Professional Documents
Culture Documents
Aircraft General Knowledge Part 1
Aircraft General Knowledge Part 1
T R A I N I N G S E R V I C E S T R A I N I N G S E R
Notice: This Embraer Phenom 100 Pilot Training Manual is to be used for Notice: This Embraer Phenom 100 Pilot
aircraft familiarization and training purposes only. It is not to be used as, aircraft familiarization and training purpo
nor considered a substitute for, the manufacturer’s Pilot or Maintenance nor considered a substitute for, the man
Manual. Manual.
T R A I N I N G S E R V I C E S T R A I N I N G S
Copyright © 2009, Embraer CAE Training Services, LLC Copyright © 2009, Embraer CAE
Excerpted materials used in this publication have been reproduced with Excerpted materials used in this publica
permission of the Embraer Aircraft Company and Garmin Ltd.. permission of the Embraer Aircraft
The Staff of Embraer CAE Training Services The Staff of Embraer CAE Trainin
4.35m
(14ft 2.6in)
12.7m 12.7m
(41ft 8.4in) (41ft 8.4i
5.34m
(17ft 6.24in)
3.55m 3.55m
P100- OV-001i.ai
MFD MFD
PH100-OV-002I.AI
LH CONSOLE RH CONSOLE LH CONSOLE
CONTROL PEDESTAL CO
Configuration Configuration
FWD BAGGAGE F
P C
PILOT & COPILOT P C
P
(OR PASSENGER IN SINGLE (O
PILOT OPERATIONS) P
WARDROBE W
1 2 PASSENGERS 1 & 2 1 2 P
3 4
PASSENGERS 3 & 4 3 4
P
LAVATORY CABINET L
LAVATORY L
AFT BAGGAGE A
EM500ENAOM060002A.DGN
B C B
E 6 3 N 33 E 6 3
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
Weight Weight
Max Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4770 Kg / 10,516 lbs Max Ramp Weight . . . . . . . . . . . . . .
Max Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 Kg / 10,472 lbs Max Takeoff Weight . . . . . . . . . . . . .
Max Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4430 Kg / 9,766 lbs Max Landing Weight . . . . . . . . . . . .
Max Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 3830 Kg / 8,444 lbs Max Zero Fuel Weight . . . . . . . . . . .
Baggage Compartments Baggage Compartments
Forward Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Kg / 66 lbs Forward Compartment . . . . . . . . . . .
Aft Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lbs Aft Compartment . . . . . . . . . . . . . . .
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lbs Wardrobe . . . . . . . . . . . . . . . . . . . . .
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kg / 33 lbs Lavatory Cabinet . . . . . . . . . . . . . . .
Fuel Fuel
Maximum Usable Quantity Per Tank . 636.5 Kg (792.5 L) / 1403 lb (209.4 gal) Maximum Usable Quantity Per Tank
Unusable Quantity Per Tank . . . . . . . . . . . . . . 10 Kg (12.5 L) / 22 lb (3.3 gal) Unusable Quantity Per Tank . . . . . .
Maximum Fuel Capacity . . . . . . . . . . . 1293 Kg (1610 L) / 2850 lb (425.4 gal) Maximum Fuel Capacity . . . . . . . . .
Maximum Imbalance . . . . . . . . . . . . . . . . . . . 100 Kg (125 L) / 220 lb (33 gal) Maximum Imbalance . . . . . . . . . . . .
Approved Fuel Types Approved Fuel Types
Brazilian Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification: . . . . . . . . . . .
ASTM Specification:. . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A and JET A-1 ASTM Specification:. . . . . . . . . . . . .
American Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIL-T-83133AJP8 American Specification: . . . . . . . . . .
Engines Engines
Two rear fuselage mounted Pratt & Whitney PW617F-E engines are installed. Two rear fuselage mounted Pratt & Whitn
The engines produce 1695 pounds of thrust for takeoff on a standard day at The engines produce 1695 pounds of thru
sea level. sea level.
Each engine is controlled via a dual channel FADEC system providing flexible Each engine is controlled via a dual chann
engine operation and reduced workload. engine operation and reduced workload.
Engine indications and alerts are displayed on the MFD. Engine indications and alerts are displaye
Avionics Avionics
Embraer's Prodigy™ flight deck offers an integrated flight display and aircraft Embraer's Prodigy™ flight deck offers an
systems monitor. The Prodigy™ is based on Garmin's G1000 avionics systems monitor. The Prodigy™ is ba
system. The cockpit features three 12-inch displays: two Primary Flight Dis- system. The cockpit features three 12-inc
plays (PFDs) and one Multi-Function Display (MFD). plays (PFDs) and one Multi-Function Disp
The Garmin G1000 system integrates all primary flight, navigation, communi- The Garmin G1000 system integrates all
cation, terrain, traffic, weather, engine instrumentation, and crew-alerting sys- cation, terrain, traffic, weather, engine ins
tem data and presents the composite information in sunlight-readable color tem data and presents the composite in
on high-definition displays. on high-definition displays.
Acronyms Acronyms
Temperature Temperature
° Degree ° Degree
°C Degree Celsius °C Degree Celsius
°F Degree Fahrenheit °F Degree Fahrenhe
Alphabetical Alphabetical
A A Ampere A A Ampere
A.h Ampere hour A.h Ampere hour
AC Alternating Current AC Alternating Curren
ACC Altitude Correcting Cabin ACC Altitude Correcting
ACC Air Conditioning Controller ACC Air Conditioning C
ACC Air Control Center ACC Air Control Center
ACFT Aircraft ACFT Aircraft
ACMM Abbreviated Component Maintenance Manual ACMM Abbreviated Com
ACOC Air-Cooled Oil Cooler ACOC Air-Cooled Oil Co
ACU Air Conditioning Unit ACU Air Conditioning U
C C Capacitor C C Capacitor
c.g. Center of Gravity c.g. Center of Gra
C/M Condition Monitoring C/M Condition Mo
CAM Cockpit Area Microphone CAM Cockpit Area
CAN Controller Area Network CAN Controller Are
CAS Crew Alerting System CAS Crew Alerting
CAT Category CAT Category
CB Circuit Breaker CB Circuit Break
CBIT Continuous Built-In Test CBIT Continuous B
CBP Circuit Breaker Panel CBP Circuit Break
CCA Circuit Card Assembly CCA Circuit Card A
CCS Cabin Communications System CCS Cabin Comm
CCW Counterclockwise CCW Counterclock
CD Compact Disc CD Compact Dis
cd/in² Candela per Square-Inch cd/in² Candela per
cd/m² Candela per Square Meter cd/m² Candela per
CDI Course Deviation Indicator CDI Course Devia
CDM Compressor Drive Module CDM Compressor
CF Center Fuselage CF Center Fusel
CFC Carbon Fiber Composite CFC Carbon Fiber
CFIT Controlled Flight Into Terrain CFIT Controlled Fli
CJC Cold Junction Compensation CJC Cold Junction
D D Diode D D Diode
D/LNA Diplexer/Low Noise Amplifier D/LNA Diplexer/Low
D8PSK Differential 8-Phase Shift Key D8PSK Differential 8-
daN Deca-Newton daN Deca-Newton
DB Database DB Database
dB Decibel dB Decibel
dB/m² Decibels per square-meter dB/m² Decibels per
dBA A-Weighted Decibel dBA A-Weighted D
dBc Decibel below carrier dBc Decibel below
dBi Decibel above isotropic dBi Decibel abov
dBm Decibel Milliwatt dBm Decibel Milliw
DBU Data Base Unit DBU Data Base Un
dBZ Z-Weighted Decibel dBZ Z-Weighted D
DC Direct Current DC Direct Curren
DCTC Direct Current Tie-Contactor DCTC Direct Curren
DCU Data Concentrator Unit DCU Data Concen
DDM Double Depth Modulation DDM Double Depth
DET Detailed Inspection DET Detailed Insp
DIM Dimmer DIM Dimmer
DME Distance Measuring Equipment DME Distance Mea
DPRT Departure DPRT Departure
DPSK Differential Phase Shift Keying DPSK Differential P
DR Dead Reckoning DR Dead Reckon
DS Discard DS Discard
DTK Desired Track DTK Desired Trac
F F Fuse F F Fuse
FAA Federal Aviation Administration FAA Federal Aviat
FADEC Full Authority Digital Engine Control FADEC Full Authority
FAS Flap Actuation System FAS Flap Actuatio
FC Functional Check FC Functional Ch
FCE Flight Control Electronics FCE Flight Contro
FCSOV Flow Control Shutoff Valve FCSOV Flow Control
FD Flight Director FD Flight Directo
FDE Fault Detection and Exclusion FDE Fault Detectio
FDM Flight Data Module FDM Flight Data M
FDR Flight Data Recorder FDR Flight Data R
FDU Flap Drive Unit FDU Flap Drive Un
FDV Flow Divider / Shutoff Valve FDV Flow Divider
FGCS Flight Guidance Control System. FGCS Flight Guidan
FIM Fault Isolation Manual FIM Fault Isolation
FIS Fault Isolation System FIS Fault Isolation
FL Flight Level FL Flight Level
fl oz Fluid Ounce fl oz Fluid Ounce
FLA Flap Linear Actuator FLA Flap Linear A
FLTA Forward Looking Terrain Avoidance FLTA Forward Look
FM Frequency Modulation FM Frequency M
FMA Flight Mode Annunciation FMA Flight Mode A
G g Gram G g Gram
G/A Go-Around G/A Go-Around
g/cm³ Gram per Cubic Centimeter g/cm³ Gram per Cubic C
G/S Glideslope G/S Glideslope
gal. Gallon gal. Gallon
gal. (UK) Imperial Gallon gal. (UK) Imperial Gallon
H H Henry H H Henry
h Hour h Hour
HCM Heater Current Monitor HCM Heater Curre
HDG Heading HDG Heading
HDOP Horizontal Dilution of Precision HDOP Horizontal Di
HDPH Headphone HDPH Headphone
HE Horizontal Empennage HE Horizontal Em
HF High Frequency HF High Frequen
HFOM Horizontal Figure of Merit HFOM Horizontal Fig
J J Joule J J Joule
JAA Joint Aviation Authorities JAA Joint Aviation
JAR Joint Aviation Requirements JAR Joint Aviation
K K Kelvin K K Kelvin
kb Kilobit kb Kilobit
kbps Kilobit per Second kbps Kilobit per Se
kBTU/h Kilo British Thermal Units per Hour kBTU/h Kilo British Th
kg Kilogram kg Kilogram
kg/cm² Kilogram per Square Centimeter kg/cm² Kilogram per
L l Liter L l Liter
L/E Leading Edge L/E Leading Edge
l/min Liter per Minute l/min Liter per Minute
LAT Latitude LAT Latitude
lb Pound lb Pound
lb.ft Pound Foot lb.ft Pound Foot
lb.in Pound Inch lb.in Pound Inch
lb/ft² Pound per Square Foot lb/ft² Pound per Square
lb/ft³ Pound per Cubic Foot lb/ft³ Pound per Cubic
lb/gal Pound per Gallon lb/gal Pound per Gallon
lb/in³ Pound per Cubic Inch lb/in³ Pound per Cubic
lb/min Pound per Minute lb/min Pound per Minute
lbf Pound Force lbf Pound Force
LCD Liquid Crystal Display LCD Liquid Crystal Dis
LED Light-Emitting Diode LED Light-Emitting Dio
M M Mach M M Mach
m Meter m Meter
m/s Meter per Second m/s Meter per Se
m/sec² Meter per Square Second m/sec² Meter per Sq
mm Millimeter mm Millimeter
mm² Square Millimeter mm² Square Millim
mm³ Cubic Millimeter mm³ Cubic Millime
MMEL Master Minimum Equipment List MMEL Master Minim
mmHg Millimeter of Mercury mmHg Millimeter of M
MMO Mach Maximum Operating MMO Mach Maximu
MN Mach Number MN Mach Numbe
MO Month MO Month
MOP Main Oil Pressure MOP Main Oil Pres
MOPT Main Oil Pressure and Temperature MOPT Main Oil Pres
MOT Main Oil Temperature MOT Main Oil Tem
MOV Motor-Operated-Valve MOV Motor-Operat
MPa Megapascal MPa Megapascal
MPEL Maximum Permissible Exposure Level MPEL Maximum Pe
MPH Maintenance per Hour MPH Maintenance
mph Mile per Hour mph Mile per Hour
MRB Maintenance Review Board MRB Maintenance
ms Millisecond ms Millisecond
MSB Most Significant Bit MSB Most Significa
MSL Mean Sea Level MSL Mean Sea Le
MTL Minimum Threshold Level MTL Minimum Thr
MTOSS Maintenance Task Oriented Support System MTOSS Maintenance
mV Millivolt mV Millivolt
MV Metering Valve MV Metering Valv
MVFR Minimum Visual Flight Rules MVFR Minimum Vis
MW Mega Watt MW Mega Watt
mW Milliwatt mW Milliwatt
MWF Monitor Warning Function MWF Monitor Warn
M? Megohm M? Megohm
m? Milliohm m? Milliohm
N N Newton N N Newton
S s Second S s Second
S/N Serialized Number S/N Serialized Numbe
SAR Search and Rescue SAR Search and Rescu
SARSAT Search and Rescue Satellite Aided Tracking SARSAT Search and Rescu
SAT Static Air Temperature SAT Static Air Tempera
SATCOM Satellite Communications SATCOM Satellite Commun
SB Service Bulletin SB Service Bulletin
SBAS Satellite Based Augmentation System SBAS Satellite Based Au
SBC Shed Bus Contactor SBC Shed Bus Contac
SC Start Contactor SC Start Contactor
SD Secure Digital SD Secure Digital
SDS System Description Section SDS System Descriptio
SDU Satellite Data Unit SDU Satellite Data Uni
SEL Selector SEL Selector
SELCAL Selective Call SELCAL Selective Call
V V Volt V V Volt
V AC Volt Alternating Current V AC Volt Alternatin
V DC Volt Direct Current V DC Volt Direct Cu
V<sub>FE</ Maximum Flaps Extended Speed V<sub>FE</ Maximum Fla
sub> sub>
W W Watt W W Watt
W.L. Water Line W.L. Water Line
WAAS Wide Area Augmentation System WAAS Wide Area Augme
Y yd Yard Y yd Yard
YD Yaw Damper YD Yaw Damper
YR Year YR Year
Symbols Symbols
μA Microampere μA Microampere
μF Micro Farad μF Micro Farad
μm micrometer μm micrometer
μV Microvolt μV Microvolt
μΩ Microhm μΩ Microhm
Ω Ohm Ω Ohm
C
A D A
J K E F J K
L L
I G I
H H
2. Pitot Tube and Static Port ...................CONDITION, NO OBSTRUCTION 2. Pitot Tube and Static Port ..........
4. Fwd Baggage Compartment Door ..............................................LOCKED 4. Fwd Baggage Compartment Door ....
3. Pitot Tube and Static Port / AOA Vane ................... NO OBSTRUCTION / 3. Pitot Tube and Static Port / AOA
FREEDOM OF MOVENMENT
6. * Fuel Drains ..................... DRAIN AND CHECK FOR CONTAMINATION 6. * Fuel Drains ..................... DRAI
7. Fuel Drains and Dump Valves .................................................NO LEAKS 7. Fuel Drains and Dump Valves ...
2. Fuel Tank Air Inlet .....................................................NO OBSTRUCTION 2. Fuel Tank Air Inlet .............................
7. Right Spoiler (if applicable) ...................................................CONDITION 7. Right Spoiler (if applicable) ..............
G. Right Aft Fuselage and Engine G. Right Aft Fuselage and Engi
1. Battery Access Door ................................................................ SECURED 1. Battery Access Door ..................
G. Right Aft Fuselage and Engine (continued) G. Right Aft Fuselage and Engine (
3. Exhaust ......................................................................................... CLEAR 3. Exhaust .............................................
6. Oil Filter Impending Pybass Indicator (Red Pop-up) .... NOT EXTENDED 6. Oil Filter Impending Pybass Indi
G. Right Aft Fuselage and Engine (continued) G. Right Aft Fuselage and Engine (
7. Heat Exchanger Air Exhaust......................................................... CLEAR 7. Heat Exchanger Air Exhaust.............
H. Tail H. Tail
1. Vertical Stabilizer .................................................................. CONDITION 1. Vertical Stabilizer .......................
2. Rudder .................................................................................. CONDITION 2. Rudder .......................................
5. Horizontal Stabilizer De-ice Boot .......................................... CONDITION 5. Horizontal Stabilizer De-ice Boot ......
10. Ground Cooling Fan / Air Exhaust ............................ NO OBSTRUCTION 10. Ground Cooling Fan / Air Exhau
I. Left Aft Fuselage and Engine I. Left Aft Fuselage and Engine
1. Aft Baggage Compartment Door................................................ SECURE 1. Aft Baggage Compartment Door.......
4. Exhaust..........................................................................................CLEAR 4. Exhaust......................................
5. Drain Mast ............................................................................ CONDITION 5. Drain Mast .................................
I. Left Aft Fuselage and Engine (continued0 I. Left Aft Fuselage and Engine (co
6. Oil Level ........................................................................................CHECK 6. Oil Level ............................................
7. Oil Filter Impending Bypass Indicator (Red Pop-up)..... NOT EXTENDED 7. Oil Filter Impending Bypass Indicator
6. Left Wing De-ice Boot ........................................................... CONDITION 6. Left Wing De-ice Boot .......................
8. Fuel Tank Air Inlet ..................................................... NO OBSTRUCTION 8. Fuel Tank Air Inlet ......................
Minimize pilot errors and its consequences. Minimize pilot errors and its conse
Provide optimized ergonomics aimed at safety, ease of operation, control Provide optimized ergonomics aim
No aural warnings are being issued. No aural warnings are being issued.
The selector knobs are positioned at twelve o’clock. The selector knobs are positioned at tw
A white striped bar illuminates on any button to indicate that it is not in normal A white striped bar illuminates on any but
position. position.
Note: The courtesy light check is only required for flights with landings Note: The courtesy light check is
after sunset. after sunset.
Note: It must be installed for single pilot operation and if the flight is going Note: It must be installed for single
to be conducted over water. to be conducted over water.
Documents, Manuals and Charts. . . . . . . . . . . . . . . . . . .CHECK ON BOARD Documents, Manuals and Charts. . .
Check for regulations in countries intended to flight, an approved Airplane Check for regulations in countries
Flight Manual, an approved MEL, navigation and approach charts, QRH, Flight Manual, an approved MEL
runway analyses and driftdown analyses (if applicable). runway analyses and driftdown a
Check documents, such as Certificate of Airworthiness, Copy of the Insur- Check documents, such as Certif
ance Policy and Airplane weighing document. ance Policy and Airplane weighin
Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Maintenance Status . . . . . . . . . . . . .
Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Emergency Equipment. . . . . . . . . . .
Verify Fire Extinguisher, Flashlight, First Aid Kit, and the following optional Verify Fire Extinguisher, Flashligh
items, if installed: Protective Breathing Equipment (PBE), Smoke Gog- items, if installed: Protective Bre
gles, Overwater Life Vest and Survival Kit gles, Overwater Life Vest and Su
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . PUSH TO RESTORE Oxygen Bottle Valve Handle . . . . . .
Oxygen Supply Control Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAX AUTO Oxygen Supply Control Knob. . . . . .
Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100% Oxygen Masks & Regulators . . . . . .
Note: If parking brake pressure is suspected to be low, use wheel chocks Note: If parking brake pressure is susp
to secure the airplane. to secure the airplane.
TT
CCT
JEEC
SUU
S
NN
NN
TIOO
TIOO
P100-EN-001i
Note: Using an inadequate tool to accomplish the fuel drainage may Note: Using an inadequate tool to a
cause damage to the drain valve. cause damage to the drain valve
Fuel Drains and Dump Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAKS Fuel Drains and Dump Valves. . . . . . . . .
Right Wing De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Right Wing De-ice Boot. . . . . . . . . . . . . .
MLG Door, Wheels, Brakes and Tires. . . . . . . . . . . . . . . . . . . . . CONDITION MLG Door, Wheels, Brakes and Tires. . .
MLG Locking Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED MLG Locking Pin. . . . . . . . . . . . . . . . . . .
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . .
Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Navigation/Strobe Lights . . . . . . . . . . . . .
Right Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE Right Aileron . . . . . . . . . . . . . . . . . . . . . .
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION Static Dischargers . . . . . . . . . . . . . . . . . .
Right Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Right Flap . . . . . . . . . . . . . . . . . . . . . . . .
Battery Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED Battery Access Door . . . . . . . . . . . . . . . .
Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED Cowlings . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Engine Exhausts . . . . . . . . . . . . . . . . . . .
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Drain Masts . . . . . . . . . . . . . . . . . . . . . . .
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oil Level . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED Oil Filter Impending Bypass Indicator . . .
Heat Exchanger Air Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Heat Exchanger Air Exhaust . . . . . . . . . .
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Vertical Stabilizer. . . . . . . . . . . . . . . . . . .
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Rudder . . . . . . . . . . . . . . . . . . . . . . . . . .
Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . .
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Horizontal Stabilizer . . . . . . . . . . . . . . . .
Horizontal Stabilizer De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Horizontal Stabilizer De-ice Boot. . . . . . .
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Elevator . . . . . . . . . . . . . . . . . . . . . . . . . .
Note: Make sure that the fuel cap is properly closed and locked. Note: Make sure that the fuel cap
Power Up Power Up
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BATT 1 & 2 Switches . . . . . . . . . . . . . . .
If the battery has been cold soaked for two hours or longer at ambient sur- If the battery has been cold soaked fo
face temperature of -18° C (0° F) or lower, it must be preheated to above face temperature of -18° C (0° F) or lo
-18° C (0° F) prior to engine start. -18° C (0° F) prior to engine start.
GPU Button (if applicable). . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED GPU Button (if applicable). . . . . . . . . . . .
Verify AVAIL light illuminated before pushing the GPU button in. When Verify AVAIL light illuminated before
GPU is not available or is not necessary, maintain GPU button pushed GPU is not available or is not neces
out. out.
Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec-
Rotate Start/Run/Stop momenta
onds, and release the switch. onds, and release the switch.
Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT
Observe N2 increasing, Fuel Flo
increasing and Oil Pressure increasing. increasing and Oil Pressure inc
Observe start cycle end at approximately 54% N2, when Ignition A or B Observe start cycle end at appro
annunciation disappears and the ITT limit decrease. annunciation disappears and th
Starting Number 1 Starting Number 1
Repeat the sequence above Repeat the sequence above
Note: Starting the engine with tailwind speeds higher than 10 knots may Note: Starting the engine with tail
lengthen starting time and/or raise the starting temperature over that lengthen starting time and/or
normally observed. Starting ITT limits must be observed. normally observed. Starting
CAUTION CA
EACH BATTERY VOLTAGE MUST BE AT LEAST 23.8 VOLTS. EACH BATTERY VOLTAGE MUST B
Note: The parking brake must be applied and the main brake must be Note: The parking brake must be
released for battery voltage check. released for battery voltage
WARNING WARNI
IF ICING CONDITIONS EXIST OR ARE FORECASTED, REFER TO OPERA- IF ICING CONDITIONS EXIST OR ARE F
TION IN ICING CONDITIONS PROCEDURES. TION IN ICING CONDITIONS PROCEDUR
Takeoff Takeoff
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA Thrust Levers . . . . . . . . . . . . . . . . . .
Note: During takeoff roll, after checking thrust levers to TO/GA, check N1 Note: During takeoff roll, after che
equal to N1 target and green ATR indication presented on MFD if equal to N1 target and gree
ATR ON is selected. ATR ON is selected.
. .
Cruise Cruise
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX CRZ Thrust Lever . . . . . . . . . . . . . . . . . . . . . .
Descent Descent
Prior to descent Prior to descent
Insert Arrival and Approach on Flight Plan Insert Arrival and Approach on Flight P
Perform Approach Briefing Perform Approach Briefing
Prior to 1 minute to Vertical Path Prior to 1 minute to Vertical Path
Select authorized descent altitude and then select VNAV Select authorized descent altitude and
Windshield Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Windshield Heating . . . . . . . . . . . . . . . . .
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LFE Pressurization . . . . . . . . . . . . . . . . . . . . .
Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Landing Speeds . . . . . . . . . . . . . . . . . . .
Set VREF, VAC and VFS. Set VREF, VAC and VFS.
CKPT FAN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED CKPT FAN Switch . . . . . . . . . . . . . . . . . .
If Necessary set the CKPT FAN Switch to HI position to avoid fog in the If Necessary set the CKPT FAN Swit
cockpit side window. cockpit side window.
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY Icing Conditions. . . . . . . . . . . . . . . . . . . .
BELOW 1000 FT BELOW 10
Approach Approach
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE Passengers . . . . . . . . . . . . . . . . . . . . . . .
Fuel XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT Fuel XFR Button . . . . . . . . . . . . . . . . . . .
Altimeters (Pilot, Copilot, and IESI). . . . . . . . . . . . . . . . . . . .SET & X-CHECK Altimeters (Pilot, Copilot, and IESI). . . . .
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY Icing Conditions. . . . . . . . . . . . . . . . . . . .
Prior to start arrival Prior to start arrival
Ensure that all of the required information regarding approach and landing
Ensure that all of the required informat
is known and confirmed. is known and confirmed.
During visual or instrument approach During visual or instrument approach
Landing Landing
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Throttles . . . . . . . . . . . . . . . . . . . . . .
Brakes (After touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY MAXIMUM Brakes (After touchdown) . . . . . . . .
Go-around Go-around
TO/GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO/GA Button . . . . . . . . . . . . . . . . .
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA Thrust Levers . . . . . . . . . . . . . . . . . .
Select flaps according to the table below: Select flaps according to the table
CAUTION CA
Do not press the TO/GA button after selecting go-around flaps Do not press the TO/GA button afte
Rotate the airplane following the flight director guidance. Rotate the airplane following the
Note: In case of flight director is inoperative, rotate the airplane to 7.5º Note: In case of flight director is
nose up for Flaps 2 or 5.5º nose up for Flaps Full. nose up for Flaps 2 or 5.5º n
Shutdown Shutdown
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Thrust Levers . . . . . . . . . . . . . . . . . . . . .
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY Emergency/Parking Brake . . . . . . . . . . .
CAUTION CAUTIO
Maintain idle for at least 2 minutes prior to engine shutdown. Maintain idle for at least 2 minutes prior
CAUTION CA
During cold weather operations, oil pressure peaks to 275 psig may occur During cold weather operations, oil
due to high oil viscosity. oil pressure should decrease as the oil temperature due to high oil viscosity. oil pressure
increases, if the oil pressure remains above or at normal operation limit, the increases, if the oil pressure remain
engine should be shutdown and the cause investigated engine should be shutdown and the
It is recommended to turn the system on immediately before engine start It is recommended to turn the system
Note: The windshield is the best indication for early ice formation detec- Note: The windshield is the best
tion. If no ice is building up in the windshield and if not required for tion. If no ice is building up
defog, leave the windshield heater off, turning it on when required. defog, leave the windshield h
Takeoff Takeoff
Do not apply static takeoff technique on an icy or slippery runway, as the air- Do not apply static takeoff technique
plane may begin to slide when thrust lever is advanced with brakes applied. plane may begin to slide when thrust
In this case, release brakes and advance thrust levers simultaneously. In this case, release brakes and adva
However, takeoff distance for slippery runways is calculated in the Airplane However, takeoff distance for slipper
Flight Manual by the OPERA software using the static takeoff technique only. Flight Manual by the OPERA softwar
For rolling takeoffs, performance data is valid from the point where takeoff For rolling takeoffs, performance data
thrust is achieved. thrust is achieved.
