERIFY POS .................. RSP
Circuit Breakers ................. CKD ................................ RSP
SOPM-1755
5-07
REVISION 7 Page 1
OPERATING
PROCEDURES
POWER UP
Battery 1 ............................ON ................................... RSP

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

GPU Button........................PUSHED IN..................... RSP
Fire Ext panel.....................CKD................................. RSP
APU....................................AS RQRD........................ RSP
NAV light ............................ON ................................... RSP
HYDRAULIC panel ............AS RQRD........................ RSP
Electronic CBs ...................CKD..................................LSP
Electronic Checklist
(if applicable) ................CKD................................. RSP
DVDR panel .......................CKD................................. RSP
Cockpit reinforced door
panel (if applicable) ......CKD................................. RSP
Photoluminescent Strips ....CKD................................. RSP
SOPM-1755
5-07
Page 2 REVISION 7
OPERATING
PROCEDURES
BEFORE START
CHALLENGE RESPONSE ANSWERED BY
Pax signs panel ................. SET .................................. LSP

PRESSURIZATION Panel. SET .................................. LSP
Oxygen masks................... CKD .........................LSP/RSP
Flight instruments .............. X-CKD..............................LSP
Thrust levers...................... IDLE ................................. LSP
------------------------------------------------------------------------------------------------
Fuel QTY ...........................CKD .........................LSP/RSP
MCDU ................................SET .................................. LSP
TRIM Panel........................___ SET/ZERO/ZERO..... LSP
Doors & windows............... CLSD .......................LSP/RSP
Red beacon .......................ON.................................... LSP
Emergency/Parking brake . AS RQRD.........................LSP
AFTER START
Ground equipment............. REMOVED.......................LSP

SLAT/FLAP........................___ SET ...........................LSP
Flight controls .................... CKD ................................. LSP
BEFORE TAKEOFF
Brakes temp ...................... CKD .................................LSP

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

SLAT/FLAP........................0 .......................................PNF
SOPM-1755
5-07
REVISION 5 Page 3
OPERATING
PROCEDURES
APPROACH
Pax signs panel .................SET ................................. PNF

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

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

START/STOP selectors.....STOP ...............................LSP
Hyd pump 3A .....................OFF ..................................LSP
LEAVING THE AIRPLANE

Pax signs panel .................OFF ..................................LSP

GPU/APU...........................OFF ..................................LSP
Batteries 1 and 2................OFF ..................................LSP
SOPM-1755
5-07
Page 4 REVISION 5
OPERATING
PROCEDURES
COCKPIT SAFETY INSPECTION

The Cockpit Safety Inspection procedures must be performed every
crew’s first flight of the day on a particular airplane.
Maintenance Status..................................... CHECK ..... LSP&RSP
Cockpit Emergency Equipment ................. CHECK ...............RSP

Check for the availability, status and proper location of the
following equipment:
− Protective Breathing Equipment (PBE).
− Fire Extinguishers.
− Crash Axe.
− Life Vests.
− Escape Ropes.
− Flashlights.
ELECTRIC Panel ................................................SET ...............RSP

IDG 1 Selector .................................................... AUTO
AC BUS TIES Selector ....................................... AUTO
GPU Button ........................................................ PUSHED OUT
APU GEN Button ................................................ PUSHED IN

TRU 1 ................................................................. AUTO
TRU ESS ............................................................ AUTO
TRU 2 ................................................................. AUTO
DC BUS TIES ..................................................... AUTO
Battery 1 Selector ............................................... OFF
Battery 2 Selector ............................................... OFF
SOPM-1755
5-09
REVISION 6 Page 1
OPERATING
PROCEDURES
FUEL Panel ...................................................CHECK .............. RSP

Verify all fuel pump knobs in AUTO position and XFEED in the
desired position.
WINDSHIELD WIPER Selectors ....................... OFF .............. RSP
HYDRAULIC Panel .......................................CHECK .............. RSP
SYS 1 ENG PUMP SHUTOFF Button................ PUSHED OUT
PTU Selector ...................................................... AUTO
SYS 2 ENG PUMP SHUTOFF Button................ PUSHED OUT
SYS 1 and 2 ELEC PUMP Selectors.................. AUTO
SYS 3 ELEC PUMP A ........................................ OFF
SYS 3 ELEC PUMP B ........................................ AUTO
AIR COND/PNEUMATIC Panel ....................CHECK .............. RSP
Verify all buttons pushed in and no striped bars illuminated.
PASSENGER OXYGEN Panel .................... CHECK .............. RSP
Verify Masks Deploy Selector Knob in AUTO.
ELT .................................................................... ARM .............. RSP
Landing Gear Lever ...................................... DOWN .............. RSP
START/STOP Selectors ..................................STOP .............. RSP
Speed Brake Lever.....................................CLOSED .............. RSP
RAT Manual Deploy ..................................STOWED .............. RSP
SLAT/FLAP Lever...................... VERIFY POSITION .............. RSP
Verify and make sure that the actual SLAT/FLAP lever position
agrees with the surface position.
Circuit Breakers ...........................................CHECK .............. RSP
Verify both sidewall panels to ensure agreement with
maintenance status.
SOPM-1755
5-09
Page 2 REVISION 5
OPERATING
PROCEDURES
POWER UP
The POWER UP procedures and checklist must be performed every
crew’s first flight of the day on a particular airplane or when a power
down was required.
If receiving the airplane already powered up, verify compliance with all
items and perform FIRE EXTINGUISH panel, Electronic CBs and
DVDR CONTROL panel.
CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE

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

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

Verify batteries voltage at or above 22.5 V.
If batteries voltage is between 21 V and 22.5 V, recharge the

batteries prior to takeoff, through any AC source (including
engines during taxi) for:
o
− 40 minutes if batteries temperature is at or above -10 C or;
o
− 50 minutes if batteries temperature is below -10 C;
If batteries voltage is below 21 V, report to maintenance.
NOTE: Minimize the time airplane is left with batteries as the unique
power source, to avoid discharging.
SOPM-1755
5-13
REVISION 7 Page 1
OPERATING
PROCEDURES
GPU Button...................................... AS REQUIRED .............. RSP
Verify AVAIL light illuminated before pushing in. When GPU is not
available, or is not necessary, maintain GPU Button pushed out.
NOTE: - The Electrical PBIT is automatically performed after the

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

- Verify there are no fire protection fail messages displayed on
the EICAS after Power Up.
- Press and hold the TEST button and observe the following
EICAS messages, lights and warnings:
− Aural warning.
− Fire handles illuminated.
− CARGO SMOKE FWD/AFT buttons illuminated.
− APU button illuminated.
− Upper half of the APU Emergency Stop Button
illuminated.
− WARNING lights flashing.
− “CARGO FWD (AFT) SMOKE” EICAS message.
− “APU FIRE” EICAS message.
− “ENG 1 (2) FIRE” EICAS message.
− “FIRE” warning light displayed inside ITT indicators.
SOPM-1755
5-13
Page 2 REVISION 7
OPERATING
PROCEDURES
APU ...................................................AS REQUIRED ...............RSP

Verify EMER STOP Button is pushed out and not illuminated.
NOTE: If AC source is lost, power down the airplane, wait 1 minute

and perform the power up procedure.
Navigation Light ................................................. ON ...............RSP
HYDRAULIC Panel ...........................AS REQUIRED ...............RSP

Only after the electrical PBIT is completed and if the
FLT CTRL BIT EXPIRED EICAS message is displayed, perform
the hydraulic panel checks.
- Do not move any flight control surface.
- SYS 1 and 2 ELEC Pumps ON.
- SYS 3 ELEC PUMP A ON.
- Wait 1 minute.
- SYS 1 and 2 ELEC Pumps AUTO.
- SYS 3 ELEC PUMP A OFF.
Electronic CBs ............................................. CHECK ............... LSP
- Select CB OUT/LOCK page on MCDU and check the CBs
status to ensure agreement with maintenance status.
- If the NEW TRIP prompt is displayed on the MCDU press it to
check the electronic CBs status.
Electronic Checklist (if applicable) ............ CHECK ...............RSP
Verify that this ECL database corresponds to the paper QRH
revision present in the cockpit.
DVDR CONTROL Panel ............................... CHECK ...............RSP
Press TEST Button and verify no fail messages displayed on
EICAS.
Cockpit Reinforced
Door Panel (if applicable) ...................... CHECK ...............RSP
- Close the cockpit door;
- Press the TEST Button on the COCKPIT DOOR PANEL;
- Check the aural and UNLOCKED indication ON;
- Push in the LOCK Button and check the electromechanical
latch normal operation;
SOPM-1755
5-13
REVISION 6 Page 3
OPERATING
PROCEDURES
- Press the EMERG CALL Button on the door control panel in
the passenger cabin and check normal operation;
- Push out the LOCK Button.
Photoluminescent Strips ............................CHECK .............. RSP
Be sure that at least 15 minutes of ceiling and entrance lighting
exposure in bright or daylight to charge the photoluminescent
strips.
SOPM-1755
5-13
Page 4 REVISION 7
OPERATING
PROCEDURES
EXTERNAL INSPECTION
The External Inspection procedures are usually performed by the RSP
prior to each flight.
While conducting the external inspection, pilots must be aware of
moving vehicles around the airplane and surroundings.
In case of suspicious object is identified, inform immediately the
security staff.
Prior to starting the external inspection:
External Lights.................................AS REQUIRED ................ ___

Maintenance personnel should make the external lights check. If
necessary flight crew should perform the external lights test,
turning the lights ON, and then OFF immediately after checking
them.
Emergency/Parking Brake ................................. ON ................ ___
Check if there is sufficient hydraulic pressure to activate the
Emergency/Parking Brake to check the Brake Wear Indicators.
Recommended walk-around sequence:
SOPM-1755
5-15
REVISION 5 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-15
Page 2 REVISION 5
OPERATING
PROCEDURES
EXTERNAL INSPECTION CHECK

• Fwd Pax Door
• External Power Receptacle
LEFT FWD
FUSELAGE • Smart Probes/TAT Sensor/Ice Detector
Verify condition with no obstructions, covers or
damage.
• Windshield Wipers and Windows
• Radome
• Forward Avionics Compartment
If not in use, visibly secured.
• Lower Fwd Antenna
Undamaged.
• Nose Gear
• Wheels and Tires
NOSE SECTION Condition.
• Nose Gear Up Lock Hook
Unlocked.
• Nose Gear Strut/Wheel Well/Doors
Condition and no leaks.
• Ground Locking Pin
Removed.
• Landing and Taxi Lights
Clean and undamaged.
(Continued)
SOPM-1755
5-15
REVISION 5 Page 3
OPERATING
PROCEDURES

• Smart Probes/TAT Sensor/Ice Detector
Verify condition with no obstructions, covers or
damage.
• RAT Safety Lock Pin
Removed.
• Fwd Service Door
• Oxygen Discharge Indicator
Green disc.
• Lower Fwd Antennas/Fwd Drain Mast
Undamaged.
RIGHT FWD
FUSELAGE • Fwd Cargo Door
• Landing, Taxi and Wing Inspection Light
• Ram Air Inlet/Air Inlets and Outlets
No obstruction or damage.
• Lower Red Beacon Light
• Collector Tank Water Drain Valve Door
• Wing Tank Wing Water Drain Valve
Condition and no leaks.
(Continued)
SOPM-1755
5-15
Page 4 REVISION 5
OPERATING
PROCEDURES

• Wing Leading Edges
Condition.
• Pylon
Condition.
• Thrust Reverse Cowl
Flushed with Nacelle.
• RH 1 and 2 Magnetic Level Indicators
Pushed IN and no leaks.
• Engine
Check engine for leaks, damage, FO’s in the
air inlets and check access panels secured.
• RH 3 Magnetic Level Indicator
• Refueling Compartment Door
Secured.
RIGHT WING
• Access Doors and Panels

Secured.
• Pressure Relief Valve
Check.
• Wing Vents
No obstruction.
• Navigation and Strobe Lights
• Static Dischargers
Verify 3 Static Discharges on the aileron and 6
on the winglet. Refer to the CDL for dispatch
with missing items.
• Flight Control Surfaces and Fairings
Surfaces clear and unobstructed.
(Continued)
SOPM-1755
5-15
REVISION 7 Page 5
OPERATING
PROCEDURES

Condition.
• MAIN Gear Up Lock Hook
Unlocked.
RIGHT MAIN • Strut/Wheel Wells
GEAR Condition and no Leaks.
Removed.
• Brakes Wear Indicators
Check.
• Drain Mast
• Aft Cargo Door
RIGHT AFT • Aft Service Door
FUSELAGE If not in use, visibly secured.
• Lower Aft Antennas and Drain Mast
Undamaged.
• Battery Air Outlet
• Drain Mast
• Flight Control Surfaces
Surfaces Clear and Unobstructed.
E170/175: Verify 4 Static Dischargers on the
TAIL SECTION 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.
(Continued)
SOPM-1755
5-15
Page 6 REVISION 7
OPERATING
PROCEDURES

Refer to the CDL for dispatch with missing
items.
TAIL SECTION
• APU
Condition.
• APU External Power Receptacle
Check and if not in use, visibly secured.
• Overboard Vent
• Pressurization Static Port
LEFT AFT • Potable Water Service Panel
FUSELAGE If not in use, visibly secured.
• Aft Pax Door
• Lower Aft Antenna
Undamaged.
Condition.
• MAIN Gear Up Lock Hook
Unlocked.
LEFT MAIN • Strut/Wheel Wells
GEAR Condition and no Leaks.
Removed.
• Brakes Wear Indicators
Check.
(Continued)
SOPM-1755
5-15
REVISION 7 Page 7
OPERATING
PROCEDURES

• Flight Control Surfaces and Fairings
Surfaces Clear and Unobstructed.
Verify 3 Static Discharges on the aileron and 6
on the winglet. Refer to the CDL for dispatch
with missing items.
• Navigation, Strobe and Upper Beacon
Lights
• Upper Antennas
Undamaged.
• Wing Vents
No obstruction.
• Pressure Relief Valve
Check.
LEFT WING
Secured.
• LH 1 Magnetic Level Indicator
• Engine
Check engine for leaks, damage, FO’s in the
air inlets and check access panels secured.
• LH 2 and 3 Magnetic Level Indicators
• Thrust Reverse Cowl
Flushed with Nacelle.
• Pylon
Condition.
• Wing Leading Edges
Condition.
(Continued)
SOPM-1755
5-15
Page 8 REVISION 7
OPERATING
PROCEDURES

• Landing, Taxi and Wing Inspection Light
• Ram Air Inlet/Air Inlets and Outlets
LEFT FWD • Wing Tank Wing Water Drain Valve
FUSELAGE Check and no leaks.
• Collector Tank Water Drain Valve Door
• Air Conditioning Connection Access Door
SOPM-1755
5-15
REVISION 5 Page 9
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-15
Page 10 REVISION 5
OPERATING
PROCEDURES
BEFORE START
CHALLENGE ACTION / RESPONSE PERFORMED BY
Airplane Manuals & Documents.......... ON BOARD ...............RSP

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

and Audio Panel ..................................... CHECK ...............RSP
− The RSP must verify the observer’s masks.

