SEC 3 FM 1 NORMALS

Below 10,000 ft AGL, due to the increased need to clear for visual traffic,it is
highly desirable to use the guidance panel function in order to limit headsdown time.

The FMA must be monitored at all times by both pilots and changes shall
be verbalized.

If any doubt about the flight safety, SPEAK UP with appropiate persistance
until there is some resolution. All crewmembers should balance
assertiveness WHITH TACT.
THE ISSUE MUST BE ALWAYS BE WHAT IS RIGHT , NOT WHO IS
RIGHT.

Limit programming FMS during critical phases or conditions of flight.

Change level of automated systems (up or down) to increased situational

awareness and avoid work overload.

Because FMS position errors are posible when accurate FMS navaid
updating is not occuring (Periods of operation in IRS NAV Only OR
inaccurate navaid updates) ROUTINE MONITORING OF GROUND BASED
NAVAID RAW DATA IS REQUIRED

If the pilot, normally expect to acomplish a given task is distracted by other

duties, or flight deck workload / convenience so dictate, it is permisible for
the other pilot to make the appropiate changes. IN THIS EVENT, THE
PILOT MAKING THE CHANGES MUST VERBALLY STATE THE
CHANGES MADE.
AUTOPILOT ON
While the autopilot is ON, all GP and MCDU (ABOVE 10,000 ft AGL)
operations that affect the aircrafts flight path should be done by the PF.
AUTOPILOT OFF
While the autopilot is ON, all GP and MCDU operations should be called for
by the PF and executed by the PM.

Whenever entering a new route, it is the crews responsability to check all

the waypoints for correct coordinates and associated navigation aid. The PF
enters the flight plan and the PM check the data entered.

Below 10,000 ft AGL, MCDU changes should be made by the PM and

executed only after confirmation by the PF. If necessary, revert to basic
autopilot/FD modes to avoid heads down time during high workload flight
phases.

Its reccomended the engagement of the autopilot at mnimum engagement

height and disengagement at traffic patter altitude for a visual approach or at
MDA/DA/DH/DDA during an instrument approach (IF NOT PERFOMING
GO AROUND)

Thr autothrottle should be used during the entire flight, Engage at taxi out
and disengage after landing or at pilot discretion.

WARNING; Normally high level of automation induces crews to stay

out of the loop, with excessive confidence on automatic flight
systems.

If the FD is not SYNCHRO with the actual airplanes maneuver it must be

updated or turn off.

When the FD is selected OFF with the Autopilot disengaged on the source
side, the FD modes are disengaged and AT revers to the basic default
control mode (SPDt). When the FPA is active mode you need to press FPA
button once to desactive the FD.

GREEN DOT
The GD will consider MACH speeds, aircraft weight, altitude and flap
selected.
For flaps zero, Green dot will indicated drift down speed. For remainin flap,
will be maneuvering speed.
GD does not account for ICE accretion. On ICE condition EMBRAER
recommends flying GD+10kts
GD is Removed momentarily during flaps surface movement and
reappears when the new flap position is reached. And use this PROC for
further flaps extenson at GD mat reduce fuel consumption.

 The GD logic does not account for speed brakes actuation.

-

For LOC and VOR cross check FMS info.(Preview or pointers)

For RNAV and GPS check equipment PERF and local regulation (Predicted
raim and Jeppesen manual)

EICAS messages should always be announced when displayed. When

more the one message is displayed careful consideration should be applied
in order to prioritize actions.

Compliance with the TCAS resolution advisory is required unless the pilot
considers it unsafe to do so.

Altitud Callouts above 100 ft AGL are Barometric or BELOW 100ft are
made with reference to the radio altimeters. IF the designated crewmember
is distracted at the time a standart callout is required the other pilot will
make the CALL.

PREFLIGHT
Safety Inspection Exterior
Safety Inspection - Flight Deck
Power Up
Exterior Inspection
Cabin inspection (NOT REQUIRED FOR TCM)
Crew Briefings
Receiving Aircraft Procedure / Checklist

On GROUND the LS pilot will handle COMM with Ground personnel while
the RS pilot COMM with ATC

IN FLIGHT PM should oprate the flight guidance panel, at the direction of

the PF, WHEN THE AIRPLANE IS MANUALLY FLOWN.

SAFETY INSPECTION EXTERIOR

Surfaces and Chocks.CHECK

Maintenance Status.CHECK

INTERNAL SAFETY INSPECTION FLIGHT DECK

Maintenace Status.CHECK

Cockpit Emergency Equipment.CHECK

*PBE
*Fire Extinguisher
*Crash Axe
*Life vests
*Escape ropes
*Flashlights

GPU Button..PUSH OUT

APU GEN Button.PUSH IN

FUEL Panel..CHECK

Windshield Wiper Selector..OFF

Hydraulic PanelCHECK

Air Conditioning/Pneumatic Panel..CHECK

PAX Oxygen Panel...CHECK

Landing Gear Lever..DOWN

Start/Stop Selector..STOP

RAT Manual Deploy.STOWED

Slat/Flap Lever..VERIFY POSITION

Circuit Breakers.CHECK

POWER UP

If receiving the airplane already powered up, verify compliance with all tems and
perform FIRE EXTINGUISH panel, Electronic CBs and DVDR CONTROL panel
CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE EISS IS
INITIALIZED.
-

Battery 1..ON

Battery 2 AUTO

CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3 ARE AVAILABLE

CAUTION: EACH BATTERY VOLTAGE MUST BE AT LEAST 22,5 VOLTS.
IF BATTERIES VOLTAGE IS BELOW 21 VOLTS REPORT TO MAINTENANCE

GPU ButtonAS REQUIRED

FIRE EXTINGUISHER PANEL (OVERHEAD)..CHECK (TEST)

APU CONTROL PANEL. AS REQUIRED

NOTE: If AC source is lost due to unintentional GPU or APU generator

disconnection, power down the airplane and perform the power up procedure.
-

Navigation light.ON

HYDRAULIC Panel..AS REQUIRED

Electronic CBsCHECK

DVDR CONTROL Panel..CHECK

Cockpit Reinforced Door Panel..CHECK

Photoluminecent StripsCHECK

EXTERNAL INSPECTION

The PM will conduct the Exterior Inspection for each flight

When operationally efficient during crew changes, the exterior inspection

may accomplished while waiting for passengers and crew to deplane.