Apply light forward pressure on control column to increase nose wheel steer- Apply light forward pressure on contr
ing effectiveness. ing effectiveness.
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Director. . . . . . . . . . . . . . . . . .
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA Thrust Levers . . . . . . . . . . . . . . . . . .
Note: During takeoff roll, after checking thrust levers to TO/GA, check N1 Note: During takeoff roll, after che
equal to N1 target and green ATR indication presented on MFD if equal to N1 target and gree
ATR ON is selected. ATR ON is selected.
Note: Engine vibration indication may peek to the maximum value prior to Note: Engine vibration indication may p
ice shedding, however, this will not affect the engine. ice shedding, however, this will n
When flying in icing conditions or after flying in icing conditions, ice accretion When flying in icing conditions or after fly
on unprotected areas may cause vibration at high speeds. If vibration and/or on unprotected areas may cause vibratio
buffeting occurs, a change in the current airspeed will eliminate these effects. buffeting occurs, a change in the current
At high speeds reduce the airspeed as required, limited to a minimum of 150 At high speeds reduce the airspeed as re
KIAS. KIAS.
Holding Holding
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Landing Gear . . . . . . . . . . . . . . . . . . . . .
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS Minimum Airspeed . . . . . . . . . . . . . . . . .
WARNING WARNI
THE ICE PROTECTION SYSTEM MUST BE KEPT ON UNTIL CREW IS THE ICE PROTECTION SYSTEM MUS
CERTAIN ALL ICE HAS BEEN REMOVED. CERTAIN ALL ICE HAS BEEN REMOV
CAUTION CAUTIO
Even small accumulations of ice on the wing leading edge may change the Even small accumulations of ice on the w
stall characteristics or the stall protection system warning margin. stall characteristics or the stall protection
Approach Approach
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF + 5 kt minimum Airspeed. . . . . . . . . . . . . . . . . . . . . .
Go Around Go Around
TO/GA Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO/GA Buttons. . . . . . . . . . . . . . . . .
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA Thrust Levers . . . . . . . . . . . . . . . . . .
Select flaps according to the table below. Select flaps according to the table
CAUTION CA
Do not press the TO/GA button after selecting go around flap. Do not press the TO/GA button afte
Rotate the airplane according to the table below. Rotate the airplane according to
CAUTION CA
Do not follow the flight director. Do not follow the flight director.
and let the anti-skid do its job. and let the anti-skid do its job.
If no braking action is felt, hydroplaning is probably occurring. Do not apply If no braking action is felt, hydroplaning
Emergency/Parking Brake, as it will remove anti-skid protection. Maintain Emergency/Parking Brake, as it will re
runway centerline and keep braking until airplane is decelerated. runway centerline and keep braking un
Note: Note:
Make sure the flaps are free from snow, ice or slush before retracting Make sure the flaps are free from
them. them.
If any difference is felt while taxiing, verify if tires present any flat spot If any difference is felt while taxiin
which may indicate that the brake was blocked at touchdown. which may indicate that the brak
CAUTION CA
Taxi at reduced speed in ice-covered runways to avoid skidding the air- Taxi at reduced speed in ice-covere
plane and throwing slush on wheel and brake assemblies. plane and throwing slush on wheel
Leaving the Airplane – Securing for Cold Soak or Leaving the Airplane – S
an Extended Period an Extended Period
Anti-icing fluid can be applied to the airplane surfaces at the time of arrival, on Anti-icing fluid can be applied to the a
short turnarounds during freezing precipitation, and on overnight stops. This short turnarounds during freezing pr
will minimize ice accumulation before departure and usually makes subse- will minimize ice accumulation befo
quent deicing easier. quent deicing easier.
The procedures below should be performed in the event of extended airplane The procedures below should be per
exposure to low temperatures. At non-maintenance stations, the crew should exposure to low temperatures. At no
ensure that the following actions have been accomplished. ensure that the following actions hav
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP Flaps . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE Wheel Chocks . . . . . . . . . . . . . . . . .
Emergency/Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED Emergency/Parking Brakes . . . . . . .
For an icy ramp, leave Emergency/Parking Brakes applied. For an icy ramp, leave Emergenc
Otherwise, Emergency/Parking Brakes must not be applied to avoid Otherwise, Emergency/Parking
brakes freezing. brakes freezing.
Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Protective Covers. . . . . . . . . . . . . . .
Install the available protective covers. Install the available protective co
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Batteries. . . . . . . . . . . . . . . . . . . . . .
Remove the batteries if ambient surface temperature of -18°C (0°F) or Remove the batteries if ambient
lower is forecasted. lower is forecasted.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Doors . . . . . . . . . . . . . . . . . . . . . . . .
All doors must be closed to prevent snow and humidity from entering into All doors must be closed to preve
the airplane. the airplane.
Note: For crosswind landings the “de-crab” technique shall be accom- Note: For crosswind landings the “de
plished. plished.
Note: Do not extend flaps except for approach and landing. Note: Do not extend flaps except for ap
The maximum recommended turbulence air penetration VRA speed can be The maximum recommended turbulence
obtained from the following chart. obtained from the following chart.
45000 45000
40000 40000
MRA =0.5 9
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 V RA 20000 V RA
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A
Definitions Definitions
LH / RH LH / RH
Is a pilot station. The designation of seat position for accomplishing a given Is a pilot station. The designation of
task is given because of proximity to the respective control/indicator. Regard- task is given because of proximity to
less of PF or PM role, the pilot in that seat performs indicated tasks and less of PF or PM role, the pilot in
responds to checklist challenges accordingly. responds to checklist challenges acc
PF - Pilot Flying PF - Pilot Flying
The PF is the pilot responsible for controlling the flight of the aircraft either The PF is the pilot responsible for c
through control of the autopilot or manual inputs to the flight controls. through control of the autopilot or ma
PIC - Pilot in Command PIC - Pilot in Command
The PIC is the pilot responsible for the operation and safety of an aircraft dur- The PIC is the pilot responsible for th
ing flight time and is the ultimate decision maker on the conduct of the flight. ing flight time and is the ultimate dec
During single pilot operations, the pilot must occupy the left seat. During single pilot operations, the pil
PM - Pilot Monitoring PM - Pilot Monitoring
The PM is the pilot who is not controlling the aircraft but is monitoring all The PM is the pilot who is not con
aspects of the flight. aspects of the flight.
Flow Patterns Flow Patterns
Flow patterns are an integral part of the SOPs. Accomplish the cockpit setup Flow patterns are an integral part of
and checklists for each phase of flight with a flow pattern and then refer to the and checklists for each phase of fligh
checklist to verify the setup. Use normal checklists as "done lists" instead of checklist to verify the setup. Use no
"to do lists." "to do lists."
Flow patterns are disciplined procedures. The pilot must understand the air- Flow patterns are disciplined proced
craft systems/controls and methodically accomplish the flow pattern. craft systems/controls and methodica
Checklists Checklists
A challenge / response / response method is used to accomplish any check- A challenge / response / response metho
list. The PF initiates the proper checklist for the phase of flight or situation by list. The PF initiates the proper checklist
verbally calling for the checklist. The PM begins the check by the PF by read- verbally calling for the checklist. The PM b
ing the checklist challenge item aloud and the required response. The PF is ing the checklist challenge item aloud an
responsible for verifying that the items designated as PF or his/her seat posi- responsible for verifying that the items de
tion (i.e., LH or RH) are accomplished and for responding orally to the chal- tion (i.e., LH or RH) are accomplished an
lenge with the appropriate response. Items designated on the checklist as PM lenge with the appropriate response. Item
or by his seat position are the PM's responsibility. The PM reads the chal- or by his seat position are the PM's res
lenge and response, confirms the accomplishment of the item, and responds lenge and response, confirms the accom
orally to the challenge. Certain checklists can be performed almost entirely orally to the challenge. Certain checklis
by the PM by reading the checklist in this manner. by the PM by reading the checklist in this
In all cases, the response by either pilot is confirmed by the other pilot and In all cases, the response by either pilot
any disagreement is resolved prior to continuing the checklist. any disagreement is resolved prior to con
After the completion of any checklist, the PM states "______ checklist is com- After the completion of any checklist, the
plete." This allows the PF to maintain situational awareness during each plete." This allows the PF to maintain
phase of flight and prompts the PF to continue to the next checklist, if phase of flight and prompts the PF to
required. required.
Omission of Checklists Omission of Checklists
While the PF is responsible for initiating checklists, the PM should suggest to While the PF is responsible for initiating c
the PF whether a checklist should be started if, in the PM's opinion, a check- the PF whether a checklist should be sta
list has been overlooked. As an expression of good crew resource manage- list has been overlooked. As an expressi
ment, such prompting is appropriate for any flight situation, including training, ment, such prompting is appropriate for a
operations, or check rides. operations, or check rides.
Challenge / No Response Challenge / No Response
If the PM observes a flight deviation or critical situation, the PM must imedi- If the PM observes a flight deviation or c
ately inform the PF. If the PF does not respond by oral communication or ately inform the PF. If the PF does not
action, the PM must issue a second challenge that is loud and clear. If the PF action, the PM must issue a second chall
does not respond after the second challenge, the PM must ensure the safety does not respond after the second challe
of the aircraft. The PM must announce that he/she is assuming control and of the aircraft. The PM must announce t
then take the necessary actions to return the aircraft to a safe operating enve- then take the necessary actions to return
lope. lope.
Abnormal / Emergency Procedures Abnormal / Emergency Procedures
Note: "Control" means responsible for flight control of the aircraft; either Note: "Control" means responsible for
manual or automatic. manual or automatic.
When any crewmember recognizes an abnormal or emergency condition that When any crewmember recognizes an ab
crewmember should inform the other by verbally calling out the situation, indi- crewmember should inform the other by v
cation, or concern observed. The PIC will designate who will control the air- cation, or concern observed. The PIC wi
craft, who will perform the tasks such as checklists or radio calls, and who will craft, who will perform the tasks such as c
monitor any needed items. monitor any needed items.
Following these designations, the PF will call for the appropriate checklist. Following these designations, the P
The PM will accomplish the checklist items with the appropriate challenge The PM will accomplish the checkli
and response. and response.
The pilot designated to fly the aircraft (i.e., PF) will not perform tasks that The pilot designated to fly the aircr
compromise the primary responsibility to control the aircraft whether he/she compromise the primary responsibil
uses the autopilot or flies manually. uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that requires Both pilots must be able to respond
immediate corrective action without reference to a checklist. The elements of immediate corrective action without r
an emergency procedure that must be performed without reference to the an emergency procedure that must
appropriate checklist are called memory or recall items. When the memory appropriate checklist are called mem
items are completed, accomplish all other abnormal and emergency proce- items are completed, accomplish al
dures while referring to the printed checklist. dures while referring to the printed ch
When a checklist procedure calls for the movement or manipulation of con- When a checklist procedure calls fo
trols or switches critical to safety of flight (e.g., throttles, engine fire switches, trols or switches critical to safety of f
fire bottle discharge switch), the pilot performing the action obtains verifica- fire bottle discharge switch), the pilo
tion from the other pilot that he is moving the correct control or switch prior to tion from the other pilot that he is mo
initiating the action. The PM will normally perform these actions unless the initiating the action. The PM will no
PM has limited access to the item PM has limited access to the item
Any checklist action pertaining to a specific control, switch, or equipment that Any checklist action pertaining to a s
is duplicated in the cockpit is read to include its relative position and the is duplicated in the cockpit is read
action required (e.g., "Left Throttle - IDLE; Start / Stop - OFF"). Any challenge action required (e.g., "Left Throttle - I
that includes the response "as required" will be responded to with the position that includes the response "as requir
/ status of the challenged item (e.g. on/off). / status of the challenged item (e.g. o
Time Critical Situations Time Critical Situations
Anytime any abnormal or emergency situation exists: Anytime any abnormal or emergency
Maintain aircraft control
Maintain aircraft control
Analyze the situation Analyze the situation
Take appropriate action Take appropriate action
Rejected Takeoffs Rejected Takeoffs
The rejected takeoff procedure is a pre-planned maneuver; both crewmem- The rejected takeoff procedure is a
bers must be aware of and briefed on the types of malfunctions that mandate bers must be aware of and briefed on
an abort. Either crewmember may call for an abort. an abort. Either crewmember may ca
The PF normally commands and executes the takeoff abort for directional The PF normally commands and e
control problems or catastrophic malfunctions. Additionally, any indication of control problems or catastrophic ma
the following malfunctions prior to V1 is cause for an abort: the following malfunctions prior to V1
Engine Failure Engine Failure
Engine Fire Engine Fire
Loss of Directional Control
Loss of Directional Control
In addition to the above, the PF can executes an abort prior to 70 KIAS for In addition to the above, the PF can
any abnormality observed. any abnormality observed.
Taxi Taxi
PF PM PF
Ensure airport diagram / taxi chart is out and visible to both pilots. Ensure airport diagram / taxi ch
Before taxi check that left wing is Before taxi check that right wing is Before taxi check that left wing is
clear and call out "Clear Left” clear and call out "Clear Right" clear and call out "Clear Left”
Set heading bug to runway heading of expected runway on ATIS. Set head- Set heading bug to runway heading
ing bug to assigned runway in taxi clearance if different. DO NOT use push ing bug to assigned runway in taxi c
to center feature of heading bug when lining up on runway. Insure heading to center feature of heading bug wh
bug matches runway heading when in position on runway. bug matches runway headi
SOP Deviations
SOP Deviations
Consider the following: Consider the following:
Impaired Runway Conditions Impaired Runway Conditions
Weather
Weather
Obstacle Clearance
Obstacle Clearance
Instrument Departure Procedures
Instrument Departure Procedures
Runway Positioning Runway Positioning
Both pilots mush check final approach and verify it is clear of traffic.
Both pilots mush check final appro
The PM will crosscheck runway versus airplane heading and confirm cor-
The PM will crosscheck runway ve
rect takeoff runway. rect takeoff runway.
Just prior to takeoff roll the landing lights will be turned on. These lights
Just prior to takeoff roll the landing
may be left off if reduced visibility causes the light to refract and blind the may be left off if reduced visibility
pilot. pilot.
Descent Descent
PF PM PF
Prior to Descent Prior to De
Insert/verify arrival and approach on Obtain ATIS Insert/verify arrival and approach on O
flight plan Check landing data for current flight plan C
Perform approach briefing conditions. Perform approach briefing co
Complete Descent checklist Compute approach and landing Complete Descent checklist C
Prior to 1 minute to vertical path bugs. Prior to 1 minute to vertical path bu
select authorized descent altitude Setup FMS. select authorized descent altitude Se
and then select VNAV. Tune and identify navaids and then select VNAV. Tu
At Transition Level At Transitio
Set QNH Set QNH Set QNH S
At 10,000' At 10,00
Check speed below 250 kt Check speed below 250 kt
Maintain sterile cockpit below 10,000' above airport surface Maintain sterile cockpit below 10,000' ab
Landing Lights on. Landing Lights on.
Approach Approach
PF PM PF
Set approach and landing V speeds Set approach and la
Set barometric pressure altitude for approach minimums. Set barometric pressure altitud
Brief approach to be flown. Follow along with approach briefing Brief approach to be flown. Fo
insuring all pertinent items are cov- in
ered. er
Approach Speed
Approach Speed
Minimum Safe Altitude Minimum Safe Altitude
Approach Course
Approach Course
Step Down Altitudes Step Down Altitudes
FAF Altitude or G/S Intercept Altitude FAF Altitude or G/S Intercept Altitu
DH / MDA Altitude
DH / MDA Altitude
Field Elevation Field Elevation
Runway Lights and Landing Distance
Runway Lights and Landing Dista
Required Minima (Visibility, RVR, ceiling, as applicable) Required Minima (Visibility, RVR,
Missed Approach Point (DME, timing) Missed Approach Point (DME, tim
Heading Heading
Altitude Altitude
Intentions Intentions
Abnormal Implications (Runway conditions, aircraft limitations,etc) Abnormal Implications (Runway c
Maneuvers Maneuvers
General General
This chapter presents written descriptions of various maneuvers and tech- This chapter presents written descr
niques applicable to normal and single engine operations. The second part of niques applicable to normal and sing
this chapter contains pictoral examples of selected maneuvers this chapter contains pictoral exampl
ment with the engine running, set the parking brake. Plan ahead - be sure ment with the engine running, set the pa
that the aircraft and its pilot(s) and passengers are ready for flight before call- that the aircraft and its pilot(s) and passen
ing for takeoff clearance and all checklists are complete. ing for takeoff clearance and all checklists
There are many combinations of turn angles, taxiway widths and taxiway sur- There are many combinations of turn ang
face conditions, therefore pilot judgment must dictate the point of turn initia- face conditions, therefore pilot judgment
tion and the amount of nosewheel steering required for each turn. tion and the amount of nosewheel steerin
The pilot shall avoid stopping the airplane during a turn, specially during tight The pilot shall avoid stopping the airplane
turns as excessive thrust may be required to start taxiing again. turns as excessive thrust may be required
Reduce the speed to an appropriate taxi speed according to the runway and Reduce the speed to an appropriate taxi
weather conditions prior to initiating the turn, especially during runway turnoff weather conditions prior to initiating the tu
after landing. after landing.
Some anticipation of the steering actuation is required due to the response Some anticipation of the steering actuat
time of the steering system. Therefore, the pilot shall judge the amount of the time of the steering system. Therefore, th
required anticipation as it depends on the desired turn radius and on the air- required anticipation as it depends on the
plane speed. plane speed.
Emergency Brake Technique Emergency Brake Technique
The adequate emergency brake utilization consist of pulling the emergency/ The adequate emergency brake utilizatio
parking brake handle with care until the parking brake light illuminates. parking brake handle with care until the p
Initiate braking actuation using very little handle displacement. Initiate braking actuation using very little h
If it is necessary to adjust the airplane deceleration, the handle must be care- If it is necessary to adjust the airplane de
fully moved up as required. fully moved up as required.
Steadily hold the emergency/parking brake handle at the desired position. Do Steadily hold the emergency/parking brak
not keep moving the handle up and down in order to minimize the possibility not keep moving the handle up and down
of tire skidding; use your thumb to staedy your hand while lifting gently. of tire skidding; use your thumb to staedy
Note: Anti skid protection is not available for emergency braking. There- Note: Anti skid protection is not availa
fore, rapid emergency/parking actuation can lead to tire skidding. fore, rapid emergency/parking a
Note: In case of tire skidding, move the emergency/parking brake handle Note: In case of tire skidding, move th
a little and maintain normal airplane directional control using the a little and maintain normal air
steering system. steering system.
Taxi the airplane so that the main gear tire is close to the runway edge; Taxi the airplane so that the main
Judge the required steering actuation anticipation; Judge the required steering actua
Without stopping the airplane, initiate the turn using steering command Without stopping the airplane, ini
and applying inside main brake; and applying inside main brake;
If required, apply thrust on the outside engine with caution; If required, apply thrust on the ou
When turn completion is assured, reduce thrust, release main brake and When turn completion is assured
steer the airplane as required. steer the airplane as required.
clearance clearance
The takeoff briefing, in accordance with SOP, should be clear, concise, and The takeoff briefing, in accordance
pertinent to the specific takeoff. Navigation aids should be tuned and identi- pertinent to the specific takeoff. Nav
fied; the specific courses should be set. fied; the specific courses should be s
Climb Climb
After setting the climb power to Climb setting and when clear of the airport After setting the climb power to Clim
traffic area and above MSA, set FLC 200 KTS and complete the After Takeoff/ traffic area and above MSA, set FLC
Climb checklist. Climb checklist.
Through the climb, compare the indicated N1 with the climb N1 chart. N1 RPM Through the climb, compare the indic
increases with altitude; the climb setting should maintain correct N1, however increases with altitude; the climb set
the N1 indications should be checked with the N1 climb charts. If a tempera- the N1 indications should be checke
ture inversion is encountered during the climb, closely monitor the climb N1 ture inversion is encountered during
setting to stay within the climb N1 limits. setting to stay within the climb N1 lim
Observe the differential pressure/cabin altitude and cabin vertical speed for Observe the differential pressure/ca
proper operation and comfort rate. Periodic checks of time to climb remain- proper operation and comfort rate. P
ing, cabin altitude, and rate of cabin ascent provide required information to ing, cabin altitude, and rate of cabin
determine necessary adjustments. determine necessary adjustments.
Cruise Cruise
Thrust Setting Thrust Setting
Normally, climb power is maintained at level-off until acceleration to the Normally, climb power is maintaine
desired cruise Mach, then power is adjusted to Cruise. During the climb and desired cruise Mach, then power is a
acceleration to cruise speed, the ITT should be monitored. acceleration to cruise speed, the ITT
For maximum range, the thrust necessary to maintain optimum angle-of- For maximum range, the thrust ne
attack diminishes with fuel burnoff. As weight decreases, necessary thrust to attack diminishes with fuel burnoff. A
accomplish equal or greater performance also decreases. accomplish equal or greater perform
altitude buffet margins. If severe turbulence is encountered, the following altitude buffet margins. If severe turbul
steps are recommended. steps are recommended.
1. Maximum recommended turbulent air penetration speed is 230 Kts or 1. Maximum recommended turbulent a
M0.59 (ref. AFM Section 3). M0.59 (ref. AFM Section 3).
2 Set thrust to maintain target airspeed and avoid large thrust variations.. 2 Set thrust to maintain target airspee
Change thrust only for extreme airspeed variation. Change thrust only for extreme airsp
3. With the autopilot not engaged, keep control movements moderate and 3. With the autopilot not engaged, kee
smooth. Maintain wings level and desired pitch attitude. Use the attitude smooth. Maintain wings level and de
indicator as the primary instrument. In extreme drafts, large attitude indicator as the primary instrumen
changes may occur. Do not make sudden, large control movements. changes may occur. Do not make
After establishing trim setting for penetration speed, do not change the After establishing trim setting for pe
stabilizer trim. stabilizer trim.
4. Large altitude changes are possible in severe turbulence. Allow the alti- 4. Large altitude changes are possible
tude to vary and maintain the desired attitude and airspeed. Do not tude to vary and maintain the des
chase altitude or airspeed. chase altitude or airspeed.
5. Ensure the yaw damper is engaged to reduce yaw/roll oscillations. 5. Ensure the yaw damper is engaged t
6. Turn on the FASTEN SEAT BELT sign. 6. Turn on the FASTEN SEAT BELT sig
Note: Check anti-ice system for proper operation prior to entering areas in Note: Check anti-ice system for proper
which icing might be encountered. which icing might be encountered
Note: Power settings and airspeeds for maneuvering are target values and Note: Power settings and airspeeds for
will vary based upon aircraft gross weight, density altitude, and environ- will vary based upon aircraft gross
mental conditions such as icing. mental conditions such as icing.
The engine and windshield anti-ice systems prevent the accumulation of The engine and windshield anti-ice sys
icing; they should be turned on prior to encountering such conditions. Turning icing; they should be turned on prior to en
on the wing inspection light illuminates the wing leading edge for ice detection on the wing inspection light illuminates the
during night operations. during night operations.
All anti-ice/deice systems must be checked and found operational prior to All anti-ice/deice systems must be chec
flights into known icing conditions. Engine anti-ice should be used on the flights into known icing conditions. Engi
ground or in the air when the indicated air temperature (RAT) is between ground or in the air when the indicated
10°C or less and visible moisture is present. Windshield anti-ice must be 10°C or less and visible moisture is pr
turned on anytime icing is detected. turned on anytime icing is detected.
In icing conditions, turn engine anti-ice switches on and off one at a time, In icing conditions, turn engine anti-ice
pausing momentarily between moving each switch. If ice accumulations pausing momentarily between moving
break away and are ingested by the engines, pausing reduces the risk of a break away and are ingested by the
dual flameout occurring. dual flameout occurring.
If anti-ice is required during takeoff, turn the anti-ice system on prior to setting If anti-ice is required during takeoff, t
takeoff power. For proper anti-ice operation and engine protection, ensure takeoff power. For proper anti-ice o
adherence to the maximum anti-ice N1 power settings for takeoff, climb, and adherence to the maximum anti-ice
cruise. cruise.
Procedures for operating in icing conditions per the AFM must strictly be fol- Procedures for operating in icing con
lowed. lowed.
Note: Power settings and airspeeds for maneuvering are target values and Note: Power settings and airspeeds for
will vary based upon aircraft gross weight, density altitude and environ- will vary based upon aircraft gross
mental conditions such as icing. Stall practice is not recommended in mental conditions such as icing.
icing, icing,
made, the set up procedure for the next approach to stall maneuver can made, the set up procedure for the
occur. occur.
Clean Configuration Approach to Stall Clean Configuration Approach
This approach to stall training is to simulate a pending stall at cruise altitude This approach to stall training is to s
where a failure to monitor the airspeed has occurred. Once the first indication where a failure to monitor the airspee
of a stall is recognized the TO/GA Button is pressed, thrust levers are of a stall is recognized the TO/GA
advanced to the TO/GA position, the back pressure is slightly relaxed with lit- advanced to the TO/GA position, the
tle or no loss of altitude. Once a safe airspeed and altitude are reached a tle or no loss of altitude. Once a sa
transition is made to the next stall series. transition is made to the next stall se
Takeoff/Departure Approach to Stall Takeoff/Departure Approach to
This approach to stall training simulates an initial departure in the take off This approach to stall training simu
configuration with a turn. The aircraft configuration is gear down, flaps 1, and configuration with a turn. The aircra
a turn is established, usually, with 20 degrees of bank. When the first indica- a turn is established, usually, with 20
tion of a stall occurs simultaneously the wings are leveled, the back pressure tion of a stall occurs simultaneously
is slightly relaxed, to reduce the angle of attack, the TO/GA button is pressed is slightly relaxed, to reduce the angl
and the thrust levers are advanced to the TO/GA setting position. Once a and the thrust levers are advanced
positive rate of climb is started the gear is raised and flaps retracted on positive rate of climb is started the
schedule. Little or no loss of altitude should be experienced. When a safe alti- schedule. Little or no loss of altitude
tude and airspeed is achieved transition to the next maneuver. tude and airspeed is achieved transit
Landing Configuration Approach to Stall Landing Configuration Approa
The landing configuration approach to stall is used to practice encountering a The landing configuration approach t
near stall situation while on final approach in the landing configuration: gear near stall situation while on final app
down, flaps full. When the first warning of an impending stall occurs the go- down, flaps full. When the first warn
around procedure is initiated. The TO/GA Button is pressed, thrust levers are around procedure is initiated. The TO
quickly advanced to the TO/GA setting, slight reduction in back pressure is quickly advanced to the TO/GA sett
applied to reduce the induced drag, flap lever set to the 2 position, with a pos- applied to reduce the induced drag, f
itive rate of climb the gear is raised, as airspeed increases a climb continues itive rate of climb the gear is raised,
to a safe altitude, flaps retracted on schedule. to a safe altitude, flaps retracted on s
Slow to holding speed within three minutes of reaching the holding fix. Hold- Slow to holding speed within three m
ing pattern recommended entries are parallel, teardrop, and direct. ing pattern recommended entries are
Outbound timing begins over or abeam the holding fix, whichever occurs Outbound timing begins over or abeam
later. If the abeam position cannot be determined, start timing when the turn later. If the abeam position cannot be de
to outbound is completed. to outbound is completed.