− Carry out the test as follows:
− Set the regulator control knob to “100%”.
− Press and hold the “TEST/RESET” Button.
− Verify a short illumination or “blink” of the flow indicator.
− Verify audible oxygen flow in the headset or
loudspeakers.
− Once the mask fully pressurizes the indicator must go
out, showing that the system is leak free.
− Release the “TEST/RESET” Button.
ELECTRIC Panel ................................................SET ...............RSP
AC BUS TIES Selector ....................................... AUTO
GPU Button ........................................................ AS REQUIRED
APU GEN Button ................................................ PUSHED IN
TRU 1 ................................................................. AUTO
TRU ESS ............................................................ AUTO
TRU 2 ................................................................. AUTO
DC BUS TIES ..................................................... AUTO
Battery 1 Selector ............................................... ON
Battery 2 Selector ............................................... AUTO
SOPM-1755
5-17
REVISION 5 Page 1
OPERATING
PROCEDURES
COCKPIT LIGHTS Panel ................. AS REQUIRED .............. RSP

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

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

ON and EMERG LT NOT ARMED appear on the EICAS.
− Emergency lights selector knob ARMED.
− STERILE light as required.
− Turn NO SMKG ON (NO ELEC DEVICES in some
configurations).
− Turn FSTN BELTS ON after finishing refueling the airplane.
FIRE EXTINGUISHER Panel ........................CHECK .............. RSP
− CARGO SMOKE FWD/AFT Buttons PUSHED OUT and no
lights.
− APU fire extinguishing Button PUSHED OUT and no lights.
APU CONTROL Panel ..................... AS REQUIRED .............. RSP
Emergency stop not illuminated.
EXTERNAL LIGHTS Panel.............. AS REQUIRED .............. RSP
Engine 2 Fire Handle ................................STOWED .............. RSP

SOPM-1755
5-17
Page 2 REVISION 7
OPERATING
PROCEDURES
HYDRAULIC Panel ....................................... CHECK ...............RSP

(Answered by LSP)
− Verify ENG PUMP SHUTOFF 1 and 2 Buttons with no lights

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

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

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

ICE PROTECTION Panel ...................................SET ...............RSP
− ENGINE 1, WING and ENGINE 2 Button PUSHED IN;
− Mode Selector Knob AUTO;
− TEST Selector knob OFF.
AIR COND/PNEUMATIC Panel..........................SET ...............RSP
− COCKPIT and PAX CABIN temperature control as required.
− RECIRC, PACK 1, PACK 2, XBLEED, BLEED 1,
APU BLEED and BLEED 2 buttons pushed in.
SOPM-1755
5-17
REVISION 5 Page 3
OPERATING
PROCEDURES
PASSENGER OXYGEN Panel ...........................SET .............. RSP

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

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

functionality.
− The MFD STATUS page must be checked and the available
oxygen supply and pressure must be adequate for use.
− Carry out the test as follows:
− Set the regulator control knob to “100%”.
− Press and hold the “TEST/RESET” Button.
− Verify a short illumination or “blink” of the flow indicator.
− Verify audible oxygen flow in the headset or
loudspeakers.
− Once the mask fully pressurizes the indicator must go
out, showing that the system is leak free.
− Release the “TEST/RESET” Button.
Glareshield Lights Control Panel .. AS REQUIRED ...LSP & RSP
DISPLAY CONTROLLER Panel.........................SET ...LSP & RSP
− Set BARO SET knob to actual pressure.

− Push HSI button for Full Compass, ARC or MAP.
− Select the FMS or V/L as the primary NAV source.
For HGS LVTO operations, set V/L.
− BRG circle (Ο) to OFF, VOR1, ADF1 or FMS1 as required.
− BRG diamond (◊) to OFF, VOR2, ADF2 or FMS2 as
required.
REVERSIONARY PANEL ...................................SET ...LSP & RSP
− Displays selector knob in AUTO.
− Sensors selectors (ADS/IRS) as required.
SOPM-1755
5-17
Page 4 REVISION 7
OPERATING
PROCEDURES
Flight Instruments ..................................SET/XCKD ... LSP & RSP

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

Verify on the status page ENG OIL LEVEL and BRAKES
EMER ACCU pressure.
− LSP should select FLIGHT CONTROL synoptic page.
− RSP should remain on STATUS synoptic page.
AUTOBRAKE (If Applicable)............................ RTO ............... LSP
GND PROX TERR INHIB Button ................. CHECK ............... LSP

Verify button pushed out and no striped white bar illuminated.
EICAS ............................................................ CHECK ............... LSP

Check EICAS messages to ensure agreement with airplane status.
SOPM-1755
5-17
REVISION 7 Page 5
OPERATING
PROCEDURES
Clock ...................................................................SET .............. RSP

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

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

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

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

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

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

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

Verify button pushed out, guarded and no striped white bar
illuminated.
SOPM-1755
5-17
Page 6 REVISION 5
OPERATING
PROCEDURES
AUDIO CONTROL Panel..................AS REQUIRED ... LSP & RSP

Select the microphone and audio reception buttons as required
and adjust the volume levels. To avoid background noise do not
set the SPKR volume higher than 55.
TRIM Panel ................................................... CHECK ............... LSP
Verify that ROLL, YAW and PITCH (Main and Backup) trims are
operating properly both ways. Verify system’s 3 second
protection working properly. Adjust YAW and ROLL trims to the
neutral position and PITCH trim to the green band.
Pre-Mod. LOAD 21.2
NOTE: The SPOILER FAULT EICAS message may be

displayed during the ROLL trim check and removed
when all hydraulic systems are pressurized.
Flight Control DISCONNECT Handles ....... CHECK ...............RSP
Alternate Gear
Extension Compartment........................ CHECK ...............RSP
Verify the alternate gear extension lever is fully down and the
electrical override switch is in the “NORMAL” position.
MCDU ..................................................................SET ... LSP & RSP
(Answered by LSP)
− Select RADIO page and press the line select button 4L twice
to reach the NAV 1 page and select or verify that the tuning
mode is “FMS AUTO”;
− Select NAV IDENT page and check its contents;

− Select POSITION INIT page and load the present position;
− It is recommended that PF sets the route in the FMS
according to the flight plan and both pilots check course,
distance, time and altitude on each waypoint;
− It is recommended that PF sets on PERF INIT page 1/1 the
CLIMB, CRUISE, DESCENT and DEP/APPROACH speed
schedule, select page 2/3 and check/set its contents, on
page 3/3 set all fields with the available data;
− If applicable select MENU HGS page and set the
COMBINER MODE.
SOPM-1755
5-17
REVISION 7 Page 7
OPERATING
PROCEDURES
− If applicable (ETOPS configuration), select ETOPS or non
ETOPS flight on MENU  MISC MENU  OPR CONFIG
Page.
− If applicable (AUTOLAND configuration), select enable or
disable on MENU  MISC MENU  OPR CONFIG Page.
Pre-Mod. LOAD 21.2

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

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

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

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

and both pilots must check the accuracy of the procedure
retrieved by FMS database.
− For HGS operation if the previous action is not possible
select MENU HGS page and check the Runway Length and
Elevation.
− Set the Performance initialization data on PERF INIT page. If
it is already available enter the zero fuel weight and press
CONFIRM INIT prompt on page 3/3.
− Select T/O DATASET MENU page on the MCDU and set the
data below:
− Thrust rate mode (TO-1, TO-2 or TO-3).
− TO TEMP (__ºC).
− ATTCS ON or OFF.
− REF ECS (ON or OFF).
− REF A/I (OFF, ENG or ALL).
− FLEX T/O (ON or OFF).
− FLEX TEMP (__ºC).
− Press ENTER Prompt to confirm the settings.
SOPM-1755
5-17
Page 8 REVISION 7
OPERATING
PROCEDURES
− Select TAKEOFF page and set all data in accordance with

the runway analysis and airplane configuration for takeoff.
Set the landing speeds for Flaps Full (in case of return, add
the QRH abnormal speed increments).
− Select RADIO page 1/2 and insert assigned transponder
code and for LVTO using HGS set the ILS frequency for the
departing runway on both NAV windows.
VSPEED READOUTS AND BUGS

Four speeds are displayed prior to takeoff:
V1 .................1 ................... MAGENTA

VR.................R .................. CYAN
V2 .................2 ................... WHITE
VFS...............FS ............... GREEN
SPEED Selector Knob .......................................SET ............... LSP

Set the SPEED Selector knob to MANUAL and VFS on the
Speed Window.
In case of Noise Abatement procedure set V2+10.
Post-Mod. LOAD 21.2

At pilot’s discretion set the SPEED Selector knob to FMS or
MANUAL.
TOGA Button.................................................PRESS ............... LSP

TRIM Panel ...............................__SET/ZERO/ZERO ...............RSP
(Answered by LSP)
Set the PITCH trim according to load sheet and verify YAW and
ROLL trims to the neutral position.
SOPM-1755
5-17
REVISION 7 Page 9
OPERATING
PROCEDURES
Doors and Windows ..................................CLOSED ...LSP & RSP

(Answered by LSP/RSP)
Both pilots must verify that their respective cockpit window is

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

− The takeoff briefing should be performed by the PF and the
left seat pilot must state the Reject Takeoff procedures.
− The briefing should describe the departure procedures, taxi
out routes, power reductions, weather, terrain/MSA, noise
abatement procedures, low visibility procedures, inoperative
airplane components, runway in use/condition, return
alternate airports, NOTAMs and any required operational
procedures that differ from the normal procedures. It is
recommended to perform the takeoff briefing before engine
start.
Red beacon.......................................................... ON .............. RSP

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

If performing a push back assure that the ground equipment not
used for this procedure is removed.
SOPM-1755
5-17
Page 10 REVISION 7
OPERATING
PROCEDURES
Emergency/Parking Brake ..............AS REQUIRED ............... LSP

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

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

If a push back is to be performed simultaneously with the engine
start press and release the steering disengage switch to
disengage the nose wheel steering even if the message
STEER OFF is presented on the EICAS.
SOPM-1755
5-17
REVISION 5 Page 11
OPERATING
PROCEDURES
ENGINE START
Engine start can be done simultaneously with push back, requiring the
parking brake released and the STEERING DISENGAGE SWITCH
must be pressed and released just prior to the beginning of the push
back. In case of a static engine start be sure that the parking brake is
set.
Check if the jet way and stairs are removed and the doors are closed.
Obtain ATC and ground crew clearance.
Confirm nose gear green towing light prior to start pushback with the
ground personnel.
SOPM-1755
5-17
Page 12 REVISION 6
OPERATING
PROCEDURES
ENGINE START - ACTIONS and CALLOUTS

LSP RSP
“STARTING ENGINE 2
(1)”
• Turn the
START/STOP
selector to START
momentarily and
back to RUN, keeping
the hand on the
START/STOP
selector to abort the
engine start if
necessary.
• Start Clock.
ENGINE START • Check N2 rising. • Check N2 rising.
SEQUENCE
• Monitor IGN A (B) at • Start Clock with fuel
7% N2, fuel flow at flow indication and
approximately 20% verify ITT rise within
N2. 5 seconds.
• Make sure that N2 • Verify the
and N1 accelerate annunciation IGN A
normally and that (B) goes out at
positive oil pressure approximately 50%
is indicated. N2.
• Stop clock at 50% N2
(Starter limitation).
• Verify that the engine
stabilizes at idle and
call out “NORMAL
START”.
NOTE: Callouts are shown in bold text.

SOPM-1755
5-17
REVISION 7 Page 13
OPERATING
PROCEDURES
ABNORMAL ENGINE START
Although FADEC provides automatic ITT over-temperature protection
on ground and will automatically abort a start in the event of a hot
start, hot restart and hung start, it is the Captain’s responsibility to
monitor engine parameters and manually abort the start in the cases
described below:
− N1 and/or N2 failing to accelerate to stable idle speed (hung
start).
− N1 rotation is not confirmed or decreases.
− ITT rapidly increasing or exceeding start limit.
− No ITT indication within 5 seconds (on ground) or
30 seconds (in flight) after fuel is applied.
− If oil pressure stabilizes below the engine minimum limits.
− No positive oil pressure 10 seconds after N2 indication.
− An intermittent electrical pneumatic or starter malfunction
occurs before the starter disengagement.
NOTE: In case an automatic abort occurs, or engine start is manually

aborted due to abnormal engine indications, its cause must be
investigated and corrected before further attempts to start.
The Captain must call for the ENGINE ABNORMAL START checklist.
SOPM-1755
5-17
Page 14 REVISION 7
OPERATING
PROCEDURES
AFTER START
Ground Equipment .................................REMOVED ............... LSP

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

nose gear/RAT pins and ground equipment have been
removed.

Set the APU ON or OFF according to the electrical and
pressurization systems or for ETOPS operation.
The APU usage shall be defined for a specific operation in order
to minimize the overall costs.
N1 Target ...................................................... CHECK ...............RSP
The N1 target indication on the EICAS must be equivalent to the
N1 target indication available via performance calculation.
Transponder.....................................AS REQUIRED ...............RSP

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

(Answered by LSP)
Adjust SLAT/FLAP to a setting consistent with the intended

takeoff configuration and performance.
Post-Mod. LOAD 19.3

If the SLAT/FLAP lever setting is different from the input made
on TAKEOFF page 2/3 of the FMS the aural message
“NO TAKEOFF FLAP” will sound during the takeoff configuration
check.
SOPM-1755
5-25
REVISION 7 Page 1
OPERATING
PROCEDURES
Flight Controls .............................................CHECK ...... LSP/RSP

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

check the control column and rudder pedals. The RSP should
follow the LSP during rudder check.
Flight controls should be checked for freedom of movement in a
smooth and continuous manner.
A full green box indication on the synoptic page is not a
requirement for a successful check.
- LSP selects MFD Flight Control synoptic;
- Elevator - full up, neutral, full down and neutral;
- Aileron - full left, neutral, full right and neutral;
- Rudder - full left, neutral, full right and neutral;
- The LSP should press the steering handle to engage the

STEERING and select MAP on the MFD prior to start the
taxi.
NOTE: The Hydraulic PBIT starts when all the three hydraulic systems
are pressurized and takes about one minute to complete.
Performing the flight controls check while the Hydraulic PBIT is
running may interrupt the PBIT.
SOPM-1755
5-25
Page 2 REVISION 7
OPERATING
PROCEDURES
AFTER START- ACTIONS and CALLOUTS

LSP RSP
“SELECT TAKEOFF • Move flap lever to
FLAPS ___, FLIGHT the desired position
CONTROLS and verify EICAS
CHECK”. indication.
“TAKEOFF FLAPS
___ SET”.
• Presses the
STEERING
DISENGAGE
SWITCH.
• Checks flight
• Checks the flight
controls free travel
controls before taxi.
to the fully deflected
AFTER ENGINE RUDDER, AILERON
position on the MFD
START IS and ELEVATOR
synoptic page and
COMPLETE should be checked
calls out any
AND for free travel to their
discrepancy.
AIRPLANE IS full deflection stops.
STOPPED • Perform the rudder
• Selects MAP on
check following the
MFD and presses
LSP movement.
the steering handle.
“AFTER START • Reads the after start
CHECKLIST”. check list and calls.
“AFTER START
CHECKLIST
COMPLETED”.
• Verify left side of • Verify right side of
the airplane. the airplane.
“LEFT SIDE
CLEAR”.
“RIGHT SIDE
CLEAR”.