Verify static discharges, If missing Refer to te CDL for dispatch with missing
tems.

Check for Foreign Objects and leaks inside air inlet. Ensure that there is no
damage to the T12 Sensor and that the Fadec Cooling inlet is clear.

After engine shutdown the scavenge system is no longer effective. A small

amount of oil may be leak, Verify the puddle size if encountered

NORMAL CHECKLIST

CALL FOR

PROMPTED

SELF INITIATED

During preflight, if the flight deck is left unsupervised (all pilots away from
the flight deck) prior to engine start, all previously accomplished checklists
must be re-accomplished un their entirely.

Any tem listing an AS REQUIRED response will be responded to by the

actual configuration or condition as described in the expanded section.

Any action which has not been perfomed or completed when challege must
be completed before the next challege is read. If no completed reply
STANDBY until finished

REVEIVING AIRCRAFT

Each pilots RECEIVING AIRCRAFT flow may be initiated once their

departure from the flight deck is no longer anticipated.

The procedure is normally conducted in the designated order; however,

variations in order are aceptable.

Airplane manual and Documents

Jepp vol. 1,2 y alternos
Jump seat briefing
libro rojo D.G
Lista de chequeo
MOV
Tabla de performance
QRH
Analisis de aeropuerto vol 1,2

GATE DEPARTURE PROCEDURE

At this time, the parking brake should be set and wheel chocks removed

If headset communication is not available, visual contact and hand signals

must be made with the person in charge of the ground crew.

BEFORE START
The Captain will call for the BEFORE START checklist after:
All cabin doors are closed
All passengers are seated
All carry-on luggage are properly stowed.
-

If a pushback is required, the checklist will be completed prior to

aircraft movement. In the event a pushback is not required, the
checklist will be completed prior to engine start

PUSH BACK / TOW OUT PROCEDURE

Engine start is authorized during
pushback.

If flight interphone is not available, engine start is not authorized until

pushback / tow out procedure is complete and tow bar has been
disconnected.

NOTE: Powerback procedures are not authorized.

PUSHBACK

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.

NOTE: On those airports with speed restrictions after Takeoff, select

FLCH and speed restriction (SELECT FLCH,
SPEED____) during climb sequence flow. When speed
restriction is not longer a factor call climb sequence.

ENGINE START

Engine start can be done simultaneously with push

Back

In case of a static engine

start be sure that the parking brake is set.

During the start, the Captain should keep MFD1 in Flight Control
Page and First Officer should keep MFD2 in Status Page.

NOTE: During ground starts only, the transition of the cockpit

START/STOP switch from STOP to START must be less
than 30 seconds or the FADEC will prevent an engine start
until the switch is cycled through STOP.

STABILIZED IDLE INDICATIONS

N1: 27%
ITT: 460
N2: 62%
Fuel Flow: 600 PPH

ABNORMAL ENGINE START INDICATIONS

Although FADEC provides automatic ITT over-temperature

protection on ground and will automatically abort a start in the event
of a hot start and hung start, it is the Captains responsibility to
monitor engine parameters and manually abort the start in the cases
described below:
No positive oil pressure 10 seconds after N2 speed starts
to increase
During engine start with tailwind, if a positive increase of
N1 is not indicated before starter cutout (50% N2). In this
case the airplane should be repositioned prior to engine
start to minimize tailwind effects.
If a fan rotation is not confirmed.
No ITT indication within 1 minute after fuel is applied (15
seconds after fuel is re-applied).
ITT rapidly increasing or exceeding start limit (740C Hot
Start).
N1 and/or N2 failing to accelerate to stable idle speed (hung start).
If oil pressure stabilizes below the engine minimum limits.
An intermittent electrical pneumatic or starter malfunction occurs before the
starter disengagement

s
-

PACKS LOGIC DURING ENGINE START

When REF ECS is selected ON in the MCDU T/O DATASET
MENU page, the caution EICAS message ENG REF ECS
DISAG may be temporarily displayed after both engines have
started and are stabilized at idle. Refer to Section 7, ECS PACKS LOGIC.
ENGINE START NOTES

During a ground start at high altitude airports (at or above 8000

ft), both igniters are commanded on the first start attempt cycle
.
CAUTION: The following items should be noted and observed:
Do not initiate second start until first engine duct pressure has
returned to pre-start value.

Discontinue start if significant duct pressure fluctuations are noted.

Keep hand on engine start switch while observing RPM, ITT, and
fuel flow until stabilized.
If fuel is shut off inadvertently (by closing engine start switch), do not
reopen engine start switch in an attempt to restart engine

Failure of engine start switch to hold in RUN until starter cutout RPM
is reached can result in a Hot Start.

Do not re-engage engine start switch until N2 RPM is below 20%.

A two minute warm-up at or near idle prior to advancing throttles to

high power is required.

If the APU is inoperative, and maximum cooling is desired, both

engines should be started as soon as practical and used for air
conditioning.

In order to allow thermal stabilization of the engines, operate them at

or near IDLE for at least 2 minutes before selecting high trust
settings. Taxi time at or near IDLE can be included in the warm up
period.
NO BREAK POWER TRANSFER (NBPT)
To avoid power interruptions it is reccomended to wait 30 sec after %N2
stabilizes before shutting the APU dowm or GPU disconnection, or to use
the Electrical Synoptic Page to follow the power transfer.

TAILWIND
Before engine start, tailwind can cause the fan to rotate in the
opposite direction. During engine start procedure, the airflow
through the core engine overrides the tailwind effect and gradually
turns the fan in the correct direction. If possible, the airplane should
be repositioned to minimize tailwind effects.
If it is necessary to perform an engine start with tailwind, monitor N1
indication. If there is no positive increase of N1 indication before
starter cutout (50% N2) the engine start must be manually aborted.