The initial outbound leg is flown for one or one-and-one-half minute(s) as The initial outbound leg is flown for one
appropriate for altitude. appropriate for altitude.
Inbound leg time at 14,000 ft MSL or below is one minute. Above 14,000 ft Inbound leg time at 14,000 ft MSL or be
MSL, the inbound leg time is one-and-one-half minutes. MSL, the inbound leg time is one-and-one
Timing of subsequent outbound legs should be adjusted as necessary to Timing of subsequent outbound legs sh
achieve proper inbound leg time. For a crosswind correction, double the achieve proper inbound leg time. For a
inbound drift correction on the outbound leg. inbound drift correction on the outbound l
Several factors should be considered prior to commencing an approach in a Several factors should be considere
high performance jet aircraft. The pilot must have a thorough knowledge of high performance jet aircraft. The p
the destination and alternate weather conditions before descending out of the the destination and alternate weathe
high altitude structure. Many weather and traffic advisory sources are avail- high altitude structure. Many weathe
able, including: able, including:
Flight Service Stations that may be used enroute at any time to obtain the
Flight Service Stations that may b
latest destination and alternate weather conditions latest destination and alternate we
Destination Tower and/or Approach Control
Destination Tower and/or Appr
ARTCC where controllers can obtain information (if requested) pertaining ARTCC where controllers can obt
to traffic delays and whether aircraft are successfully completing to traffic delays and whether aircr
approaches approaches
ATIS.
ATIS.
If weather is at or near minimums for the approaches available, review the If weather is at or near minimums f
time and fuel requirements to an alternate. To continue the approach to a time and fuel requirements to an a
landing after arrival at minimums, FAA - FAR 91.175 requires that: landing after arrival at minimums, FA
(c) Operation below DH or MDA. Where a DH or MDA is applicable, no pilot (c) Operation below DH or MDA. W
may operate an aircraft, except a military aircraft of the United States, at any may operate an aircraft, except a mi
airport below the authorized MDA or continue an approach below the autho- airport below the authorized MDA or
rized DH unless – rized DH unless –
(1) The aircraft is continuously in a position from which a descent to a (1) The aircraft is continuously i
landing on the intended runway can be made at a normal rate of descent landing on the intended runway c
using normal maneuvers, and for operations conducted under part 121 or using normal maneuvers, and for
part 135 unless that descent rate will allow touchdown to occur within the part 135 unless that descent rate
touchdown zone of the runway of the intended landing; touchdown zone of the runway of
(2) The flight visibility is not less than the visibility prescribed in the stan- (2) The flight visibility is not less
dard instrument approach being used; and dard instrument approach being u
(3) Except for a Category II or Category III approach where any neces- (3) Except for a Category II or C
sary visual reference requirements are specified by the Administrator, at sary visual reference requiremen
least one of the following visual references for the intended runway is dis- least one of the following visual r
tinctly visible and identifiable to the pilot: tinctly visible and identifiable to th
(i) The approach light system, except that the pilot may not descend (i) The approach light system
below 100 ft above the touchdown zone elevation using the approach below 100 ft above the touch
lights as a reference unless the red terminating bars or the red side lights as a reference unless
row bars are also distinctly visible and identifiable. row bars are also distinctly vis
(ii) The threshold. (ii) The threshold.
(iii) The threshold markings. (iii) The threshold markings.
(iv) The threshold lights. (iv) The threshold lights.
(v) The runway end identifier lights. (v) The runway end identifier
(vi) The visual approach slope indicator. (vi) The visual approach slope
(vii) The touchdown zone or touchdown zone markings. (vii) The touchdown zone or t
(viii) The touchdown zone lights. (viii) The touchdown zone lights.
(ix) The runway or runway markings. (ix) The runway or runway markin
(x) The runway lights. (x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the (d) Landing. No pilot operating an aircr
United States, may land that aircraft when the flight visibility is less than the United States, may land that aircraft whe
visibility prescribed in the standard instrument approach procedure being visibility prescribed in the standard inst
used. used.
EASA/JAA use the 1,000ft 'Approach Ban' rule - Before decending below EASA/JAA use the 1,000ft 'Approach Ban
1,000ft AGL the required minimum visibility for the approach should prevail 1,000ft AGL the required minimum visibili
otherwise the approach should be discontinued. otherwise the approach should be discon
Approaches Approaches
Checklist and Configuration Checklist and Configuration
Consider completing the Approach Checklist shortly after programing the Consider completing the Approach Check
Garmin and briefing the approach. Flaps should be zero, airspeed 180 KIAS Garmin and briefing the approach. Flaps s
and gear up approaching the airport enviroment. and gear up approaching the airport envir
If the aircraft is receiving radar vectors for an approach, initiate the Before If the aircraft is receiving radar vectors
Landing checklist and aircraft configuration changes when abeam the FAF Landing checklist and aircraft configura
outbound, or one to three miles before the FAF for a straight-in approach. outbound, or one to three miles before th
At uncontrolled airports, make all required position/intention reports on the At uncontrolled airports, make all requir
appropriate Common Traffic Advisory Frequency (CTAF). appropriate Common Traffic Advisory Fre
out visual reference to the runway, the probability of a missed approach is out visual reference to the runway, the
increased. increased.
Go-Around Procedure Go-Around Procedure
Accomplish the following: Accomplish the following:
1. Depress the TO/GA button on either thrust lever. 1. Depress the TO/GA button on either
2. Apply go-around TO/GA power 2. Apply go-around TO/GA power
3. Set go-around flaps to Flaps 1 or Flaps 2 depending on approach 3. Set go-around flaps to Flaps 1 or F
configuration. Retract the landing gear when a positive rate of climb is configuration. Retract the landing gear w
indicated on both the altimeter and VSI. indicated on both the altimeter and VSI.
4. Continue the climb at VAC until a safe acceleration altitude is reached. 4. Continue the climb at VAC until a safe a
5. When clear of obstacles and appropriate airspeed, fully retract flaps 5. When clear of obstacles and approp
(Flaps 0) and accelerate to VFS. Adjust pitch attitude and power as nec- (Flaps 0) and accelerate to VFS. Adjust pit
essary. essary.
6. Reduce power to Climb. At the relatively light gross weight at which 6. Reduce power to Climb. At the relat
missed approaches are normally accomplished, the aircraft accelerates missed approaches are normally accompl
quickly. Pitch and power need to be adjusted accordingly. quickly. Pitch and power need to be adjust
7. Confirm the level-off altitude and heading/course needed for the Go- 7. Confirm the level-off altitude and he
Around/Missed Approach procedure. Comply with the published missed Around/Missed Approach procedure. Com
approach instructions unless other directions are received from ATC. approach instructions unless other directio
After a Missed Approach - Departing the Area After a Missed Approach - Departing
Accomplish the following. Accomplish the following.
1. Accelerate to normal climb speed. 1. Accelerate to normal climb speed.
2. Complete the After Takeoff/Climb Checklist 2. Complete the After Takeoff/Climb Che
3. Follow normal climb out procedures. 3. Follow normal climb out procedures.
Circling Approach Circling Approach
A circling approach is an instrument approach requiring a heading change of A circling approach is an instrument appro
30 degrees or more to align the aircraft with the landing runway. 30 degrees or more to align the aircraft wit
Turbulence, strong winds, poor visibility, and low maneuvering altitude are Turbulence, strong winds, poor visibility,
factors that must be considered when planning a circling approach. Plan to factors that must be considered when pla
use a published minimum circling altitude and distance appropriate to the air- use a published minimum circling altitude a
speed or approach category. The Phenom 100 is certified a Category B air- speed or approach category. The Phenom
craft for straight in approaches. craft for straight in approaches.
At uncontrolled airports, observe local traffic direction and restrictions. At uncontrolled airports, observe local traff
It is recommended that the approach be flown with gear down and flaps at It is recommended that the approach be f
Flaps 2 until arriving at a position Abeam the threshold then landing flaps. Flaps 2 until arriving at a position Abeam th
While maneuvering during a circling approach, fly a minimum of 120 KIAS. While maneuvering during a circling
When established on final in the landing configuration, fly at VREF to cross the When established on final in the land
runway threshold at VREF. runway threshold at VREF.
Note: Do not engage the autopilot less than 1000’ AGL Note: Do not engage the autopilot less th
Landing Landing
With Flaps Full, cross the threshold at 50 ft AGL with a speed of VREF. With Flaps Full, cross the threshold at 50
Reduce thrust slowly to idle and raise the nose slightly from the attitude main- Reduce thrust slowly to idle and raise the
tained on final approach. With aft mounted engines, the nose tends to rise as tained on final approach. With aft mounte
thrust is reduced and thus requires minimum back pressure. thrust is reduced and thus requires minim
Maintain attitude and allow the aircraft to fly onto the runway surface. Maintain attitude and allow the aircraft to
Upon touchdown, lower the nose wheel smoothly to the runway and apply Upon touchdown, lower the nose wheel
brakes as necessary. To achieve maximum benefit from the anti-skid system, brakes as necessary. To achieve maximu
do not pump the brakes; instead, apply steady pressure on the brake pedals. do not pump the brakes; instead, apply s
Use nose wheel steering via the rudder pedals and differential braking to Use nose wheel steering via the rudde
maintain directional control. maintain directional control.
Crosswind Crosswind
On the final approach in a crosswind, either the crab approach or the wing- On the final approach in a crosswind, ei
down method may be used. down method may be used.
Do not allow the aircraft to float with power off prior to touchdown. Do not allow the aircraft to float with powe
Fly to touchdown with little, if any, flare. Follow through the landing roll with Fly to touchdown with little, if any, flare.
ailerons into the wind. Use nose wheel steering and differential braking for ailerons into the wind. Use nose wheel
directional control. directional control.
Contaminated Runways Contaminated Runways
Landing on a slick surface requires careful consideration of many factors: Landing on a slick surface requires car
type of runway surface, approach hazards, aircraft weight/speed, wind condi- type of runway surface, approach hazard
tions, temperature, ice, water, and snow. tions, temperature, ice, water, and snow.
There is a possibility of hydroplaning on surface water, slow below hydroplan- There is a possibility of hydroplaning on s
ing speed before using the wheel brakes. Hydroplaning speed (VH), based on ing speed before using the wheel brakes.
NASA test data, is: NASA test data, is:
Takeoff: VH= 9*√tire pressure
Takeoff: VH= 9*√tire pressure
Landing: VH = 7.7*√tire pressure Landing: VH = 7.7*√tire pressure
The difference in hydroplaning speed between takeoff and landing is due to The difference in hydroplaning spee
the wheels rolling for takeoff and not rolling prior to landing. the wheels rolling for takeoff and not
Note: Note:
The suggested airspeeds prior to the FAF/GS Intercept Point/Visual The suggested airspeeds prior t
Final are recommended for optimum performance. Final are recommended for optim
Airspeed to be maintained shall be dictated by the pilot’s judgment Airspeed to be maintained shall
based on situational awareness. - Minimum airspeed for the airplane based on situational awareness
configuration must not be configuration must not be
lower than the airspeed indicated by the Green Circle. - Strict adher-
lower than the airspeed indicate
ence to the airplane configuration speed limitations must be followed. ence to the airplane configuratio
During Final Approach Phase it is imperative to maintain VREF up to
During Final Approach Phase it
runway threshold with no wind additives. runway threshold with no wind a
During Go-around procedures, acceleration to VAC shall be accom- During Go-around procedures, a
plished before performing any maneuver. plished before performing any m
April 2009
ALTITUDE – MAINTAIN
TRIM – AS DESIRED
PITCH – TO MAINTAIN ALTITUDE
T R A I N I N G
Steep Turns
1 CLEAN CONFIGURATION
POWER – AS REQUIRED TO MAINTAIN 180 KIAS
4 LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10°
CONFIGURATION
WINGS – SMOOTHLY ROLL LEVEL
• FLAPS – UP TRIM – AS REQUIRED
• GEAR – UP PITCH – AS REQUIRED
• N1 68% - 72% POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)
S E R V I C E S
ALTITUDE – MAINTAIN
3
ALTITUDE – MAINTAIN
TRIM – AS DESIRED
PITCH – TO MAINTAIN ALTITUDE
T R A I N I N G
Steep Turns
1 CLEAN CONFIGURATION
POWER – AS REQUIRED TO MAINTAIN 180 KIAS
4 LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10°
CONFIGURATION
WINGS – SMOOTHLY ROLL LEVEL
• FLAPS – UP TRIM – AS REQUIRED
• GEAR – UP PITCH – AS REQUIRED
• N1 68% - 72% POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)
S E R V I C E S
Phenom 100
S TA NT AL
CON
Approach to Stalls
April 2009
Maneuvers
6-19
A
TE AT E
INITIA TITUD
Phenom 100
S TA NT AL
CON
Approach to Stalls
Developed for
6-20
NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)
July 2010
· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE
· RETRACT FLAPS ON SCHEDULE
T R A I N I N G
Rev.1
· AFTER TAKEOFF CHECKLIST
SPEED V2 + 15 KIAS
Normal Takeoff Flaps 1 or 2 (Typical)
· ENGAGE AUTOPILOT
· THRUST LEVERS · ROTATE TO 9.5° FOR FLAPS 1 · SELECT LATERAL MODE ACCORDING
−TO/GA THRUST · ROTATE TO 9° FOR FLAPS 2 TO DEPARTURE PROFILE
Phenom 100
EM500ENAOM140192C.DGN
6-20
SPEED V2 + 15 KIAS
Developed for Trai
Normal Takeoff Flaps 1 or 2 (Typica
PRECISION APPROACH (ILS)
Phenom 100
· COMPLETE APPROACH
CHECKLIST
· 180 KIAS
Precision Approach
· GEAR UP
· FLAPS 0
EM500ENAOM140193B.DGN
6-21
· COMPLETE APPROACH
CHECKLIST
· 180 KIAS
Precision Approach
· GEAR UP
· FLAPS 0
July 2010
· FLAPS 1 VOR/NDB · HOLDING SPEED: 160 KIAS
T R A I N I N G
Rev. 1
· COMPLETE APPROACH
CHECKLIST
· 180 KIAS
· GEAR UP
· FLAPS 0
S E R V I C E S
EM500ENAOM140194B.DGN
· COMPLETE APPROACH
CHECKLIST
· 180 KIAS
· GEAR UP
· FLAPS 0
S E R V I C E S
Phenom 100
· 180 KIAS
· GEAR UP
· FLAPS 0
· 120 KIAS
· MAXIMUM BANK 30°
Rev.1
EM500ENAOM140195B.DGN
July 2010
Maneuvers
6-23
· 180 KIAS
· GEAR UP
· FLAPS 0
· 120 KIAS
· MAXIMUM BANK 30°
CHECKLIST
· GEAR DOWN
· FLAPS 2
· 120 KIAS
· SET CIRCLING MINIMUM · V REF
Phenom 100
EM500ENAOM140196C.DGN
6-24
CIRCLING APPROACH
· PUSH GO−AROUND BUTTON
· TO/GA THRUST
· ROTATE TO GO−AROUND ATTITUDE
· SET GO−AROUND FLAPS
T R A I N I N G
ALTITUDE
· 120 KIAS
Circling Approach
CHECKLIST
· GEAR DOWN
· FLAPS 2
· 120 KIAS
·V
Developed for Train
TAKEOFF WITH ENGINE FAILURE ABOVE V
1
Phenom 100
· ENGAGE AUTOPILOT
· SELECT LATERAL MODE
ACCORDING TO DEPARTURE
PROFILE
· SELECT ALT HOLD
· RETRACT FLAPS ON SCHEDULE · SELECT FLC AND V FS
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
· AFTER TAKEOFF CHECKLIST
6-25
EM500ENAOM140197C.DGN
· ENGAGE AUTOPILOT
· SELECT LATERAL MODE
ACCORDING TO DEPARTURE
PROFILE
· SELECT ALT HOLD
· RETRACT FLAPS ON SCHEDULE · SELECT FLC AND V FS
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
Developed for
6-26
ONE ENGINE INOPERATIVE VISUAL APPROACH
· COMPLETE APPROACH
CHECKLIST
· GEAR UP
· 180 KIAS
T R A I N I N G
· FLAPS 1
· GEAR UP
· 150 KIAS
· GEAR DOWN · FLAPS 0
· FLAPS 2
1.5 NM
· SELECT FLC
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
One Engine Inoperative Visual Approach
· VREF
V =V + 10 KIAS
REF REF FULL
Phenom 100
EM500ENAOM140234C.DGN
6-26
· FLAPS 1
· GEAR UP
· 150 KIAS
· GEAR DOWN · FLAPS 0
· FLAPS 2
July 2010 Rev. 1
· 120 KIAS
· PUSH GO−AROUND BUTTON
· TO/GA THRUST
· 120 KIAS · ROTATE TO GO−AROUND ATTITUDE
· MAXIMUM BANK 30° · FLAPS 1
· WITH POSITIVE RATE OF CLIMB, GEAR UP
S E R V I C E S
Phenom 100
· COMPLETE DESCENT/APPROACH · PUSH GO−AROUND BUTTON
CHECKLIST · TO/GA THRUST
· 180 KIAS · ROTATE TO GO−AROUND ATTITUDE
· GEAR UP · FLAPS 1
· FLAPS 0 · WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT FLC
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
· AFTER TAKEOFF CHECKLIST
EM500ENAOM140233B.DGN
6-27
6-28
· FLAPS 1
· 150 KIAS · HOLDING SPEED: 160 KIAS
T R A I N I N G
· FLAPS 0
· GEAR UP
· SELECT FLC
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
· AFTER TAKEOFF CHECKLIST
One Engine Inoperative Non Precision Approach
Phenom 100
· FLAPS 1
· 150 KIAS · HOLDING SPEED: 160 KIAS
T R A I N I N G
· FLAPS 0
· GEAR UP
August 2010 Rev.1
(VOR/NDB/RNAV)
Developed for T
Limitations
Limitations Limitations
General General
This airplane must be operated in accordance with the limitations presented This airplane must be operated in a
in this Section. These limitations also apply to operations in accordance with in this Section. These limitations also
an approved Supplement or Appendix to the AFM, except as altered by such an approved Supplement or Append
Supplement or Appendix. Supplement or Appendix.
The safety and integrity of the airplane and its occupants is highly dependent The safety and integrity of the airplan
on the compliance with the operating limitations. Pilots should have all the on the compliance with the operatin
limitations committed to memory. Some limitations, however, may be too limitations committed to memory. S
complex to memorize. Such limitations are like the following: complex to memorize. Such limitation
Limitations which are automatically complied with by the airplane systems Limitations which are automaticall
Limitations associated to more than one parameter and that constantly
Limitations associated to more tha
varies in time varies in time
Tables
Tables
Charts Charts
Weight Weight
Airplane Model Phenom 100 Phenom 100 Airplane Model
MAX Ramp Weight (MRW) 4770 Kg 10516 lb MAX Ramp Weight (MRW)
MAX Takeoff Weight (MTOW) 4750 Kg 10472 lb MAX Takeoff Weight (MTOW)
MAX Landing Weight (MLW) 4430 Kg 9766 lb MAX Landing Weight (MLW)
MAX Zero Fuel Weight (MZFW) 3830 Kg 8444 lb MAX Zero Fuel Weight (MZFW)
To comply with the performance and operating limitations of the regulations, To comply with the performance and
the maximum allowable takeoff and landing operational weights may be equal the maximum allowable takeoff and la
to, but not greater than design limits. to, but not greater than design limits.
The takeoff weight (weight at brake release or at start of takeoff run) is the The takeoff weight (weight at brake
lowest between MTOW and the following weights: lowest between MTOW and the follo
Maximum takeoff weight as calculated using the approved OPERA soft-
Maximum takeoff weight as calcul
ware, and as limited by field length, climb and brake energy. ware, and as limited by field lengt
Maximum takeoff weight, as limited by enroute, and landing operating
Maximum takeoff weight, as limite
requirements. requirements.
The landing weight is the lowest between MLW and the following weights: The landing weight is the lowest betw
Maximum approach and landing weight as limited by runway length, alti- Maximum approach and landing w
tude and temperature and calculated using the approved OPERA soft- tude and temperature and calcula
ware. ware.
11000 11000
10800 10800
21.5% 23.5% MTOW 36.9% 21.5% 23.5% MTO
10600 10600
10400 10472 lb 10400
10200 10200
10000 MLW 10000 MLW
WEIGHT - lb
9200 9200
9000 MZFW 9000
8885 lb 8885 lb
8800 8885 lb 8800
8600 8600
8400 8400
8200 8200
8000 8000
7800 7800
7600 7600
7540 lb
7400 7400
7200 38.5% 7200
7099 lb 7099 lb
7000 7000
6800 21.5% 6800 21.5%
19.5% 19.5%
6600 6614 lb 6600
6400 6400
35%
6200 6200
5 15 25 35 45 55 65 5 15 25
35000 35000
30000 30000
ISA + 35°C
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
15000 15000
10000 ft
10000 10000
5000 1 5000
0 -1000 ft 0
500CTA01 - 17JAN07
TAKEOFF, LANDING & GROUND START 1 TAKEOFF, LANDING & GRO
Note: Yaw damper must be engaged above 25000 ft, and above 250 Note: Yaw damper must be eng
KIAS. KIAS.
Note: In the event of a landing below -40°C, report to the maintenance Note: In the event of a landing b
personnel. personnel.
Note: For emergency purposes only, the landing gear may be extended at Note: For emergency purposes only, th
speeds higher than 180 KIAS but not exceeding 250 KIAS. If land- speeds higher than 180 KIAS bu
ing gear is extended above 180 KIAS, report to the maintenance ing gear is extended above 180
personnel. personnel.
Note: The VMC above represents the highest value to be found within the Note: The VMC above represents the h
takeoff envelope. Specifics VMC may be obtained through the takeoff envelope. Specifics VM
OPERA as a function of altitude, temperature, weight and accord- OPERA as a function of altitude
ing to the takeoff flaps. ing to the takeoff flaps.
Note: VMC is the airspeed at which, when the critical engine is suddenly Note: VMC is the airspeed at which, w
made inoperative, it is possible to maintain control of the airplane made inoperative, it is possible
with that engine still inoperative, and thereafter maintain straight with that engine still inoperative
flight at the same speed with an angle of bank of not more than 5 flight at the same speed with an
degrees. degrees.
40000 40000
MMO=0.70
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
VMO
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A
Note: VMO/MMO may not be deliberately exceeded in any regime of flight Note: VMO/MMO may not be delibe
(climb, cruise or descent), unless a higher speed is authorized for (climb, cruise or descent), u
flight test or pilot training. flight test or pilot training.
Note: Maneuvers that involve angle of attack near the stall or full applica- Note: Maneuvers that involve angle of
tion of rudder, elevator, and aileron controls should be confined to tion of rudder, elevator, and aile
speeds below VO. In addition, the maneuvering flight load factor speeds below VO. In addition,
limits, presented in this Section, should not be exceeded. limits, presented in this Section,
Note: Maneuvers are limited to any maneuver incident to normal flying, Note: Maneuvers are limited to any m
stalls (except whip stalls) and steep turns in which the angle of stalls (except whip stalls) and
bank is not more than 60 degrees. bank is not more than 60 degree
CAUTION CAUTIO
Rapid and large alternating control inputs, especially in combination with Rapid and large alternating control inp
large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in large changes in pitch, roll, or yaw (e.g.
structural failures at any speed, even below VO. structural failures at any speed, even be
Note: Flaps 3 is not approved for operation. Note: Flaps 3 is not approved for opera
Maneuvering Maneuvering
No acrobatic maneuvers, including spins, are authorized. No acrobatic maneuvers, including spins,
Note: Flaps 3 is not approved for operation. Note: Flaps 3 is not approved for o
Note: Note:
The pilot must occupy the left cockpit seat The pilot must occupy the left co
An operative autopilot and flight director are required for single pilot An operative autopilot and flight
operations operations
Pilot must use a headset mounted microphone. Pilot must use a headset mounte
Note: Note:
A passenger may occupy the right cockpit seat only in single pilot opera-
A passenger may occupy the righ
tions. tions.
The use of the lavatory is prohibited for taxi, takeoff, and landing. The use of the lavatory is prohibi
The maximum seating configuration refers to adult passengers. One
The maximum seating configurat
infant under 2 years old held by an adult (“lap child”) may be in one of infant under 2 years old held by
the aft seats (in an adults lap) in addition to 5 adult passengers. the aft seats (in an adults lap) in
Note: The maximum intensity of loading in each compartment is the fol- Note: The maximum intensity of loadin
lowing: lowing:
- AFT Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 lb/ft2 - AFT Compartment . . . . . . . . . .
- FWD Compartment - Upper . . . . . . . . . . . . . . . . . . . . . . .12.5 lb/ft2 - FWD Compartment - Upper . . .
- FWD Compartment - Bottom . . . . . . . . . . . . . . . . . . . . . . 18.2 lb/ft2 - FWD Compartment - Bottom . .
Runway Runway
Runway Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2% TO +2% Runway Slope . . . . . . . . . . . . . . . . . . . . .
Runway Surface Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAVED Runway Surface Type . . . . . . . . . . . . . . .
Hydraulic Hydraulic
The hydraulic system must be checked each 15 consecutive calendar days or The hydraulic system must be checked ea
before next flight, whichever occurs last. before next flight, whichever occurs last.
Warning Warning
Stall Warning and Protection Stall Warning and Protection
The stall warning and protection system must be tested prior each flight. The stall warning and protection system m
Terrain Awareness And Warning System (TAWS) Terrain Awareness And Warnin
TAWS displays terrain and obstructions relative to the altitude of the airplane. TAWS displays terrain and obstructio
The following applies: The following applies:
Navigation must not be predicated upon the use of the TAWS. Navigation must not be predicated
Note: The terrain display is intended to serve as a situational awareness Note: The terrain display is intend
tool only. It may not provide either the accuracy or fidelity, or both, tool only. It may not provide
on which to solely base decisions and plan maneuvers to avoid ter- on which to solely base dec
rain or obstacles. rain or obstacles.