SOPM-1755
5-25
REVISION 7 Page 3
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-25
Page 4 REVISION 4
OPERATING
PROCEDURES
TAXI TECHNIQUE
After brake release check normal brakes.
Taxi can normally be initiated without increasing thrusts at light and
medium weights. Do not use large amount of thrust to avoid FOD.
Do not maintain brakes partially applied during taxi to control the
speed, let the airplane accelerate and reduce speed with a steady
medium pressure brake application. This technique reduces brake
temperature and increase brake life.
It is recommended to use the rudder pedal to steer the airplane when
taxiing straight.
Recommended taxi speed:
− Straight/DRY: 30 kt
− Straight/WET or CONTAMINATED: 10 kt
− Turns/DRY: 10 kt
− Turns/WET or CONTAMINATED: 5 kt
At speeds between 17 kt and 21 kt, a slight vibration may occur.
Accelerating or reducing the speed to avoid this speed range
increases passenger comfort.
At speeds between 20 kt and 40 kt use the steering handle only if
necessary and exercising care as at these speeds the steering handle
is very responsive.
Taxi Light:
− Airplane in movement – ON (LSP).
− Airplane stopped – OFF (LSP).
The cockpit workload can be reduced if flight crew plan taxi operations
and be alert when pre-taxi briefing differs from ATC instructions.
SOPM-1755
5-27
REVISION 5 Page 1
OPERATING
PROCEDURES
Pilots should use airport diagrams, check all chart notes, write down
taxi instructions, use standard phraseology and read back ATC
instructions.
ATC should be contacted anytime there is a concern about a potential
conflict.
Flight crew should minimize “heads-down” activities such as entering
data into the FMS, while the airplane is moving.
SOPM-1755
5-27
Page 2 REVISION 4
OPERATING
PROCEDURES
BEFORE TAKEOFF
The Before Takeoff Procedures and checklist must be performed
when cleared to line up on the runway. Use all available information
such as heading and FMS course indication (PFD), lateral profile
(MFD) and departure runway (MCDU) to ensure the airplane is at the
assigned runway for takeoff.
CHALLENGE ACTION/RESPONSE PERFORMED BY
Cabin Crew .................................................. ADVISE ...............RSP

After receiving “Cabin OK” from the Purser, RSP notifies via PA
the cabin crew: “Cabin Crew prepare for take-off”.
Lights ................................................................... ON ...............RSP

RSP turns on the landing and strobe lights.
Autothrottle ......................................................... ON ............... LSP

Brake Temperature...................................... CHECK .............. RSP
(Answered by LSP)
Brake temperature indication must be in the green range for

takeoff.
After checking brakes temperature the RSP should select MAP
on MFD.
EICAS ............................................................ CHECK .......LSP/RSP

(Answered by LSP)
Check:
− No EICAS messages displayed.
− 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
5-29
REVISION 7 Page 1
OPERATING
PROCEDURES
Takeoff Configuration .................................CHECK .............. RSP
(Answered by LSP)
Right Seat Pilot presses the T/O button and “TAKEOFF OK”
synthetic message shall be heard.
SOPM-1755
5-29
Page 2 REVISION 7
OPERATING
PROCEDURES
TAKEOFF TECHNIQUE
When the airplane is lined up and ready for takeoff, the PF arms the
AT. Equal power settings should be verified before releasing the
brakes, especially on slippery runways. The AT system will engage
automatically when both throttles have been advanced beyond 50º
TLA.
NOTE: Make sure that the thrust levers are set on TO/GA position and
takeoff thrust is achieved before 60 kt.
In case the RSP is the PF, he/she will remove his/her hand from thrust
levers after T/O thrust has been checked. The LSP is always
responsible for aborting the takeoff and will always hold the thrust
levers from the moment takeoff thrust has been reached until V1 is
announced.
Use the rudder pedals to steer the airplane for normal takeoff.
All abnormalities as foreseen in the SOP Emergency/Abnormal
procedures must be called out in a loud and clear voice.
If the LSP decides to continue he must call out "GO”.
If the LSP decides to abort the T/O he must call out "REJECT" and
place hands on the control wheel to prevent the inadvertent rotation.
SPEED READOUTS AND BUGS

Four speeds are displayed prior to takeoff:
V1 1 MAGENTA
VR R CYAN
V2 2 WHITE
VFS FS GREEN
Flight Director guidance must be used in all takeoffs except on

approved special procedures.
If the Autopilot is to be used, it should be engaged only after selecting
the desired vertical mode.
SOPM-1755
5-31
REVISION 7 Page 1
OPERATING
PROCEDURES
TAIL STRIKE CONSIDERATIONS

Although tail strikes are more common during landing phase of flight, it
may also occur during takeoff. The major causes identified of a tail
strike during takeoffs are:
• Improper stabilizer trim;
• Improper rotation speed;
• Excessive rotation rate;
• Improper Flight Director guidance.
IMPROPER STABILIZER TRIM

A mistrimmed stabilizer may be a result erroneous input data – like
loading weights for balance load sheet calculation or even an incorrect
stab trim setting.
In any case, the stabilizer could be wrongly set to nose up which may
induce the airplane attempting to fly before V1.
IMPROPER ROTATION SPEED
Wrong speed computations or rotating earlier than rotation speed
could result in nose up without wing lift enough to fly exposing the
airplane to a tail strike.
EXCESSIVE ROTATION RATE
Initiate rotation at VR at approximately 3deg/sec, smoothly, towards the
flight director angle.
Rotation at a pitch higher than normal and inappropriate flight director
use during rotation increase the risk of tail strike.
SOPM-1755
5-31
Page 2 REVISION 5
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
quite important, especially when operating at contaminated runways.
Large control wheel inputs (more than 4° control wheel displacement)
may increase drag due to spoiler extension.
Command control wheel into the wind to maintain wings level
throughout the takeoff roll. The required control wheel input decreases
as speed increases.
NOISE ABATEMENT
There are different procedures for noise abatement, and the items
listed below are just a guide to help pilots to perform a takeoff with
noise reduction:
− Set speed required for the procedure on SPEED Selector Knob.
− Fly the airplane manually and select a Flight Director Vertical
Mode when takeoff thrust is no longer required.
− If the Autopilot is to be used, the Autopilot can be engaged only
after selecting the desired vertical mode.
− At required noise abatement altitude the PF asks for vertical
mode in order to have a thrust reduction, and then for climb
sequence (flaps retraction).
− If an engine failure occurs, the noise abatement procedure
should be terminated. In this case an engine failure procedure
and profile should be performed.
SOPM-1755
5-31
REVISION 7 Page 3
OPERATING
PROCEDURES
TAKEOFF – ACTIONS and CALLOUTS

PF PNF
• Advance thrust levers
to 40% N1 to allow
engines stabilization.
• Advance, or make
sure the AT has
advanced, the thrust
levers to the TOGA
Airplane on the detent before 60 kt.
runway
“CHECK THRUST”.
• Verifies that the N1
reached is the target
N1, the engine
parameters are
normal and that
ATTCS is as desired.
“THRUST CHECKED”.
Airplane “EIGHTY KNOTS”.

accelerates past “CHECKED”.
80 KIAS
Airplane passes “V1”.
V1 and VR “ROTATE”.
• Verifies positive rate
of climb.
“POSITIVE RATE”.
Positive Rate of • Confirm positive rate
Climb of climb.
“GEAR UP”.
• Positions gear lever
up.
(Continues)
SOPM-1755
5-31
Page 4 REVISION 7
OPERATING
PROCEDURES
(Continued)
TAKEOFF – ACTIONS and CALLOUTS

PF PNF
“SELECT HEADING • Selects Lateral Mode.
400 ft AGL (NAV)”.
“CLIMB SEQUENCE”. • Selects FLCH.
• Retracts flaps on
schedule.
Acceleration
Altitude • When flaps are zero
calls:
“FLAP ZERO”.
NOTE: - If the LSP is the PNF, after the thrust is checked, he/she
must keep his/her hand on thrust levers until V1 is reached.
- Callouts are shown in bold text.
The Climb Sequence is to be performed by the PNF when requested
by the PF in a continuous manner and ends when the slats and flaps
reach 0 position.
The Climb sequence comprises:
− PNF selecting FLCH.
− PNF retracting the flaps on schedule.
SOPM-1755
5-31
REVISION 7 Page 5
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-31
Page 6 REVISION 5
OPERATING
PROCEDURES
AFTER TAKEOFF
This checklist should be initiated as soon as possible after SLAT/FLAP
are retracted.
Landing Gear........................................................UP ...............PNF

(Answered by PNF)
PNF commands landing gear up after PF has requested and

confirms the three white UP indications on the EICAS.
SLAT/FLAP ..............................................................0 ...............PNF
(Answered by PNF)
PNF retracts SLAT/FLAP following the F-Bug reference.
AFTER TAKEOFF - ACTIONS and CALLOUTS

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

Upon completing the After Takeoff Checklist the PNF must call out:
“AFTER TAKEOFF CHECKLIST COMPLETED”.
SOPM-1755
5-33
REVISION 5 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-33
Page 2 (3 and 4 deleted) REVISION 5
OPERATING
PROCEDURES
CLIMB
This procedure can be initiated as soon as the After Takeoff Checklist
is completed.
APU ...................................................AS REQUIRED ...............PNF

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

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

FSTN BELTS.....................................AS REQUIRED ...............PNF
NO SMKG
(NO ELEC DEVICES) .......................AS REQUIRED ...............PNF
Verify in accordance with local regulations.
External Lights...................................................OFF ...............PNF
Upon passing 10000 ft AFE the PNF switches off the external
lights according to the operating policies.
SOPM-1755
5-34
REVISION 7 Page 1
OPERATING
PROCEDURES
CLIMB PROFILE AND CONSIDERATIONS:

SPEED CONTROL
After SLAT/FLAP has reached ZERO, the airspeed and VNAV may be
adjusted using the respective guidance:
In order to choose the speeds to be used consider the following:
(1)
− Obstacle Clearance: recommended VFS until MSA or above;
(2)
− Weather Conditions: recommended VFS + 50 kt to clear low
altitude turbulence;
− Specific Regulations: use the local limitation;
− If the takeoff heading offset from the route track is greater than
120°, it is recommended to use VFS until reaching a heading
within 30º 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.
(1) VFS is the maximum angle of climb speed.
(2)
VFS + 50 kt is approximately the maximum rate of climb speed. As it
is a function of gross weight and altitude, refer to AOM Vol I,
Section 6, for accurate speeds and Mach number.
SOPM-1755
5-34
Page 2 REVISION 7
OPERATING
PROCEDURES
VNAV
VNAV may be selected anytime after SLAT/FLAP retraction.
With VNAV engaged the ALT SEL should always be set to the altitude
cleared by the ATC.
If cleared to climb to altitudes higher than altitude constraints inserted
in the active flight plan, select the ALT SEL to the cleared altitude and
delete the lower than cleared altitude constraints on the FMS ACTIVE
FLIGHT PLAN page that are lower than the cleared altitude.
ETOPS
Check airplane systems general condition and evaluate ETOPS
capability before ETOPS entry point according to the AOM –
SUPPLEMENTARY PROCEDURES – ETOPS.
SOPM-1755
5-34
REVISION 7 Page 3
OPERATING
PROCEDURES
CLIMB - ACTIONS and CALLOUTS

PF PNF
“TRANSITION
ALTITUDE”.
• Pushes the • Pushes the
Transition Altitude BARO SET BARO SET
(PUSH STD), IESS (PUSH STD) and
STD button and crosschecks.
crosschecks.
• External lights OFF,
except NAV,
STROBE and red
Upon passing beacon.
10000 ft AFE • FSTN BELTS signs
may be switch OFF
upon Captain’s
consent.
SOPM-1755
5-34
Page 4 REVISION 5
OPERATING
PROCEDURES
DESCENT
Approach Briefing ................................COMPLETE ................. PF

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

contaminated, it is necessary to discuss the outcome on the
landing distance during the approach briefing. The same
discussion is applicable if the crew has planned to use
additional speed for the approach due to wind/gust conditions.
A thorough understanding by the PF and PNF of all the
applicable approach charts and NOTAMS is essential, including
taxi-in procedures.
Both pilots should set RA/BARO minimums, pre-select radios

and courses for the approach.
With VNAV engaged the PF should select the Altitude Selector

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

Test in the last hour of cruise phase.
AUTOBRAKE......................................................SET ................. PF
Set the AUTOBRAKE OFF, LOW, MED or HI in accordance
with the runway analysis calculations for landing.
SOPM-1755
5-35
REVISION 7 Page 1
OPERATING
PROCEDURES
Landing Data ......................................................SET ...............PNF

The PNF verifies on the PERF DATA page the expected landing
weight. Select the LANDING page on FMS and insert all data
according to the type of approach and runway conditions and
set VRF, VAP, VAC and VFS, according to the following guidance:
VRF ....RF...........WHITE
VAP ....AP.............CYAN
VAC ... AC.....MAGENTA
VFS.....FS..........GREEN
SOPM-1755
5-35
Page 2 REVISION 5
OPERATING
PROCEDURES
CAT I, NON-PRECISION, AND VISUAL APPROACHES

SLAT/FLAP setting: 5 or FULL.
VRF setting
The Performance Approach section of AOM Vol I (05-30), presents
tables for VRF and VAC speeds for SLAT/FLAP 5 or FULL.
NOTE: Anytime during the approach the EICAS message STAL PROT
ICE SPEEDS becomes active the speeds must be adjusted for
ICE ACCRETION table regardless of the icing condition on
landing.
VAP setting
The following method may be used for wind additive corrections:
VAP = VRF + 1/2 steady headwind component + gust increment
− Minimum VAP = VRF + 5 kt and maximum VAP = VRF + 20 kt.
− With STALL PROT ICE SPEEDS active, the minimum
VAP = VRF + 0 kt and maximum VAP = VRF + 20 kt.
For landings in abnormal conditions that require speed correction

derived from the QRH, the wind additive must be evaluated by the
crew at each specific situation.
If required, the wind correction should be added to the VRF NEW, which
is:
VRF NEW = VRF FLAPS X + abnormal speed correction
At the pilot’s discretion, the same method above may be used,
considering a minimum VAP = VRF NEW + 0 kt and maximum
VAP = VRF NEW + 20 kt.
NOTE: Performance values calculated by the CAFM consider the

threshold is crossed at the screen height and at VRF or VRF NEW
according to the inputted reference speed.
VAC setting
− FAA/ANAC requires VAC to be higher than VRF.
− EASA requires VAC equal to VRF.
SOPM-1755
5-35
REVISION 7 Page 3
OPERATING
PROCEDURES
AUTOLAND, CAT II AND CAT III APPROACHES
The Approach Block (5-30) in the Section 5 of AOM Vol I presents

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

VRF CAT I with ice accretion.
- EASA considers VRF for CAT II approach is higher than VRF
CAT I.
VAP setting
The following method may be used for wind additive corrections:
VAP = VREF + 1/2 steady headwind component + gust increment
− Minimum VAP = VRF + 0 kt and maximum VAP = VRF + 20 kt.
For landings in abnormal conditions that require speed correction
derived from the QRH, the wind additive must be evaluated by the
crew at each specific situation.
If required, the wind correction should be added to the VRF NEW, which
is:
VRF NEW = VRF FLAPS X + abnormal speed correction
At the pilot’s discretion, the same method above may be used,
considering a minimum VAP = VRF NEW + 0 kt and maximum
VAP = VRF NEW + 20 kt.

threshold is passed at the screen height and at VRF or VRF NEW
VAC setting
− FAA/ANAC requires VAC to be higher than VRF.
− EASA requires VAC equal to VRF CAT III.
SOPM-1755
5-35
Page 4 (pages 5 and 6 deleted) REVISION 7
OPERATING
PROCEDURES
DESCENT TECHNIQUE
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 recommended 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.
VNAV OPERATION
The FMS calculates the TOD based on the speeds and angle entered
on the PERFORMANCE INIT page. The default angle is 3.0º. 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.
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.
SOPM-1755
5-36
REVISION 4 Page 1
OPERATING
PROCEDURES
In case of a late or early descent perform a vertical direct-to as follows:

! Set the altitude selector to the altitude cleared by ATC;
! Enter the direct-to altitude on the scratch pad and select it up on
the right side of the desired waypoint. The FMS commands a
descent if the selected altitude is equal to the one previously
shown at the waypoint, if the selected altitude is a new one enter
the new altitude on the scratch pad and select it again up on the
right side of the desired waypoint;
! Press the ACTIVATE prompt.
If the VERTICAL DIRECT TO is impracticable disengage VNAV and

use V/S or FPA.
If a holding pattern is entered on a VNAV descent the FMS transitions
to VALT. To restart the descent set the altitude selector to a different
altitude and press FLCH button on the Guidance Panel.
If the speed control is set to MANUAL the pilot is responsible for
maintaining the proper speed limits and constraints. In this case is
recommended to maintain the airspeed synchronized with the FMS
speeds.
Under radar vector it is suggested to disengage VNAV and set Speed
Selector Knob to MANUAL.
SOPM-1755
5-36
Page 2 REVISION 4
OPERATING
PROCEDURES
INITIAL DISTANCE TO DESCENT

Use this guidance when VNAV is not available.
The initial distance to descent can be found as follows:
If descent is accomplished in idle:
1. Calculate the difference between actual flight level and the
desired flight level. Divide this value by 10.
2. Multiply the value found in item 1 by 2 and adds 15.
( FL %
Dist * 2 ) && Difference ## " 15
' 10 $
If a descent angle of 3° is taken:
! Calculate the difference between actual flight level and the
desired flight level. Divide this value by 10 and multiply by 3.
FLDifference
Dist * 3 )
10
NOTE: - Deceleration from normal descent speed to 250 kt was
considered.
- Deceleration segment and wind effects were not considered.
SOPM-1755
5-36
REVISION 4 Page 3
OPERATING
PROCEDURES
Example:
Cruise flight level = 350.
Desired flight level = 070.
If descent is accomplished in idle:
( (350 ! 70) %
Dist * 2 ) & # " 15 * 71NM
' 10 $
If a descent angle of 3° is taken:
(350 ! 70)
Dist * 3 ) * 84 NM
10
DISTANCE ON DECELERATION SEGMENT
Use this guidance when VNAV is not available.
The distance on deceleration segment can be found as follows:
If the segment is accomplished leveled:
! 1 NM for each 10 kt without speed brakes.
! 0.5 NM for each 10 kt with speed brakes.
If the segment is accomplished with a rate of descent of 1000 ft/min:
! 2 NM for each 10 kt without speed brakes.
! 1 NM for each 10 kt with speed brakes.
In case of wind effects consider:
! Add 1 NM for each 10 kt of tailwind.
! Subtract 1 NM for each 10 kt of headwind.
SOPM-1755
5-36
Page 4 REVISION 4
SOPM-1755
VNAV DESCENT PROFILE
REVISION 4
41000 ft
CRUISE MACH 0.76