GROUND CREW COORDINATION

The headset operator shall position himself between the aircraft and
the terminal building in full view of the flight deck.
The Captain should acknowledge with one cycle of the taxi light at
day and night.
Note: In order to avoid confusion during night operation, the Captain
should leave the taxi light OFF for 1 -2 seconds before turning it
back on for use during taxi operation.

AFTER START
The Captain will call for the AFTER START checklist after the
engine(s) have reached a stabilized idle and the headset operator
has been cleared to disconnect.
The AFTER START checklist will be completed prior to releasing the
brakes for taxi.

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

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.

TAXI

Flight crews should minimize heads-down activities such as

entering data into the FMS while the airplane is moving. Briefing
the taxi route will reduce the cockpit workload. ATC should be
contacted anytime there is a concern about a potential conflict.
Avoid taxiing closely behind other airplane where FOD may be
blown

TAXI SPEEDS AND BRAKING

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

For EMBRAER 190/195 at speeds between 17 kt and 21 kt, a

slight vibration may occur. If this vibration occurs, accelerating or
reducing the speed to exit this speed range will improve
passenger comfort.

THRUST USE DURING TAXI

For economic and environmental reasons, FOD prevention,

damage to other airplane and equipment in close proximity of the
airplane, etc., it is desirable to limit the thrust to 40% N1 as much
as possible and avoid rapid accelerations and decelerations.

For normal operations a setting around 30% N1 will be enough for

ground maneuvering.

SINGLE ENGINE TAXI

single engine taxi should be avoided

when operating on slippery or contaminated taxiways.

When performing a single engine taxi with the engine 2 running,

the Electric Hydraulic Pump 1 Selector knob must be set to ON
to ensure that the hydraulic system 1 is pressurized.

If possible, start slight turn in the direction of the non-operating engine.

There will be less stress in nose gear structure; otherwise a higher thrust
setting will be necessary with the incoming risks of the jet blast
and foreign object ingestion in the engine.

If performing the Flight Controls Check with one engine only,

check one surface at a time (aileron, rudder or elevator) to avoid
spurious FLT CTRL NO DISPATCH message display.

SECOND ENGINE START

The engine start should be preferably performed with the
airplane static to avoid heads down condition during taxi.

Prior to takeoff, the second engine warm up cycle must be

performed by keeping the engine running at or near IDLE for at
least 2 minutes before selecting high thrust settings.

TAXI IN

When taxiing in, engines cool down cycle must be performed by

keeping the engines running at least 8 minutes after IDLE thrust
has been set before engine shutdown to allow engine thermal
stabilization or at the GATE. (Operational Bulletin)

ENGINE 2 SHUTDOWN

The APU start cycle must be performed as follows:

The APU start must be accomplished with the engine 2

running or after the engine 2 shutdown cycle has been
completed.
This procedure is necessary to ensure that battery 2 is available
to the airplanes electrical network as a back-up and not isolated
for APU start only.

ENGINE 1 SHUTDOWN

In order to maintain hydraulic pressure on both brake systems

the Electric Hydraulic Pump 1 must be kept ON throughout the
taxi.

BEFORE TAKEOFF

The Captain will call for the BEFORE TAKEOFF checklist when
cleared onto the active runway.
For both day and night operations all LANDING LIGHT, SIDE, and
STROBE lights will be turned ON only after the airplane enters the
runway for takeoff as an indication to other traffic that your aircraft is
on the runway and next to beginning the takeoff roll.

Meteorological conditions permitting, the use of the LANDING

LIGHT, INSP, STROBE, NAVIGATION and RED BCN lights are
required below 10.000 feet AFE for both day and night operations.

EICAS ..CHECK .LSP/RSP

Check:
No EICAS messages displayed or only EICAS advisory and
status messages related to a given airplane configuration
resulted by crew action should be displayed.
Thrust rate mode (TO-1/TO-2).
ATTCS as applicable.
FLEX TEMP (__C).

THRUST MANAGEMENT

The FADEC determines flexible takeoff rates for TO-1/TO-2

mode reducing the takeoff thrust based on assumed temperature set
on the FMS and TO-1/TO-2 mode.

The indication FLEX TO-1/TO-2, will be displayed on the EICAS for

the respective flexible takeoff thrust.

REDUCED THRUST TAKEOFF

TO-1/TO-2 RSV, are limited to 5 minutes during the takeoff phase.

Reduced thrust is not authorized under the following conditions:

Contaminated runways
With engine or airframe ice protection on.
Reported or suspected windshear.
Tailwind takeoff without PERF information.
With FMS inoperative.
Flap Low Rate MEL tem

TAKEOFF TECHNIQUE

LSP check A/T

ON. Equal power settings should be verified before releasing the
brakes, especially on slippery runways. The A/T system will engage
automatically when both throttles have been advanced beyond 50
TLA.

In case the RSP is the PF, he will remove his hand from throttles
after T/O thrust has been checked. The LSP is always responsible
for aborting the takeoff and will always hold the throttle levers from
the moment takeoff thrust has been reached until V1 is announced.

The ENG TLA NOT TOGA EICAS message is displayed anytime

during the takeoff with the thrust levers out of the position TO/GA.

Make sure that the thrust levers are set to TOGA position before
60 kt, when HOLD mode is activated, even if the N1 has already
reached the takeoff thrust (N1 target). In this case the thrust
levers can be advanced without increase in N1.

Use the steering pedal for normal take off.

If the LSP decides to abort the T/O he must call out "REJECT"; if he
decides to continue he must call out "GO.

Flight Director guidance must be used in all take-offs.

NOTE: Any takeoff requiring a penalty or runway clutter will be

executed by the Captain.
The PM will call V1 at approximately 5 knots prior to the actual V1
speed (depending upon acceleration rate) so as to complete the call
by the time the airspeed indicator has reached the bug set on the
actual V1.

In case of flight director inoperative, rotate the airplane

according to the takeoff pitch angle displayed on Takeoff page
3/3 on the MCDU

ROTATION AND LIFTOFF

At VR rotate smoothly with one continuous motion approximating,

but no more than 2.5 degrees/sec.