To avoid giving unwanted alerts, the TAWS must be inhibited when land- To avoid giving unwanted alerts, t
ing at an airport that is not included in the airport database. ing at an airport that is not include
Pilots are authorized to deviate from their current ATC clearance to the Pilots are authorized to deviate fro
extent necessary to comply with TAWS warnings. extent necessary to comply with T
Terrain database coverage is worldwide. However the Terrain data is not Terrain database coverage is worl
displayed when the airplane latitude is greater than 75°N or 60°S. displayed when the airplane latitu
Traffic Information System (TIS) Traffic Information System (TIS
TIS is not intended to be used as a collision avoidance system and does not TIS is not intended to be used as a c
relieve the pilot of the responsibility to “see and avoid” other airplane. relieve the pilot of the responsibility t
TIS shall not be used for avoidance maneuvers during instrument meteor log- TIS shall not be used for avoidance m
ical conditions (IMC) or when there is no visual contact with the intruder air- ical conditions (IMC) or when there
plane. plane.
Note: TIS is available only when the airplane is within the service volume Note: TIS is available only when t
of a TIS-capable terminal radar site. of a TIS-capable terminal ra
Satellite Weather Radio System (XM Weather) Satellite Weather Radio System
XM Weather information must not be used for hazardous weather penetra- XM Weather information must not b
tion. Weather information is provided only for hazardous weather avoidance. tion. Weather information is provided
NEXRAD weather data is intended for long-range planning purposes only. NEXRAD weather data is intended
Due to inherent delays and relative age of the data, NEXRAD weather data Due to inherent delays and relative
should not be used for short-range avoidance of hazardous weather. should not be used for short-range a
Note: Minimum GPU voltage for batteries charging is 27 V. Note: Minimum GPU voltage for batter
Note: May be exceeded up to 300 A inflight below 34000 ft. Note: May be exceeded up to 300 A in
Fuel Fuel
Airplane Model Phenom 100 Airplane Model
Maximum usable quantity per tank 636.5 Kg (792.5 L) / 1403 lb (209.4 gal) Maximum usable quantity per tank 636.
Unusable quantity per tank 10 Kg (12.5 L) / 22 lb (3.3 gal) Unusable quantity per tank
Note: Note:
Maximum fuel capacity is 1610 L (1293 Kg) / 425.4 US Gal
Maximum fuel capacity is 1610
(2850 lb). (2850 lb).
The maximum permitted imbalance between tanks is 125 L
The maximum permitted imbala
(100 Kg) / 33 US Gal (220 lb). (100 Kg) / 33 US Gal (220 lb).
When operating in engine suction mode (jet pump and DC pump When operating in engine sucti
failed on the same tank) the unusable fuel quantity is 51.5 L failed on the same tank) the un
(41.5 Kg) / 13.6 US Gal (91.3 lb) per tank. (41.5 Kg) / 13.6 US Gal (91.3
Fuel can not be transferred from one wing to another when fuel Fuel can not be transferred fro
quantity reaches 174 L (140 Kg) / 46 US Gal (308 lb) for single quantity reaches 174 L (140 Kg
engine condition and 205 L (165 Kg) / 54.2 US Gal (363 lb) for engine condition and 205 L (16
dual engine condition. dual engine condition.
When EIS fuel quantity is zero, any fuel remaining in the tanks When EIS fuel quantity is zero,
can not be used safely in flight. can not be used safely in flight.
The weights above have been determined for an adopted fuel
The weights above have been d
density of 0.8 Kg/Liter / 6.701 lb/US Gal. Different fuel densities density of 0.8 Kg/Liter / 6.701 l
may be used provided the volumetric limits are not exceeded. may be used provided the volu
Note: For approved fuel additives see AMM. Note: For approved fuel additives
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel
exceeding 80°C. exceeding 80°C.
Note: 1) Maximum is an ATR intended to be used for a period of not over Note: 1) Maximum is an ATR intended
10 minutes after the failure of one engine. 10 minutes after the failure of
Note: 2) The total time during which takeoff thrust may be used is limited Note: 2) The total time during which ta
to 5 minutes per flight. This limit commences when the thrust to 5 minutes per flight. This
lever is first set at TO/GA detent. lever is first set at TO/GA dete
Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil Note: 3) May be exceeded up to 250
pressure limit see Figure on page 7-13. pressure limit see Figure on p
Note: 4) After completing a start under cold conditions or with cold fuel Note: 4) After completing a start unde
(below 0°C) and achieving a stabilized idle, remain at ground idle (below 0°C) and achieving a s
for the time required for the oil to reach the minimum operating for the time required for the o
temperature of 14°C. During this time the transient oil pressure temperature of 14°C. During
limit applies. Run the engine for an additional 3 minutes to limit applies. Run the engin
ensure that no ice particles are present in the fuel supplied to the ensure that no ice particles ar
engine. engine.
Note: 5) Minimum Limits. Note: 5) Minimum Limits.
250 250
200 A 200
MOP (psig)
MOP (psig)
150 150
100 100
B
50 50
C
0 0
0 25 50 75 100 0 25
% N2
A 500 sec A
B 90 sec B
C 15 sec C
D CONTINUOUS D
1 60 seconds 1
2 60 seconds 2
3 15 minutes 3
4 30 minutes 4
Note: After four sequential motorings, cycle may be repeated following a Note: After four sequential motorings,
30 minutes cool-down period. 30 minutes cool-down period.
Note: Note:
Icing conditions may exist whenever the Static Air Temperature (SAT) on Icing conditions may exist whene
the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C the ground or for takeoff, or Tota
or below and visible moisture in any form is present (such as clouds, fog or below and visible moisture in a
with visibility of one mile or less, rain, snow, sleet, and ice crystals). with visibility of one mile or less,
Icing conditions may also exist when the SAT on the ground and for
Icing conditions may also exist w
takeoff is 10°C or below when operating on ramps, taxiways, or runways takeoff is 10°C or below when op
where surface snow, ice, standing water, or slush may be ingested by where surface snow, ice, standin
the engines, or freeze on engines, nacelles, or engine sensor probes. the engines, or freeze on engine
WINGSTAB switch must remain at the ON position until the entire wing, WINGSTAB switch must remain
including unprotected areas and areas behind the wing deicing boot, are including unprotected areas and
free of ice accretion. free of ice accretion.
In icing conditions the airplane must be operated, and its ice protection
In icing conditions the airplane m
systems used as described in the operating procedures section of the systems used as described in th
AFM. Where specific operational speeds and performance information AFM. Where specific operationa
have been established for such conditions, this information must be have been established for such c
used. used.
Take-off is prohibited with frost, ice, snow or slush adhering to wings,
Take-off is prohibited with frost, ic
control surfaces, engine inlets, or other critical surfaces. control surfaces, engine inlets, o
The airplane must exit SLD (Super Cooled Large Droplet) icing condi-
The airplane must exit SLD (Sup
tions environment. SLD conditions will be recognized by ice formation aft tions environment. SLD condition
protected surfaces or in areas where not normally collect ice (side win- protected surfaces or in areas w
dows). dows).
Intentional flight in freezing drizzle or freezing rain is prohibited. If the air-
Intentional flight in freezing drizzl
plane encounters conditions that are determined to contain freezing rain plane encounters conditions that
or freezing drizzle, the pilot must immediately exit the freezing rain or or freezing drizzle, the pilot must
freezing drizzle conditions by changing altitude or course. Such condi- freezing drizzle conditions by cha
tions may be identified by the following visual cues: tions may be identified by the fol
Unusually extensive ice accreted on the airframe in areas not normally Unusually extensive ice accrete
observed to collect ice. observed to collect ice.
Accumulation of ice on the upper surface or lower surface of the wing aft Accumulation of ice on the upp
of the protected area. of the protected area.
CAUTION CAUTIO
On ground, do not rely on visual icing evidence to turn on the de-icing / anti- On ground, do not rely on visual icing ev
icing system. Use the temperature and visual moisture criteria as specified icing system. Use the temperature and v
above. Delaying the use of the de-icing / anti-icing system until ice build-up above. Delaying the use of the de-icing
is visible from the cockpit may result in ice ingestion and possible engine is visible from the cockpit may result in
damage or flameout. damage or flameout.
Magnetic Magnetic
Cut-Out Latitude Longitude Cut-Out Latitude
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and
North North
North of 70°N Between 0° and 180°W/E North of 70°N
Between 55°S and 70°S Between 120°E and165°E Between 55°S and
South South
South of 70°S Between 0° and 180°W/E South of 70°S
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures m
the indication GEO LIMITS is displayed. the indication GEO LIMIT
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote operations
gram works in combination with the Route Planning Software (ver- gram works in combination with
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved vers
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program, refe
Instructions Garmin part number 190-00643-01. Instructions Garmin part number
Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in Enroute and Terminal including RN
accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiv- accordance with JAA TGL-10 and
ing usable navigation information from one or more GPS receivers. ing usable navigation information
Limitations Limitations
GPS based IFR enroute, oceanic, and terminal navigation is prohibited GPS based IFR enroute, oceanic,
unless the pilot verifies the currency of the database or verifies each unless the pilot verifies the curren
selected waypoint for accuracy by reference to current approved data. selected waypoint for accuracy by
RNAV/GPS instrument approaches must be accomplished in accordance
RNAV/GPS instrument approache
with approved instrument approach procedures that are retrieved from the with approved instrument approac
G1000 navigation database. G1000 navigation database.
The G1000 database must incorporate the current update cycle. The G1000 database must incorpora
Note: Not all the published approaches are in the navigation database. Note: Not all the published appro
The flight crew must ensure that the planned approach is in the The flight crew must ensu
database. database.
Receiver Autonomous Integrity Monitoring (RAIM) must be available when
Receiver Autonomous Integrity Mo
conducting instrument approaches utilizing the GPS receiver. conducting instrument approache
IFR non-precision approach approval is limited to published approaches
IFR non-precision approach appro
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System.
are not approved unless authorized by the appropriate governing author- are not approved unless authorize
ity. ity.
Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, Use of the Garmin G1000 GPS rec
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type
lay is not authorized. lay is not authorized.
Operation in airspace referenced to a datum other than WGS-84 or NAD- Operation in airspace referenced
83 is prohibited. 83 is prohibited.
RNP operations are not authorized except as noted in the Operational RNP operations are not authorize
Approvals Section. Approvals Section.
Use of the Garmin G1000 system for GPS or WAAS navigation under
Use of the Garmin G1000 system
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requ
a. The airplane must be equipped with an approved and operational a. The airplane must be equ
alternate means of navigation appropriate to the route being flown alternate means of naviga
(NAV receiver, DME or ADF). (NAV receiver, DME or AD
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purpos
must have an approved instrument approach procedure, other must have an approved in
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which
available at the estimated time of arrival. All equipment required available at the estimated
for this procedure must be installed and operational. for this procedure must be
*Only required for night operation *Only required for night operation
**Operating rules may require additional equipment. **Operating rules may require additional e
V1 WEIGHT:
V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
RETURN RUNWAY REQUIRED: RETURN
VREF VREF
CLEARANCE: CLEARANCE:
The aircraft is positioned at the general aviation parking area on the SW area The aircraft is positioned at the gene
on the field. Takeoff data to include V speeds will be computed first, climb on the field. Takeoff data to include
information to follow, then cruise, descent, and landing data. information to follow, then cruise, des
A reference information section on performance definitions, regulations, and A reference information section on p
issues is provided in the last portion of this chapter. issues is provided in the last portion
April 2009
Apt Elev
CHANGES:
Rwy 11R/29L Rmk: Possible wake turbulence or wind shear
arriving to Rwy 29L or departing from Rwy 11R. Jet testing
T R A I N I N G
1
ATIS
1111L 1000' 305m conducted at Air National Guard Ramp located at southeast
None.
392' Stopway
121.35
^
N36 46.6 W119 43.1
336'
corner of airport.
No intersection departures to the northwest except the
KFAT/FAT
11 1R
C12 Army
11^
Elev C intersection of Rwy 29R at B2 or during single rwy ops.
36-47 333'
National 36-47
Guard
1216' 371m
399' Stopway B12
FRESNO
B11 B10 C
Clearance
S E R V I C E S
A
Taxiway B11 closed to aircraft B9
Licensed to JeppView3. Printed on 30 Jul 2008.
7 B
72
over 60,000 lbs.
1 4 ^E
05
26 JAN 07
6 B10
'2 19
6m
92
B6
17
5 A ' 28 401'
4 B8 09
m
JEPPESEN
3 ARP C
B6
10-9
Ground
121.7
2
1 B7 B4 Bldg
A Area
B6 B5 B3
Feet 0 500 1000 1500 2000 2500 3000
B5 B3
Meters 0 200 400 600 800 1000
Control
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008
119-44 Tower B3 B2
445' B
118.2
Tower
B2 Elev 332'
119-43.2 119-43.1
29L
291
36-46.3 36-46.3 ^ C
14B Elev 330'
29R
11 291
240^-090^
6 ^
7 11B 36-46
4 5 9
404'
091^-239^
119-43.2 119-43.1
FRESNO YOSEMITE INTL
FRESNO, CALIF
CHANGES:
1
ATIS
1111L 1000' 305m conducted at Air National Guard Ramp located at southeast
None.
392' Stopway
121.35
^
N36 46.6 W119 43.1
336'
corner of airport.
No intersection departures to the northwest except the
KFAT/FAT
11 1R
C12 Army
11^
Elev C intersection of Rwy 29R at B2 or during single rwy ops.
36-47 333'
National 36-47
Guard
1216' 371m
399' Stopway B12
FRESNO
B11 B10 C
Clearance
S E R V I C E S
A
Taxiway B11 closed to aircraft B9
Licensed to JeppView3. Printed on 30 Jul 2008.
7 B
72
over 60,000 lbs.
1 4 ^E
05
26 JAN 07
6 B10
'2 19
6m
92
B6
17
5 A ' 28 401'
4 B8 09
m
JEPPESEN
3 ARP C
B6
10-9
Ground
121.7
2
|J
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid
PerformancePlanning PerformancePlanning
This section illustrates the step by step process necessary to determine take- This section illustrates the step by st
off, climb, cruise, and landing data. The performance data is presented in off, climb, cruise, and landing data.
tabulated form. Extracting the data is relatively simple. Find the line of data tabulated form. Extracting the data
that equates to the parameters that apply to the conditions of the flight, i.e. that equates to the parameters that
field elevation, temperature, wind, altitude, or weight. Be very methodical field elevation, temperature, wind, a
and make sure correct data is used to compute the information. Interpolation and make sure correct data is used
of the data is acceptable only between given values. Extrapolation of data of the data is acceptable only betw
outside given values is not allowed. Double check the data to make sure it is outside given values is not allowed.
correct. To determine if a flight can operate several determining factors must correct. To determine if a flight can o
be analyzed. Those factors are: be analyzed. Those factors are:
Structural Weight Limitations
Structural Weight Limitations
Climb Limited Takeoff Weight Climb Limited Takeoff Weight
Aircraft Takeoff Weight Aircraft Takeoff Weight
The gross takeoff weight is determined by the weight and balance computa- The gross takeoff weight is determin
tions. tions.
V1 WEIGHT:
V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
RETURN RUNWAY REQUIRED: RETURN
VREF VREF
CLEARANCE: CLEARANCE:
EFFECTIVE HEADWIND
EFFECTIVE HEADWIND
60 (STRAIGHT LINES) 60 (STRAIGHT
COMPONENT - KTS
COMPONENT - KTS
50 0° 10° 50 0° 10°
20° 20°
30° 30°
40 40° 40 40°
50°
30 30
60°
20 20
70°
14 14
10 10
80°
CROSSWIND
0 COMPONENT 0
90°
0 10 20 30 40 50 60 70- KTS80 90 0 10 20 30
6 6
-10 -10
EFFECTIVE TAILWIND
EFFECTIVE TAILWIND
100°
COMPONENT - KTS
COMPONENT - KTS
-20 -20
110°
130°
-40 -40
140° 140°
REPORTED WIND
-50 150° -50 150°
160° SPEED 160°
180° 170° 180° 170°
(CURVED LINES)
-60 -60
-70 -70
-80 -80
-40 2457 2401 2351 2305 2414 2732 - 10449 -40 2457 2401 2351 2305
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-35 2501 2444 2394 2348 2452 2767 - 10465 -35 2501 2444 2394 2348
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-30 2545 2488 2437 2390 2490 2801 3069 10470 -30 2545 2488 2437 2390
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-25 2589 2532 2480 2433 2527 2835 3106 10470 -25 2589 2532 2480 2433
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-20 2634 2576 2524 2476 2567 2873 3149 10470 -20 2634 2576 2524 2476
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-15 2678 2620 2567 2520 2607 2912 3191 10470 -15 2678 2620 2567 2520
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-10 2721 2663 2611 2563 2649 2954 3237 10470 -10 2721 2663 2611 2563
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-5 2764 2706 2654 2606 2692 2997 3283 10470 -5 2764 2706 2654 2606
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
0 2804 2745 2692 2644 2735 3044 3329 10470 0 2804 2745 2692 2644
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
5 2844 2784 2731 2682 2778 3090 3376 10470 5 2844 2784 2731 2682
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
10 2884 2824 2770 2720 2825 3141 3428 10470 10 2884 2824 2770 2720
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/95 89/89/93 88/89/93
15 2918 2858 2803 2753 2878 3199 3493 10470 15 2918 2858 2803 2753
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/94 89/89/93 87/89/93
20 2952 2891 2836 2786 2934 3258 - 10469 20 2952 2891 2836 2786
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 91/91/96 90/90/94 89/89/93 87/89/93
-
25 2977 2915 2859 2806 3000 3343 - 10416 25 2977 2915 2859 2806
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96 91/91/96 90/90/94 88/88/92 87/89/93
-
30 2836 2781 2738 3022 3425 - - 9920 30 2836 2781 2738 3022
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94 87/87/92 86/86/90 84/87/91 88/90/93
- -
35 2683 2715 3044 - - - - 9387 35 2683 2715 3044 -
83/83/87 83/85/89 88/88/91 83/83/87 83/85/89 88/88/91
- - - - -
40 2676 3047 - - - - - 8889 40 2676 3047 - -
81/83/87 86/86/89 81/83/87 86/86/89
- - - - - - -
45 3036 - - - - - - 8430 45 3036 - - -
84/84/87 84/84/87
- - - - - - - - -
VFS 115 118 120 123 125 127 129 VFS 115 118 120 123
Based on the parameters entered 10,469 lbs is the climb limiting takeoff Based on the parameters entered
weight:The planned takeoff weight is below this figure and below the max weight:The planned takeoff weight
structural weight thus the flight can be safely operated. Take note of the dif- structural weight thus the flight can b
ference between the planned takeoff weight and the climb limited weight. ference between the planned takeo
This computation provides data information can be used for subsequent load This computation provides data infor
planning. planning.
20° 20°
CLIMB LIMITED TAKEOFF
V1 WEIGHT:
10469 V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
RETURN RUNWAY REQUIRED: RETURN
VREF VREF
CLEARANCE: CLEARANCE:
Takeoff Distances and Takeoff Field Length Takeoff Distances and Takeoff Fiel
The flap settings for departure can be either 1 or 2. Flap 1 will result in a lon- The flap settings for departure can be eit
ger takeoff distance but a better 2nd segment climb gradient. Flap 2 has a ger takeoff distance but a better 2nd se
shorter take off distance and less 2nd segment climb performance. shorter take off distance and less 2nd seg
-40 2457 2401 2351 2305 2414 2732 - 10449 -40 2457 2401 2351 2305
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-35 2501 2444 2394 2348 2452 2767 - 10465 -35 2501 2444 2394 2348
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-30 2545 2488 2437 2390 2490 2801 3069 10470 -30 2545 2488 2437 2390
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-25 2589 2532 2480 2433 2527 2835 3106 10470 -25 2589 2532 2480 2433
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-20 2634 2576 2524 2476 2567 2873 3149 10470 -20 2634 2576 2524 2476
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-15 2678 2620 2567 2520 2607 2912 3191 10470 -15 2678 2620 2567 2520
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-10 2721 2663 2611 2563 2649 2954 3237 10470 -10 2721 2663 2611 2563
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-5 2764 2706 2654 2606 2692 2997 3283 10470 -5 2764 2706 2654 2606
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
0 2804 2745 2692 2644 2735 3044 3329 10470 0 2804 2745 2692 2644
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
5 2844 2784 2731 2682 2778 3090 3376 10470 5 2844 2784 2731 2682
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
10 2884 2824 2770 2720 2825 3141 3428 10470 10 2884 2824 2770 2720
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/95 89/89/93 88/89/93
15 2918 2858 2803 2753 2878 3199 3493 10470 15 2918 2858 2803 2753
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/94 89/89/93 87/89/93
20 2952 2891 2836 2786 2934 3258 - 10469 20 2952 2891 2836 2786
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 91/91/96 90/90/94 89/89/93 87/89/93
-
25 2977 2915 2859 2806 3000 3343 - 10416 25 2977 2915 2859 2806
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96 91/91/96 90/90/94 88/88/92 87/89/93
-
30 2836 2781 2738 3022 3425 - - 9920 30 2836 2781 2738 3022
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94 87/87/92 86/86/90 84/87/91 88/90/93
- -
35 2683 2715 3044 - - - - 9387 35 2683 2715 3044 -
83/83/87 83/85/89 88/88/91 83/83/87 83/85/89 88/88/91
- - - - -
40 2676 3047 - - - - - 8889 40 2676 3047 - -
81/83/87 86/86/89 81/83/87 86/86/89
- - - - - - -
45 3036 - - - - - - 8430 45 3036 - - -
84/84/87 84/84/87
- - - - - - - - -
VFS 115 118 120 123 125 127 129 VFS 115 118 120 123
20° 20°
CLIMB LIMITED TAKEOFF
V1 87
WEIGHT:
10469 V1 87
TAKEOFF WEIGHT:
VR 89 9400 VR 89
FLAPS:
V2 93 2 V2 93
TRIM:
VREF VREF
CLEARANCE: CLEARANCE:
Fuel LB 231 241 253 285 384 254 263 277 317 444 Fuel LB 231 241 253 285 3
10472 Distance NM 48 50 52 62 98 55 56 59 73 121 10472 Distance NM 48 50 52 62
Time MIN 12 12 12 14 22 13 14 14 17 26 Time MIN 12 12 12 14
Fuel LB 218 228 240 270 360 241 249 262 299 413 Fuel LB 218 228 240 270 3
10050 Distance NM 45 47 49 59 91 52 53 56 69 112 10050 Distance NM 45 47 49 59
Time MIN 11 11 12 14 21 13 13 13 16 24 Time MIN 11 11 12 14
Fuel LB 207 216 227 255 338 228 236 248 283 387 Fuel LB 207 216 227 255 3
9650 Distance NM 43 44 46 55 85 49 50 53 65 104 9650 Distance NM 43 44 46 55
Time MIN 11 11 11 13 19 12 12 12 15 23 Time MIN 11 11 11 13
Fuel LB 196 205 215 241 317 216 224 235 267 362 Fuel LB 196 205 215 241 3
9250* Distance NM 40 42 44 52 80 46 48 50 61 97 9250* Distance NM 40 42 44 52
Time MIN 10 10 11 12 18 11 11 12 14 21 Time MIN 10 10 11 12
Fuel LB 186 194 204 228 297 204 211 222 252 338 Fuel LB 186 194 204 228 2
8850 Distance NM 38 40 42 49 75 44 45 47 58 91 8850 Distance NM 38 40 42 49
Time MIN 10 10 10 12 17 11 11 11 13 20 Time MIN 10 10 10 12
Fuel LB 175 183 192 215 279 193 199 210 237 316 Fuel LB 175 183 192 215 2
8450 Distance NM 36 37 39 46 70 41 42 44 54 84 8450 Distance NM 36 37 39 46
Time MIN 9 9 9 11 16 10 10 10 12 19 Time MIN 9 9 9 11
Fuel LB 165 173 181 202 261 182 188 198 223 295 Fuel LB 165 173 181 202 2
8050 Distance NM 34 35 37 44 65 39 40 42 51 78 8050 Distance NM 34 35 37 44
Time MIN 8 9 9 10 15 9 10 10 12 17 Time MIN 8 9 9 10
Fuel LB 156 163 171 190 244 171 177 186 210 275 Fuel LB 156 163 171 190 2
7650 Distance NM 32 33 35 41 61 36 38 39 48 73 7650 Distance NM 32 33 35 41
Time MIN 8 8 8 10 14 9 9 9 11 16 Time MIN 8 8 8 10
Fuel LB 146 153 160 178 228 161 166 175 196 256 Fuel LB 146 153 160 178 2
7250 Distance NM 30 31 33 38 57 34 35 37 45 68 7250 Distance NM 30 31 33 38
Time MIN 7 8 8 9 13 8 8 9 10 15 Time MIN 7 8 8 9
NOTE: In this example we used 150 lb estimate fuel burn for start & taxi, NOTE: In this example we used 150 l
actual figure will vary. Initial climb Weight 9400 lb - 150 lb = 9250 lb actual figure will vary. Initial climb We
Climbing out at the speed schedule indicated above it will take approximately Climbing out at the speed schedule indica
12 min to climb to FL 260, fuel to climb is 241 lbs (109 kg) and distance flown 12 min to climb to FL 260, fuel to climb is
is 52 NM. is 52 NM.
To determine time at cruise, the pilot must first determine the distance cov- To determine time at cruise, the pilo
ered during descent. The descent chart on page 8-18 shows 42 NM required ered during descent. The descent ch
to descend from 26,000 feet. to descend from 26,000 feet.
N1 93.5% N1 93.5%
Fuel Flow 515 lb/hr/eng Fuel Flow 515 lb/hr/eng
IAS 265 kt IAS 265 kt
TAS 390 kt TAS 390 kt
Mach .65 m Mach .65 m
Buffet Margin 3.27 g Buffet Margin 3.27 g
Specific Range .378 nm/lb Specific Range .378 nm/lb
14 4° F L 1 8 0
14 4° F L 1 8 0
F L 180
F L 180
1 2 15
J7
J7
97
97
Q 1 80
FL
J 18
J 18
154
154
69
69
8
12
9°
9
9
12 65 0
12 65 0
20
J 18
J 18
5
5
FL
FL
342°
342°
FRIANT FRIA
D D
(L) 115.6 FRA (L) 115.6
30
30
164°
164°
4°
4°
13 4
13 4
31
47
0°
87
247° KFAT 086° 27
D
BEATTY 87
247° KFAT 086° 27
J 11 0 CLOVIS 34 (H) 114.7 BTY J 11 0 CLOVIS 34
F L 18 0 D
112.9 CZQ F L 18 0 D
112.9 CZQ
F L 180
F L 180
142
142
(H) 11 (H)
J7
J7
67
67
064 ° 5° 064 °
°
55
F L 18 0
F L 18 0
30 6
30 6
12
12
Q9
Q9
12
12
3M
3M
8°
8°
61
J 11 0
:5
:5
F L 29
0
1.
1.