TOD
MACH
TRANSITION
TO IAS
290 kt
12000 ft
FL difference
5-36
FROM 290 kt DOWN TO 250 kt
10000 ft
STANDARD
OPERATING
FLAPS AND LANDING

PROCEDURES
250 kt GEAR EXTENTION
FLAPS UP LANDING FLAPS

MANEUVER SPEED AND LANDING
GEAR DOWN
INITIAL DISTANCE TO DESCENT DECELERATION SEGMENT 5 NM
(LEVELED OR DESCENT)
INITIAL
APPROACH FIX
EM170AOM980033C.DGN
Page 5
NORMAL PROCEDURES
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-36
Page 6 REVISION 4
OPERATING
PROCEDURES
APPROACH
PASSENGER SIGNS Panel ...............................SET ...............PNF

(Answered by PNF)
SPEED Selector Knob ......................................MAN ................. PF
Altimeters ......................................SET & X-CHECK ......PF & PNF

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

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

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

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

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

Also verify that the approach minimums and the FMS are
properly selected for the type of approach in use.
SOPM-1755
5-37
REVISION 7 Page 1
OPERATING
PROCEDURES
BASIC APPROACH MODES

− The PNF is responsible for monitoring all phases of the
approach and calls out any observed discrepancies:
− Any deviation from the flight director guidance –
“GUIDANCE”.
− Rate of descent in excess of 900 ft/min – “SINK RATE”.
− Airspeed above Target Speed + 10 kt – “SPEED”.
− Airspeed below Target Speed - 5 kt or below VRF, whichever
is higher – “SPEED”.
− Localizer deviation in absence of flight director - “LOC”.
− Glide Slope or FMS vertical deviation in absence of the
flight director “GLIDE”.
− Any Autopilot malfunction – calls the failure.
− Flight director failure to arm or to engage the next expected
mode – calls the failure.
− Perform the callouts in case the EGPWS fails to do so
automatically – calls the crossing altitude.
SOPM-1755
5-37
Page 2 REVISION 7
OPERATING
PROCEDURES
HGS APPROACH
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
PF PNF
“HUD FAIL”.
• Immediately starts • Checks for normal
flying head down operation of his/her
through the PFD. HGS and HUD A3
mode engaged and
safe conditions to
Above 500 ft – continue the
Able to transfer approach.
the controls
“HUD OK”.
“YOUR CONTROLS”.
• Monitors the
instruments, “MY CONTROLS”.
comprising the PFD,
MFD and EICAS.
“HUD FAIL”.
Above 500 ft – mode engaged and
Unable to safe conditions to
transfer the continue the
controls and approach.
IMC
“HUD FAIL”.
“GO AROUND”.
• Initiates go around
procedure.
SOPM-1755
5-37
REVISION 5 Page 3
OPERATING
PROCEDURES
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
4.5º .
It must be flown following the standards applicable for the type of
approach Precision or Non-Precision.
The differences are shown in the actions and callouts box below.
LANDING CONFIGURATION
The SLAT/FLAP setting for steep approaches is FULL.
Plan to be in landing configuration before intercepting the final
approach descent path because of the lower deceleration rate
attainable during steep descents.
The airplane should reach the Final Approach Fix configured for
landing, with landing gear DOWN, SLAT/FLAP FULL, Steep Approach
Mode ENGAGED and at VRF for Steep Approach.
WIND LIMITATION
The maximum tail wind for steep approach is 5 kt.
USE OF AUTOMATION
The use of Auto Pilot and Auto Throttle is recommended, but no
restrictions apply for Steep Approaches with Auto Pilot and (or) Auto
Throttle disengaged.
SYSTEM FAILURES
Any failure of the Steep Approach mode on final should lead to a go
around unless the remainder of the approach is possible to be
conducted without the steep approach capability.
ENGINE FAILURE
An engine failure above DA (MDA) should lead to a go around.
Below DA (MDA) the approach may be continued maintaining the
current airplane configuration.
HEIGHT LOSS ON GO-AROUND
The demonstrated height loss during a go-around after engine failure
is 120 ft with or without AUTOPILOT.
SOPM-1755
5-37
Page 4 REVISION 5
OPERATING
PROCEDURES
STEEP APPROACHES ACTIONS AND CALLOUTS

PF PNF
• Presses the STEEP button • Confirms the
Approach on pedestal panel. STEEP arm
Briefing annunciation on
FMA.
• In landing configuration
“BEFORE LANDING • Check STEEP
CHECK LIST”. engaged
annunciation and
performs the
Before final
BEFORE
glide path
LANDING
interception
checklist.
• “BEFORE
LANDING
CHECKLIST
COMPLETED”.
SOPM-1755
5-37
REVISION 5 Page 5
OPERATING
PROCEDURES
DESCENT AND PRECISION APPROACH

ACTIONS and CALLOUTS
PF PNF
• Calculates approach
speeds.
• Performs approach
briefing (aircraft status,
fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for
CAT I, work
distribution and taxi-in
route).
• Sets and crosschecks • Sets and crosschecks
the following items as the following items as
required for the required for the
Prior to start approach type: approach type:
descent − DH/DA: set − DH/DA: set
minimums at minimums at
RA/BARO RA/BARO
minimums; minimums;
− NAV approach − NAV approach
frequencies: set frequencies: set
ILS frequency on ILS frequency on
stand by; stand by;
− Approach course: − Approach course:
set using Preview set using Preview
mode. After the mode. After the
selection, remove selection, remove
the preview mode. the preview mode.
• Checks approach • Checks approach
speeds. speeds.
(continues)
SOPM-1755
5-37
Page 6 REVISION 7
OPERATING
PROCEDURES
(continued)
PF PNF
“TEN THOUSAND”.
“TEN THOUSAND • Selects external lights
CHECKED”. ON.
• Selects sterile, No
10000 ft AFE Smoking (NO ELEC
DEVICES) and Fasten
Belts ON.
Alerts cabin crew
“ATTENTION CREW,
PREPARE FOR
LANDING”.
“TRANSITION LEVEL”.
• Sets and verifies • Sets and verifies
altimeters. altimeters.
Transition Level
• Verifies that all
altimeters are set
QFE/QNH.
• Sets the Speed
Selector knob to
MAN.
• Verifies pre-selected
• Verifies pre- final approach course,
selected final radios and DH/DA
approach course, minimums.
radios and DH/DA
Before starting the minimums.
approach
“APPROACH
CHECKLIST”.
checklist.
“APPROACH
CHECKLIST
COMPLETED”.
(continues)
SOPM-1755
5-37
REVISION 7 Page 7
OPERATING
PROCEDURES
(continued)
PF PNF
• Presses the APP • Checks proper
When cleared for button on guidance annunciation on
the approach panel. FMA.
First positive “LOCALIZER ALIVE”.
inward motion of
localizer
“GLIDE SLOPE
One dot to “LANDING GEAR ALIVE”.
intercept the glide DOWN, FLAPS 3”. • Selects landing gear
slope down.
• Selects flaps 3.
“SET GO-AROUND
HEADING AND
ALTITUDE”.
At Glide Slope “SET _______ ”.
(1)
• Selects go-around
heading and altitude.
“FLAPS__, BEFORE
LANDING
CHECKLIST”. • Selects landing flaps.
Final approach fix
• Performs before
inbound or outer
landing checklist.
marker
“BEFORE LANDING
CHECKLIST
COMPLETED.”
“ONE THOUSAND”.
“CHECKED”.
1000 ft AFE
• Verifies instruments • Verifies instruments
and no flags. and no flags.
(1)
NOTE: Go around heading and altitude.
For example: “SET 240° 5000 ft”.
(continues)
SOPM-1755
5-37
Page 8 REVISION 7
OPERATING
PROCEDURES
(continued)
PF PNF
• Callouts deviations:
• “SINK RATE”.
• “GUIDANCE”.
Below 1000 ft AFE
• “SPEED”.
• “LOC”.
• “GLIDE”.
• Verifies or calls out.
“FIVE HUNDRED”.
“CHECKED”.
• Starts to follow
500 ft AFE thrust lever
movement or
continues
controlling thrust
manually.
100 ft to minimums • Verifies or calls out.

EGPWS callout “APPROACHING
“APPROACHING • Starts looking for MINIMUMS”.
(1)
MINIMUMS” visual cues.
At DA - If visual “VISUAL”.
reference is
established at an
adequate position
for a safe landing “LANDING”.
by LSP.
(1)
NOTE: On a NO AUTOPILOT approach the PF should keep
scanning the flight instruments and when reaching the
MINIMA altitude should call out “MINIMUMS” and look
outside when receiving the call “VISUAL” from PNF. The
PNF starts scanning outside looking for visual cues, when
visual reference is established and adequate position for a
safe landing calls out “VISUAL”.
(continues)
SOPM-1755
5-37
REVISION 7 Page 9
OPERATING
PROCEDURES
(continued)
PF PNF
At DA - If no visual • Verifies or calls out.
reference is “MINIMUMS”.
established or
“GO – AROUND”.
visual contact is
established at an • Initiates go-around
inadequate position procedure.
for a safe landing.
SOPM-1755
5-37
Page 10 REVISION 7
OPERATING
PROCEDURES
DESCENT AND NON-PRECISION APPROACH

The procedures presented herein are applicable to VOR, NDB, GPS
and RNAV approaches.
All approaches may be flown having the FMS as a primary source of
navigation.
FMS AS PRIMARY SOURCE

The FMS supports the following non-precision approach types: GPS
only, RNAV, VOR, VOR/DME, NDB and NDB/DME.
Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS, MLS,
Visual, and Radar final approaches using the FMS as the navigation
source for guidance are prohibited.
The FMS must be operated as at least a single system, with a
minimum of one PFD and one MFD operational prior to commencing
the approach. The signal of the station(s) that defines the approach
and on board equipment must be verified operational prior to
commencing the approach.
If required by local regulations to maintain a raw data crosscheck
throughout the procedure both pilots must select the bearing pointer
and radio frequency to the station where the procedure is based.
FMS DATABASE
The procedure to be flown must be retrieved from the FMS database
and a thorough verification of all waypoints, tracks, distances, glide
path angles, altitude constraints and threshold crossing altitudes must
be enforced and should be addressed on approach briefings.
PILOT INTERVENTION TO THE DATABASE
LATERAL
No changes in the lateral flight plan are allowed beyond the IAF.
Under radar vectors the use of the prompt ACTIVATE VECTORS is
possible and no changes will be allowed beyond FAF.
VERTICAL
The altitude constraints can only be modified to higher altitudes but the
altitude over FAF must not be changed since it changes the final path
descent angle.
SOPM-1755
5-37
REVISION 7 Page 11
OPERATING
PROCEDURES
VNAV
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).
With VPATH mode engaged the altitude selector must be set to MDA
for continuous VNAV descent.
Whenever the VGP mode is available all non-precision approaches
are to be flown in VGP mode.
Post-Mod. LOAD 19.3
VGP APPROACHES
The VGP behavior is similar to an ILS.
On the heading to intercept the final approach track pressing the
APP button on the guidance panel arms the VGP mode.
Intercepting the final approach descent path engages the VGP
mode and from this point the altitude selector can be set to the
missed approach altitude.
If it is the case the go-around is to be initiated from the glide path
at Decision Altitude rather than in a leveled MDA.
For some regulatory authorities, the MDA will be published as a
VNAV DA. For other ones, the published MDA can be used as a
DA. Check the local regulation.
GPS APPROACHES
If the flight is being dispatched for a GPS approach, the predictive
RAIM for the destination should be checked before takeoff.
SOPM-1755
5-37
Page 12 REVISION 7
OPERATING
PROCEDURES
VECTORS TO FINAL
When on vectors to a final approach to be flown using the FMS as a
primary source of navigation the following recommendations applies:
• Use HDG lateral mode and FPA or V/S vertical mode until
clear to intercept the final approach course;
• On downwind leg it is recommended to use the
ACT VECTORS prompt to extend the final approach
presentation;
• Arm LNAV through the APP or NAV button only when on the
last heading to intercept the final approach course.
LOC ONLY APPROACHES

On LOC only approach when cleared to intercept the localizer, the
transition from FD modes LNAV, VNAV must be as follows:
− Select an appropriate FD vertical mode;

− Select FD HDG mode;
− Change the PFD primary source of navigation to V/L; and
− Arm FD LOC mode pressing NAV button on the Guidance
panel.
SOPM-1755
5-37
REVISION 7 Page 13
OPERATING
PROCEDURES

PF PNF
• Calculates approach
speeds.
briefing (airplane status,
fuel, NOTAMs, weather,
MORA/MEA/MSA, basic
statements, work
route).
approach type: approach type:
Prior to start − MDA: set minimums − MDA: set minimums
descent at BARO minimums; at BARO minimums;
navaid frequency on navaid frequency on
stand by; stand by;
the preview mode. the preview mode.

speeds. speeds.
(continues)
SOPM-1755
5-37
Page 14 REVISION 7
OPERATING
PROCEDURES
(continued)
PF PNF
“TEN THOUSAND”.
CHECKED”. ON.
Smoking (NO ELEC
10000 ft AFE DEVICES) and Fasten
Belts ON.
• Alerts cabin crew.
“ATTENTION CREW,
PREPARE FOR
LANDING”.
“TRANSITION LEVEL”.
• Sets and verifies • Sets and verifies
Transition level altimeters. altimeters.
• Verifies that all altimeters
are set QFE/QNH.
• Verifies pre- • Verifies pre-selected final
selected final approach course, radios
approach course, and MDA.
radios and MDA. • Performs approach
checklist.
Before starting • Sets the Speed “APPROACH CHECKLIST
the approach Selector knob to COMPLETED”.
MAN.
“APPROACH
CHECKLIST”.
For VGP – • Presses the APP • Checks proper

On the heading button on annunciation on FMA.
to intercept final guidance panel.
approach course
(continues)
SOPM-1755
5-37
REVISION 7 Page 15
OPERATING
PROCEDURES
(continued)
PF PNF
First positive “CDI ALIVE”.
inward motion of
radial (Final
approach course)
“LANDING GEAR
On final inbound DOWN, FLAPS 3”. • Selects landing gear
before FAF
down.
(2 NM)
“FINAL APPROACH FIX”.
• Start timer (if • Start timer (if applicable).

applicable).
(1)
“SET _____ ”. • Sets MDA or (go-around
At FAF altitude for VGP) on
altitude pre-selector.
• Verifies altimeters,
• Verifies altimeters, instruments and no
(2)
instruments and flags.
no flags.
(1)
NOTE: - “MDA” for VPATH or “GO-AROUND” for VGP.
When not using VGP mode upon reaching MDA with
ALT mode engaged set the go-around altitude.
(2)
- The RNP Data Block Indications window on PFD must be
monitored throughout final approach. If the APPR
annunciation is not displayed, revert to raw data or rely on
visual cues. If not possible, a missed approach must be
initiated.
If during the approach the DGRAD annunciation
appears, calls “DEGRADED” and proceed on the
approach based on raw data or rely on visual cues, if
unable, perform the missed approach procedure.
(continues)
SOPM-1755
5-37
Page 16 REVISION 7
OPERATING
PROCEDURES
(continued)
PF PNF
“FLAPS__, BEFORE
LANDING • Selects landing flaps.
CHECKLIST”.
• Performs the before
At FAF landing checklist.
“BEFORE LANDING
CHECKLIST
COMPLETED”.
“ONE THOUSAND”.
1000 ft AFE “CHECKED”.
• Verifies instruments • Verifies instruments
and no flags. and no flags.
Calls out deviations:
• “SINK RATE”.
• “GUIDANCE”.
Below 1000 ft AFE
• “SPEED”.
• “LOC”.
• “GLIDE”.
At MDA - If not “SET GO–AROUND
using VGP mode ALTITUDE”. • Sets go-around
when ALT mode altitude on Altitude pre
engages. selector.
At missed approach “VISUAL”.
point - If visual “LANDING”.
reference is
established at an
adequate position
for a safe landing.
(continues)
SOPM-1755
5-37
REVISION 7 Page 17
OPERATING
PROCEDURES
(continued)
PF PNF
At missed approach • Verifies or calls out.
point - If no visual “MINIMUMS”.
reference is
established or visual “GO–AROUND”.
contact is established • Initiates go-
at an inadequate around procedure.
position for a safe
landing.
SOPM-1755
5-37
Page 18 REVISION 7
OPERATING
PROCEDURES
BEFORE LANDING
Lights ................................................AS REQUIRED ...............PNF