Selection of pitch and roll modes other than TO are inhibited below
400 feet RA.

BIRD STRIKE AVOIDANCE PROCEDURE

When birds are reported in the vicinity of the airport BY ATC, Pilot report,
ATIS reporting birds in the vecinity of the airport.. the following
procedure applies:
Climb at V2 + 10 kt until 1000 ft AFE.
At 1000 ft AFE select FLCH and verify climb thrust is set,
then continue climb at V2 + 10 kt until 3000 ft AFE.
At 3000 ft AFE, CLIMB SEQUENCE, accelerate and retract
SLAT/FLAP on schedule or following the F-BUG.

NOTE: Set speed required for the procedure on SPEED Selector

Knob or FMS DEP/APP SPD page. 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.

CLOSE IN TURN AFTER TAKEOFF

Normally, a turn after takeoff should not be started until reaching
400et AGL, even if ATC requests a turn as soon as practical.

However, a turn required for obstructions, noise abatement, or

adverse conditions may be started before reaching 400 feet AGL but
no lower than 50 feet AGL.

The maximum bank angle after takeoff will be 15 degrees until

reaching V2 + 10. At an airspeed of V2 + 10 and above, bank angles
of 30 degrees are allowable.

FLAPS MANEUVERING SPEEDS

When the Green Dot is not available the flaps maneuvering
speeds table may be used for flaps extension.
FLAP SPEED (KIAS) FLAP SPEED
(KIAS)
UP 210
1 ...180
2 160
3 150
4 140
5 140
FULL 130

These speeds allow an inadvertent 15 degrees overshoot beyond

the normal 25 degrees bank and provide 1.3G margin over stick
shaker speed. They are valid for all weights up to the Maximum
Structural Landing Weight.

The speeds above or FMS speed may be used as reference for

flaps extension and maneuvering.

For weights above the Maximum Structural Landing Weight, the

speeds above are maintained.

AFTER TAKEOFF

The Pilot Flying should call for the checklist in conjunction with the
FLAPS 0 (ZERO) call.

The Pilot Monitoring will ensure the procedures have been

accomplished and then read the checklist. Do not allow the reading
of the checklist to interfere with outside vigilance while departing the
terminal area.

THRUST MANAGEMENT
Once climb thrust is set, the FADEC will automatically compensate
for the various changes in environmental conditions during the
climb.

Selecting REDUCED CLB 1 or 2 will reduce the climb thrust 3% N1

for CLB 1 and 6% N1 for CLB 2 (approximately 8% and 16% thrust
reduction).

The Maximum Climb rating does not have a fixed thrust levers
position. It is selectable through thrust lever adjustments between
the IDLE and TOGA positions, or even manually selecting (CLB-1 or
CLB-2) on the MCDU.

CLIMB CONSTRAINTS
Climb constraints may be automatically entered in the route when
selecting a departure procedure, or manually entered through
MCDU entry.

For VNAV departures, when initiating a climb with multiple altitude

constraints the highest cleared altitude will be set in the GP altitude
window.

CAUTION: IF A VNAV MODE IS NOT ENGAGED DURING THE

CLIMB OR DISENGAGES, ALL HARD ALTITUDE
CONSTRAINTS MUST BE SET IN THE GP.
VNAV NORMAL OPERATION

the FMS levels-off at an altitude set on the Altitude Pre Selector,

after setting the Altitude Pre Selector to a higher altitude, the FLCH
button must be pressed on the guidance panel to VNAV transition
from VALT to VFLCH.
VNAV never exceeds the set altitude in the Altitude
Selector.
A Vertical Track Alert (VTA) is issued 60 seconds before
the FMS commands a climb.
There is no VTA if leveling-off is based on the altitude set in
the Altitude Selector.
VNAV, whenever existing constraints allows it, defines
constant climb paths.

CLIMB SPEED
The Climb Speeds for the VNAV profile are as follows:
Up to 10000 ft MSL: 250 kt.
Above 10000 ft MSL maintain 270 kt up to the IAS/MACH
Transition then Mach 0.73 or the speeds according with
OPTIMUM CLIMB/DESCENT SPEED tables.

USE OF ALTITUDE ALERTING AND OTHER CONTROL

INPUTS
-

During climb, the flight crew shall set the next clearance altitude in the
Altitude Selector Window.

With the autopilot ON, the PF will set the new clearance altitude in
the altitude selector window.

With the autopilot OFF the PM will set the new clearance altitudes inthe
altitude selector window.

With VNAV engaged the Altitude Selector should always be set to

the altitude cleared by ATC.

The FMS speeds are default to the guidance below. If a different

speed is required the change can be made on the PERF CLIMB
page or in 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.

To avoid TCAS Resolution Advisories during level offs, when

pilots are aware of traffic in close vicinity at the adjacent flight
level they should monitor the climb and reduce the vertical speed
to 1500 ft/min or less at least 1000 ft before reaching the cleared
flight level.

Maximum Angle of Climb Speed: With flaps retracted, the

recommended best Angle of Climb Speed for all operational gross
weights and takeoff altitudes is VFS. It provides for a maximum
altitude gain at a minimum ground distance.

Maximum Rate of Climb Speed: Maximum rate of climb speed

provides a maximum altitude gain in a minimum flight time, with
flaps retracted and all operational gross weights. VFS added by 50
KIAS is approximately the maximum rate of climb speed. As it is a
function of gross weight and altitude, refer to QRH (PERFORMANCE) for
accurate speeds and Mach number.

SPEED SELECTION

MAXIMUM CRUISE SPEED

Maximum Cruise Speed provides the maximum True Air Speed

(TAS).
It is achieved when maximum cruise thrust is used. Using
maximum cruise speed, the trip time is reduced and fuel burn
increased.
MAXIMUM ENDURANCE
Maximum Endurance Speed provides the maximum time in-flight
and the minimum fuel flow. This speed mode is used when the
trip time has to be prioritized. As example, when the airplane is
performing a Holding or the arrival time at destine airport needs
to be delayed for any reason.