16 1 0
16 1 0
6
6
J 18
J 18
5
5
FL
FL
NM
NM
F L 180
F L 180
79
79
J5
J5
J 6 FL1
J 6 FL1
PASKE PA
-8 80
5 0 -1 2
-8 80
5 0 -1 2
8
8
FL1
FL1
91
91
J 658 0
J 658 0
6
6
12
12
1°
1°
327°
327°
54 54
J J
FL16 FL16
32 6°
32 6°
80 80
J 7-Q9
J 7-Q9
F L 180
F L 180
30
30
44
44
4°
340 °
4°
340 °
27 6° 27 6°
45
45
58
58
324
324
10 SHAFTER 10 SHAFTER
°
AVENAL 3° D AVENAL 3° D
115.4 EHF 115.4 EHF
F L 18
F L 18
Q 11
13 5
D D
117.1 AVE (H)
117.1 AVE (H)
12
12
(H) (H)
9°
9°
0
0
MORRO BAY 13 MORRO BAY
13
D D
112.4 MQO 112.4 MQO
29
29
FL
FL
J 1 80
12
J 1 80
12
(L) (L)
6°
6°
1
1
77 77
FL J 6 FL J 6
18 18
° 0 ° 0
227 227
J 8 L 18
J 8 L 18
DAGGETT
62 126
62 126
8- 0
8- 0
F
F
D
(L) 113.2 DAG
153M
4 3 -7
4 3 -7
J 1 180
J 1 180
6 5 01
6 5 01
F
J 5 18
J 5 18
L
L
FL
FL
2°
22
0
0
31
31
: 135
2°
2°
PALMDALE
D 248°
29
5° (H) 114.5 PMD 46
J6
46
FILLMORE 34 1° FILLM
30
30
SAN MARCUS D 21 SAN MARCUS D
112.5 FIM F L 180 112.5
.1 NM
4°
4°
D 067° D
(H) 114.9 RZS (L)
07 (H) 114.9 RZS (L)
09 5°
13 3 5 4 -1 0
J 6 59 -6 1 8
FL 1 J 60 F L
31
31
° 10
80 ° 10
233 233
0°
0°
3° 3°
33 3°
4 8 7
18 5 2
SEAL BEACH J 1 25 0
30
D Q 2-4
115.7 SLI F L
12
15 376 J 8 75 (L) F L 18 15 376 J 8 75
39 0
3°
0
J5 1 80
C 11 8 C 11 8
FL
F L -1 2 6 F L -1 2 6
3 4 -7
J 1 180
18 18
FL
0 25 0
30
337 °
J 4-10 -104
6°
30
28 1° F L 180
04
4°
3°
068°
37 249° LAX
° KHHR
068° 248° 078° 55
J 50-74-9 6
2 34 11
46 4° 11 F L 180 46
9°
080°
127 95 127
C 131 6 J 78-1 34-1 69 C 131 6
LOS ANGELES 66 F L 180 263°
D FL J 1 PARADISE
(H) 113.6 LAX 18
0
D
(H) 112.2 PDZ
6
F L J 93 6
1 971 8 SANTA 18 1 971 8
C 13 C 13
CATALINA 0
D
(L) 111.4 SXC 29
4°
3 ° OCEANSIDE 30
21 D
17 (H) 115.3 OCN 0°
14 5° F L 1 8
JULIAN
D
6 3 17 7 (L) 114.0 JLI 6 3 17 7
29
J1 0
0 20 40 60 1 0 20 40 60 1
NAUTICAL MILES
C NAUTICAL MILES
C
Holding Speed 121 kt IAS / 179 kt TAS Holding Speed 121 kt IAS
Mach .297 M Mach .297 M
N1 70.1 % N1 70.1 %
Fuel Flow 221 lb / hr / eng Fuel Flow 221 lb / hr
Fuel Used 443 lb / hr Fuel Used 443 lb / hr
Fuel consumed in hold 443 lb / hr * 15 minutes Fuel consumed in hold 443 lb / hr
= 110.75 lb = 110.75 l
For 15 minutes of holding the fuel burn is, @ 442 lbs/hr, 110 lbs (50 kg). The For 15 minutes of holding the fuel bu
weight at the end of hold is 8640 lbs (3919 kg). weight at the end of hold is 8640 lbs
VREF WEIGHT:
VREF
LANDING WEIGHT:
VAP* VAP*
Notes: Notes:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modified a
VREF WEIGHT:
9766 VREF
LANDING WEIGHT:
VAP* VAP*
Notes: Notes:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modifie
ALTITUDE ALT
Weight -1000 ft 0 ft Weight -1000 ft
(lb) (lb)
WIND W
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
7100 2914 2423 2267 2114 2968 2473 2316 2161 7100 2914 2423 2267 2114
7500 2914 2423 2267 2114 2968 2473 2316 2161 7500 2914 2423 2267 2114
7900 2914 2423 2267 2114 2968 2473 2316 2161 7900 2914 2423 2267 2114
8300 2914 2423 2267 2114 2968 2473 2316 2161 8300 2914 2423 2267 2114
8700 2914 2423 2269 2120 2968 2473 2319 2169 8700 2914 2423 2269 2120
9100 2983 2500 2346 2195 3040 2553 2398 2246 9100 2983 2500 2346 2195
9500 3070 2582 2426 2273 3129 2636 2479 2325 9500 3070 2582 2426 2273
9900 3164 2669 2511 2357 3225 2726 2567 2411 9900 3164 2669 2511 2357
VREF WEIGHT:
9766 VREF
LANDING WEIGHT:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modified a
Note: For Anti-Ice OFF, the Landing Climb Speed is equal to the Landing Note: For Anti-Ice OFF, the Landing C
Reference Speed. Reference Speed.
Note: For Anti-Ice ON, the Approach Climb Speed, Landing Climb Speed Note: For Anti-Ice ON, the Approach C
and Landing Reference Speed have the same value. and Landing Reference Speed h
VREF 95 WEIGHT:
9766 VREF 95
LANDING WEIGHT:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modified a
Airport closed to aircraft with explosives. 118-20 Airport closed to aircraft with explosives.
Helicopter flight training operations Helicopter flight training operations
prohibited. Helicopter multiple approaches Traffic Pattern Altitude prohibited. Helicopter multiple approaches Traffic P
and traffic pattern operations prohibited. 1100' (1034') Light aircraft/helicopter and traffic pattern operations prohibited. 1100' (10
1 4 ^E
Noise sensitive area all quadrants. For 1600' (1534') Turbine/high performance Noise sensitive area all quadrants. For 1600' (1
noise abatement information, contact aircraft noise abatement information, contact
airport engineer. 144' airport engineer.
Rwy 7 right traffic pattern. 138' Rwy 7 right traffic pattern.
140' 118' 119' 140'
Di t
Di t
Control Control
Tower Tower
ch
ch
127' 135' Elev 61' 127' 135'
125' 125'
Elev 66'
ARP
4956' Elev 66'
ARP
North
25 North
7
073^ South
253^ 7
073^ South
126'
119'
176' 176'
133' 133'
124' 129' 124'
149'
Touch and go landings, stop and go landings Rwy 25 runup on south twy 900' Touch and go landings, stop and go landings
and low approach operations for all aircraft west of approach end of rwy. and low approach operations for all aircraft
including helicopters limited to 1000-1700 LT. including helicopters limited to 1000-1700 LT.
No taxi-back operations Mon-Fri 2200-0800 LT, No taxi-back operations Mon-Fri 2200-0800 LT,
33-55 Sat-Sun 2200-1000 LT. 33-55 33-55 Sat-Sun 2200-1000 LT.
Ditch
No multi-engine simulated engine-out No multi-engine simulated engine-out
procedures authorized in traffic pattern. procedures authorized in traffic pattern.
North taxiway west of air traffic control 1500 North taxiway west of air traffic control
Feet 0 500 1000 2000 2500
tower designated non-movement area. Be alert tower designated non-movement area. Be alert
to vehicles. to vehicles.
Birds in vicinity of airport.
Meters 0 200 400 600 800 Birds in vicinity of airport.
M
118-20
1 Activate on 121.1 when Twr inop. 1 Activate on 121.1 when Twr inop.
TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE FOR FILING AS ALTERNATE TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE
Rwy 25 Rwy 7 Authorized
Rwy 25 Rw
With Mim climb of With Mim climb of Only When With Mim climb of With Mim climb o
Twr Operating
289'/NM to 300' Other 363'/NM to 500' Other 289'/NM to 300' Other 363'/NM to 500'
Adequate Adequate Adequate Adequate
Vis Ref STD Vis Ref STD VOR Rwy 25 LOC Rwy 25 Vis Ref STD Vis Ref S
1&2 A 1&2
Eng 1 1 B Eng 1
1 4 200-1 1 4 300-2 800-2 800-2 1 4 200-1 1 4
3&4 1 2 1 2 C 3&4 1 2 1
Eng D Eng
OBSTACLE DP: Rwy 7, turn right climb via heading 240^; OBSTACLE DP: Rwy 7, turn right climb via heading 240^;
A
Rwy 25, turn left climb via heading 210^; All runways M Rwy 25, turn left climb via heading 210^; All runways
E
climb to 3000' via LAX VOR R-170 to LIMBO Int. N climb to 3000' via LAX VOR R-170 to LIMBO Int.
D
3
A
CHANGES N | CHANGES N
The net takeoff flight path is the flight path used to determine the airplane The net takeoff flight path is the flight p
obstacle clearance. Section 23.61(b) states the required climb gradient obstacle clearance. Section 23.61(b) s
reduction to be applied throughout the flight path to determine the net flight reduction to be applied throughout the fl
path, including the level flight acceleration segment. Rather than decrease path, including the level flight accelerati
the level flight path by the amount required by § 23.61(b), § 23.61(c) allows the level flight path by the amount requir
the airplane to maintain a level net flight path during acceleration but with a the airplane to maintain a level net flight
reduction in acceleration equal to the gradient decrement required by § reduction in acceleration equal to the
23.61(b). By this method, the applicant exchanges altitude reduction for 23.61(b). By this method, the applican
increased distance to accelerate in level flight in determination of the level increased distance to accelerate in leve
flight portion of the net takeoff path. flight portion of the net takeoff path.
Takeoff Segments and Nomenclature Takeoff Segments and Nomenclatu
HEIGHT 1500 FT
> 1500 FT
PATH 2
SEGMENT* GROUND ROLL 1st 2nd ACCELERATION FINAL SEGMENT* GROUND ROLL 1st
POWER ABOVE 400 FT THRUST CAN BE REDUCED SEE MAXIMUM POWER ABOVE 400 FT THRUST CAN B
TAKEOFF IF THE REQUIREMENTS OF 23.57(c)(3) CAN TAKEOFF IF THE REQUIREMENTS OF 23.
BE MET WITH LESS THAN TAKEOFF THRUST
NOTE CONTINUOUS BE MET WITH LESS THAN TAKE
PROPELLER PROPELLER
TAKEOFF ONE AUTOFEATHERED OR WINDMILLING ONE FEATHERED TAKEOFF ONE AUTOFEATHERED OR
Note: The en route takeoff segment* usually begins with the airplane in Note: The en route takeoff segment*
the en route configuration and with maximum continuous thrust, but the en route configuration and w
it is not required that these conditions exist until the end of the take- it is not required that these cond
off path when compliance with § 23.67(c)(3) is shown. The time off path when compliance with
limit on takeoff thrust cannot be exceeded. limit on takeoff thrust cannot be
Definitions Definitions
Accelerate-Go Distance Accelerate-Go Distance
The horizontal distance from brake release to the point at which the aircraft The horizontal distance from brake relea
attains a height of 35 ft above the runway surface on a takeoff during which attains a height of 35 ft above the runwa
an engine fails at V1 and the takeoff is continued. an engine fails at V1 and the takeoff is co
Accelerate-Stop Distance Accelerate-Stop Distance
The distance required to accelerate the aircraft and then abort the takeoff due The distance required to accelerate the a
to a failed engine, or other emergency, occurring just prior to V1 with brake to a failed engine, or other emergency, o
application commencing at V1. application commencing at V1.
Altitude Altitude
All altitudes used in this manual are pressure altitudes unless otherwise All altitudes used in this manual are p
stated. stated.
Approach Climb Speed Approach Climb Speed
It is the go-around speed in the approach configuration, with one engine inop- It is the go-around speed in the approach
erative (OEI), approach flaps, and landing gear retracted. erative (OEI), approach flaps, and landing
Calibrated Airspeed (KCAS) Calibrated Airspeed (KCAS)
Indicated airspeed (knots) corrected for position error (instrument error is Indicated airspeed (knots) corrected for
assumed to be zero). assumed to be zero).
Climb Gradient Climb Gradient
The ratio of the change in height during a portion of a climb to the horizontal The ratio of the change in height during a
distance transversed in the same time interval. distance transversed in the same time int
Climb Limited Landing Wt Climb Limited Landing Wt
It is the maximum allowed landing weight for the airport altitude and tempera- It is the maximum allowed landing weight
ture, and complying with the go-around climb gradient requirements, either ture, and complying with the go-around
AEO or OEI conditions. AEO or OEI conditions.
Climb Limited Takeoff Wt Climb Limited Takeoff Wt
It is the maximum allowed takeoff weight for the airport altitude and tempera- It is the maximum allowed takeoff weight
ture, and complying with the takeoff and go-around climb gradient require- ture, and complying with the takeoff and
ments. ments.
Demonstrated Crosswind Demonstrated Crosswind
The demonstrated crosswind velocity of 20 kts is the velocity of the crosswind The demonstrated crosswind velocity of 2
component for which adequate control of the aircraft during takeoff and land- component for which adequate control of
ing was actually demonstrated during certification tests. This is not limiting. ing was actually demonstrated during cer
Engine Out Accelerate-go Distance Engine Out Accelerate-go Distance
The horizontal distance from brake release to the point at which the aircraft The horizontal distance from brake relea
attains a height of 35 ft above the runway surface on a takeoff during which attains a height of 35 ft above the runwa
an engine fails at V1 and the takeoff is continued. an engine fails at V1 and the takeoff is co
The temperature at sea level is 15° C (59° F).
The temperature at sea level is 15
The pressure at sea level (standard datum plane) is 29.92 inHg (1013.2 The pressure at sea level (standa
Mb). Mb).
The temperature gradient from sea level to the altitude at which the tem- The temperature gradient from se
perature is -56.6° C will be -1.98° C per 1,000 ft. perature is -56.6° C will be -1.98°
Landing Distance Landing Distance
The distance from a point 50 ft above the runway surface to the point at which The distance from a point 50 ft above
the aircraft would come to a full stop on the runway. the aircraft would come to a full stop
Mach Number Mach Number
The ratio of true airspeed to the speed of sound. The ratio of true airspeed to the spe
OAT - Outside Air Temperature or Ambient Air Temperature OAT - Outside Air Temperature or
The free air static temperature, obtained either from ground meteorological The free air static temperature, obta
sources or from in flight temperature indications adjusted for instrument error sources or from in flight temperature
and compressibility effects. and compressibility effects.
Takeoff Field Length Takeoff Field Length
The takeoff field length given for each combination of gross weight, ambient The takeoff field length given for eac
temperature, altitude, wind, and runway gradients is the greatest of the fol- temperature, altitude, wind, and run
lowing: lowing:
115% of the two-engine horizontal takeoff distance from start to a height of
115% of the two-engine horizontal
35 ft above runway surface 35 ft above runway surface
Accelerate-stop distance; wet or dry runway, as appropriate Accelerate-stop distance; wet or d
Engine-out accelerate-go distance to 35 ft for dry runways and 15 ft for wet
Engine-out accelerate-go distance
runways. runways.
No specific identification is made on the charts as to which of these distances No specific identification is made on the c
governs a specific case. In all cases considered by the charts, the field length governs a specific case. In all cases cons
is governed by either the second or the third condition because the two- is governed by either the second or th
engine takeoff distance is always shorter. engine takeoff distance is always shorter.
True Airspeed True Airspeed
The airspeed (knots) of an aircraft relative to undisturbed air. The airspeed (knots) of an aircraft relative
VA VA
The maneuvering speed is the maximum speed at which application of full The maneuvering speed is the maximum
available aerodynamic control does not overstress the aircraft. available aerodynamic control does not o
VAP VAP
Approach target speed which equals VREF + 10 + the wind factor. Approach target speed which equals VRE
VAPP VAPP
The landing approach airspeed (1.3 VS1) with T.O. & APPR flaps and landing The landing approach airspeed (1.3 VS1)
gear up. It is also commonly defined as the Single Engine Go-Around Target gear up. It is also commonly defined as t
Speed (similar to V2 during takeoff). Speed (similar to V2 during takeoff).
VENR VENR
Single-engine enroute climb speed. VENR is also the best single-engine rate- Single-engine enroute climb speed. VENR
of-climb speed (altitude vs. time) and may be used as the single engine drift- of-climb speed (altitude vs. time) and ma
down speed. down speed.
VFR VFR
Flap retract speed (minimum), which equals V2 + 10. Flap retract speed (minimum), which equ
VFE VFE
Maximum flap extended speed. The highest speed permissible with wing Maximum flap extended speed. The hig
flaps in a prescribed extended position. flaps in a prescribed extended position.
VLE VLE
Maximum landing gear extended speed. The maximum speed at which an Maximum landing gear extended speed.
aircraft can be safely flown with the landing gear extended. aircraft can be safely flown with the landin
VLO (Extension VLO (Extension
Maximum landing gear extension speed. The maximum speed at which the Maximum landing gear extension speed.
landing gear can be safely extended. landing gear can be safely extended.
VLO (Retraction) VLO (Retraction)
Maximum landing gear retraction speed. The maximum speed at which the Maximum landing gear retraction speed.
landing gear can be safely retracted. landing gear can be safely retracted.
VMCA VMCA
Minimum airspeed in the air in the takeoff configuration at which directional Minimum airspeed in the air in the t
control can be maintained when one engine suddenly becomes inoperative. control can be maintained when one
VMCA is a function of engine thrust, which varies with altitude and tempera- VMCA is a function of engine thrust,
ture. ture.
VMCG VMCG
Minimum airspeed on the ground at which directional control can be main- Minimum airspeed on the ground a
tained when one engine suddenly becomes inoperative, using only aerody- tained when one engine suddenly b
namic controls. VMCG is a function of engine thrust, which varies with altitude namic controls. VMCG is a function o
and temperature. and temperature.
VMCL VMCL
Minimum airspeed in the air in the landing configuration at which directional Minimum airspeed in the air in the la
control can be maintained when one engine suddenly becomes inoperative. control can be maintained when one
VMCL is a function of engine thrust, which varies with altitude and tempera- VMCL is a function of engine thrust,
ture. ture.
VMO/MMO VMO/MMO
Maximum operating limit speed. The calibrated speed limit that may not be Maximum operating limit speed. The
deliberately exceeded in normal flight operations. V is expressed in knots and deliberately exceeded in normal fligh
M in Mach number. M in Mach number.
VR - Rotation speed VR - Rotation speed
The speed at which rotation is initiated during takeoff to attain the V2 climb The speed at which rotation is initia
speed at or before a height of 35 ft above runway surface is reached. speed at or before a height of 35 ft a
VRA VRA
A rough air speed for use as the recommended turbulence penetration air- A rough air speed for use as the re
speed. speed.
VREF VREF
The landing approach airspeed at the 50-foot point with flaps in landing posi- The landing approach airspeed at th
tion (full flaps) and landing gear extended (1.3 VSO). tion (full flaps) and landing gear exte
VS VS
Stalling speed or the minimum steady flight speed at which the aircraft is con- Stalling speed or the minimum stead
trollable. trollable.
VSO VSO
Stalling speed or the minimum steady flight speed in the landing configura- Stalling speed or the minimum stea
tion. tion.
VS1 VS1
Stalling speed or the minimum steady flight speed obtained in a specific con- Stalling speed or the minimum stead
figuration. figuration.
VZF VZF
Zero flap maneuvering speed. Equivalent to VREF + 30 KIAS. Zero flap maneuvering speed. Equivalent
V1 V1
Maximum speed in the takeoff at which the pilot must take the first action Maximum speed in the takeoff at which
(e.g., apply brakes, reduce thrust, deploy speedbrakes) to stop the airplane (e.g., apply brakes, reduce thrust, deploy
within the accelerate-stop distance. V1 also means the minimum speed in the within the accelerate-stop distance. V1 als
takeoff, following a failure of the critical engine at VREF, at which the pilot can takeoff, following a failure of the critical e
continue the takeoff and achieve the required height above the takeoff sur- continue the takeoff and achieve the req
face within the takeoff distance. face within the takeoff distance.
V2 V2
Takeoff safety speed. This climb speed is the actual speed at 35 ft above the Takeoff safety speed. This climb speed is
runway surface as demonstrated in flight during takeoff with one engine inop- runway surface as demonstrated in flight
erative. erative.
Definitions Definitions
To understand weight and balance, it is necessary to be thoroughly familiar To understand weight and balance, it is
with the terms involved. This section reviews the definitions for terms used with the terms involved. This section rev
throughout the chapter. throughout the chapter.
Arm The horizontal distance from the reference datum to Arm The horizontal dista
the center of gravity (CG) of an item. the center of gravity
Basic Empty Empty weight plus engine oil, hydraulic fluid and Basic Empty Empty weight plus
Weight unusable fuel. Weight unusable fuel.
Basic Operat- The empty weight of the aircraft plus the weight of the Basic Operat- The empty weight o
ing Weight required crew, their required charts, manuals, other ing Weight required crew, their
(BOW) aviation equipment and other standard items such as (BOW) aviation equipment
meals and potable water. meals and potable
Center of The point at which an airplane would balance if sus- Center of The point at which
Gravity (CG) pended. Its distance from the reference datum is Gravity (CG) pended. Its distanc
determined by dividing the total moment by the total determined by divid
weight of the airplane. It is the mass center of the air- weight of the airpla
craft, or the theoretical point at which the entire weight craft, or the theoreti
of the aircraft is assumed to be concentrated. It may of the aircraft is ass
be expressed in percent of MAC (mean aerodynamic be expressed in pe
cord) or in inches from the reference datum. cord) or in inches fr
CG Limits The extreme center of gravity locations within which CG Limits The extreme center
the aircraft must be operated at a given weight. These the aircraft must be
limits are indicated on pertinent FAA aircraft type cer- limits are indicated
tificate data sheets, specifications, or weight and bal- tificate data sheets,
ance records. ance records.
CG Limits An enclosed area on a graph of the airplane loaded CG Limits An enclosed area o
Envelope weight and the CG location. If lines drawn from the Envelope weight and the CG
weight and CG cross within this envelope, the air- weight and CG cros
plane is properly loaded. plane is properly lo
CG Moment An enclosed area on a graph of the airplane loaded CG Moment An enclosed area o
Envelope weight and loaded moment. If lines drawn from the Envelope weight and loaded
weight and loaded moment cross within this enve- weight and loaded
lope, the airplane is properly loaded. lope, the airplane is
Chord A straight line distance across a wing from leading Chord A straight line d
edge to trailing edge. edge to trailing
Empty Weight The weight of the airframe, engines, all permanently Empty Weight The weight of t
installed equipment, and unusable fuel. Depending installed equip
upon the part of the federal regulations under which upon the part o
the aircraft was certificated, either the undrainable oil the aircraft was
or full reservoir of oil is included. or full reservoir
Landing The takeoff weight of an aircraft less the fuel burned Landing The takeoff we
Weight and/or dumped en route. Weight and/or dumped
LEMAC Leading Edge of the Mean Aerodynamic Chord. LEMAC Leading Edge
Longitudinal An imaginary line through an aircraft from nose to tail, Longitudinal An imaginary li
Axis passing through its center of gravity. Axis passing throug
MAC Mean Aerodynamic Chord. It is the chord of an imagi- MAC Mean Aerodyn
nary airfoil that has all of the aerodynamic character- nary airfoil that
istics of the actual airfoil. It can also be thought of as istics of the act
the chord drawn through the geographic center of the the chord draw
plane area of the wing. plane area of t
Maximum Maximum weight approved for the landing touch- Maximum Maximum weig
Landing down. Landing down.
Weight Weight
Maximum Maximum weight approved for ground maneuver. It Maximum Maximum weig
Ramp Weight includes weight of start, taxi, and run-up fuel. Ramp Weight includes weigh
Maximum Maximum weight approved for the start of the takeoff Maximum Maximum weig
Takeoff run. Takeoff run.
Weight Weight
Maximum The maximum authorized weight of an aircraft without Maximum The maximum
Zero Fuel fuel. This is the total weight for a particular flight less Zero Fuel fuel. This is the
Weight the fuel. It includes the aircraft and everything that will Weight the fuel. It inclu
be carried on the flight except the weight of the fuel. be carried on t
Moment A force that causes or tries to cause an object to Moment A force that ca
rotate. It is indicated by the product of the weight of an rotate. It is indic
item multiplied by its arm. item multiplied
Reference An imaginary vertical plane from which all horizontal Reference An imaginary v
Datum distances are measured for balance purpose. Datum distances are m
Station A location along the airplane fuselage usually given in Station A location along the
terms of distance from the reference datum. terms of distance fr
Takeoff The weight of an aircraft just before beginning the Takeoff The weight of an ai
Weight takeoff roll. It is the ramp weight less the weight of the Weight takeoff roll. It is the
fuel burned during start and taxi. fuel burned during s
Undrainable Oil that does not drain from an engine lubricating sys- Undrainable Oil that does not dr
Oil tem when the aircraft is in the normal ground attitude Oil tem when the aircra
and the drain valve is left open. and the drain valve
Unusable Fuel Fuel remaining in the aircraft that is inaccessible for Unusable Fuel Fuel remaining in th
engine combustion. engine combustion
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for fl
Useful Load Difference between takeoff weight, or ramp weight if Useful Load Difference between
applicable, and basic empty weight. applicable, and bas
Zero Fuel The weight of an aircraft without fuel. Zero Fuel The weight of an ai
Weight Weight
CENTER LINE
ROOT ROOT
CHORD Neutral Point CHORD
TIP CHORD
FUSELAGE FUSELA
CENTERLINE CENTER
The relative positions of the CG and the aerodynamic center of lift of the wing The relative positions of the CG and the a
have critical effects on the flight characteristics of the aircraft. have critical effects on the flight characte
Consequently, relating the CG location to the chord of the wing is convenient Consequently, relating the CG location to
from a design and operations standpoint. Normally, the Phenom 100 will have from a design and operations standpoint.
acceptable flight characteristics if the CG is located somewhere between 21 acceptable flight characteristics if the CG
and 37 percent average chord point but will vary by weight and loading. Such and 37 percent average chord point but w
loading will place the CG forward of the aerodynamic neutral or center point loading will place the CG forward of the
allowing the aircraft to remain stable in flight. allowing the aircraft to remain stable in fli
In order to relate the percent MAC to the datum, all weight and balance infor- In order to relate the percent MAC to the
mation includes two items: mation includes two items:
The length of MAC in inches The length of MAC in inches
The location of the leading edge of MAC (LEMAC) in inches from the The location of the leading edge of MA
datum. datum.