Landing Gear................................................. DOWN ...............PNF
PNF places the LDG GEAR LEVER DN when commanded by

the PF.
SLAT/FLAP ...................................................___SET ...............PNF

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

SOPM-1755
5-41
REVISION 7 Page 1
OPERATING
PROCEDURES
NORMAL GO-AROUND - ACTIONS and CALLOUTS

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

rotates towards GA
initial pitch attitude (8°).
• Verify positive rate
of climb.
• Confirm positive rate of “POSITIVE RATE”.
climb.
Positive Rate of “GEAR UP”.
Climb • Position gear lever
up.
• Selects VFS.
• Advises ATC.
(continues)
SOPM-1755
5-41
Page 2 REVISION 7
OPERATING
PROCEDURES
(continued)
NORMAL GO-AROUND - ACTIONS and CALLOUTS

PF PNF
“SELECT FMS AND
HEADING (NAV)”. • Selects appropriate
400 ft AGL
navigation primary source.
• Selects Lateral Mode.
“CLIMB
SEQUENCE”.
• Executes • Selects FLCH.
Acceleration published missed • Retracts flaps on schedule.
Altitude approach or • At flap zero calls:
proceed as “FLAP ZERO”.
instructed by ATC. • Monitor missed approach
procedures.
SOPM-1755
5-41
REVISION 7 Page 3
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-41
Page 4 REVISION 5
OPERATING
PROCEDURES
LANDING TECHNIQUE
The landing configuration (gear down and landing flaps) should be
established early on the final approach or at the outer marker on an
ILS approach.
Airspeed, power and descent rate should be stabilized early. Avoid
power off approaches. Fly the airplane on a stable glide path towards
the touch down point. Great changes in airspeed require great
changes in thrust and attitude. Speed must be kept within +10 kt, -5 kt
relative to the target approach speed, but never less than VRF.
Avoid excessive rates of descent during final approach descent rates
in excess of 1000 ft/min on short final should be avoided. If an
excessive rate of descent develops, a missed approach must be
performed immediately.
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.
As the airplane approaches the touch down point, reduce the rate of
descent and slowly reduce thrust levers to idle so that they are at idle
when the airplane touches down.
Plan to touch down to the 1000 ft point. Do not allow the airplane to
float in ground effect, which unnecessarily increases the landing
distance and risk of a tail strike.
Use the pedal steering to control the airplane until reach the taxi
speed.

threshold is crossed at the screen height and at VRF or VRF NEW
TAIL STRIKE CONSIDERATIONS

The major identified possible causes of a tail strike on a landing are:
− Approach at improper pitch, speed, thrust and glide path;
− Prolonged flare;
− Improper crosswind correction during the flare;
− Over-rotation during a touch and go.
SOPM-1755
5-43
REVISION 7 Page 1
OPERATING
PROCEDURES
Lack or poor handling of landing recommendation could lead to a
destabilized approach thus increasing the tail strike exposure.
BOUNCED LANDING
In case of bounced landing the go-around procedure is recommended
since it is very difficult to evaluate landing distance remaining and the
airplane energy.
If the airspeed has dropped below the VRF initiate the go-around
procedure and retract the flaps only when the airspeed becomes
greater than VRF.
CROSSWIND LANDING
Four methods for crosswind landing can be used:

- Sideslip: Downwind rudder combined with aileron applied into
the wind. The upwind wheels touchdown before downwind
wheels.
- Crab: Proper rudder and upwind aileron. On very slippery
runways the crab may be maintained to touchdown, reducing
the drift toward the downwind when touchdown.
- De-crab: On final approach the crab is accomplished, just prior
to touchdown while flaring, downwind rudder is applied to align
the airplane with the runway centerline simultaneously with
aileron control (to keep wing level) into the wind. Both main
landing gear touchdown simultaneously.
- Crab and Sideslip: The crab method is applied until the
touchdown. When the upwind wheels touchdown, a slight
increase in downwind rudder simultaneously with aileron aligns
the airplane with the runway centerline while keep the wing
level. This combined method may be used during strong
crosswind.
SOPM-1755
5-43
Page 2 REVISION 5
OPERATING
PROCEDURES
AFTER LANDING
THRUST REVERSER
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. Full thrust reverser should be used when landing over
contaminated runways. During a landing the thrust reverser should be
set to MIN REV at 60 kt and be closed at 30 kt. If necessary the thrust
reversers can be used until the airplane come to a complete stop.
BRAKES EFFICIENCY
Test results shown that the average temperature where the brakes
wear is minimized is around 200°C. To achieve this temperature it may
be necessary to use more brakes than thrust reverser. In this case use
only idle reverse thrust.
Carbon brakes wear faster when they are cool, to minimize the brake
exposure to low temperatures apply medium and continuous brake
pressure right after main wheels touch down.
To maximize braking performance on dry or wet runways, if
necessary, apply maximum continuous pressure on the brake pedals.
The ANTI-SKID system will modulate the brakes for an optimum
braking performance.
DO NOT PUMP THE PEDALS.
AUTOBRAKE
With AUTOBRAKES set to LO, MED or HI verify after touch down the
normal operation of the braking system and proper deceleration of the
airplane.
At 80 kt press the brakes pedal to disengage the AUTOBRAKE and
use the necessary braking force to reach a safe taxi speed.
TASK SHARING
After landing and if the LSP is not the PF, he takes over the airplane
controls when normal taxiing speed is reached and calls out
“MY CONTROLS”. The RSP in this case hands the control to the LSP
and responds “YOUR CONTROLS”.
Vacating the active runway the LSP calls “AFTER LANDING
SEQUENCE” indicating the RSP to start the after landing procedure.
SOPM-1755
5-45
REVISION 7 Page 1
OPERATING
PROCEDURES
EXTERNAL LIGHTS
The strobe lights must be turned OFF as soon as the airplane leaves
the runway. However LDG LIGHTS are switched off at the LSPs
discretion. The nose taxi light must remain ON throughout the taxi
regardless of the time of the day.
ENGINE
In order to reduce engine wear, the engines should run at idle for at
least 2 minutes before they are shut down.
SOPM-1755
5-45
Page 2 REVISION 5
OPERATING
PROCEDURES

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

RSP turns off the unnecessary lights.
Transponder.....................................AS REQUIRED ...............RSP
RSP selects the transponder to STBY or in accordance with
local requirements.
SLAT/FLAP ..............................................................0 ...............RSP

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

Set Pitch Trim to 4 on the EMBRAER 170/175 and 2 UP on the
EMBRAER 190/195.
SOPM-1755
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REVISION 7 Page 3
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-45
Page 4 REVISION 5
OPERATING
PROCEDURES
SHUTDOWN
Thrust Levers ....................................................IDLE ............... LSP

Emergency/Parking Brake ................................SET ............... LSP
(Answered by LSP)
− Pull the Emergency/Parking Brake to the set position after

airplane has stopped. Make sure that the airplane is static
before doing so.
− Verify brake temperature. If close to the cautionary range,
verify that chocks are on and release the Emergency/Parking
Brake to reduce the brake cooling time.
Electrical............................................. ON GPU/APU ............... LSP

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

(Answered by LSP)
Electric Hydraulic Pump 3A..............................OFF ............... LSP

(Answered by LSP)
Red Beacon ........................................................OFF ............... LSP
FSTN BELTS.......................................................OFF ............... LSP

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

disarmed.
SOPM-1755
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REVISION 7 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-49
Page 2 ORIGINAL
OPERATING
PROCEDURES
LEAVING THE AIRPLANE
NOTE: This procedure applies when a power down is required.
Passenger Signs Panel .....................................OFF ...............RSP

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

some configurations) and FSTN BELTS to OFF.
HGS Combiner Cover .......................................SET ...............RSP
Electrical........................................... OFF GPU/APU ...............RSP

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

selector knob to OFF. Wait until the APU shuts down and the
label OFF is displayed before turning off the GPU and both
batteries.
− If only GPU is available push out the GPU button.
Batteries 1 & 2....................................................OFF ...............RSP
(Answered by LSP)
SOPM-1755
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REVISION 5 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
5-53
Page 2 ORIGINAL
STANDARD LOW VISIBILITY
OPERATING
PROCEDURES
SECTION 6
LOW VISIBILITY
TABLE OF CONTENTS
Block Page
Low Visibility Operations.................................................... 6-05 ........ 01
Low Visibility Takeoff Using HGS ...................................... 6-10 ........ 01
Basic Statements ......................................................... 6-10 ........ 01
Work Distribution .......................................................... 6-10 ........ 01
Malfunctions.................................................................. 6-10 ........ 01
Action and Callouts....................................................... 6-10 ........ 01
Low Visibility Approaches .................................................. 6-15 ........ 01
Basic Statements ......................................................... 6-15 ........ 01
Work Distribution .......................................................... 6-15 ........ 02
Approach Minima.......................................................... 6-15 ........ 03
Go Around .................................................................... 6-15 ........ 03
Malfunctions.................................................................. 6-15 ........ 03
No Autopilot No HGS Approaches ............................... 6-15 ........ 04
Autoland Approaches ................................................... 6-15 ........ 05
HGS Approaches.......................................................... 6-15 ........ 06
Single Engine Approach ............................................... 6-15 ........ 08
Low Visibility Actions and Callouts ............................... 6-15 ........ 09
SOPM-1755
6-00
REVISION 7 Page 1
LOW VISIBILITY STANDARD
OPERATING
PROCEDURES
INTETIONALLY BLANK
SOPM-1755
6-00
Page 2 ORIGINAL
OPERATING
PROCEDURES
LOW VISIBILITY OPERATIONS

This chapter standardize the takeoff and approach operations under
low visibility conditions as follows:
− Takeoff when RVR is less than 400 m (1300 ft);
− Approach when the MINIMA is lower than the one for CAT I
approach.
Some adjustments may be required to comply with specific local
regulations.
The following table presents the low visibility configurations approved
for the E-JETS family:
DUAL ENGINE SINGLE ENGINE

E-JET LVTO
CAT II CAT III CAT II CAT III
HGS HGS
170 HGS AP AL AP AL
AL AL
FD only
AP
AP
175 - AL AL AL
AL
FD only
HGS
HGS
AP HGS HGS
190 HGS AP
AL AL AL
AL
FD only
AP
195 HGS HGS AP HGS
FD only
NOTE: - Some configurations may not be approved in all
Certifications. Refer to the AFM for further information.
- On the table above, the following acronyms apply:
- AP: Autopilot.
- AL: Autoland.
- FD: Flight Director.
- HGS: Head Up Guidance System (HUD A3 mode).
The configurations above may be operated having the Autothrottle
engaged or disengaged.
SOPM-1755
6-05
REVISION 7 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
6-05
Page 2 REVISION 4
OPERATING
PROCEDURES
LOW VISIBILITY TAKEOFF USING HGS

BASIC STATEMENTS
− LSP will be in charge of reject a takeoff whenever necessary.
On airplanes equipped with a dual HGS installation, the PF may
be either the LSP or the RSP.
− Successful low visibility takeoff requires crew coordination.
− Observe strict adherence to standard call-out procedures since
they are vital to a successful LVTO.
WORK DISTRIBUTION
− The PF is responsible for the cockpit coordination.
− The PNF is responsible for monitoring the low visibility takeoff
remaining on instruments and calls out any observed
discrepancies:
− Any localizer deviation, calling out “STEER LEFT” or
“STEER RIGHT” as necessary;
− Any Flight Director malfunction.
MALFUNCTIONS
A LVTO WARNING should lead to a rejected takeoff.
In case of a LVTO CAUTION the takeoff may be continued upon pilot
discretion using visual cues.
ACTIONS AND CALLOUTS

LOW VISIBILITY – ACTIONS and CALLOUTS
TAKEOFF
PF PNF
• Adjusts the HGS • Adjusts the HGS
Aligned on the combiner brightness. combiner brightness.
runway center • Checks for the LVTO • Checks for the LVTO
line mode engaged. mode engaged.
“HGS SET”. “HGS SET” (dual HGS).
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REVISION 7 Page 1
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
6-10
Page 2 REVISION 4
OPERATING
PROCEDURES
LOW VISIBILITY APPROACHES
BASIC STATEMENTS
− Successful low visibility approach requires crew coordination.
− Any doubt about the approach’s success must lead to a go
around.
− Observe strict adherence to standard call-out procedures since
they are vital to a successful approach.
− The PF should guard the controls and the throttles throughout
all phases of the automatic approach, landing and rollout and be
prepared to manually land or initiate a go around any time it is
considered necessary.
− Use of the external lights while in IMC:
− Strobe lights may cause disorientation;
− Landing lights and side taxi lights at night and/or during
precipitation could reduce the capability to acquire visual
references.
− The external lights may be turned off and as soon as visual
contact is assured, the PNF turns ON the external lights upon
PF request.
− It is recommended to adjust the cockpit overall illumination to
the minimum necessary.
− Adjust seat according to the visual reference located at the
central column of the windshield.
SOPM-1755
6-15
REVISION 7 Page 1
OPERATING
PROCEDURES
WORK DISTRIBUTION
− LSP will be the PF during the approach, be responsible for the
cockpit coordination and execute the go around if no visual
contact is established at the approach minimums. On airplanes
equipped with a dual HGS configuration, the PF may be either
the LSP or the RSP.
− The PNF is responsible for monitoring all phases of the low
visibility approach remaining on instruments and calls out any
observed discrepancies:
Deviation Callout
Guidance Cue becomes
half circle excursion out of
Flight Path Vector (HGS) “GUIDANCE”
or any deviation from
Flight Director.
Rate of descent more “SINK RATE”
than 900 ft/min.
Localizer and/or Glide
Slope deviation greater “LOC”/“GLIDE”
than 1 dot.
Above
Target speed + 10 kt.
Below “SPEED”
Target speed – 5 kt; or
any speed less than VRF,
whichever is higher.
Any Autopilot or Flight Calls the failure
Director malfunction.
EGPWS callouts not Perform the expected
performed automatically. callouts
SOPM-1755
6-15
Page 2 REVISION 7
OPERATING
PROCEDURES
APPROACH MINIMA
− PF concentrates on getting visual cues and may only continue
the approach if proper centerline tracking and correct altitude
and attitude are assured.
− PNF maintain the instruments scan and verify or calls out
“MINIMUMS”.
GO AROUND
− PF must immediately initiate a Go Around at minimums if:
− Not enough visual guidance is available.
− Visual guidance is obtained but the airplane’s position is
inadequate for a safe landing.
MALFUNCTIONS
− Any airplane malfunction requiring crew action below 1000 ft
AFE under IMC should lead to a go around.
− 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.
SOPM-1755
6-15
REVISION 7 Page 3
OPERATING
PROCEDURES
NO AUTOPILOT NO HGS APPROACHES

WORK DISTRIBUTION
− Without HGS and with the autopilot disengaged, the PF should
keep scanning the flight instruments and when reaching the
MINIMA altitude should call out “MINIMUMS”. If receiving the
call “VISUAL” from PNF, the PF looks outside for visual cues
and continues the approach for landing.
− At 100 ft above MINIMUMS, the PNF start looking out side for
visual cues and with visual reference and adequate position for
landing calls out “VISUAL”.
GO AROUND
− Reaching the MINIMA and not receiving the callout “VISUAL”
from the PNF, the PF should initiate the GO AROUND
procedure.
SOPM-1755
6-15
Page 4 REVISION 7
OPERATING
PROCEDURES
AUTOLAND APPROACHES
WORK DISTRIBUTION
− PF starts looking for visual cues at 100 ft above minimums.
− PNF monitors the instruments and the EICAS.
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 the
basic modes (ROLL - FPA) and the Rudder Servo is
de-energized requiring pilot input to maintain directional control.
MALFUNCTIONS
If IMC, any malfunction below CAT II MINIMA should lead to an
immediate go-around.
LANDING ROLL
AUTOLAND 1 provides 5 seconds of rollout after touchdown after
which the PF must control the airplane to track the runway centerline.
AUTOLAND 2 complements the AUTOLAND 1 functionality with
additional rollout guidance up to a safe taxi speed.
SOPM-1755
6-15
REVISION 7 Page 5
OPERATING
PROCEDURES
HGS APPROACHES
WORK DISTRIBUTION
− PF concentrates on following the HGS guidance and getting
visual cues.
− PNF monitors the instruments, comprising the EICAS and the
HGS in case of dual HGS configuration or the EICAS and the
PFD in case of single HGS configuration.
− For HUD A3 approaches it is mandatory to disengage the
autopilot after the landing configuration is achieved but above
500 ft.
GO AROUND
− In case of APPR WRNG a Go Around must be performed,
unless a visual approach or an approach using other means
than the HGS may be safely executed.
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 PF considers that continuing the
approach is unsafe or PNF has no conditions to assume
controls. In this case, do not transfer the controls. SOPM-1755
6-15
Page 6 REVISION 7
OPERATING
PROCEDURES

DUAL HGS CONFIGURATION (ONE SIDE FAILS)
PF PNF
“HUD FAIL”.
mode engaged and
safe conditions to
Above 500 ft – continue the
Able to transfer approach.
the controls
“HUD OK”.
“YOUR CONTROLS”.
“MY CONTROLS”.
• Monitors the
instruments,
comprising the PFD,
and EICAS.