LONG RANGE CRUISE SPEED

In the Long Range Cruise Speed mode, the airplane is flown at a
speed corresponding to a specific range equal to 99% of
maximum specific range. It is used when range is the main factor
in a given route.

MAXIMUM RESERVE SPEED

Maximum Reserve Speed provides the maximum TAS while
ensuring the destination airport can be reached with the proper
fuel reserves.

CRUISE SPEED MANAGEMENT

The crew should ensure, during walk around that the smart
probes delimited area is clean and free of obstructions, so that it
may provide correct speed, Mach number and TAT calculations.

ALTITUDE SELECTION

Tables of Altitude Capability, Flight Level, and the Wind Altitude

Trade are presented on FM 1 Flight Planning section. These tables
will be helpful in enabling to use the aircraft more efficiently.

ALTITUDE CAPABILITY
For a given speed, weight and thrust, there is a maximum altitude at
which straight and level flight is possible. This Maximum Altitude is
also called "Airplane Ceiling".

The altitude capability can be verified on AOM flight planning section

for LRC and Mach 0.78 based on initial cruise weight for various ISA
conditions and all engines operating with a residual rate of climb of
300 feet per minute. The computed ceiling altitude based in

performance initialization data is also displayed in the FMS PERF

DATA page.
-

The maximum altitude at which an airplane can fly is limited by three

factors:
Engine thrust.
Capacity of the wing to generate enough buffet-free lift.
Operational envelope.

OPTIMUM ALTITUDE
The Optimum Cruise Altitude is the pressure altitude, for a given
weight and center of gravity, speed, air temperature that gives the
maximum specific range.

Many times, it is not possible to fly at the optimum altitude because

the available flight level depends on the direction of the flight or may
not be cleared by the ATC. In addition, the aircraft may not have
enough buffet margins to fly at that altitude.

The default for INIT CRZ ALT is OPTIMUM when the performance
mode is FULL PERF. The FMS calculates the optimum cruise
altitude based on the performance initialization data. After
performance initialization is complete, the calculated optimum
altitude is displayed in small characters on this page.

The optimum altitude, as defined above, is based on the cruise

specific range only, and does not consider the overall fuel
consumption during an entire flight. For shorter-range flights, it
makes more sense defining the Optimum Cruise Altitude as the
altitude at which the entire flight fuel burn is minimized (i.e.,
minimizing Climb+Cruise+Descent fuel).

It must be observed that on short flights the leveled cruise

segment may be very small, or non-existent at all (descent
starting immediately after the climb to cruise altitude is
completed).

WIND ALTITUDE TRADE

In order to maintain the same ground specific range at another
altitude than the one planned initially.

The optimum altitude is normally calculated for zero wind, but

wind is a factor that may justify operations considerably above or
below the optimum altitude.

If the optimum altitude headwind is stronger than lower altitude

headwind, for example, it might be advantageous to fly at a lower
altitude (and weaker headwind) in order to save fuel. This is
called wind-altitude trade.

FLIGHT CONTROLS TRIMMING

AIRPLANE TRIMMING
The autopilot trims the airplane for pitch using the stabilizer trim
function. Roll and yaw trimming is achieved manually through
dedicated switches.

If the airplane is not properly trimmed for roll and yaw, the
autopilot applies primary control displacements to compensate
for tendencies, which under some conditions, may significantly
increase drag and consequently affect fuel performance.

TRIMMING TECHNIQUE

Yaw Trimming:
With the auto pilot engaged, ensure the fuel is properly
balanced, engine thrust is symmetric, and HDG mode is
selected.

To avoid over trimming, allow approximately three to five

seconds between actuations and observe the results. As the
Slip/Skid Indicator gets closer to the center (below the Roll
Pointer) only sharp, brisk actuations are required.

Roll Trimming:
Roll trimming should be performed after the airplane has been
trimmed for yaw. An exception to this rule would be a wing heavy
condition in manual flight when the slip/skid indicator is centered.
In this case, Roll Trim should be actuated in the same direction
where pilots inputs are needed or towards the down side of the
control wheel if a deflection is noticeable. Both parts of the Roll
Trim Switch should be pressed simultaneously and in most
cases, only sharp, brisk movements are required.

FUEL IMBALANCE
Fuel efficiency can be significantly affected as primary control
surfaces are deflected by the auto pilot in order to compensate
for the imbalance condition.

A fuel imbalance for which no EICAS message is displayed and

has not yet exceeded 360 kg (800 lb) may be regarded as a
normal procedure and corrected without the use of the QRH. It is
recommended however, to assure no fuel leak is in place.

With both engines operative, this can be done by comparing both

fuel quantity indications on EICAS with fuel remaining
information indication on FMS Fuel Management page before
attempting a fuel crossfeed.

NOTE: If the FUEL IMBALANCE caution message is not

displayed on the EICAS and a crossfeed is performed,
the advisory message FUEL EQUAL - CROSSFEED
OPEN will be displayed regardless of the imbalance
value, which may lead to an additional imbalance
condition.

THROTTLE TECHNIQUE

When feasible, large speed changes with Auto Throttle engaged should be
planned in advance. Excessive speed adjustments may cause thrust levers
to completely retard and accelerate, which also contributes to engine
deterioration and fuel consumption.

TURBULENT AIR PENETRATION

THRUST SETTING
If severe turbulence cannot be avoided disconnect autothrottle
and make an initial thrust setting for the target airspeed. Change
thrust setting only in case of unacceptable airspeed variation.

If the autothrottle is used the pilots can use the autothrotles

override (OVRD) function to avoid changes on engine thrust
setting.