The length of the MAC for the Phenom 100 is 64.57" inches / 1.640 M The length of the MAC for the Phenom
long and the LEMAC is located 209.64 inches / 5.325 M aft of the Datum line. long and the LEMAC is located 209.64 in
The MAC can be computed by the following formula: The MAC can be computed by the fo
Note: B.A. is the computed CG based on the distance from the Datum line. Note: B.A. is the computed CG bas
DATUM DATUM
CENTER OF CENTER OF
GRAVITY MEAN GRAVITY
AERODYNAMIC
CHORD
The values specified above have been determined for an adopted fuel den- The values specified above have been d
sity of 6.701 lb/US Gal. sity of 6.701 lb/US Gal.
Fuel Distribution Table Fuel Distribution Table
FUEL DISTRIBUTION ON THE LEFT AND FUEL DISTRIBUTION ON THE LE
RIGHT WING TANKS RIGHT WING TANKS
CG Balance Arm CG Balan
Weight (Pounds) Weight (Pounds)
(Inches) (Inch
50 228.65 50 228.
100 228.23 100 228.
150 227.83 150 227.
200 227.46 200 227.
250 227.05 250 227.
Note 1: Adopted engine oil Density (ref. MIL-L-7808): 8.34 lbs/gal Note 1: Adopted engine oil Density
Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV): Note 2: Adopted hydraulic fluid d
7.09 lbs/gal 7.09 lbs/gal
umes or protections thus preventing aircraft damage in case of baggage/ umes or protections thus preventing air
cargo shifting due to operational loads. In the aft baggage compartment, bag- cargo shifting due to operational loads. In
gage must be secured with cargo net after loading. gage must be secured with cargo net afte
Fuel Fuel
Wardrobe Wardrobe
Step 2: Step 2:
Determine the weight in pounds of the flight crew (pilot and copilot) and enter Determine the weight in pounds of th
the data on the Phenom 100 loading form. For this example the flight crew the data on the Phenom 100 loadin
weight will be 384.00 lbs. To determine the balance arm, the pilot must use weight will be 384.00 lbs. To determ
the associated arm indicated on the balance arm chart for crew and passen- the associated arm indicated on the
gers. The balance arm for this exercise is 108.90. gers. The balance arm for this exerci
Standard Configuration – Crew And Passengers Standard Configuration – Crew
BALANCE ARM (inches) BALANCE
Fuel Fuel
Wardrobe Wardrobe
Step 3: Step 3:
Determine the weight in pounds of the passengers sitting in seats 1 and 2 and Determine the weight in pounds of the pas
enter the data on the Phenom 100 loading form. For this example the passen- enter the data on the Phenom 100 loading
ger weight at seats 1 and 2 total 362 lbs. To determine the balance arm, the ger weight at seats 1 and 2 total 362 lbs
pilot must use the associated arm indicated on the balance arm chart for crew pilot must use the associated arm indicate
and passengers. The balance arm for this exercise is 176.97. and passengers. The balance arm for this
Standard Configuration – Crew And Passenger Standard Configuration – Crew An
Fuel Fuel
Wardrobe Wardrobe
Step 4: Step 4:
Determine the weight in pounds of the fuel and enter the data on the Phenom Determine the weight in pounds of th
100 loading form. For this example the fuel weight will total 1450 lbs. To 100 loading form. For this example
determine the balance arm, the pilot must use the associated arm indicated determine the balance arm, the pilot
on the balance arm chart for fuel as a function of gallons. The balance arm for on the balance arm chart for fuel as a
this exercise is 226.88. this exercise is 226.88.
FUEL DISTRIBUTION ON THE LEFT AND FUEL DISTRIBUTION ON TH
RIGHT WING TANKS RIGHT WING TANK
CG Balance Arm CG B
Weight (Pounds) Weight (Pounds)
(Inches) (
1300 226.60 1300
1350 226.70 1350
1400 226.77 1400
1450 226.88 1450
1500 226.97 1500
1550 227.05 1550
1600 227.16 1600
Wardrobe Wardrobe
Step 5: Step 5:
Determine the weight in pounds of the aft baggage and enter the data on the Determine the weight in pounds of the af
Phenom 100 loading form. For this example the baggage weight will total 187 Phenom 100 loading form. For this examp
lbs. To determine the balance arm, the pilot must use the associated arm indi- lbs. To determine the balance arm, the pil
cated on the balance arm chart for baggage compartments. The balance arm cated on the balance arm chart for bagga
for this exercise is 314.29. for this exercise is 314.29.
Wardrobe Wardrobe
Step 6: Step 6:
Determine the moment of each entry by multiplying the balance arm by the Determine the moment of each entr
associated weight. As each moment is computed, enter the number into the associated weight. As each moment
Phenom 100 loading form. Phenom 100 loading form.
Wardrobe Wardrobe
Step 7: Step 7:
Determine the total weight and total moment by adding up each column sepa- Determine the total weight and total mom
rately. As each sum is computed, enter the number into the Phenom 100 rately. As each sum is computed, enter
loading form. loading form.
Pilot and Copilot 384 108.9 41817.6 Pilot and Copilot 384
Wardrobe Wardrobe
Step 8: Step 8:
Compute the new aircraft balance arm by dividing the total moment by the Compute the new aircraft balance a
total weight (Balance Arm = Moment/Weight). For this example, the new bal- total weight (Balance Arm = Moment
ance arm will be 228.07 inches aft of the datum plane (2114208.9/ ance arm will be 228.07 inches
9270=228.70). Enter the new balance arm into the Phenom 100 loading form. 9270=228.70). Enter the new balance
Wardrobe Wardrobe
Step 9: Step 9:
Compute the CG location in relation to MAC by applying the following for- Compute the CG location in relation
mula: mula:
CG as %MAC=[(Balance Arm-209.64)/64.57] x 100 CG as %MAC=[(Balance Arm-209
For this example: For this example:
CG % MAC = [(228.07-209.64)/64.57] x 100 = 28.54 CG % MAC = [(228.07-209.64)/64
Step 10: Step 10:
Use the Center of Gravity Envelope to determine whether the calculated take- Use the Center of Gravity Envelope t
off weight and moment are within acceptable limits. Begin by finding the com- off weight and moment are within acc
puted %MAC at the bottom of the envelope. Continue vertically from that puted %MAC at the bottom of the
point to intersect the computed takeoff weight. If the intersection occurs within point to intersect the computed takeo
the envelope, the aircraft is within takeoff limits. For this example, a the envelope, the aircraft is with
28.54%MAC and takeoff weight of 9270 lbs shows the aircraft is properly 28.54%MAC and takeoff weight of
loaded for takeoff as it falls within the range of the loading envelope. loaded for takeoff as it falls within the
11000 11000
10200 10200
9400 9400
WEIGHT - lb
WEIGHT - lb
9270 9270
9000 9000
8885 lb 8885 lb 8885 lb
8600 8600
8200 8200
7800 7800
7540 lb
7400 7400
38.5%
7099 lb 7099 lb
7000 7000
19.5% 21.5% 19.5% 21.5%
6600 6614 lb 6600 6
35.5
6200 6200
28.54 28.5
10 20 30 40 50 10 20
CG POSITION - %MAC CG POSIT
Wardrobe Wardrobe
Pilot and Copilot 384 108.9 41817.6 Pilot and Copilot 384
Wardrobe Wardrobe
Wardrobe Wardrobe
Pilot and Copilot 384 108.9 41817.6 Pilot and Copilot 384
Wardrobe Wardrobe
Airplane Weight & CG 8570 228.06 1954545.4 Airplane Weight & CG 8570
11000 11000
10200 10200
9400 9400
WEIGHT - lb
WEIGHT - lb
9000 9000
8885 lb 8885 lb 8885 lb
8600 8600
8570 8570
8200 8200
7800 7800
7540 lb
7400 7400
38.5%
7099 lb 7099 lb
7000 7000
19.5% 21.5% 19.5% 21.5%
6600 6614 lb 6600
35.5
6200 6200
28.52 2
10 20 30 40 50 10 20
CG POSITION - %MAC CG PO
Limitations Limitations
Weight Weight
Airplane Model Phenom 100 Airplane Model
MAX Ramp Weight (MRW) 10516 lb MAX Ramp Weight (MRW)
MAX Takeoff Weight (MTOW) 10472 lb MAX Takeoff Weight (MTOW)
MAX Landing Weight (MLW) 9766 lb MAX Landing Weight (MLW)
MAX Zero Fuel Weight (MZFW) 8444 lb MAX Zero Fuel Weight (MZFW)
To comply with the performance and operating limitations regulations, the To comply with the performance and op
maximum allowable takeoff and landing operational weights may be equal to, maximum allowable takeoff and landing o
but not greater than design limits. but not greater than design limits.
The takeoff weight (weight at brake release or at start of takeoff run) is the The takeoff weight (weight at brake rele
lowest between MTOW and the following weights: lowest between MTOW and the following
Maximum takeoff weight as calculated using the approved CAFM soft- Maximum takeoff weight as calculated
ware, and as limited by field length, climb and brake energy. ware, and as limited by field length, cli
Maximum takeoff weight, as limited by enroute, and landing operating Maximum takeoff weight, as limited by
requirements. requirements.
The landing weight is the lowest between MLW and the following weights: The landing weight is the lowest between
Maximum approach and landing weight as limited by runway length, alti- Maximum approach and landing weigh
tude and temperature, and calculated using the approved CAFM software. tude and temperature, and calculated
Loading Loading
The airplane must be loaded in accordance with the information contained in The airplane must be loaded in accordan
the Weight and Balance Section of the Airplane Flight Manual. the Weight and Balance Section of the Ai
Baggage Capacities Baggage Capacities
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg) Wardrobe . . . . . . . . . . . . . . . . . . . . . .
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 lb (15 kg) Lavatory Cabinet . . . . . . . . . . . . . . . .
Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 lb (160 kg) Aft Compartment. . . . . . . . . . . . . . . . .
FWD Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)
FWD Compartment. . . . . . . . . . . . . . .
Air Conditioning
Cooling - Air Conditioning / Pressurization Panel Air Conditioning
General General
The air conditioning system supplies airflow to the cockpit and passenger The air conditioning system supplies
cabin for ventilation and cabin pressurization. The AC system controls the cabin for ventilation and cabin pressu
temperature of the cockpit and cabin air. temperature of the cockpit and cabin ai
Cooling - Air Conditioning / Pressurization Panel Cooling - Air Conditioning / Pres
AUTO 1 2 HI MAN
MED AUTO
OFF OFF
MAN LO
VENT
The Vapor Cycle System (VCS) is divided into two zones: cabin and cockpit.
The heat load of these two zones is transferred
DN
to the refrigerantC byHtheCABIN
cabin
C H
C DN
In flight, both generators are required to operate the system. In flight, both generators are required to
During ground operations, either a GPU or both generators are required to run During ground operations, either a GPU
the system at full efficiency. With only one generators available, the system will the system at full efficiency. With only o
operate, but at a reduced efficiency. operate, but at a reduced efficiency.
Phenom 100 10-1
Developed for Training Purposes April 2009
Air Conditioning
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
AC Distribution AC Distribution
HEAT
CABIN EXCHANGE/CONDENSER CABIN
EVAPORATOR PACK EVAPORATOR
CABIN CABI
ZONE ZONE
COCKPIT COCKPIT
ZONE ZONE
The system has five primary components that perform a vapor cycle in the The system has five primary compo
system: system:
Condenser / Heat Exchanger Pack Condenser / Heat Exchanger Pac
Expansion Valve Expansion Valve
Cabin and Cockpit Evaporators Cabin and Cockpit Evaporators
The heat load generated in the cabin and cockpit is transferred to the refriger- The heat load generated in the cabin
ant by means of the evaporators. The compressor module pumps the refriger- ant by means of the evaporators. The
ant to the condenser/heat exchanger pack where the energy contained in the ant to the condenser/heat exchanger
fluid is dissipated through an indirect heat transfer with ram air. The fluid then fluid is dissipated through an indirect
passes through the evaporator mounted expansion valves where it is vapor- passes through the evaporator moun
ized, looses energy, and is directed to the evaporators, thus closing the cycle. ized, looses energy, and is directed to
The GCF (Ground Cooling Fan) provides airflow across the air-to-air heat The GCF (Ground Cooling Fan) pr
exchanger and the air conditioning system condenser coil during ground exchanger and the air conditioning
operation. operation.
The VCS is operated automatically by the ECS (Environmental Control Sys- The VCS is operated automatically b
tem) controller. tem) controller.
B D B
A E A
A B A
E D SDS2432215200P055
E
A A
RAM AIR DUCTS
A
SDS2432212300P023
Distribution Distribution
The distribution system receives airflow from the bleed system, cooling The distribution system receives a
packs, ram air ventilation and GCF. It distributes this air to the cockpit and packs, ram air ventilation and GCF.
passenger cabin gaspers, foot grills, and avionics compartments. passenger cabin gaspers, foot grills,
The cockpit air distribution consists of: The cockpit air distribution consists o
Four lower outlets located near the cockpit floor that provide warm air Four lower outlets located near th
Two lateral outlets near the windows that provide cold air for the cockpit. Two lateral outlets near the windo
Gasper valves that provide cold air for the local comfort of the crew
Gasper valves that provide cold a
members. members.
Avionics outlet cooling with cold air.
Avionics outlet cooling with cold a
The cabin air distribution consists of: The cabin air distribution consists of:
Two upper plenums uniformly distributing the cold air throughout the cabin. Two upper plenums uniformly dist
One hose derivation at each upper plenum edge to supply a cockpit ceiling
One hose derivation at each uppe
outlet providing extra ventilation. outlet providing extra ventilation.
Two lower plenums for uniformly distributing warm air throughout the Two lower plenums for uniformly distrib
cabin. cabin.
Four gasper valves provide cold air for the local comfort of the passengers. Four gasper valves provide cold air for
Gasper Gasper
Gaspers provided at each passenger and crew seat create additional air flow. Gaspers provided at each passenger and
The gaspers are adjustable by the seat occupant, varying the airflow or shut- The gaspers are adjustable by the seat o
ting it off completely, and allow directing the airflow up or down for comfort. ting it off completely, and allow directing t
There are four passenger gaspers installed in the cabin. There are four passenger gaspers installe
Gasper - Component Location Gasper - Component Location
MED AUTO
CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP CABIN ALT DUMP
UP H UP
DN C DN
C H C H
CABIN
6 5 4
fan for air conditioning purposes. fan for air conditioning purposes.
MED: Provides a medium rotation speed to the cockpit evaporator/recircu- MED: Provides a medium rotation
lation fan for air conditioning purposes. lation fan for air conditioning purp
LO: Provides a low rotation speed to the cockpit evaporator/recirculation LO: Provides a low rotation speed
fan for cockpit heating purposes. fan for cockpit heating purposes.
2 - Cabin Fan Switch 2 - Cabin Fan Switch
HI: Provides a high rotation speed to the cabin evaporator/recirculation fan HI: Provides a high rotation speed
tion fan for air conditioning purposes. tion fan for air conditioning purpos
LO: Provides a low rotation speed to the cabin evaporator/recirculation fan LO: Provides a low rotation speed
AUTO: Allows automatic operation of the temperature control system
AUTO: Allows automatic operation
according to the pilot temperature zone preselection (cockpit and cabin). according to the pilot temperature
OFF: Turns off the VCS (compressor and evaporators) and the ground
OFF: Turns off the VCS (compres
cooling fan. In this position the temperature automatic mode is kept opera- cooling fan. In this position the tem
tive. tive.
4 -A/C Temperature Manual Switch 4 -A/C Temperature Manual Switch
Provides the manual cockpit and cabin temperature control. Provides the manual cockpit and cab
5 - Cabin Temperature Rotating Knob 5 - Cabin Temperature Rotating Kn
Allows the cabin automatic temperature control according to the knob posi- Allows the cabin automatic tempera
tion. Rotating the knob beyond the first stop, after the click, switches over the tion. Rotating the knob beyond the fir
cabin temperature control to the passenger cabin control panel, if installed. cabin temperature control to the pass
C C
D D
A TEMPERATURE A
CONTROLLER
D D
TEMPERATURE
SENSOR
A A
TEMPERATURE TEMPERATURE
SENSOR SENSOR
C
OFV 6
1 OPEN 1
INTERMEDIATE
CLOSED
7
10 9 10
OPEN UNPRESSURIZED: a white circle and a white line aligned with the
OPEN UNPRESSURIZED: a white c
flow line and no air bleed available. flow line and no air bleed available.
FAILED OPEN: a green circle and a green line aligned with the flow line
FAILED OPEN: a green circle and a
covered by a yellow cross covered by a yellow cross
FAILED CLOSED: a white circle and a white line perpendicular to the flow
FAILED CLOSED: a white circle and
line covered by a yellow cross. line covered by a yellow cross.
2 – Cockpit / Cabin Temperature Indication 2 – Cockpit / Cabin Temperature Indica
Digital Temperature. The digital information displays setable and actual tem- Digital Temperature. The digital informati
perature for the cockpit and cabin. perature for the cockpit and cabin.
GREEN: used for all actual temperature indication.
GREEN: used for all actual temperat
CYAN: used for all set temperature indication.
CYAN: used for all set temperature in
RED “X”: invalid out of range or failed RED “X”: invalid out of range or failed
3 – Evaporator / Recirculation Fan Status 3 – Evaporator / Recirculation Fan Stat
The evaporator/recirculation fan is shown as a circle and an internal windmill, The evaporator/recirculation fan is shown
representing the fan status. representing the fan status.
ON: a green circle and a green windmill. ON: a green circle and a green windm
OFF: a white circle and a white windmill. OFF: a white circle and a white windm
FAILED: yellow cross covering the circle and windmill. FAILED: yellow cross covering the ci
4 – ECS Flow Line 4 – ECS Flow Line
The flow line is shown as a colorful line. The flow line is shown as a colorful line.
GREEN: the associated flow line is pressurized. GREEN: the associated flow line is p
WHITE: the associated flow line is not pressurized. WHITE: the associated flow line is no
5 – RAM Air Valve Status 5 – RAM Air Valve Status
Ram air shutoff valve is shown as a triangle linked with a flow line inside the Ram air shutoff valve is shown as a trian
green circle. green circle.
GREEN: normal valve operation in-flight. Open (connected to cabin/cock- GREEN: normal valve operation in-fl
pit) or closed (connected to the heat exchanger). pit) or closed (connected to the hea
WHITE: Valve commanded open on ground (non-normal operation).
WHITE: Valve commanded open on
FAILED: yellow cross covering the triangle with the ram air valve open or FAILED: yellow cross covering the tri
closed. closed.
6 – Outflow Valve (OFV) Position Indication 6 – Outflow Valve (OFV) Position Indic
A green pointer and legends indicate the actual OFV position during on A green pointer and legends indicate t
ground operations only. ground operations only.
OPEN: the OFV is fully open at 90°.
OPEN: the OFV is fully open at 90°.
CLOSED: the OFV is fully closed at 0°.
CLOSED: the OFV is fully closed at 0
INTERMEDIATE: the OFV is at any position between 90° and 0°.
INTERMEDIATE: the OFV is at any p
7 – Bleed Line Pressure Indication 7 – Bleed Line Pressure Indication
Digital Pressure. Digital Pressure.
GREEN: normal operating range.
GREEN: normal operating range
WHITE: label (PSI).
WHITE: label (PSI).
YELLOW DASHED: invalid information or value out of displayable range.
YELLOW DASHED: invalid infor
8 – Heat Exchange Status 8 – Heat Exchange Status
ON: a green rectangle. ON: a green rectangle.
OFF: a white rectangle. OFF: a white rectangle.
9 – Vapor Air Conditioning System Status 9 – Vapor Air Conditioning System
The vapor air conditioning system fan is shown as a circle and an internal tri- The vapor air conditioning system fa
angle. angle.
ON: a green circle and green triangle. ON: a green circle and green tria
OFF: a white circle and white triangle. OFF: a white circle and white tri
FAILED: yellow cross covering the circle and triangle. FAILED: yellow cross covering t
10 – Ground Cooling Fan Status 10 – Ground Cooling Fan Status
The ground cooling fan is shown as a circle and an internal windmill, repre- The ground cooling fan is shown as
senting the fan status. senting the fan status.
ON: a green circle and a green windmill. ON: a green circle and a green w
OFF: a white circle and a white windmill. OFF: a white circle and a white
FAILED: yellow cross covering the circle and windmill. FAILED: yellow cross covering t
Limitations Limitations
For the air conditioning system to work on the ground the GPU must be For the air conditioning system to w
used or at least one generator must be operating. used or at least one generator must
Dimensions Dimensions
FWD BAGGAGE
WARDROBE
1 2 PASSENGERS 1 & 2 1 2
3 4 3 4
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
4.35m
(14ft 2.6in)
12.7m 12.7m
(41ft 8.4in) (41ft 8.4in)
5.34m
(17ft 6.24in)
3.55m 3.55m
(11ft 8in) (11ft 8in)
12.3m 12.3m
(40ft 4.3in) (40ft 4.3in)
Engines Engines
Two Pratt & Whitney Canada Inc PW617F-E engines provide thrust for the Two Pratt & Whitney Canada Inc P
aircraft at a rated output of 1695 lbs per engine. They are dual Full Authority aircraft at a rated output of 1695 lbs
Digital Engine Control (FADEC) controlled with a flat rating: ISA + 10. Digital Engine Control (FADEC) co
Engines incorporate ice protection, fire detection and fire extinguishing sys- Engines incorporate ice protection,
tems. tems.
Engines Engines
AIR COOLER AIR COOLER
OIL COOLER OIL COOLER
BLEED VALVE (ACOC) BLEED VALVE (ACOC)
ACTUATOR ACTUATOR
(BVA) (BVA)
IGNITION IGNITION
EXCITER EXCITER
T1 IGNITION T1
SENSOR CABLE SENSOR
IGNITER
FAN SPINNER FAN SPINNER
FRONT
MOUNTS
PADS
FMU ASSEMBLY
STARTER/ OIL SIGHT GLASS STARTER/
GENERATOR GENERATOR
OIL FILLER
NECK
FORWARD FORWARD
BAGGAGE BAGGAGE
MAIN DOOR MAIN DOOR
EMERGENCY
DOOR
SDS2432520000P003
AFT AFT
BAGGAGE BAGGAGE
A A
ZONES ZONES
813 813
MAIN DOOR MAIN DOOR
SKIN SKIN
MAIN DOOR MAIN DOOR
STRUCTURE STRUCTURE
LIFT LIF
MECHANISM ME
HINGES A EM500ENSDS520039A
HINGES A
LIFT LIFT
MECHANISM MECHANISM
1 2 3 1 2
4 5 4 5
1 2 1
LIFT THE INTERNAL HANDLE ALL PUSH THE DOOR USING THE STEPS HANDLE LIFT THE INTERNAL HANDLE ALL P
THE WAY UP. RELEASE THE HANDLE. INSTALLED ON THE DOOR STAIR. THE WAY UP. RELEASE THE HANDLE. I
3 4 3
internal handles. The door is locked through the internal handle. Opening the internal handles. The door is locked
door is performed by a single movement of pulling the internal handle or door is performed by a single mov
pushing the external vent flap. During the unlocking operation the emergency pushing the external vent flap. During
door moves inwards. door moves inwards.
Emergency Door - Open / Closed Emergency Door - Open / Closed
A
ZONE
824
1 VENT
FLAP 2 3 1 VENT
FLAP 2
1 COVER
2 3 1 COVER
2
HANDLE HANDLE
OPEN THE LINING HANDLE COVER TO PULL THE INTERNAL HANDLE TO OPEN THE LINING HANDLE COVER TO PULL THE INTER
GET ACCESS TO THE INTERNAL HANDLE COMPLETE ITS OPENING MOVEMENT GET ACCESS TO THE INTERNAL HANDLE COMPLETE ITS
3 3
3 4 3
4 4
2 2
SDS2432523100P097r
3 3
4 4
1 1
2 2
SDS2432523200P113r
NAV1 108.30 110.30 GS 0 KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1 NAV1 108.30 110.30 GS 0 KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1
PUSH PUSH PUSH
VOL ID NAV2 110.30 113.00 SYSTEM - STATUS 131.525 121.575 COM2 VOL SO VOL ID NAV2 110.30 113.00 SYSTEM - STATUS 131.525 121.575 COM2
NORTH UP 30 H 17 NORTH UP 30 H 17
SAT 0 C EMERG
COM SAT 0 C EM
NAV TFR NAV TFR
TAT 6 C TAT 6 C
NO DATA NO DATA
TAS 0 KT TAS 0 KT
GW 16360 LB GW 16360 LB
42.0 N1% 92.9 42.0 N1% 92.9
A
ELEC HYD PRES OXY EMER BRK ELEC HYD PRES OXY EMER BRK
ACCU PRES ACCU PRES
PUSH GALHEIROS BATT1 PUSH PUSH GALHEIROS BATT1
1-2 24.6 V 1-2 1-2 24.6 V
4 C 4 C
3 3
N N
713 ITT C
713 BATT2 BARO 713 ITT C
713 BATT2
6 7.5 NM
24.6 V
6 7.5 NM
24.6 V
142.8 N2% 142.8 33 6 C 142.8 N2% 142.8 33 6 C
UP UP
UP UP 1 D MENU
UP UP 1
TRIM TRIM
ROLL PITCH ROLL PITCH
PFL PROC
ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK
DFLT MAP FMS DF
PUSH CRSR
EM500ENSDS520045A
(OR PASSENGER IN
PASSENGERS 1 & 2
PASSENGERS 3 & 4
PASSENGERS 1 & 2
PILOT & COPILOT
FWD BAGGAGE
AFT BAGGAGE
WARDROBE
WARDROBE
LAVATORY
2
2
C
C
4
P
P
3
1
SEAT RECLINING
LATERAL MOVEMENT BUTTON LATERAL MOVEMENT
01 HANDLE 01 HANDLE
01 OPTIONAL EQUIPMENT 01 OPTIONAL EQUIP
ADJUSTABLE
HEADREST
SEAT BELT
PASSENGER SEAT
SPEAKER
GRILLE
STOWAGE SIDELEDGE
COMPARTMENT UPPER PANEL
AND PC POWER
PAX
CUP
CONTROL
HOLDER
UNIT
A PAX A PAX
CONTROL MAGAZINE CONTROL
UNIT BOX UNIT
STOWAGE STOWAGE
COMPARTMENT COMPARTMENT
AND PC POWER AND PC POWER
SPEAKER SPEAKER
GRILLE GRILLE
SIDELEDGE SIDELEDGE
UPPER PANEL UPPER PANEL
FOLDABLE TABLE
TAMBOUR
DOOR
TRASH
CONTAINER
MANUAL MANUAL
COMPARTMENT COMPARTMENT
COCKPIT COCKPIT
EVAPORATOR EVAPORATOR
GRATE GRATE
COCKPIT COCKPIT
EVAPORATOR EM500ENSDS250035B
EVAPORAT
ACCESS PANEL ACCESS PA
Lavatory Lavatory
The lavatory is located in the aft section of the passenger cabin. It provides The lavatory is located in the aft sec
the passengers and flight crew with minimum environmental conditions for the passengers and flight crew with
their personal hygiene and amenities during the flight. their personal hygiene and amenities
Aft Lavatories - Toilet Unit Aft Lavatories - Toilet Unit
LAVATORY LAVATORY
AMENITIES AMENITIES
CABINET CABINET
TOILET TOILET
BACK PAD BACK PAD
TOILET
COVER PAD
TOILET FRONT
COVER
LANYARD
A
WASTE TANK EM500ENSDS250061
RESTRAINT RESTRAINT
SYSTEM SYSTEM
RECLINE
ADJUSTMENT
HANDLE
LONGITUDINAL
SEAT PAN ADJUSTMENT SEAT PAN
ADJUSTMENT HANDLE ADJUSTMENT
HANDLE HANDLE
VERTICAL VERTICAL
COCKPIT SEAT COC
ADJUSTMENT ADJUSTMENT
Windows Windows
The aircraft has four windows in the cockpit, two windshields and two side The aircraft has four windows in the
windows. There are eight passenger cabin windows. Four cabin windows are windows. There are eight passenger
located on the Left Hand (LH) Side and four windows are on the Right Hand located on the Left Hand (LH) Side a
(RH) Side of the aircraft to include the overwing emergency exit window. (RH) Side of the aircraft to include th
The two cockpit windshields consist of outboard and inboard plies of chemi- The two cockpit windshields consist
cally strengthened Herculite glass. The glass windshields have a proprietary cally strengthened Herculite glass. T
hydrophobic surface seal rain-repellent coating that sheds rain thus eliminat- hydrophobic surface seal rain-repelle
ing the need for windshield wipers. The side cockpit windows and the pas- ing the need for windshield wipers.
senger windows are constructed of two individual plies of stretched acrylic senger windows are constructed of
laminated together. The outer ply of each window is sealed with a protective laminated together. The outer ply of each
coating. coating.