DUAL HGS CONFIGURATION (BOTH SIDES FAIL)
PF PNF
“HUD FAIL”.
Above 500 ft –
mode engaged and
Unable to
safe conditions to
transfer the
continue the
controls and
approach.
IMC
“HUD FAIL”.
“GO AROUND”.
• Initiates go around
procedure.
SOPM-1755
6-15
REVISION 7 Page 7
OPERATING
PROCEDURES
SINGLE ENGINE APPROACH

APPROACH PREPARATION
− Plan to be stabilized on final in landing configuration at about
8 NM;
− PF maintains the directional control using the rudder pedals and
trim.
− If the approach is to be made on any AUTOLAND mode, the PF
slowly adjusts the Rudder Trim to zero when the Rudder Servo
engages.
GO AROUND
− In case of a go around be prepared to overcome the directional
control since the rudder servo disengages when the Flight
Director GO AROUND mode is changed to any other vertical
mode.
SOPM-1755
6-15
Page 8 REVISION 7
OPERATING
PROCEDURES
LOW VISIBILITY ACTIONS AND CALLOUTS

DESCENT
PF PNF
• Calculates and sets
approach speeds.
briefing (aircraft
status, fuel, NOTAMs,
weather,
MORA/MEA/MSA,
basic statement for
CAT I, work
route).
Prior to start approach type: approach type:
descent − DH: set − DH: set
minimums at RA minimums at RA
minimums; minimums;
ILS frequency on ILS frequency on
(1)
stand by ; (1)
stand by ;
the preview mode the preview mode
(2)
. (2)
.
speeds. speeds.
(1)
NOTE: Both receivers must be on the same frequency.
(2)
Both approach courses must be on the same course.
(Continued)
SOPM-1755
6-15
REVISION 7 Page 9
OPERATING
PROCEDURES

DESCENT
PF PNF
“TEN THOUSAND”.
CHECKED”. ON.
Smoking (NO ELEC
10000 ft AFE DEVICES) and
Fasten Belts ON.
Alerts cabin crew
“ATTENTION CREW,
PREPARE FOR
LANDING”.
“TRANSITION
• Sets and verifies LEVEL”.
altimeters. • Sets and verifies
Transition Level altimeters.
• Verifies that all
altimeters are set
QFE/QNH.
• Sets the Speed
Selector knob to
MAN.
• Verifies pre-selected
final approach course,
• Verifies pre-selected radios and DH
final approach course, minimums.
radios and DH
Before starting minimums.
the approach
“APPROACH
CHECKLIST”.
checklist.
“APPROACH
CHECKLIST
COMPLETED”.
(Continued)
SOPM-1755
6-15
Page 10 REVISION 7
OPERATING
PROCEDURES

APPROACH
PF PNF
• Presses APP button
on guidance panel.
• Checks the Autopilot
When cleared for Approach Status
the approach Annunciator and calls
out the armed
approach mode.
(1)
“________ ARMED”.
“CHECKED”.
First positive “LOCALIZER ALIVE”.
inward motion of
localizer “CHECKED”.
“GLIDE SLOPE
ALIVE”.
One dot to “CHECKED”.
intercept the
glide slope • Selects landing gear
“LANDING GEAR
DOWN FLAPS 3”. down.
Selects Flap 3.
“SET GO AROUND
HEADING AND (2)
At Glide Slope “SET _______ ”.
ALTITUDE”.
• Selects the go-around
heading and altitude.
(1)
“APPROACH 2”, “AUTOLAND 1”, “AUTOLAND 2”, “HUD A3”.
(2)
Go around heading and altitude. For example: “SET 240° 5000 ft”.
(Continued)
SOPM-1755
6-15
REVISION 5 Page 11
OPERATING
PROCEDURES
APPROACH
PF PNF
“FLAPS 5, BEFORE
LANDING CHECKLIST”.
• Performs the Before
− Checks the Autopilot Landing checklist
Between 1500 ft Approach Status and calls out.
and 1000 ft RA Annunciator and calls
out the engaged “BEFORE LANDING
or
approach mode CHECKLIST
outer marker, (1)
“_______ ENGAGED”. COMPLETED”.
whichever
• For Autoland slowly
comes first
adjusts the RUDDER
trim to zero.
• For HUD A3 “CHECKED”.
approaches, • For Autoland checks
disengages the rudder trim on zero.
autopilot.
“ONE THOUSAND”.
“CHECKED”.
At 1000 ft AFE • Verifies instruments • Verifies instruments
and no flags displayed. and no flags
displayed.
• Calls out any
deviations:
“SPEED”.
Below 1000 ft (2)
“LOC” .
AFE (2)
“GLIDE” .
(3)
“GUIDANCE” .
“SINK RATE”.
(1)
“APPROACH 2”, “AUTOLAND 1”, “AUTOLAND 2”, “HUD A3”.
(2)
For APPR 1, APPR 2, AUTOLAND 1, AUTOLAND 2, single HGS
HUD A3 and NO AUTOPILOT NO HGS approaches.
(3)
For dual HGS HUD A3 approaches.
(Continued)
SOPM-1755
6-15
Page 12 REVISION 7
OPERATING
PROCEDURES
APPROACH
PF PNF
• Verifies or calls out.
“FIVE HUNDRED”.
At 500 ft AFE, “CHECKED”.
EGPWS callout:
“FIVE • Starts to follow thrust
HUNDRED” lever movement or
continues controlling
thrust manually.
100 ft above • Verifies or calls out.
Minimums “APPROACHING
EGPWS callout: MINIMUMS”.
• Starts looking for
“APPROACHING visual cues.
(1)
MINIMUMS”
At DH (EGPWS • Verifies or calls out.
callout “MINIMUMS”.
“MINIMUMS”) –
If visual reference “LANDING”.
is established
and adequate
position for a safe
landing exists.
(1)
NOTE: On a NO AUTOPILOT NO HGS approach the PF should
keep scanning the flight instruments and when reaching the
MINIMA altitude should call out “MINIMUMS” and look
outside when receiving the call “VISUAL” from PNF. The
PNF starts scanning outside looking for visual cues, when
visual reference is established and adequate position for a
safe landing calls out “VISUAL”.
SOPM-1755
6-15
REVISION 7 Page 13
OPERATING
PROCEDURES

APPROACH
PF PNF
At DH (EGPWS • Verifies or calls out.
callout “MINIMUMS”.
“MINIMUMS”) - If
no visual “GO AROUND”.
reference is • Initiates go around
established procedure.
and/or an
inadequate
position for a safe
landing exists
• Retards thrust levers
At 50 ft to idle if Autothrottle
disengaged.
For • After Autopilot
AUTOLAND 1: disconnection,
assumes airplane
At main wheel control.
touchdown
For • Assumes airplane
AUTOLAND 2 control.
Upon Autopilot
disconnection
SOPM-1755
6-15
Page 14 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
SECTION 7
EMERGENCY/ABNORMAL PROCEDURES
TABLE OF CONTENTS
Block Page
Abnormal and Emergency Procedures
Handling Philosophy..................................................... 7-00.......... 02
Single Engine Flight Technique......................................... 7-00.......... 03
Rejected Takeoff................................................................ 7-05.......... 01
Engine Failure at or Above V1 ........................................... 7-10.......... 01
Engine Fire, Severe Damage or
Separation (On Takeoff After V1).................................. 7-25.......... 01
One Engine Inoperative Go Around .................................. 7-27.......... 01
Emergency Descent .......................................................... 7-30.......... 01
Emergency Evacuation...................................................... 7-35.......... 01
Ditching .............................................................................. 7-40.......... 01
Rejected Landing............................................................... 7-45.......... 01
Overweight Landing........................................................... 7-50.......... 01
No Slat/Flap Landing Technique ....................................... 7-55.......... 01
Forced Landing .................................................................. 7-60.......... 01
TCAS Trafic Advisory and
Resolution Advisory...................................................... 7-65.......... 01
EGPWS Warning Corrective
Maneuver...................................................................... 7-70.......... 01
Upset Recovery Maneuver ................................................ 7-75.......... 01
Stall Recovery Maneuver................................................... 7-80.......... 01
Driftdown............................................................................ 7-85.......... 01
SOPM-1755
7-00
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES

HANDLING PHILOSOPHY
− The crewmember recognizing the malfunction calls it out.
− No action should be taken until the airplane flight path and
configuration are properly established and a safe altitude (400 ft or
above) has been attained.
− Procedures have to be initiated on the pilot flying’s command.
− PF (pilot flying) is responsible for:
1. Thrust Levers;
2. Flight path and speed;
3. Airplane configuration;
4. Navigation;
5. Communication;
− PNF (pilot not flying) is responsible for:
1. Reading aloud the appropriate checklist;
2. Executing required actions;
3. Actively monitoring the airplane;
− In case of engine failure, fire, damage or separation at or above V1
and should there be enough time, the Captain will brief the cockpit
crew and Purser:
CAPTAIN  PURSER  FLIGHT ATTENDANTS
In this briefing, the Captain will give the following information:
T ime available.
E mergency (type).
S ignals conventioned.
T ransmit additional instructions (structural damages, restricted
exits, loss of landing gear, etc).
SOPM-1755
7-00
Page 2 REVISION 5
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
− When airborne, recall items referring to throttles, fire handles and
engine start/stop selectors should be confirmed by both pilots prior to
be accomplished.
− Exercise common sense and caution when accomplishing checklists
for multiple failures.
− If more than one EICAS messages appear at same time, the crew
should perform the required checklists following the message
priority: WARNING (red), CAUTION (amber) and ADVISORY (cyan).
− If more than one EICAS messages, within a category, appear at
same time the crew should analyse and define which one should be
dealt first.
Post-Mod. LOAD 21.2
− For Root EICAS messages, performs the associated QRH
procedure for these messages first.
− In case of abnormal/emergency situation, both crew members
systematically and without delay should accomplish all recall items in
their area of responsibility.
− When the flight is under control and all recall items are completed,
the PF calls for the appropriate abnormal/emergency procedure in
the QRH.
SINGLE ENGINE FLIGHT TECHNIQUE

When single engine situation is recognized:
During takeoff roll:
Apply rudder as necessary to maintain the center line and keep this
setting. When airborne maintaining the initial rudder setting use the
aileron to maintain wings leveled;
Airborne:
Apply rudder in the amount necessary to keep the control wheel in
the neutral position and maintain (shortly after takeoff generally 5
inches), use aileron to maintain wings leveled;
SOPM-1755
7-00
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
To improve performance:
The rudder commands should always be smooth, using small and
steady deflections in the proper direction;
When stable the best performance is achieved bringing the skid
indicator to about ½to ¼ off center and between 0º to 5º of bank
(the exact amount varies with the relation of thrust and speed,
gross weight and altitude).Generally the control wheel in the neutral
position is a good indication of the lowest drag for single engine.
On final approach:
Plan to be stabilized in landing configuration before 1000 ft and set
the rudder trim to ZERO.
NOTE: Wind and gust correction on VAPP should be applied normally,

except that the minimum wind additive is zero.
SOPM-1755
7-00
Page 4 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
REJECTED TAKEOFF
REJECTED TAKEOFF - ACTIONS AND CALLOUTS
LSP RSP
• The pilot first noticing the malfunction
identifies and announces it.
“REJECT”
• Reduce thrust levers
to idle, disconnect • Monitor airplane
AT and apply deceleration.
If decision was reverse as required.
REJECT • Verifies the reverse
• Apply or verify status.
maximum braking.
• Cancels any aural
• Use reverse as warnings.
necessary, and
• Calls out
• Smoothly return “SIXTY KNOTS”.
thrust levers to idle.
• Advise ATC stating
the abort.
• Set parking brake

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

evacuation is Procedures.
required

SOPM-1755
7-05
REVISION 5 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
− The rejected takeoff (RTO) maneuver is initiated during the

take off roll to rapidly stop the aircraft on the runway.
− During a normal takeoff the LSP should keep his hand on the
thrust levers until V1 has been reached.
− The decision to reject the takeoff is made by the Captain,
according to the circumstances. Airplane speed at the moment
and adverse runway condition should be taken into account.
− At speeds below 80 kt, the decision to reject should be
considered if any undesirable event occurs, including unusual
vibrations, tire failure or a Master caution.
− After 80 kt and before V1, the takeoff should be rejected only in
the event of engine fire/failure or any malfunctions that severely
affect flight safety. After V1, it is recommended that takeoff be
continued since there is no assurance that the airplane will stop
within the remaining length of runway.
− The pilot not flying should monitor all essential instruments
throughout the takeoff and, immediately announce any
malfunctions or adverse condition.
− Reverser should be set to MIN REV at 60 kt and closed at
30 kt. If necessary the reverser can be used until the airplane
comes to a complete stop.
− The airplane should be fully stopped and must not vacate the
runway until it is absolutely clear that an emergency evacuation
is not necessary.
− If rejecting due to fire, consider positioning the airplane so the
fire is on the downwind side.
− If a decision to proceed to a new take-off is made just after
rejecting a takeoff all the FMS initialization data has to be
verified and confirmed.
SOPM-1755
7-05
Page 2 REVISION 5
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
ENGINE FAILURE AT OR ABOVE V1

ENGINE FAILURE AT OR ABOVE V1 - ACTIONS AND CALLOUTS
PF PNF
“ENGINE ___ FAILURE”.
(pilot first noticing the engine failure).
• Controls airplane • Cancels aural

Before VR using rudder. warnings.
“CHECK THRUST”. • Verifies maximum
thrust on operating
engine.
“THRUST
CHECKED”.
“ROTATE”.
At VR • Rotate to Appropriate
pitch.
• Verifies positive
rate of climb.
• Confirms positive rate
of climb.
“GEAR UP”.
• Positions gear
lever UP.
After lift-off
• Climbs at V2. • Monitors speed
• Controls the airplane and attitude.
using rudder and yaw
trim in the amount
necessary to keep
the aileron control in
neutral position to
avoid roll spoilers to
be deployed.
(Continues)
SOPM-1755
7-10
ORIGINAL Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
ENGINE FAILURE AT OR ABOVE V1 - ACTIONS AND CALLOUTS