MANUAL FLIGHT IN SEVERE TURBULENCE

The Autopilot should be maintained engaged when flying in severe
turbulence. At pilots discretion, if the crew reverts to manual flight in severe
turbulence, trim the airplane for penetration speed and do not change
stabilizer position. Control the airplane pitch attitude with the elevators using
the attitude indicator as the primary instrument. Do not make sudden large
elevator control inputs. Corrective actions to regain the desired attitude
should be smooth. Control de airplane attitude first, then make corrections
for airspeed, altitude and heading

REDUCED VERTICAL SEPARATION

RVSM ALTIMETER CHECK

Prior to entering RVSM airspace, the crew will log the readings of
the Captains, First Officers and Standby altimeters on the RVSM
ALTIMETER CHECK portion of the computerized flight plan. The
Captain's and the F/O's altimeter must agree within 200 feet of each
other. The Standby altimeter is not required to be within 200 feet of
either the Captain or the First Officer, but may be useful in resolving
a major difference between the two primary altimeters. Failure to
satisfy this requirement of the two primary altimeters agreeing within
200 feet will prohibit the aircraft from entering or remaining in RVSM
airspace. If this occurs, notify ATC and coordinate an alternate FL or
routing.

Within RVSM airspace, crosschecks between the primary altimeters

should be made at each waypoint (minimum of once every hour).

RVSM IN THE CARIBBEAN, SOUTH AMERICA

RVSM implementation is expected effective January 20,

2005, in The Caribbean and South American regions between
FL290 and FL410 (inclusive). To flight plan in RVSM airspace, the
aircraft must be RVSM certified.

EXCLUSIVE VS NON-EXCLUSIVE RVSM AIRSPACE

Only RVSM aircraft are allowed to file a flight plan in exclusive
RVSM airspace. In non-exclusive RVSM airspace both RVSM
aircraft and non-RVSM aircraft can file a flight plan. In either case,
RVSM aircraft will always have altitude priority over non-RVSM
aircraft. A 2000 feet vertical separation from all traffic will apply to
non-RVSM aircraft when flying in RVSM airspace.

OPPOSITE DIRECTION TRAFFIC ON THE SAME

ROUTE

Pilots must ensure they are at the correct flight level and monitor
conflicting traffic for the proper flight level as well.

Opposite direction traffic separated by 1,000 feet may also cause

unexpected wake turbulence problems. Please review the wake
turbulence offset procedures below. With the accuracy of GPS
navigation (normally less than .2 of a mile deviation from the
centerline of the route), your aircraft flying directly under other
aircraft may encounter wake turbulence.

Maintain vigilance for TCAS alerts with opposite direction traffic.

OPERATING PROCEDURES WITHIN RVSM AIRSPACE

Before entering RVSM airspace, the pilot should review the status of
required equipment. The following equipment should be operating
normally:
2 RVSM Compliant Air Data Systems,
1 Autopilot with Altitude Hold Mode operative,
1 Altitude Alert.
1 Transponder.

The pilot must notify ATC whenever the aircraft:

Is no longer RVSM compliant due to equipment failure;

or
Experiences loss of redundancy of altimetry systems;
or
Encounters turbulence that affects the capability to
maintain flight level.

The two primary altimeters must agree within plus or minus 200 ft.
after level off. If at any time the readings of the two primary
altimeters differ by more than 200 feet, the altimetry system should
be considered defective and if in RVSM airspace ATC should be
informed.

During cleared transition between levels, the aircraft should not overshoot or
undershoot the assigned FL by more than 150 ft (45 m).

When altitude difference between PFD 1 and PFD 2 exceeds 100ft,

select ADS 3 on the PFD that does not agree with IESS.

PROCEDURES FOR IN-FLIGHT CONTINGENCIES

The following general procedures are intended as guidance only.

Although all possible contingencies cannot be covered, they provide

for cases of inability to maintain assigned level due to weather;
aircraft performance and pressurization failure. The procedures are
applicable primarily when rapid descent and/or turn-back or
diversion to an alternate airport is required. The pilots judgment
shall determine the sequence of actions to be taken, taking into
account specific circumstances.

If an aircraft is unable to continue flight in accordance with its air

traffic control clearance, a revised clearance shall, whenever
possible, be obtained prior to initiating any action, using a distress or
urgency signal as appropriate.

AIRCRAFT REQUIRING RAPID DESCENT, TURN-BACK

OR DIVERSION

If unable to obtain a revised ATC clearance, the aircraftshould leave its

assigned route or track by turning 90degrees right or left whenever possible.
The direction of theturn should be determined by the position of the
aircraftrelative to any organized route or track system (for example, whether
the aircraft is outside, at the edge of orwithin the system). Other factors to
consider are terrainclearance and the levels allocated to adjacent routes or
tracks.

AIRCRAFT ABLE TO MAINTAIN LEVEL

An aircraft able to maintain its assigned level shouldacquire and maintain in

either direction a track laterally separated by 25 NM from its assigned route
or track and once established on the offset track, climb or descend 500 ft
(150 m).

AIRCRAFT UNABLE TO MAINTAIN LEVEL

Aircraft NOT able to maintain its assigned level should,whenever possible,
minimize its rate of descent while turning to acquire and maintain in either
direction a track laterally separated by 25 NM from its assigned route or
track. For subsequent level flight, a level should be selectedwhich differs by
500 ft (150 m) from those normally used.

DIVERSION ACROSS THE FLOW OF ADJACENT

TRAFFIC

Before commencing a diversion across the flow of adjacent

traffic, the aircraft should, while maintaining the 25 or 30
NM offset, expedite descent below levels where the
majority of traffic operate (to a level below FL290) and then
maintain a level which differs by 500 ft (150 m) from those
normally used. However, if the pilot is unable or unwilling to
carry out a major climb or descent, the aircraft should be
flown at a level 500 ft above or below levels normally used
until a new ATC clearance is obtained.

PROCEDURES FOR SUSPENSION OF RVSM

Air traffic services will consider suspending RVSM procedures when

there are pilot reports of greater than moderate turbulence. Within
areas where RVSM procedures are suspended, the vertical
separation minimum between all aircraft will be 2,000 ft.

TURBINE ENGINE MONITORING PROGRAM (TEMP)

Aero Repblica employs an inflight engine condition monitoring

procedure called T.E.M.P. (Turbine Engine Monitoring Program).
Engine data, gathered by the crew and relayed by ACARS or
individual forms, generates computerized trend analysis of each
individual engines condition and performance. With this data, early
engine deterioration can be detected and action taken to prevent
failure.