Nose Head On View Nose Head On View
Limitations Limitations
Kinds of Operation Equipment List (KOEL) Kinds of Operation Equipm
Operation: Day VFR Operation: Day VFR
1) Installations 1) Installations
System Function / Equipment System Func
Environmental / Pressurization Pressure Relief Valve (PRV) Environmental / Pressurization Press
Environmental / Pressurization Negative Pressure Relief Valve (NPRV) Environmental / Pressurization Nega
Environmental / Pressurization Outflow Valve Environmental / Pressurization Outflo
Environmental / Pressurization Pressurization Control Environmental / Pressurization Press
Environmental / Pressurization Flow Control Shutoff Valve (FCSOV) Environmental / Pressurization Flow
Environmental / Pressurization Pressure Regulating Shutoff Valve Environmental / Pressurization Press
(PRSOV) (PRS
Electrical Starter Generators Electrical Starte
Electrical Batteries Electrical Batte
Fire Protection Portable Fire Extinguisher Fire Protection Porta
Fire Protection Engine Fire Detection System Fire Protection Engin
Fire Protection Engine Fire Extinguisher System Fire Protection Engin
Fuel Fuel jet pumps Fuel Fuel j
Fuel Fuel emergency pumps Fuel Fuel e
Fuel Fuel shutoff valves Fuel Fuel s
Landing Gear Landing Gear Emergency Operation Landing Gear Landi
System Syste
Lights Anti-Collision Lights Lights Anti-C
Flight Instruments / Navigation Air Data System (ADS) Flight Instruments / Navigation Air Da
Flight Instruments / Navigation Attitude and Heading Reference System Flight Instruments / Navigation Attitud
(AHRS) (AHR
Oxygen Oxygen System Oxygen Oxyg
Miscellaneous ELT Miscellaneous ELT
Miscellaneous Seat Belts Miscellaneous Seat
Miscellaneous Hand Microphone Miscellaneous Hand
*Only required for night operation *Only required for night operation
**Operating rules may require additional equipment. **Operating rules may require additio
Autopilot Autopilot
General General
The autopilot includes computers, servo systems, and switches. The comput- The autopilot includes computers, se
ers use data from the other aircraft systems and feedback circuits, along with ers use data from the other aircraft s
preset data from the pilot / copilot, to control direction, heading, attitude, preset data from the pilot / copilot
altitude, and speed. The autopilot operates with other systems to supply flight altitude, and speed. The autopilot op
guidance outputs. These outputs let the pilot or copilot fly the aircraft on a set guidance outputs. These outputs let
flight path. flight path.
Flight Guidance and Control System (FGCS) - Overview Flight Guidance and Control Sy
ADC A
AHRS A
Guidance Panel
GIA TO ON-SIDE DISPLAY ADC - Air Data Computer GIA TO ON-SIDE DISPLAY
ADC/AHRS TO ON-SIDE GIA AHRS - Attitude / Heading Reference System ADC/AHRS TO ON-SIDE GIA
AFCS Automatic Flight Control System
ADC/AHRS TO ON-SIDE PFD CWS - Control Wheel Steering ADC/AHRS TO ON-SIDE PFD
(ADC1/AHRS1 ALSO ON MFD) QD - Quick Disconnect (ADC1/AHRS1 ALSO ON MFD)
Flight Guidance and Control System (FGCS) - Guidance Panel Flight Guidance and Control Syste
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
Automatic Pitch Trim
Automatic Pitch Trim
Current Speed Control Current Speed Control
Both pilot-side and copilot-side GIA (Garmin Integrated Avionics) units are Both pilot-side and copilot-side GIA
capable of computing FD commands, although only one performs those cal- capable of computing FD commands
culations at any given moment, depending on the selection made through the culations at any given moment, depe
GP (Guidance Panel). GP (Guidance Panel).
The GP communicates with the PFD (Primary Flight Display) and MFD (Multi- The GP communicates with the PFD
Function Display). Function Display).
The entire AP and YD processing is performed within the servo actuators, as The entire AP and YD processing is
well as the majority of its monitoring. well as the majority of its monitoring.
The AP and the YD functions are not available during an electrical emer- The AP and the YD functions are
gency because the servos and the AHRS (Attitude and Heading Reference gency because the servos and the
System) 2 receive power from the DC Bus 2 and the GIA 2 receives power System) 2 receive power from the DC B
from the DC Bus 1, however the FD function is available. from the DC Bus 1, however the FD funct
Each GIA communicates with its on-side display. The GIA 2 can communi- Each GIA communicates with its on-side
cate with PFD 2 or MFD, depending on HSDB (High Speed Data Base) cate with PFD 2 or MFD, depending o
switch selection. This switch is adjusted only when the airplane is on the switch selection. This switch is adjusted
ground, and is set such that the GIA 2 communicates with the MFD. In case ground, and is set such that the GIA 2 co
of single pilot operation and the MFD is failed, the switch is changed in order of single pilot operation and the MFD is f
to allow the communication with the PFD 2. The HSDB switch is on the main- to allow the communication with the PFD
tenance panel and is a maintenance function only. tenance panel and is a maintenance func
The AHRS and ADC (Air Data Computer) information is sent directly to the The AHRS and ADC (Air Data Compute
on-side GIAs. Additionally, AHRS and ADC information is sent directly to the on-side GIAs. Additionally, AHRS and AD
on-side PFD. The AHRS 1 and the ADC 1 information also is sent directly to on-side PFD. The AHRS 1 and the ADC
the MFD. the MFD.
The AP and YD receive AHRS and ADC information directly from the GIA. The AP and YD receive AHRS and ADC
The selected FD uses the information presented on its on-side PFD for its The selected FD uses the information p
calculations and commands. calculations and commands.
ADC ADC
AHRS AHRS
Guidance Panel
GIA TO ON-SIDE DISPLAY ADC - Air Data Computer GIA TO ON-SIDE DISPLAY AD
ADC/AHRS TO ON-SIDE GIA AHRS - Attitude / Heading Reference System ADC/AHRS TO ON-SIDE GIA AH
AFCS Automatic Flight Control System AF
ADC/AHRS TO ON-SIDE PFD CWS - Control Wheel Steering ADC/AHRS TO ON-SIDE PFD CW
(ADC1/AHRS1 ALSO ON MFD) QD - Quick Disconnect (ADC1/AHRS1 ALSO ON MFD) QD
Automatic Flight Control System (AFCS) Status Box Automatic Flight Control Syste
The status of the FGCS is displayed on the FD in the AFCS status box. The The status of the FGCS is displayed
armed and engaged modes of both the Flight Director and the Autopilot are armed and engaged modes of both
displayed. displayed.
Yaw Current Y
Damper Speed Da
Autopilot Status Autopilot S
Control Vertical Modes
Lateral Modes Status Lateral Modes Status
Armed Active Flight Director Active Armed Armed Active Flight Directo
Indicator Arrow Indicator Arro
EMERG
Selected
NAV COM NAV
Altitude
PUSH PUSH PUSH
1-2 1-2 1-2
BARO
Command Command
Bars PUSH
Bars
STD
RANGE
CLR ENT
PUSH CRSR
Note: Mode annunciation is removed if Flight Director fails. Note: Mode annunciation is removed if F
Note: The armed VPTH mode can appear flashing in white inverse video, Note: The armed VPTH mode can app
indicating a required crew acknowledgement. indicating a required crew acknow
All the system status annunciations are displayed for a minimum of 5s (Sec- All the system status annunciations are d
onds), and are annunciated based on the validity and priority of the system onds), and are annunciated based on th
parameters. parameters.
The AP is independent of the YD and may be used with the YD disengaged. The AP is independent of the YD and ma
The AP is inoperative if no FD/GIA is selected and the selected GIA disen- The AP is inoperative if no FD/GIA is se
gages the AP if the FD is disengaged for any reason. gages the AP if the FD is disengaged for
AP Engagement / Disengagement AP Engagement / Disengagement
Autopilot is engaged pushing the AP button on the guidance panel. The auto- Autopilot is engaged pushing the AP butt
matic pitch trim is also engaged whenever AP is engaged. The autopilot dis- matic pitch trim is also engaged wheneve
engages when any of the following conditions occur: engages when any of the following condit
The AP button is pressed on the guidance panel.
The AP button is pressed on the guida
The manual pitch trim switches are activated.
The manual pitch trim switches are act
Takeoff or Go-Around mode is selected. Takeoff or Go-Around mode is selected
Either quick disconnect buttons are pressed.
Either quick disconnect buttons are pre
Various internal monitors failure.
Various internal monitors failure.
Pitch or roll angle out of range. Pitch or roll angle out of range.
The stall warning is activated.
The stall warning is activated.
The autopilot commands the servos to disengage when CWS button is The autopilot commands the servos to
pressed. The autopilot automatically reengages the servos and resynchro- pressed. The autopilot automatically ree
nizes the flight director when CWS button is released. nizes the flight director when CWS button
When the autopilot is normally disengaged, the aural alarm “AUTOPILOT” is When the autopilot is normally disengage
triggered once. If the autopilot is abnormally disengaged the aural warning triggered once. If the autopilot is abnorm
sounds continuously until acknowledged by the crew by pressing the quick sounds continuously until acknowledged
disconnect button. disconnect button.
Yaw Damper / Turn Coordination Yaw Damper / Turn Coordination
The YD function provides damping of the dutch roll mode of the aircraft and The YD function provides damping of the
provides turn coordination in reaction of the presence of side slip variation, provides turn coordination in reaction of
estimated by the system taking into consideration the yaw rate, roll angle, lat- estimated by the system taking into consi
eral acceleration and indicated airspeed parameters. The dutch roll mode is eral acceleration and indicated airspeed
damped by the yaw rate. The turn coordination prevents adverse yaw in the damped by the yaw rate. The turn coord
rollout maneuver for a turn or the return maneuver to wings level, and elimi- rollout maneuver for a turn or the return
nates side slip by the use of long-term lateral acceleration. nates side slip by the use of long-term lat
The YD is independent of the AP and may be used during normal maneuvers The YD is independent of the AP and ma
with the AP disengaged. with the AP disengaged.
The YD is inoperative if no FD/GIA is selected, and it disengages the YD if The YD is inoperative if no FD/GIA is se
the FD is disengaged for any reason. the FD is disengaged for any reason.
YD Engagement / Disengagement YD Engagement / Disengagement
Engagement is indicated by a green YD annunciation in the center of the Engagement is indicated by a green YD
AFCS Status Box. Yaw damper is engaged by pushing the YD button on the AFCS Status Box. Yaw damper is engag
guidance panel. The yaw damper automatically engages on AP engagement, guidance panel. The yaw damper au
although the yaw damper can be engaged or disengaged independently of although the yaw damper can be en
the AP status. the AP status.
The yaw damper disengages when any of the following conditions occur: The yaw damper disengages when a
The YD button is pressed on the guidance panel. The YD button is pressed on the g
Takeoff mode is selected. Takeoff mode is selected.
The stall warning is activated. The stall warning is activated.
Various internal monitors failure. Various internal monitors failure.
Lateral acceleration out of range. Lateral acceleration out of range.
Current Speed Control* (*Not Currently installed) Current Speed Control* (*Not C
The CSC function can be engaged and disengaged by pressing the appropri- The CSC function can be engaged and d
ate momentary button, CSC on the GP, and has the purpose of maintaining ate momentary button, CSC on the GP,
with limited N1 (Fan Rotor Speed) authority the aircraft indicated airspeed or with limited N1 (Fan Rotor Speed) author
Mach number upon the function engagement. Mach number upon the function engagem
The N1 calculation and the function abnormalities are processed within the The N1 calculation and the function abn
two FADEC (Full Authority Digital Engine Control)s, whereas the function two FADEC (Full Authority Digital Engin
request and its annunciations are primarily processed within the selected request and its annunciations are prima
GIA. The selected GIA transmits to the FADEC the CSC request if either alti- GIA. The selected GIA transmits to the F
tude hold or VNAV (Vertical Navigation) altitude hold mode is active and the tude hold or VNAV (Vertical Navigation)
CSC button is pressed. CSC button is pressed.
The CSC engagement and disengagement status announced on the FMA The CSC engagement and disengagem
(Flight Mode Annunciation) is based on the FADEC channels response to (Flight Mode Annunciation) is based on
engage the function, the active vertical FD mode and the CSC button status. engage the function, the active vertical FD
Controls Controls
Guidance Panel Guidance Panel
The GP is installed on the main panel in the cockpit and provides means to The GP is installed on the main panel in
the crew for interfacing with the system functions. the crew for interfacing with the system fu
The AP, YD and current speed control functions can be engaged and disen- The AP, YD and current speed control fu
gaged by pressing the appropriate button momentary on the controller, as gaged by pressing the appropriate butto
well as the selection of any FD mode. well as the selection of any FD mode.
The targets, such as indicated airspeed or Mach number, altitude, vertical The targets, such as indicated airspeed
speed, magnetic heading and navigation course can be selected by rotating speed, magnetic heading and navigation
the appropriate knob or thumb wheel. The course and heading knobs can the appropriate knob or thumb wheel. T
also be pushed to SYNC the selected values to the current aircraft value.The also be pushed to SYNC the selected val
speed knob can be used to toggle between IAS (Indicated Airspeed) and speed knob can be used to toggle betw
Mach for selected airspeed display. Mach for selected airspeed display.
Flight Guidance and Control System (FGCS) - Guidance Panel Flight Guidance and Control Syste
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
Flight Guidance And Control System Controls Flight Guidance And Control S
The GP contains controls for setting the FD and AP modes. The controls are The GP contains controls for setting
found in four main groups on the front panel: found in four main groups on the fron
FD Pushbutton and Course Control FD Pushbutton and Course Contr
Lateral Guidance Control Lateral Guidance Control
AFCS and Speed Control AFCS and Speed Control
Vertical Guidance Control Vertical Guidance Control
FD Push-Button And Course Control FD Push-Button And Course C
The table below shows the controls for the course control group: The table below shows the controls f
FD FD
Adjust the Selected Course (CRS1 and CRS2)
Adjust the Selected Course (CRS1
PUSH DIR PUSH DIR
Control Name Position Description Control Name Position
Activates/deactivates the selected
flight director (pilot- or copilot-side) in
Momentary tog- default vertical and lateral modes. Momentary tog
FD Pushbutton FD Pushbutton
gle ON/ OFF Press the other FD Key to toggle the gle ON/ OFF
corresponding PFD’s Command Bars
off/on.
Independently changes left or right
CRS1 and CRS2 CRS1 and CRS
side course accordingly (clockwise-
CRS 1 and CRS2- knob clockwise/ CRS 1 and CRS2- knob clockwise
course increase, counterclockwise-
rotary knob counterclock- rotary knob counterclock-
course decrease) with the minimum
wise wise
increment of 1
When pressed re-centers the Course
PUSH DIR- PUSH DIR-
Deviation Indicator (CDI) and returns
on center of ON on center of ON
course pointer directly to the bearing
CRS1/CRS2 knobs CRS1/CRS2 knobs
of the active waypoint / station.
FD
PUSHBUTTON PU
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL
APR CSC APR CSC
(OUTER)
PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR
(OUTER) (OUTER)
PUSH DIR PUSH SYNC
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL
APR CSC APR CSC
P100-AP-001
AP YD AP YD
PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBU
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL A
APR CSC APR CSC
P100-AP-001c
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
* NOTE: EASA registered aircraft - AP/YD/TRIM DISC Pushbutton ONLY! * NOTE: EASA registered aircraft - AP/
CWS Pushbutton CWS Pushbutton
The CWS pushbutton on each pilot and copilot control yoke is a switch that The CWS pushbutton on each pilot and
allows the crew to override the authority of the AP function with no effect on the allows the crew to override the authority of
YD and turn coordination functions. When the CWS pushbutton is pressed and YD and turn coordination functions. When
held the vertical FD command synchronizes with the current aircraft pitch and held the vertical FD command synchroniz
roll attitude, and power is removed from the servo motor and solenoid. roll attitude, and power is removed from th
This allows temporary manual control. Autopilot will attempt to comply with This allows temporary manual control. A
modes selected prior to selection of CWS after pushbutton is released. CWS is modes selected prior to selection of CWS
displayed in white in the AFCS status box while the CWS button is pressed. displayed in white in the AFCS status box
AP/YD/TRIM/PUSHER* DISC and CWS Pushbuttom AP/YD/TRIM/PUSHER* DISC and C
CWS CWS
PUSH-BUTTON PUSH-BUTTON
CWS
AP / YD / TRIM / PUSHER PUSH-BUTTON AP / YD / TRIM / PUSHER
DISC PUSHBUTTON DISC PUSHBUTTON
AP / YD / TRIM / PUSHER
DISC PUSHBUTTON
SDS2432221100P027R
AP Indication on PFD and EICAS Pitch Trim Display on MFD AP Indication on PFD and EICA
NAV1 111.85 117.95 GS ____ KT DTK ___ O TRK ___ O ETE __ :__ 121.500 128.075 COM1 NAV1 111.85 117.95 GS ____ KT
NAV2 111.00 117.95 MAP - NAVIGATION MAP 136.975 136.000 COM2 NAV2 111.00 117.95
87.8 TO 95.0 87.8 TO 95.0
ATR NORTH UP ATR
KEWK STRMSCP
LIGHTNING
FAILED
27.2 N1% 10.0 TFR 27.2 N1% 10.0
NO DATA
CLOSED
LFE 5 FT CERBY
CLOSED
LFE 5 FT
OXY 1450 PSI OXY 1450 PSI
LG FLAPS LG FLAPS
DN DN
DN DN DN DN
TRIM TRIM
ROLL ROLL
20 5 NM 20
YAN YAN
MAP WPT AUX NRST
SYSTEM MAP DCLTR SHW CHRT CHK LIST SYSTEM MAP
Yaw Yaw
Trim Trim
Yaw Current Y
Autopilot Damper Speed Autopilot Da
Lateral Modes Status Status Control Vertical Modes Lateral Modes Status S
Armed Active Flight Director Active Armed Armed Active Flight Direct
Indicator Arrow Indicator Arr
°
NAV1 108.00 117.95
11 5 KIXD KCEA DIS 114 NM BRG 234 136 5
136.975 118.000 COM1 NAV1 108.00 117.95
11 5 KIXD
NAV2 108.00 7.95
117.95 GPS ROL AP YD VS 100 FPM ALTS VPTH 136.9
1 36.9
136.975 118.000 COM2 NAV2 108.00 7.95
117.95 GPS ROL
M 15200
2000
15400
20 20 4 2
230 230
15300
10 10 2
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2
GPS TERM
24
24
3
21
21
6
E
S
15 12
RAT 0 C ISA +15 C XPDR1 1253 ALT R LCL 17:12:20 RAT 0 C ISA +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF O
PFD
P100-AFLT-080
The lateral axis flight director guidance modes are: The lateral axis flight director guidance m
Roll Hold (ROL) Roll Hold (ROL)
Wings Level (a function of ROL mode) Wings Level (a function of ROL mode)
Low Bank Low Bank
HDG HDG
Navigation (VOR/LOC/BC/GPS) Navigation (VOR/LOC/BC/GPS)
Approach (VOR/LOC/GPS) Approach (VOR/LOC/GPS)
Selected
Altitude
Selected
Altitude
Bug
°
NAV1 108.00 117.95 D KMCI DIS137 NM BRG 065 136.975 118.000 COM1 NAV1 108.00 117.95 D KMCI D
NAV2 108.00 117.95 ROL PIT ALTS 136.975 118.000 COM2 NAV2 108.00 117.95 ROL
M 15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
N
GPS TERM GPS TERM
24
24
3
3
21
21
6
6
E E
S
S
15 12 15 12
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DM
SDS2432221100P047R
A A
Airspeed Airspeed
Reference Reference
Airspeed Airspeed
Reference Reference
Bug Bug
Airspeed Airspeed
Reference Reference
(Mach) (Mach)
Airspeed Airspeed
Reference Reference
Bug Bug
Climb IAS Mach > 31,500 ft >M 0.55 Climb IAS Mach
Takeoff (TO) and Go-Around (GA) Modes Takeoff (TO) and Go-Around (GA) Mod
By pressing the TOGA switch, located on the thrust levers, the crew selects By pressing the TOGA switch, located on
either TO or G/A vertical flight director mode, depending whether the airplane either TO or G/A vertical flight director mo
is on the ground or in the air. is on the ground or in the air.
In G/A Mode, the FD commands a constant set pitch attitude, 7.5º Flaps 2 or In G/A Mode, the FD commands a consta
5.5º 3/FULL. ALT Pre-Selected Mode is automatically armed when the 5.5º 3/FULL. ALT Pre-Selected Mode is
aircraft is at least 400 feet below the selected altitude at the time TO or G/A aircraft is at least 400 feet below the sele
Mode is selected. Mode is selected.
Pressing the GA Switch while in the air activates the FD in a wings-level, PIT Pressing the GA Switch while in the air a
(Pitch)-up attitude, allowing the execution of a MAPR (Missed Approach) or a (Pitch)-up attitude, allowing the execution
G/A. Selecting G/A Mode disengages the AP; however, subsequent AP G/A. Selecting G/A Mode disengages
engagement is allowed. engagement is allowed.
TO Mode provides an attitude reference during rotation and TO. This mode TO Mode provides an attitude reference
can be selected only while on the ground by pushing the TO Switch. The FD can be selected only while on the ground
Command Bars assume a wings-level, pitch-up attitude. AP engagement Command Bars assume a wings-le
while TO Mode is active, is inhibited while the aircraft is on the ground. while TO Mode is active, is inhibited
Takeoff Mode (TO) and GO-Around Mode (GA) Takeoff Mode (TO) and GO-Around
Autopilot Disconnect Autopilot Disconnect
Annunciation Flashes Go Around Annunciation Flashe
Yellow 5 sec Mode Active Yellow 5 sec
TOGA Switches
NAV2 (localizer) is Selected Command Bars Indicate Descent NAV2 (localizer) is Selected Command
Navigation Source on Localizer/Glideslope Path Navigation Source on Localiz
Glideslope
Indicator
Selected
Altitude
Selected Vertical Se
Altitude Speed A
Reference
Vertical
Speed
Reference
Bug
The FD may be armed for VNAV at any time, but no target altitudes are cap- The FD may be armed for VNAV at any t
tured during a climb.The Command Bars provide vertical profile guidance tured during a climb.The Command Ba
based on specified altitudes (entered manually or loaded from the database) based on specified altitudes (entered
at waypoints in the active flight plan or direct-to (with vertical constraint). The at waypoints in the active flight plan
appropriate VNAV flight control modes are sequenced by the FD to follow the appropriate VNAV flight control mode
path defined by the vertical profile. Upon reaching the last waypoint in the path defined by the vertical profile.
VNAV flight plan, the FD transitions to ALT Hold Mode and cancels any VNAV flight plan, the FD transition
armed VNAV modes. armed VNAV modes.
Vertical Path Mode (VPTH) Vertical Path Mode (VPTH)
When a vertical profile (VNAV flight plan) is active and the VNV pushbutton is When a vertical profile (VNAV flight p
pressed, Vertical Path Tracking Mode is armed in preparation for descent pressed, Vertical Path Tracking Mo
path capture.VPTH (or V when Glidepath or G/S Mode is concurrently armed) path capture.VPTH (or V when Glide
is annunciated in white in addition to previously armed modes. If applicable, is annunciated in white in addition to
the appropriate altitude capture mode is armed for capture of the next VNV the appropriate altitude capture mod
Target Altitude (ALTV) or the ALT Pre-Selected Mode (ALTS), whichever is Target Altitude (ALTV) or the ALT P
greater. greater.
Vertical Path Mode (VPTH) Vertical Path Mode (VPTH)
Vertical Path Tracking
Altitude Hold Armed (Flashing Indicates Altitud
Mode Active Acknowledgment Required Mode
VNV Target
Altitude
Selected
Altitude
Below VNV
Target
Required
Vertical
Speed Bug
VNV Target Altitude Capture Mode (ALTV) VNV Target Altitude Capture Mode (AL
VNV Target Altitude Capture is analogous to ALT Pre-Selected Mode (ALTS) VNV Target Altitude Capture is analogou
and is armed automatically after the VNV pushbutton is pressed and the next and is armed automatically after the VNV
VNV Target Altitude is to be intercepted before the Selected Altitude. The VNV Target Altitude is to be intercepted
annunciation ALTV indicates that the VNV Target Altitude is to be captured. annunciation ALTV indicates that the VN
VNV Target Altitudes are shown in the active flight plan or direct-to (with verti- VNV Target Altitudes are shown in the ac
cal constraint), and can be entered manually or loaded from a database. cal constraint), and can be entered manu
As the aircraft nears the VNV Target Altitude, the FD automatically transitions As the aircraft nears the VNV Target Altitu
to VNV Target Altitude Capture Mode with ALT Hold Mode armed. This auto- to VNV Target Altitude Capture Mode wit
matic transition is indicated by the magenta ALTV annunciation flashing for matic transition is indicated by the mage
up to 5 seconds and the appearance of the white ALT annunciation. The up to 5 seconds and the appearance o
active VNV Target Altitude is shown in magenta above the Vertical Speed active VNV Target Altitude is shown in
Indicator. Indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically transi- At 50 feet from the VNV Target Altitude, th
tions from VNV Target Altitude Capture to Altitude Hold Mode and tracks the tions from VNV Target Altitude Capture to
level leg. As ALT Hold Mode becomes active, the white ALT annunciation level leg. As ALT Hold Mode becomes
moves to the active vertical mode field and flashes in magenta for 5 seconds moves to the active vertical mode field an
to indicate the automatic transition. The FD automatically arms Vertical Path to indicate the automatic transition. The F
Tracking, allowing upcoming descent legs to be captured and subsequently Tracking, allowing upcoming descent leg
tracked. tracked.