PF PNF
“SELECT HEADING,
BANK”.
400 AGL
• Selects HDG and
BANK.
“SELECT FLCH”.
• Selects FLCH.
“ENGAGE
AUTOPILOT”. • Engages AP.
• At flaps retraction • Retracts flaps on

speed: schedule upon
“FLAPS ___”. PF’s command
At Acceleration until flap 0 then
Altitude 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.
“(APPLICABLE
ABNORMAL)
CHECKLIST, I HAVE
ATC”.
(Continues)
SOPM-1755
7-10
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS
PF PNF
Reads the checklist

aloud:
“THRUST LEVER 1(2)”.
• Places his (her)
hand on failed
engine Thrust
Lever and waits
PNF confirmation. • Confirms that the PF
hand is on the failed
engine Thrust Lever.
“1 (2) IDLE”.
• Reduces affected
engine Thrust
Performing
Lever to idle.
Engine Failure “START/STOP
Checklist Selector 1 (2)”.
or Recall Items
• Place his (her) hand
over the failed engine
START/STOP
• Confirms the failed Selector.
engine
START/STOP
selector:
“1 (2) STOP”. • Selects the
START/STOP
Selector to STOP.
• Completes the Engine
Failure Checklist.
“(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED”.
(Continues)
SOPM-1755
7-10
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
ENGINE FAILURE AT OR ABOVE V1 - ACTIONS and CALLOUTS
PF PNF
“AFTER TAKE OFF • Accomplish the

CHECKLIST”. procedures and
When Engine Failure checklist.
Checklist is completed “AFTER TAKEOFF
CHECKLIST
COMPLETED”.
• Sets TCAS to TA
Only.
SOPM-1755
7-10
Page 4 REVISION 4
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION (ON TAKEOFF AFTER V1)
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
(ON TAKEOFF AFTER V1) – ACTIONS and CALLOUTS
PF PNF
“ENGINE ___ FIRE”.
(pilot first noticing the engine failure).
• Controls airplane using • Cancels aural

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

UP.
After lift-off
• Climbs at V2. • Monitors speed and
• Controls the airplane attitude.
using rudder and yaw
trim in the amount
necessary to keep the
aileron control in neutral
position to avoid roll
spoilers to be deployed.
(Continues)
SOPM-1755
7-25
REVISION 4 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS
PF PNF
“SELECT HEADING,
400 ft AGL BANK”.
• Selects HDG and
BANK.
“SELECT FLCH”.
• Selects FLCH.
“ENGAGE AUTOPILOT”.
• Engages AP.
• At flap retraction speed:
“FLAPS ___”.
• Retracts flaps on
schedule upon
At Acceleration PF’s command
Altitude until flap 0 then
calls.
• Reaching VFS: “FLAPS ZERO”.
“CONTINUOUS”.
thrust rate to
continuous.
(1)
“RECALL ITEMS”.
(1)
For altitude accelerations higher than 1000 ft the PF may indicate
on take off briefing an altitude lower than acceleration altitude, but
not lower than 400 ft, where the recall items will be commanded.
Upon crossing the briefed altitude, with the airplane stabilized and
on the proper flight path, the PF commands to initiate the recall
items. After they are completed, verify or set CONTINUOUS, climb
to the acceleration altitude, retract flaps, climb at VFS and ask for the
checklist.
(Continues)
SOPM-1755
7-25
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
PF PNF
• Climbs at VFS to a safe • Advise ATC.
Climbing to Safe altitude defined on the
Altitude take off briefing or as • Monitor thrust,
assigned by ATC. attitude and speed.
• Disengages the
AUTOTHROTTLE.
“THRUST LEVER 1(2)”.
• Confirms that the
failed engine is
going to be
reduced by PF:
“1(2) IDLE”.
engine thrust lever to
idle.
“START/STOP 1(2)”.
Performing • Place his hand
Engine Fire, over the Start/Stop
Severe Damage selector and wait
or Separation PF confirmation.
Checklist
“1(2) STOP”
• Selects the
Start/Stop selector
to STOP.
“FIRE HANDLE 1(2)”.
• Place his hand on
the Fire
Extinguisher
Handle and wait
PF confirmation.
“(1/2) PULL”
Pulls the Fire
Extinguisher Handle.
(Continues)
SOPM-1755
7-25
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
PF PNF
“ENGINE FIRE,
SEVERE DAMAGE
OR SEPARATION
CHECKLIST, I HAVE
ATC”. • Reads the
Performing Engine Checklist.
Fire, Severe damage
• Takes the ATC
or separation check
communications.
list reading
“ENGINE FIRE,
SEVERE DAMAGE
OR SEPARATION
CHECKLIST
COMPLETED”.
“AFTER TAKE OFF • Accomplish the

CHECKLIST”. procedures and
When Engine Fire, checklist.
Severe Damage or “AFTER TAKEOFF
Separation Checklist CHECKLIST
completed COMPLETED”.
• Sets the TCAS to
TA Only.

SOPM-1755
7-25
Page 4 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
ONE ENGINE INOPERATIVE GO-AROUND

ONE ENGINE INOPERATIVE GO – AROUND -
PF PNF
“GO-AROUND”.
• Press either TO/GA
switches. • Verify GA
Go-around
becomes • Verify or move thrust annunciates.
necessary levers to the TO/GA • Verify engine thrust
detent. at GA RSV.
“FLAPS__”.
• Selects GA flaps.
• Verify or rotate towards
GA pitch attitude.
rate of climb.
• Confirms positive rate
of climb.
“GEAR UP”.
• Positions gear lever
up.
Positive Rate of • Climbs at VAC.
Climb • Selects VFS on the
• Controls the airplane Speed Selector
using rudder and yaw knob.
trim in the amount • Advise ATC.
necessary to keep the
aileron control in neutral
position to avoid roll
spoilers to be deployed.
“SELECT HEADING,
400 ft AGL BANK”.
• Selects HDG and
BANK.
(Continues)
SOPM-1755
7-27
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
ONE ENGINE INOPERATIVE GO – AROUND -
PF PNF
“SELECT FLCH”.
• Selects FLCH.
• At flap retraction
speeds:
“FLAPS ___”. • Retracts flaps on
schedule upon PF’s
command until
Acceleration flap 0 then calls.
Altitude
“FLAPS ZERO”.
• Reaching VFS.
“CONTINUOUS”.
thrust rate to
continuous.
• Climbs at VFS to a safe • Advises ATC.
altitude defined on the
Climbing to Safe approach briefing or as • Monitor thrust,
Altitude assigned by ATC. attitude, speed and
missed approach
procedures.
SOPM-1755
7-27
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
EMERGENCY DESCENT
EMERGENCY DESCENT - ACTIONS AND CALLOUTS
PF PNF
“EMERGENCY –
DESCENT”.
• Don crew oxy masks and check
communications.
• Alerts cabin crew • Selects seat belts
(P.A.): sign ON.
“ATTENTION CREW, • Selects no
EMERGENCY smoking sign ON.
DESCENT”.
• Selects altitude (MEA • Advises ATC:
or 10000 ft whichever “(CALL SIGN)
is higher). EMERGENCY
DESCENT”.
• If VNAV is engaged
presses VNAV button • Monitors cabin
on the GP; altitude.
In flight
• Selects FLCH.
• Verifies thrust levers • Selects squawk
IDLE. 7700.
• Sets speed brake • Checks flight
lever to FULL. instruments and
engine
• Selects Speed parameters.
Selector Knob to
MANUAL and target
speed to maximum
appropriate.
• Confirms Pax
Oxygen
(if cabin reaches
14000 ft).
(Continues)
SOPM-1755
7-30
REVISION 4 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
EMERGENCY DESCENT - ACTIONS AND CALLOUTS

PF PNF
• Monitor descent
path and speed.
• Select MFD
TERRAIN and
monitor terrain
clearance.
In flight
“EMERGENCY • Accomplish
DESCENT checklist.
CHECKLIST”.
“EMERGENCY
DESCENT
CHECKLIST
COMPLETE”.
2000 ft to MEA or “TWO THOUSAND
10000 ft TO LEVEL OFF”.
“ONE THOUSAND
1000 ft to MEA or TO LEVEL OFF”.
10000 ft • Retract speed
brakes.
• Inform cabin crew.
At Safe Altitude “ATTENTION CREW
WE HAVE REACHED
SAFE ALTITUDE”.

− This maneuver is designed to bring the airplane down smoothly to
a safe altitude in the minimum amount of time when experiencing a
rapid depressurization.
− Use of automated resources is recommended.
− If structural damage is suspected, use flight controls with care, limit
speed as appropriate and evaluate the use of landing gear to
expedite the descent.
− Descend straight ahead or initiate turn with HDG selector, in
accordance with local regulations.
SOPM-1755
7-30
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
− If cabin altitude reaches 14000 ft or above, verify pax oxygen
supply by checking the EICAS. If a caution message “PAX OXY
NOT DEPLOYED” is displayed, set immediately Pass Oxy selector
mode to OVRD.
− When turbulence is encountered, reduce to turbulent air
penetration speed.
− Altitude callouts are performed every 10000 ft (30000 ft/
20000 ft/10000 ft) by the PNF to check crew awareness.
− Reevaluate the situation based on weather, oxygen, fuel remaining
and available airports before defining the new course of action. The
use of long-range cruise may be appropriate.
− RVSM – The Pilot shall follow established emergency procedure,
notify ATC and follow the appropriate RVSM contingency
procedure for specific RVSM airspace. Use TCAS as a reference in
this situation.
− If use of oxygen is required for a long period of time set the Oxygen
Masks Selector to NORMAL.
− After reaching a safe altitude, the crew should doff oxygen masks,
close the Mask Stowage Box doors and press the TEST/RESET
Button in order to turn off the mask’s microphone and activate the
headset MIC.
SOPM-1755
7-30
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-30
Page 4 ORIGINAL
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
EMERGENCY EVACUATION
EMERGENCY EVACUATION - ACTIONS AND CALLOUTS
LSP RSP
“EMERGENCY
EVACUATION”.
• Sets Parking Brake • Selects Flaps 5.
ON.
• Sets Thrust Levers to
idle.
• Sets both
START/STOP
selectors to STOP. • Pulls both engine fire
• Alerts cabin crew extinguisher handles
(P.A.): and rotate 1L/2R.
When airplane “ATTENTION CREW, • Presses APU

has stopped WAIT FOR emergency stop
INSTRUCTIONS”. button.
• Presses APU fire
extinguisher button.
• Presses the
• Set Fasten Belts OFF. Pressurization DUMP
Button.
• Verifies flaps out of
ZERO position and • Notifies ATC.
alerts cabin crew
(P.A.):
“ATTENTION CREW,
INITIATE EMERGENCY
EVACUATION”.

(Continues)
SOPM-1755
7-35
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
EMERGENCY EVACUATION - ACTIONS AND CALLOUTS
LSP RSP
“EMERGENCY
EVACUATION • Accomplish checklist.
CHECKLIST”. “EMERGENCY
When airplane EVACUATION
has stopped CHECKLIST
COMPLETED”.
• Selects Batteries OFF.
NOTE: - The command to initiate emergency evacuation is given by

the Captain through the PA system. In case the Captain is
unable to do so, the command will be given by the next
ranking and capable crewmember.
- Before initiating emergency evacuation, the captain should
verify and clearly announce which side(s) is safe for
evacuation.
- If it is possible, both pilots should evacuate the aircraft
through the passenger cabin doors.
- FO evacuates the aircraft and assists passengers on the
ground.
- Captain should be the last crewmember to leave the aircraft
through the aft door, checking that all persons have already
been evacuated.
- If it is not possible to reach the passenger cabin, both pilots
have to evacuate the airplane through the cockpit windows.
SOPM-1755
7-35
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
DITCHING
DITCHING - ACTIONS AND CALLOUTS
PF PNF
• Notifies cabin crew. • Sets transponder
to 7700.
• Notifies ATC.
• Pulls aural warning
• Pulls aural warning CB (C31) (RSP).
In Flight CB (C7) (LSP).
• Selects
No Smoking/
Fasten Seat Belts
signs ON.
• Sets ELT to ON.
• Monitor cabin rate. • Presses the
pressurization
At 10000 ft AGL DUMP button.
• Adjust altimeters and set landing data.
• Checks that • Selects
passenger cabin pressurization
procedures are mode controller
completed. knob to MANUAL.
At 5000 ft AGL
• Monitors cabin • Holds down the
altitude. CABIN ALT knob
for 50 sec.
• Review After Ditching Procedures.
• Notifies ATC about
ditching position.
“FLAPS__”. • Sets slat/flap as

Before ditching (maximum available) required.
• Presses the APU
• Confirms landing Emergency Stop
gear UP. button.
(Continues)
SOPM-1755
7-40
REVISION 3 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
DITCHING - ACTIONS AND CALLOUTS
PF PNF
• Adjusts landing • Alerts cabin crew:
profile. “IMPACT,
IMPACT,
• Maintains VREF and IMPACT”.
Just before water minimum rate of
contact descent with thrust
available. If
engines are not
running maintain a
minimum speed of
130 kt.
• Reduces thrust
levers to idle. • Selects Start/Stop
• Alerts cabin crew: Selector knobs
“INITIATE STOP.
EMERGENCY • Engines fire
EVACUATION”. extinguisher
After ditching handles PULL and
ROTATE 1L/2R.
• Sets Fasten Belts
OFF.
• Selects both
batteries knobs
OFF.

− Plan to land with maximum flap available.
− Reduce fuel onboard to increase buoyancy.
− A flare to a high pitch attitude (up to 12°) should reduce the airplane
structural damage on touch down.
− Consider landing parallel to waves taking in account wind direction.
− If engine(s) are running perform a landing using thrust to maintain a
minimum rate of descent.
SOPM-1755
7-40
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
− If ditching is anticipated with enough time to prepare the passengers,
Pilot In Command informs Purser of the upcoming event and passes
the following information:
− Nature of the ditching.
− Type of evacuation.
− How the Flight Crew will signal cabin crew to start evacuation.
− How much time is left.
− Any further instructions that might be deemed necessary.
− The order to assume protective position must be transmitted from the
cockpit 30 seconds before ditching or at any moment an accident
occurs, by using the following phraseology:
“IMPACT/IMPACT/IMPACT”.
SOPM-1755
7-40
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-40
Page 4 ORIGINAL
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
REJECTED LANDING
This procedure is identical to the missed approach procedure.
If a rejected landing is initiated after touchdown, the flight and ground
spoilers should retract as thrust levers are advanced.
After reverse thrust is initiated, a full stop landing must be made.
REJECTED LANDING - ACTIONS and CALLOUTS

PF PNF
“GO-AROUND”.
• Press either TOGA
switches. • Verify GA annunciations.
• Verify or move thrust
levers to TO/GA • Verify engine at go-
detent. around thrust.
Go-around • With the airspeed
greater than VRF.
“FLAPS__”.
• Selects GA flaps.
• Verifies rotation or
rotates towards GA
pitch attitude.
• Verify positive rate of
climb.
• Confirm positive rate
Positive Rate of climb.
of Climb
“GEAR UP”.
• Position gear lever up.
• Selects VFS.
• Advises ATC.
(Continues)
SOPM-1755
7-45
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
REJECTED LANDING - ACTIONS and CALLOUTS

PF PNF
• Selects appropriate • Selects appropriate
primary navigation navigation primary
source. source.
400 ft AGL “SELECT HEADING
(NAV)”.
• Selects Lateral Mode.
“CLIMB SEQUENCE”.
• Executes published • Selects FLCH.
missed approach or
• Selects VFS.
proceed as instructed
Acceleration by ATC. • Retracts flaps on
schedule.
Altitude
• At flap zero call:
“FLAP ZERO”.
• Monitor missed approach
procedures.
SOPM-1755
7-45
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
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.
Landing distance is always less than takeoff distance and brake
energy will not be exceeded for flaps 5 or 6 landing at all gross
weights.
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.
Reduce the landing weight as much as possible, and at Captain
discretion this can be done using high drag configuration, as holding at
low altitude with landing gear down.
The maximum rate of descend is 300 ft/min at touchdown.
SOPM-1755
7-50
REVISION 5 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-50
Page 2 REVISION 1
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
NO SLAT/FLAP LANDING TECHNIQUE

Recommendations:
− If possible reduce gross weight (burn off fuel) to reduce VREF.
− Use autopilot as much as possible.