Each crew will send this information for each flight segment greater
than one hour, conditions permitting. The minimum is one message
per flight number for flights of over one hour.

T.E.M.P. reports should be relayed via ACARS. If ACARS is

inoperative or not installed, use the T.E.M.P. logbook provided in the
flight deck.

The ACARS format for relaying engine data is displayed in the

ACARS MCDU by pressing the ENG key. A sequence of data
entries will appear starting with Gross Weight.

It is essential that the crew enter all the data carefully and
accurately. A complete engine condition report is illustrated on the
following page.

NOTE: Allow both engines to stabilize at cruise thrust for at least 3

minutes prior to initiating the recording sequence. The
autothrottles should be disengaged during the engine
recording period and engine anti-ice switches should be
OFF.

With a DFDMU, there will be an Interactive Display Unit (IDU) on the

center pedestal. Engine Data Reports are transmitted automatically.

No crew action is required. If maintenance requests an Engine

Report from the crew, use the following steps to select the ENGINE
DATA REPORT:
Press <ACARS <INFLIGHT <ENGINE DATA. Touch AUTO to
activate the MANUAL Engine Data Report. Follow the prompts
through the report.

DESCENT
-

A good descent profile takes into consideration many variables and

can account for significant fuel savings.

Maintaining the desired descent profile and utilizing the MAP mode
(if available) to maintain awareness of position will ensure a more
efficient operation.

Complete this approach briefing as soon as practical, preferably

before arriving at top of descent so the crew may give full attention
to aircraft control.

One minute prior to the TOD, a vertical track alert is given.

When reaching the TOD, the FMS automatically start the descent in
VFLCH or VPATH if the altitude selector is set to a lower altitude.
VFLCH Descents The descent is in VFLCH mode if there is no
altitude constraint down to 1500 ft/10 NM prior to the destination
airport.

VFLCH also complies with the speed/altitude limit.

After an intermediate level-off at the altitude selector altitude, the next

descent must be initiated selecting the altitude selector to a
lower altitude and pressing FLCH on the FGP.

IDLE DESCENT - CONSTANT FLIGHT PATH ANGLE

CONSIDERATIONS
Top of descent altitude is above 30000 ft
Bottom of descent is 12000 ft.
Speed at bottom of descent form 250 KIAS up to 260 KIAS
FMS descent mode VPATH is used.
Wind is constant with same intensity from top of descent up to bottom
of descent.
Wind has only horizontal component.
VMO / Mmo is never exceed during the descent procedure.

SPEED EXPLANATIONS
The speeds published in the table are the speeds that must be
inserted in the FMS in order to guarantee idle descent. They are
not the speeds that the airplane will actually fly or reach. They
are just a reference to guarantee idle thrust.

Due this fact, the amber LIM on the FMA may be presented
during the descent procedure when the auto throttle is engaged.
The actual airplane speed will change according to the altitude. It
will vary from the cruise speed to a range from 250 KIAS to 260
KIAS at 12000 ft, never exceeding VMO / Mmo.

The FMS VPATH mode prioritizes angle over speed, but if there
is any waypoint with an altitude or speed constraint, the FMS will
ignore the angle and respect this constraint.

RATE OF DESCENT

As the speed changes according to the altitude, the rate of

descent also changes. For the tables presented below, this
variation will be within a range from 1400 ft/min up to 3000
ft/min.

ENROUTE DESCENT

Due to the low drag of the advanced technology wing, proper

descent planning is necessary to arrive at the desired altitude at
proper speed and configuration.

The distance required for the descent is approximately three times

the altitude loss for no-wind conditions.

In addition, excess airspeed is slow to dissipate and generally

requires a level flight segment.

Use the speed as indicated on the descent page of the MCDU.

Normally, descend with idle thrust in clean configuration (no

speedbrake). Maintain cruise altitude until the proper distance or
time out for the planned descent and then hold the selected
airspeed schedule during descent.

Deviations from this schedule can result in arriving too high at

destinations and require circling to descend, or arriving too low and
too far out requiring extra time and fuel to reach destination. The
speedbrake may be used to correct the descent profile if arriving too
high.

Plan the descent to arrive at traffic pattern altitude at flaps up

maneuvering speed about:

12 miles out when proceeding straight-in.

About 8 miles out when making an abeam approach.

A good cross check is to be at 10,000 feet AFE, 35 miles from the

airport, with a speed of 250 knots.

EMBRAER 190 aircraft are equipped to record the uninterrupted

audio signals received by a boom or a mask microphone.

Flight crewmembers are required to use the boom microphone from

the Top of Descent point.
DESCENT IN MODERATE TO HEAVY PRECIPITATION

If at all possible, moderate or greater precipitation in the form of rain,

hail, or sleet should be avoided. Advance planning and effective use
of weather radar to detect areas of precipitation will usually provide
alternative flight paths around hazardous weather conditions.

SPEED BRAKES AND THRUST USAGE

While using the Speedbrake during descent, allow sufficient margin
in altitude and/or airspeed so that a smooth level off can be
accomplished while lowering Speedbrake and adding thrust without
causing passenger discomfort or overshooting the desired altitude.
Lower the Speedbrake before adding thrust.

AUTOBRAKE

The Autobrake system (if operational) will be used for landing. It is

estimated that manual braking techniques frequently involve a 4 to 5
second delay between main gear touchdown and brake pedal application,
even when conditions reflect the need for a more rapid initiation of braking.
This delayed braking can result in the loss of 800 to 1000 feet of runway.

Directional control requirements for crosswind conditions and low

visibility may further increase the above delays as can the
distraction arising from a malfunctioning reverser system.

Use of reverse thrust will allow the Autobrake system to reduce

brake pressure to the minimum level, thus minimizing brake and tire
wear and keeping brake temperatures in the normal range. The use
of minimum reverse thrust wills almost double the brake energy
requirements.

During landing roll if the deceleration is not suitable for the desired
stopping distance, take over manual braking.