− Establish a long final approach, at least 6.5 NM.
− Attitude will be higher than normal.
− Use precision glideslope such as ILS for crosscheck.
− Over threshold set thrust levers to IDLE.
− Flare enough just to reduce the rate of descent, do not float.
− Plan touchdown at touchdown zone, a go around should be made if
landing occurs beyond touchdown zone.
− Use brake as required.
SOPM-1755
7-55
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-55
Page 2 REVISION 1
STANDARD EMERGENCY/
ABNORMAL
OPERATING PROCEDURES
PROCEDURES
FORCED LANDING
FORCED LANDING - ACTIONS AND CALLOUTS
PF PNF
! Notifies cabin crew. ! Sets transponder
to 7700.
! Notifies ATC.
! Pulls aural warning
! Pulls aural warning CB (C31) (RSP).
In Flight CB (C7) (LSP).
! Selects
No Smoking/
Fasten Seat Belts
signs ON.
! Sets ELT ON.
! Monitors cabin rate. ! Presses
pressurization
At 10000 ft AGL DUMP Button.
! Adjust altimeters and set landing data.
! Review After Landing Procedures.
! Notify ATC about

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

required.
! Extends landing
gear using landing
gear lever or
alternate gear
extension lever as
required.
(Continued)
SOPM-1755
7-60
REVISION 3 Page 1
EMERGENCY/ STANDARD
ABNORMAL
PROCEDURES
OPERATING
PROCEDURES
FORCED LANDING - ACTIONS AND CALLOUTS

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

" If engine(s) is(are) running perform a landing using thrust to maintain
a minimum rate of descent.
SOPM-1755
7-60
Page 2 REVISION 3
STANDARD EMERGENCY/
ABNORMAL
OPERATING PROCEDURES
PROCEDURES
" If forced landing is anticipated with enough time to prepare the
passengers, Pilot In Command informs Purser of the upcoming event
and passes the following information:
" Nature of the failure.
" Type of evacuation.
" How the Flight Crew will signal cabin crew to start evacuation.
" How much time is left.
" Any further instructions that might be deemed necessary.
" The order to assume protective position must be transmitted from the
cockpit 30 seconds before landing or at any moment an accident
occurs, by using the following phraseology:
“IMPACT/IMPACT/IMPACT”.
SOPM-1755
7-60
REVISION 1 Page 3
EMERGENCY/ STANDARD
ABNORMAL
PROCEDURES
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-60
Page 4 REVISION 1
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
TCAS TRAFIC ADVISORY AND RESOLUTION

ADVISORY
PF PNF
• Place hands on • Turns all external
control column and lights ON.
Upon receiving thrust levers to be • Communicates with
TCAS TRAFIC prepared to react to ATC.
ADVISORY or a TCAS resolution.
possible conflict is • Turns FSTN BELTS
advised by the pilot • Scans for visual ON.
contact with the • Scans for visual
intruder. contact with the
intruder.
• Disengages the • Monitors the
Autopilot and airspeed and
Autothrottle. altitude and calls
PF attention for
Upon receiving • Immediately guides altitude or airspeed
TCAS RESOLUTION the FPA symbol to too low or airspeed
ADVISORY the FLY-TO ZONE close to maximum.
(1)
(green rectangle).
• Keep scan for
visual contact with
the intruder.
• In the absence of an
amended clearance,
CLEAR OF
return to the last
CONFLICT
ATC assigned
altitude and course.
(1)
AT is OFF then attention:
− Commanding nose down, reduce engine thrust;
− Commanding nose up, increase the engine thrust.
SOPM-1755
7-65
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-65
Page 2 REVISION 5
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
EGPWS WARNING CORRECTIVE MANEUVER

PF PNF
• Disengages the • Communicates with
Autopilot and ATC.
Autothrottle. • Turns FSTN BELTS
• Simultaneously sets ON.
thrust levers to MAX • Scans for visual
position and sets reference.
pitch 20º to maintain • Calls out the Radio
pitch on PLI. Altimeter indication.
• Maintain the present • Reads MFD Terrain
airplane indications to check
configuration the obstacle height,
Upon receiving (gear/flaps) until guides for the best
EPGWS Warning terrain separation is course of action
achieved. and indicates when
obstacle have been
• Climbs to the MSA
cleared.
or MORA.
• Clear of terrain
resumes leveled
flight.
• Engages Autopilot
and Autothrottle.
• Resumes normal
speed.
SOPM-1755
7-70
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-70
Page 2 REVISION 5
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
UPSET RECOVERY MANEUVER
NOSE-UP RECOVERY
PF PNF
• Disconnects AP and
AT.
Upon recognizing the
• Reduces the
upset situation
airplane pitch
(1)
angle.
When the airplane • Levels the wings and
pitch is back to resumes normal
normal level flight.
(1)
If the airplane pitch is too high, consider:
− Using pitch trim or reducing engine thrust to lower the nose;
− Banking the airplane 45° to 60°, or maintaining the bank angle if
in a turn, until pitch angle is reduced, then level the wings.
SOPM-1755
7-75
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
NOSE-DOWN RECOVERY
PF PNF
• Disconnects AP and
AT.
• Levels the wings.
• If the airspeed is too
high, reduces both
engines thrust and
deploys the Speed
Upon recognizing the
Brakes.
upset situation
• Pulls the Control
Column and, if
required, use Pitch
Trim to bring the
airplane back to
level flight avoiding
high load factors.
When the airplane • Resumes normal
pitch is back to level flight.
normal
SOPM-1755
7-75
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
STALL RECOVERY MANEUVER
GROUND IS A FACTOR
PF PNF
• Moves both Thrust
Levers to MAX. • Verifies engine
• Adjusts the FPA to thrust at GA RSV.
Upon Stick Shaker
zero (leveled flight).
activation or feeling
the stall buffeting • Levels the wings and • Retracts Flaps on
accelerates the schedule.
airplane to a safe
speed.
If the airplane is in landing or takeoff configuration, retract landing gear
and flaps as in a normal go-around procedure.
GROUND IS NOT A FACTOR

PF PNF
• Moves both Thrust • Verifies engine
Levers to MAX. thrust at GA RSV.
• Adjusts the FPA to
Upon Stick Shaker 3° down.
activation or feeling
the stall buffeting • Levels the wings and
accelerates the
airplane to a safe
speed.
SOPM-1755
7-80
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
7-80
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
DRIFTDOWN
PF PNF
Failure “ENGINE _ FIRE/ FAIL”
Identification (Pilot first noticing the Engine Failure/Fire)
• Disconnects Autothrottle.
• Sets operative engine
Thrust Lever to TO/GA
position.
“CONTINUOUS”.
• Sets Altitude capability thrust rate to
(OEI) on Altitude Selector continuous.
Preparation for and Driftdown speed.
Descent • Informs ATC:
NOTE: For airplanes Post. report emergency
Mod. LOAD 21, the type and
Green Dot indicates intentions.
Driftdown speed.
• Turns fasten belts
• Press FLCH.
to ON.
RVSM: take heading in
accordance with established
emergency procedures.
“RECALL ITEMS”.
“THRUST LEVER 1 (2)”. • Confirms that the
Performing failed engine is
Engine Fire, going to be
Severe Damage reduced by PF.
or Separation
RECALL Items “1 (2) IDLE”.
engine Thrust Lever to
IDLE.
(Continues)
SOPM-1755
7-85
REVISION 7 Page 1
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)
PF PNF
“START/STOP • Places his (her) hand
Selector 1 (2)”. on the START/STOP
selector and waits PF
confirmation.
“1 (2) STOP”.
Performing • Selects the
Engine Fire, START/STOP selector
Severe to STOP.
Damage or
Separation “FIRE HANDLE 1 (2)”.
RECALL • Places his (her) hand
Items on the Fire Extinguisher
Handle and waits PF
confirmation.
“1(2) PULL”.
• Pulls the Fire
Extinguisher Handle
“ENGINE FIRE, SEVERE
DAMAGE OR
SEPARATION
Performing
CHECKLIST, I HAVE
Engine Fire,
ATC”.
Severe
Damage or • Takes the ATC • Reads the Checklist.
Separation communications.
checklist “ENGINE FIRE, SEVERE
reading. DAMAGE OR
SEPARATION
CHECKLIST
COMPLETED”.
(Continues)
SOPM-1755
7-85
Page 2 REVISION 7
STANDARD EMERGENCY/
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
(continued)

PF PNF
“(APPLICABLE
ABNORMAL)
CHECKLIST, I HAVE
ATC”.
• Takes the ATC • Reads the checklist
communications. aloud:
“THRUST LEVER 1 (2)”.
• Places his (her)
hand on the failed
engine Thrust Lever
and wait PNF • Confirms that the failed
confirmation. engine is being
reduced.
“1 (2) IDLE”.
Reading and • Reduces affected
performing the engine Thrust Lever
Engine Failure to IDLE.
checklist reading
“START/STOP
• Confirms the failed Selector 1 (2)”.
engine • Place his (her) hand
START/STOP on the failed engine
selector: Start/Stop selector.
“1 (2) STOP”.
• Selects the Start/Stop

selector to STOP.
• Completes the Engine
Failure Checklist.
• “(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED”.
SOPM-1755
7-85
REVISION 7 Page 3
EMERGENCY/ STANDARD
ABNORMAL
OPERATING
PROCEDURES
PROCEDURES
Descending to OEI altitude capability, reevaluate the situation based
on:
− Type and consequences of the emergency;
− Route obstacles (MEA/MORA);
− Aircraft one-engine ceiling capability;
− Distance to the destination and fuel remaining.
The use of autopilot is recommended.
Post-Mod. LOAD 21.2

The Green dot represents the driftdown speed.
SOPM-1755
7-85
Page 4 REVISION 7
STANDARD PATTERNS AND
TECHNIQUES
OPERATING
PROCEDURES
SECTION 8
PATTERNS AND TECHNIQUES

TABLE OF CONTENTS
Block Page
Normal Takeoff .................................................................. 8-05.......... 01
Noise Abatement Takeoff “A” ............................................8-05.......... 02
Noise Abatement Takeoff “B” ............................................8-05.......... 03
Takeoff with Engine Failure above V1 ............................... 8-05.......... 04
Visual Approach................................................................. 8-05.......... 05
Precision Approach (ILS)...................................................8-05.......... 06
Non-Precision Approach....................................................8-05.......... 07
Circling Approach .............................................................. 8-05.......... 08
One Engine Inoperative Approach .................................... 8-05.......... 09
One Engine Inoperative Precision Approach (ILS)............ 8-05.......... 10
One Engine Inoperative Non-Precision Approach............. 8-05.......... 11
No Slat/Flap Landing .........................................................8-05.......... 12
SOPM-1755
8-00
ORIGINAL Page 1
PATTERNS AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES
INTENTIONALLY BLANK
SOPM-1755
8-00
Page 2 ORIGINAL
SOPM-1755
NORMAL TAKEOFF
REVISION 3
8-05
STANDARD
OPERATING
PROCEDURES
THRUST 80 Knots V1
SET ACCELERATION ALTITUDE
ROTATE · CLIMB SEQUENCE
· FLCH
POSITIVE RATE · RETRACT FLAPS ON SCHEDULE
· GEAR UP
· V2 +10 TO 20 Knots
FLAP 0
· CLIMB SPEED
· AFTER TAKEOFF CHECKLIST
EM170AOM980007A.DGN
Page 1
TECHNIQUES
PATTERNS AND
NOISE ABATEMENT TAKEOFF "A"
Page 2
TECHNIQUES
PATTERNS AND
8-05
STANDARD
OPERATING
PROCEDURES
THRUST 80 Knots V1
SET AT 1500 AFE AT 3000 AFE
ROTATE
· SELECT FLCH · SET SPEED TARGET AS REQUIRED
· MAINTAIN V2+10 knots · RETRACT FLAPS ON SCHEDULE
UNTIL 3000 ft AFE
POSITIVE RATE
· GEAR UP
· V2 +10 Knots
EM170AOM980013.DGN
ORIGINAL
SOPM-1755
SOPM-1755
NOISE ABATEMENT TAKEOFF "B"
ORIGINAL
8-05
STANDARD
OPERATING
PROCEDURES
THRUST 80 Knots V1
SET AT 1000 AFE AT 3000 AFE
ROTATE
· SET FLCH AND RETRACT · SET SPEED TARGET AS REQUIRED
FLAPS ON SCHEDULE
· MAINTAIN VFS+10 knots
POSITIVE RATE UNTIL 3000 ft AFE
· GEAR UP
· V2 +10 Knots
EM170AOM980020.DGN
Page 3
TECHNIQUES
PATTERNS AND
TAKEOFF WITH ENGINE FAILURE ABOVE V1
Page 4
TECHNIQUES
PATTERNS AND
8-05
STANDARD
OPERATING
PROCEDURES
THRUST 80 Knots V1
SET
ROTATE POSITIVE RATE FLAP 0
· GEAR UP · MANTAIN FINAL SEGMENT SPEED (VFS)
· V2 TO V2 +10 · SET / VERIFY MAX CONTINUOUS THRUST
· EMERGENCY / ABNORMAL CHECKLIST
· AFTER TAKEOFF CHECKLIST
· RETRACT FLAPS ON SCHEDULE
EM170AOM980008A.DGN
REVISION 3
SOPM-1755
TECHNIQUES
OPERATING
SOPM-1755 PROCEDURES
8-05
REVISION 3 Page 5
TECHNIQUES
OPERATING
PROCEDURES
SOPM-1755
8-05
Page 6 REVISION 6
TECHNIQUES
OPERATING
8-05
REVISION 6 Page 7
TECHNIQUES
OPERATING
PROCEDURES
SOPM-1755
8-05
Page 8 REVISION 3
TECHNIQUES
OPERATING
8-05
REVISION 3 Page 9
TECHNIQUES
OPERATING
PROCEDURES
SOPM-1755
8-05
Page 10 REVISION 6
TECHNIQUES
OPERATING
8-05
REVISION 6 Page 11
TECHNIQUES
OPERATING
PROCEDURES
SOPM-1755
8-05
Page 12 ORIGINAL

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EMBRAER 170/175/190/195

STANDARD OPERATING PROCEDURES

This manual is applicable to EMBRAER 170/175 and

STANDARD OPERATING PROCEDURES MANUAL

Please use this Customer Comment Form to notify us of

Your feedback will be acknowledged, and we will advise

Please return this form to:

Phone: +55 12 3927-1706

Section/Page/Code: Revision of the Page:

Space reserved for Embraer CCF nº:

Comment received: Date Acknowledged:

Proposed date for implementation: Implemented:

LIST OF EFFECTIVE PAGES

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

* Title ................REVISION 7 2-05

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

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

* 3 .....................REVISION 7 3..................... REVISION 4

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

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

PROCEDURAL DEVIATION AND ITS RELATION TO

AIRPLANE SOPHISTICATION AND CHECKLISTS

CAPTAIN OR PILOT IN COMMAND

CRITICAL PHASES OF FLIGHT

DARK AND QUIET COCKPIT

DERATED TAKEOFF THRUST

ELECTRONIC FLIGHT BAG (EFB)

EXTENDED OPERATIONS (ETOPS)

FIRST OFFICER (FO) OR SECOND IN COMMAND (SIC)

FLEX TAKEOFF THRUST

LAND AT THE NEAREST SUITABLE AIRPORT

PILOT FLYING (PF)

PILOT NOT FLYING (PNF)

DARK AND QUIET COCKPIT CONCEPT

The Emergency/Abnormal Checklist will provide the procedural steps

Post-Mod. LOAD 21.2

The Non-Annunciated checklists describe procedures referring to a

The Smoke checklists describe procedures associated with

ELECTRONIC CHECKLIST (ECL)

MONITORING OF OPERATIONAL PERFORMANCE

LAW AND SECURITY

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

USE OF THE FLIGHT DIRECTOR

USE OF THE MCDU

USE OF THE AUTOPILOT

USE OF THE AUTOTHROTTLE

USE OF THE HGS

WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE

- BANK ANGLE IN EXCESS OF 15°.

LEFT SEAT PILOT A, B, C, D, E, F, G, H.

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

The numbers and arrows indicate the recommended flow sequence.

PF AIRCRAFT THRUST SETTING AND FLIGHT PATH

CAPTAIN  PURSER  FLIGHT ATTENDANTS

FLIGHT DECK ACCESS

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

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

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

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

Ground equipment............. REMOVED.......................LSP

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

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

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