ARRIVAL BRIEFING

Normally the approach briefing should be accomplished at cruise

altitude when the destination ATIS information becomes available,
check the MOV for detail.

With the EGPWS inoperative, consider using radar to help identify

prominent terrain features.
Transition Level
10-7 and SEOP Pages

For a visual approach, the briefing may be abbreviated to only

include the following:

Weather and runway conditions

Non-standard crew or equipment requirements and company procedures.

However, a discussion of the electronic aides (if available) to be used to
verify proper runway and descent guidance is mandatory.

NOTE: The pilot who will fly the approach briefs the approach. For
monitored approaches the Captain will brief the required
callouts and duties associated with the specific monitored
approach.
WARNING: PRIOR TO DESCENT INTO MOUNTAINOUS OR
SIGNIFICANT TERRAIN:

ALL ENROUTE CHARTS, STARS, AND APPROACH

CHARTS ASSOCIATED WITH ARRIVAL WILL BE
OUT AND AVAILABLE.

THE FLIGHT CREW WILL REVIEW ALL GRID

MORAS MEAS.

MOCAS TO INCLUDE POSITION OF HIGH TERRAIN

ALONG THE ROUTE.

WITH THE EGPWS, AT LEAST ONE PILOT WILL

HAVE TERR SELECTED.

IN MOUNTAINOUS TERRAIN BELOW 25,000 FEET

AT LEAST ONE PILOT WILL MONITOR RAW DATA
TO ENSURE NAVIGATIONAL ACCURACY
MAINTAINING THE APPROPRIATE VHF NAV
FREQUENCY AND COURSE. BOTH MFD COULD
REMAIN IN TERRAIN MODE FOR BETTER
AWARENESS.

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.

VNAV OPERATION

The FMS calculates the TOD based on the speeds and angle
entered on the PERFORMANCE INIT page. The default angle is
3.0. 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.

In case of a late or early descent the DES NOW prompt (displayed

on the FLIGTH PLAN, DESCENT and ROUTE page) provides an
easy command to start the EARLY / LATE descent or 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;

Under radar vector it is suggested to disengage VNAV and set

Speed Selector Knob to MANUAL.

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 knots without speed brakes.

0.5 NM for each 10 knots with speed brakes.
If the segment is accomplished with a rate of descent of 1000 ft/min:

2 NM for each 10 knots without speed brakes.

1 NM for each 10 knots with speed brakes.

In case of wind effects consider:

Add 1 NM for each 10 knots of tailwind.
Subtract 1 NM for each 10 knots of headwind.

VNAV SUB-MODES

The logics for the vertical modes reside within the FGCS. VNAV only
selects the appropriate vertical mode to accomplish the vertical profile.
When the vertical mode is selected via the VNAV function, it is said to be a
VNAV sub-mode. The VNAV sub-modes are VARM, VFLCH, VASEL, VALT
and VPATH.
VARM: When VNAV is selected on the GP, the initial mode is VARM. The
FMS keeps VARM up to the moment that it is possible to determine which
vertical mode should be used. If the FMS cannot determine which mode to
use or cannot determine whether to climb or descend, it stays in VARM
until the conflict is resolved. An example of conflict is set the altitude
selector to a higher altitude when the next waypoint constraint is below the
actual altitude. While in theVARM mode the previous AFCS vertical mode
remains engaged.

VFLCH (VNAV Flight Level Change): AFCS maintains the

manual or FMS speed controlling the airplanes pitch
attitude. When in VALT mode, the VFLCH mode can be
selected by pressing the FLCH button on the GP with the
Alt Selector set to an altitude different from the present
airplanes altitude.

VASEL (VNAV Altitude Capture): It captures the Alt

Selector altitude or the FMS waypoint altitude constraints.

VALT (VNAV Altitude Hold): Maintains the altitude

commanded by the FMS or the Alt Selector. If the VNAV is
disengaged while in VALT the active mode becomes FPA.

VPATH (VNAV Path): In this mode the FMS flies a

constant descent angle between two waypoints. This angle
can be defined by the FMS, by a procedure retrieved from
the database or entered by the pilot. The path angle can
vary from 1 to 6 and it can be seen in the ACTIVE FLT
PLAN page. The FMS maintains a required geometric path
sending a vertical speed command to the AFCS. If the
descent angle is too steep, the system might not be able to
maintain the speed command shown on PFD and on the
ACTIVE FLT PLAN page.

AUTOPILOT APPROACH STATUS ANNUNCIATOR

Autopilot Approach Status Annunciator is displayed on top of FMA

upon pressing of APP button, using full line to clearly describe to
flight crew current approach status, and some alert levels, when
necessary.

Left side of the annunciator displays either the armed status (white)
or the discrepancy between system capability and flight crew
intention (amber). Alert function associated to amber flashing invites
for correction of RA Minimums, which has a digital read-out on PFD.

Right side of annunciator displays current engaged status.

The terminology used for the two system capability levels are:

APPROACH 2 (APPR 2) ILS CAT II capable.

APPROACH 1 (APPR 1) ILS CAT I capable.

NOTE: Anytime the EICAS message STAL PROT ICE SPEEDS

becomes active during approach on normal or abnormal conditions, the
speeds must be adjusted for ICE ACCRETION table regardless of the icing
condition on landing.

NOTE: VREF speed provides adequate buffet margin for an inadvertent 15

overshoot beyond 15 bank.
-

STABILIZED APPROACH

Approaches will be considered unstable, and result in a missed

approach if:

The airspeed is greater than +15 knots of less than -5 knots

from target speed, or

Vertical speed is greater than 1,000 ft/min.

These parameters must be met for all operations before reaching

1,000 ft above touchdown zone elevation, or a go-around will be
announced.
Minimum altitude to initiate a side-step maneuver is 1000 ft. AFE.
The decision made when passing DH, DA, DDA or MDA is not a
commitment to land.

It is only a decision to continue the approach. It is possible, after

passing the applicable minimums, that visual references may
deteriorate, or the aircraft may deviate from the desired flight path to
a point where a safe landing may not be assured.
A missed approach capability exists until selection of reverse thrust.