Vertical Navigation Modes (VNV) - VNV Target Altitude Capture Mode Vertical Navigation Modes (VNV) - VNV
(ALTV) (ALTV)
VNV Target
Altitude
Required
Vertical
Command Bars Indicate Descent to Speed Bug Command Bars Ind
GPS is Selected Terminal Maintain Required Vertical Speed GPS is Selected Terminal Maintain Required
Navigation Phase of Navigation Phase of
Source Flight Source Flight
Vertical Deviation
Indicator (VDI)
Lateral Axis Flight Director Guidance Modes Lateral Axis Flight Director Gu
The lateral FD modes supply FD guidance commands in the lateral axis.The The lateral FD modes supply FD gui
indications for the modes show on the PFD's. indications for the modes show on th
Roll Hold (ROL) Roll Hold (ROL)
When the FD is activated or switched, the Roll Hold Mode is selected by When the FD is activated or switch
default. This mode is annunciated as ROL in the AFCS Status Box. The cur- default. This mode is annunciated as
rent aircraft bank angle is held, subject to the bank angle condition. rent aircraft bank angle is held, subje
The roll reference can be changed by pressing the CWS pushbutton, estab- The roll reference can be changed b
lishing the desired bank angle, then releasing the CWS pushbutton. lishing the desired bank angle, then r
°
NAV1 108.00 117.95 D KMCI DIS137 NM BRG 065 136.975 118.000 COM1 NAV1 108.00 117.95 D KMCI D
NAV2 108.00 117.95 ROL PIT ALTS 136.975 118.000 COM2 NAV2 108.00 117.95 ROL
M 15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
N
GPS TERM GPS TERM
24
24
3
3
21
21
6
6
E E
S
S
15 12 15 12
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DM
izer front course.The FD creates roll steering commands from the selected izer front course.The FD creates ro
course and deviation. course and deviation.
PFD Lateral Axis Guidance Mode Annunciators PFD Lateral Axis Guidance Mode A
°
NAV1 108.00 117.95 KIXD KCEA DIS114 NM BRG 234 136.975 118.000 COM1 NAV1 108.00 117.95 KIXD KCEA
NAV2 108.00 117.95 GPS PIT ALTS GP 136.975 118.000 COM2 NAV2 108.00 117.95 GPS
15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
24
3
21
21
6
E E
S
S
15 12 15 12
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI AD
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected * ALTS is armed automatically when PIT, VS, FLC,
Altitude is to be captured instead of the VNV Target Altitude. Altitude is to be captured instead of the VNV Targ
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the ** ALTV is armed automatically under VPTH when th
Selected Altitude. Selected Altitude.
Captures and tracks the selected 25˚ Capture Captures and tracks th
Navigation, VOR Enroute Capture/Track ** VOR Navigation, VOR Enroute Capture/Track **
navigation source (GPS, VOR, 10˚ Track navigation source (GP
Navigation, LOC Capture/Track LOC) NAV Key 25˚ Capture Navigation, LOC Capture/Track LOC)
LOC
(No Glideslope) 10˚ Track (No Glideslope)
Captures and tracks the selected 25˚ Capture Captures and tracks th
Approach, VOR Capture/Track VAPP Approach, VOR Capture/Track
navigation source (GPS, VOR, APR Key 10˚ Track navigation source (GP
Approach, LOC Capture/Track LOC) 25˚ Capture Approach, LOC Capture/Track LOC)
LOC
(Glideslope Mode automatically armed) 10˚ Track (Glideslope Mode automatically armed)
Commands a constant pitch Commands a constan
Takeoff angle and wings level on the TO Wings Level Takeoff angle and wings level
ground in preparation for takeoff GA ground in preparation
Disengages the autopilot and Switch Disengages the autop
Go Around commands a constant pitch angle GA Wings Level Go Around commands a constant
and wings level in the air and wings level in the
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll * No annunciation appears in the AFCS Status Box. The acceptab
Scale of the Attitude Indicator. Scale of the Attitude Indicator.
** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank ** The Heading, Navigation GPS and Navigation VOR mode maxim
mode value if it is engaged. mode value if it is engaged.
Limitations Limitations
Minimum Engagement Height (dual engine) . . . . . . . . . . . . . . . . . . . . . .500 ft Minimum Engagement Height (dual e
Minimum Engagement Height (single engine) . . . . . . . . . . . . . . . . . . . .1000 ft Minimum Engagement Height (single
Minimum Use Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 ft Minimum Use Height . . . . . . . . . . . .
Altitude Loss (maneuvering / cruise) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 ft Altitude Loss (maneuvering / cruise)
The Phenom 100 is approved for CAT I approaches. This statement does not The Phenom 100 is approved for CA
grant operational approval to conduct CAT I operations. grant operational approval to conduc
Brakes Brakes
General General
The functions of the wheels and brakes are to: The functions of the wheels and brak
Let the aircraft move on the ground Let the aircraft move on the groun
Control the speed of the aircraft when it is on the ground and the maneu- Control the speed of the aircraft w
vering (with the normal and emergency brake systems) vering (with the normal and emerg
Apply, and hold the brakes on, when the aircraft is parked (parking brake) Apply, and hold the brakes on, wh
Apply the brakes when the landing gear retracts (normal brake system) Apply the brakes when the landing
The Wheels and Brakes includes: The Wheels and Brakes includes:
Main Brake System Main Brake System
Emergency / Parking Brake System
Emergency / Parking Brake Syste
Wheels, Tires and Brakes Wheels, Tires and Brakes
Wheels and Brakes Wheels and Brakes
LH RH LH RH
PPT PPT Supply PPT PPT
Wow Wow Wow Wow
Gear LH RH SHUT OFF Gear LH RH
Handle Handle
VALVE Return
Digital Brake Digital Brake
Control Unit Control Unit
LH BCV RH BCV LH BCV
Brake Brake
Fail Press Press Fail Press
Signal Xducer Xducer Signal Xducer
SHUTOFF
ASkid VALVE ASkid
To avionics DC BUS 2
Fail WST WST Fail WST
Signal BRK BRK Signal BRK
Press
ARINC Switch ARINC
429 429
Avionics Avionics
T-handle Press T-handle
TRV
Xducer
To avionics
PRESSURE PRESSURE
TRANDUCER TRANDUCER
BRAKE BRAKE
CONTROL CONTROL
VALVE EMERGENCY/PARKING VALVE EM
BRAKE PRESSURE SWITCH BR
BRAKE
CONTROL
VALVE
BRAKE CONTROL BRAKE CON
SHUTOFF VALVE SHUTOFF V
PRESSURE
TRANSDUCER
EMERGENCY/PARKING EMERGENCY/PARKING EMERGENCY/PARKING
BRAKE VALVE BRAKE PRESSURE BRAKE VALVE
TRANSDUCER
EMERGENCY/PARKING EMERGENCY/PARKING EMERGENCY/PARKING
BRAKE HYDRAULIC BRAKE CHARGING VALVE BRAKE HYDRAULIC
ACCUMULATOR ACCUMULATOR
BRAKE BRAKE
ASSEMBLY ASSEMBLY
EM500ENSDS320006A.DGN
WHEEL SPEED
TRANSDUCER
and pressure transducer and provides a commensurate electrical command and pressure transducer and provides a
to the associated BCV. to the associated BCV.
Brake pressure information is derived from two brake pressure transducers Brake pressure information is derived fro
installed on the brake line downstream of the brake control valves. The output installed on the brake line downstream of
of each transducer is a current signal proportional to the commanded brake of each transducer is a current signal pr
pressure and is sent to the BCU. pressure and is sent to the BCU.
Check valves are provided on the return port of the hydraulic components to pre- Check valves are provided on the return po
vent backflows to the brakes, which could cause inadvertent brake application. vent backflows to the brakes, which could c
Antiskid Protection Antiskid Protection
The antiskid control function, which is provided by the BCU, is a fully propor- The antiskid control function, which is pro
tional adaptive closed loop control system that provides efficient braking tional adaptive closed loop control sys
under all runway conditions. under all runway conditions.
If a skid is detected by the BCU, by comparing the signal from the two Wheel If a skid is detected by the BCU, by comp
Speed Transducers, the signal to the BCV is modified to reduce the pressure Speed Transducers, the signal to the BCV
to the brakes below the skid threshold. to the brakes below the skid threshold.
In case of a wheel speed transducer failure the antiskid function is disabled, In case of a wheel speed transducer failu
because there is no way to monitor tire skids. because there is no way to monitor tire sk
In case of a too low brake pressure for the commanded pedal input, the Brake In case of a too low brake pressure for the
Pressure Transducer input causes the valve signal development to modify the Pressure Transducer input causes the val
valve current by increasing its output to raise the pressure to the brake. valve current by increasing its output to ra
The antiskid function is available during all the braking action, and there are The antiskid function is available during
no means to turn it off from the cockpit controls. no means to turn it off from the cockpit co
The function remains inactive until a complete Start-Up test or In-Flight Test is The function remains inactive until a comp
performed satisfactorily. performed satisfactorily.
The anti-skid drop-out velocity is 10 KTS (Knots). The anti-skid drop-out velocity is 10 KTS
Locked Wheel Protection Locked Wheel Protection
The locked wheel protection relieves brake pressure to recover deep skid The locked wheel protection relieves br
which would result in a locked wheel condition that the anti-skid function which would result in a locked wheel c
alone could not prevent. alone could not prevent.
Individual locked wheel protection is provided. Individual locked wheel protection is prov
A locked wheel condition exists when the wheel speed of either wheel drops A locked wheel condition exists when the
to less than 30% of a predefined declaration schedule. to less than 30% of a predefined declarat
Note: The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to Note: The NLG (Nose Landing Gear) ba
stop the NLG wheel rotation when it enters in the bay during the gear stop the NLG wheel rotation when
retraction. retraction.
PARKING PARKING
BRAKE BRAKE
The Pressure Transducer and the Pressure Switch send signals to, and The Pressure Transducer and the
receive electrical power from the GEA (Garmin Engine Airframe unit) 2. receive electrical power from the GE
The accumulator’s gas chamber is charged with nitrogen via a charging The accumulator’s gas chamber is
valve. The accumulator pressure is sensed by a pressure transducer and is valve. The accumulator pressure is
displayed on the status synoptic page. displayed on the status synoptic pag
The accumulator oil chamber is pressurized by the aircraft hydraulic system. The accumulator oil chamber is pres
A shutoff valve upstream the accumulator isolates the pressure in the emer- A shutoff valve upstream the accumulato
gency / park brake system in case of normal hydraulic system failure. This gency / park brake system in case of no
valve closes when the aircraft is airborne or on the ground with one thrust valve closes when the aircraft is airborn
lever angle < 25º. lever angle < 25º.
Emergency Brake System Emergency Brake System
T-HANDLE
BRAKE VALVE
EMERGENCY/
EMERGENCY/
PARKING
PARKING
BRK
TO AVIONICS
SHUT OFF
SHUT OFF
EMERG/PARK
EMERG/PARK
VALVE
VALVE
VALVE
VALVE
CV
CV
SWITCH
PRESS
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
CV
CV
BRK
TRV
TRV
25 CU 1N
25 CU 1N
CHARGE
CHARGE
VALVE
VALVE
CHG VALVE
CHG VALVE
REMOTE
REMOTE
RETURN LINE
RETURN LINE
TRANSDUCER
TRANSDUCER
PRESSURE
PRESSURE
PT
PT
PRESSURE LINE
PRESSURE LINE
(OUTPUT TD
(OUTPUT TD
AVIONICS)
AVIONICS)
6 full brakes applications available 6 full brakes applications available
No antiskid protection available
No antiskid protection available
Upon operation of the valve, the hydraulic pressure is sent through this Upon operation of the valve, the h
port. port.
Return port: It is connected to the pipe which goes to hydraulic system res- Return port: It is connected to the
ervoir. ervoir.
When the pilot actuates the T-handle, it generates a rotation of the valve pul- When the pilot actuates the T-handle
ley cam which causes a proportional displacement of a piston and a set of ley cam which causes a proportiona
springs. The return port is closed and, the more the piston is displaced, the springs. The return port is closed an
more the pressure is released through the brake port. When the valve is fully more the pressure is released throug
actuated (parking brake position), the pressure at the brake port is at pres- actuated (parking brake position), th
sure supply level. sure supply level.
When the valve is in the non-actuated position, the brake port is open to When the valve is in the non-actua
return. return.
The valve incorporates on its body a check valve and a thermal relief valve. The valve incorporates on its body a
The check valve is located at return port and does not allow fluid flowback The check valve is located at return
from return line. The thermal relief valve is linked between supply and return from return line. The thermal relief valve
ports. In case of accumulator overpressure, due to gas heating, the excess of ports. In case of accumulator overpressur
pressure opens this valve and releases flow to return port, thus relieving the pressure opens this valve and releases f
pressure and avoiding damage to the pressure lines. pressure and avoiding damage to the pre
Accumulator Accumulator
One accumulator, dedicated for emergency/parking brake use, is installed in One accumulator, dedicated for emergen
the wing-to-fuselage fairing to feed both brake assemblies. It is a cylindrical the wing-to-fuselage fairing to feed both
piston type accumulator with an oil chamber and a gas chamber isolated one piston type accumulator with an oil cham
from the other. The system is designed to make possible the application of from the other. The system is designed
the handle at least 6 times with the hydraulic system off. the handle at least 6 times with the hydra
Check Valve Check Valve
The check valve is an in line mounted component with a spherical seat seal The check valve is an in line mounted co
that provides sealing efficiency in one direction and flow in opposite direction. that provides sealing efficiency in one dire
Charging Valve Charging Valve
The charging valve is located downstream of the gas side of the accumulator. The charging valve is located downstream
It allows the recharging of the hydraulic accumulator with nitrogen. It allows the recharging of the hydraulic a
Pressure Transducer Pressure Transducer
The pressure transducer function is to sense accumulator pressure. The The pressure transducer function is to
transducer is hermetically sealed. transducer is hermetically sealed.
Pressure Switch Pressure Switch
The pressure switch has a piston type sensing element and is used to indi- The pressure switch has a piston type s
cate emergency/parking brake application when hydraulic pressure increases cate emergency/parking brake application
in the brake line. It is located in the wing-to-fuselage fairing. in the brake line. It is located in the wing-
Wheels and Brakes Wheels and Brakes
PRESSURE PRESSURE
TRANDUCER TRANDUCER
BRAKE BRAKE
CONTROL CONTROL
VALVE EMERGENCY/PARKING VALVE EME
BRAKE PRESSURE SWITCH BRA
BRAKE
CONTROL
VALVE
BRAKE CONTROL BRAKE CONT
SHUTOFF VALVE SHUTOFF VA
PRESSURE
TRANSDUCER
EMERGENCY/PARKING EMERGENCY/PARKING EMERGENCY/PARKING
BRAKE VALVE BRAKE PRESSURE BRAKE VALVE
TRANSDUCER
EMERGENCY/PARKING EMERGENCY/PARKING EMERGENCY/PARKING
BRAKE HYDRAULIC BRAKE CHARGING VALVE BRAKE HYDRAULIC
ACCUMULATOR ACCUMULATOR
Emergency / Parking Brake Accumulator Pressure Indicator Emergency / Parking Brake Accumula
CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO CAUTION: IN CASE THE TAKEOFF
THE LANDING GEAR, WHEELS, BRAKES OR TIRES THE LANDING GEAR, W
MAY OCCUR DESPITE OF THE PREVIOUS COOLING MAY OCCUR DESPITE O
TIME. THE AIRPLANE MUST BE INSPECTED TIME. THE AIRPLANE
ACCORDING TO HIGH-ENERGY STOP INSPECTION ACCORDING TO HIGH-E
PROCEDURE DESCRIBED IN THE AIRPLANE AMM PROCEDURE DESCRIBE
AFTER ANY REJECTED TAKEOFF. A COOLING TIME AFTER ANY REJECTED
OF 50 MINUTES AFTER ANY ABORTED TAKEOFF OF 50 MINUTES AFTER
SHALL BE OBEYED EVEN IF NO DAMAGE IS SHALL BE OBEYED E
PRESENT. PRESENT.
NOTE: - The cooling time is the interval after taxi in and before the NOTE: - The cooling time is the interv
next taxi out, i.e., the interval during which the airplane is next taxi out, i.e., the interva
fully stopped. fully stopped.
- The cooling times provided apply only to single - The cooling times provi
landing/takeoff turn-around. It is assumed that the airplane is landing/takeoff turn-around. It
operated in the approved takeoff or landing configuration. operated in the approved take
Limitations Limitations
A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF A COOLING TIME OF 50 MINUTES
SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT. SHALL BE OBEYED EVEN IF NO D
CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO CAUTION: IN CASE THE TAKEOF
THE LANDING GEAR, WHEELS, BRAKES OR TIRES THE LANDING GEAR,
MAY OCCUR DESPITE OF THE PREVIOUS COOLING MAY OCCUR DESPITE
TIME. THE AIRPLANE MUST BE INSPECTED TIME. THE AIRPLAN
ACCORDING TO HIGH-ENERGY STOP INSPECTION ACCORDING TO HIGH
PROCEDURE DESCRIBED IN THE AIRPLANE AMM PROCEDURE DESCRIB
AFTER ANY REJECTED TAKEOFF. A COOLING TIME AFTER ANY REJECTED
OF 50 MINUTES AFTER ANY ABORTED TAKEOFF OF 50 MINUTES AFTE
SHALL BE OBEYED EVEN IF NO DAMAGE IS SHALL BE OBEYED
PRESENT. PRESENT.
NOTE: - The cooling time is the interval after taxi in and before the NOTE: - The cooling time is the inte
next taxi out, i.e., the interval during which the airplane is next taxi out, i.e., the inte
fully stopped. fully stopped.
- The cooling times provided apply only to single - The cooling times pro
landing/takeoff turn-around. It is assumed that the airplane is landing/takeoff turn-around.
operated in the approved takeoff or landing configuration. operated in the approved ta
Communications
Communications Communications
General General
The communications system provides the means for accomplishing voice and The communications system provide
data communications inside an aircraft, between different aircraft, and data communications inside an a
between the aircraft and ground stations. between the aircraft and ground stati
These include: These include:
VHF Communication System VHF Communication System
Intercom Intercom
Passenger Address Passenger Address
Clearance Recorder
Clearance Recorder
Cockpit Voice Recorder Cockpit Voice Recorder
Communication Controls Communication Controls
MFD/PFD Controls MFD/PFD Controls
1 2 3 4
1 2 1
3 4 3
5 6 5
7 8 7
9 10 9
11 12 11
13 14 13
15 16 15
17 17
18 19 18
20 21 20
22 23 22
24
Note: When a key is selected, a triangular white annunciator above the key is Note: When a key is selected, a tria
illuminated. illuminated.
16 - NAV2 16 - NAV2
When selected, audio from the #2 NAV receiver can be heard. When selected, audio from the #2 NA
17 - AUX 17 - AUX
Turns optional DME 2 audio on or off. Turns optional DME 2 audio on or off
18 - MAN SQ 18 - MAN SQ
Enables manual squelch for the intercom. When the intercom is active, press Enables manual squelch for the inter
the ICS Knob to illuminate SQ. Turn the ICS Knob to adjust squelch. the ICS Knob to illuminate SQ. Turn
19 - PLAY 19 - PLAY
Press once to play the last recorded COM audio. Press again to stop playing. Press once to play the last recorded
Press twice within 0.5 second while audio is playing and the previous block of Press twice within 0.5 second while a
recorded audio is played. Each subsequent two presses within 0.5 second recorded audio is played. Each sub
plays each previously recorded block. plays each previously recorded block
20 - INTR COM 20 - INTR COM
Selects and deselects the pilot/copilot intercom on both Audio Panels. Selects and deselects the pilot/copilo
21 - CABIN 21 - CABIN
Initiates intercom communications with passengers in the cabin. Initiates intercom communications w
22 - ICS Knob 22 - ICS Knob
Turn to adjust intercom volume or squelch. Press to switch between volume Turn to adjust intercom volume or sq
and squelch control as indicated by illumination of VOL or SQ. The MAN SQ and squelch control as indicated by
Key must be selected to allow squelch adjustment. Key must be selected to allow squelc
23 - MSTR Knob 23 - MSTR Knob
The Master Volume Control adjusts volume for the blended NAV, COM, inter- The Master Volume Control adjusts v
com audio, and alert warnings. com audio, and alert warnings.
24 - DISPLAY BACKUP Button 24 - DISPLAY BACKUP Button
Manually selects Reversionary Mode. Manually selects Reversionary Mode
Note: Audio is not available on the speakers in case of Audio Panel and its Note: Audio is not available on the spea
cross-side GIA unit simultaneously failure. cross-side GIA unit simultaneously
If there is a failure of one Audio Panel, the remaining one does not have If there is a failure of one Audio Panel,
access to the others side’s COM or NAV. For example, if the pilot side Audio access to the others side’s COM or NAV.
Panel fails, the copilot side Audio Panel has access to all the radios except Panel fails, the copilot side Audio Panel
for COM1 and NAV1. for COM1 and NAV1.
Two VHF Transceivers embedded in GIA (Garmin Integrated Avionics unit) Two VHF Transceivers embedded
1 and 2 1 and 2
Two VHF Antennas Two VHF Antennas
Each VHF transceiver is also connected to independent electrical BUS sys- Each VHF transceiver is also conne
tems. The emergency bus supplies power to VHF 1 Transceiver and the DC tems. The emergency bus supplies p
Bus 1 supplies power to VHF 2 Transceiver. Bus 1 supplies power to VHF 2 Tran
AUDIO AUDIO
PANEL 1 PANEL 2
S E R V I C E S
INTEGRATED INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 1
(GIA 1) (GIA 1)
(VHF1) (VHF1)
T R A I N I N G
April 2009
14-8
Phenom 100
DC BUS 1 EMERGENCY BUS DC BUS 1 DC BUS 2
VHF 1 GIA 1 VHF 1 AUDIO 1
PWR 1 PWR 2 VHF 2 AUDIO 2 GIA 2
PFD 1 MFD PFD 2
T R A I N I N G
April 2009
14-8
Communications
The VHF transceivers are embedded in the GIA. The two GIAs are installed in The VHF transceivers are embedded
conveniently accessible locations for inspection and maintenance purposes. conveniently accessible locations for
The VHF controls are embedded in the displays. There are PTT (Push-to- The VHF controls are embedded in
Talk) switches for radios on the main instrument panel in parallel with the PTT Talk) switches for radios on the main
on the control yoke. on the control yoke.
The VHF 1 and 2 antennas are installed on the top and on the bottom of the The VHF 1 and 2 antennas are insta
aircraft. The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is con- aircraft. The VHF 1 antenna is conne
nected to GIA 2. nected to GIA 2.
GIA 2 GIA 2
GIA 1 GIA 1
SDS2432231200P015R
VHF 2 ANTENNA
SDS2432231200P017R
The VHF transceiver consists of an independent transmitter and an AM The VHF transceiver consists of a
receiver. Each transceiver provides voice communication in the 118.000 to receiver. Each transceiver provides
136.992 MHz general aviation band with 25 kHz or 8.33 kHz channel spac- 136.992 MHz general aviation band
ing.The 8.33 kHz channel spacing meets European requirements. The chan- ing.The 8.33 kHz channel spacing m
nel spacing is selectable on the AUX-system setup page on the MFD. nel spacing is selectable on the AUX
COM Transceiver Selection and Activation COM Transceiver Selection and Activa
Note: During PA Mode, the COM MIC Annunciator is extinguished and the Note: During PA Mode, the COM MIC
COM active frequency color changes to white, indicating that neither COM active frequency color chan
COM transmitter is active. COM transmitter is active.
Note: When turning on the G1000 for use, the system remembers the last fre- Note: When turning on the G1000 for us
quencies used and the active COM transceiver state prior to shutdown. quencies used and the active COM
The COM Frequency Box is composed of four fields; the two active frequen- The COM Frequency Box is composed o
cies are on the left side and the two standby frequencies are on the right. The cies are on the left side and the two stand
COM transceiver is selected for transmitting by pressing the COM MIC Keys COM transceiver is selected for transmitt
on the Audio Panel. During reception of audio from the COM radio selected on the Audio Panel. During reception of
for transmission, audio from the other COM radio is muted. for transmission, audio from the other CO
An active COM frequency displayed in green indicates that the COM trans- An active COM frequency displayed in g
ceiver is selected on the Audio Panel (COM1 MIC or COM2 MIC Key). Both ceiver is selected on the Audio Panel (C
active COM frequencies appearing in white indicate that no COM radio is active COM frequencies appearing in w
selected for transmitting (PA Key is selected on the Audio Panel). Frequen- selected for transmitting (PA Key is sele
cies in the standby fields are displayed in white. cies in the standby fields are displayed in
Active Standby Active Standby
Fields Fields Fields Fields
Top Section of
the Audio Panel
COM3 is reserved for the optional HF radio. The active HF frequency is not COM3 is reserved for the optional HF ra
shown on the G1000. shown on the G1000.
The active COM frequency displayed in green on the MFD is the same as on The active COM frequency displayed in g
PFD1. PFD1.
Transmit / Receive Indications Transmit / Receive Indications
During COM transmission, a white TX appears by the active COM frequency During COM transmission, a white TX ap
replacing the Frequency Transfer Arrow. On the Audio Panel, when the active replacing the Frequency Transfer Arrow. O
COM is transmitting, the active transceiver COM MIC Key Annunciator COM is transmitting, the active transc
flashes approximately once per second. flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM fre- During COM signal reception, a white R
quency replacing the Frequency Transfer Arrow. quency replacing the Frequency Transfer
When the same COM radio is selected on both Audio Panels, the pilot has When the same COM radio is selec
transmit priority on COM1, the copilot has transmit priority on COM2. transmit priority on COM1, the copilo
Annunciator
Flashes During
Transmit and Transmission Transmit and
Receive Indicators Receive Indicat
Turn the VOL/SQ Knob to adjust Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn volume. Press the Knob to Turn
Automatic Squelch On or Off Press the Frequency Transfer Automatic Squelch On or Off
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box
Volume Volume
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ COM radio volume level can be adju
Knob. Turning the knob clockwise increases volume, turning the knob counter- Knob. Turning the knob clockwise inc
clockwise decreases volume. When adjusting volume, the level is displayed in clockwise decreases volume. When a
place of the standby frequencies. Volume level indication remains for two sec- place of the standby frequencies. Vol
onds after the change. onds after the change.
COM Volume
Level Remains for
Two Seconds
Speaker Speaker
Each Audio Panel controls a separate cockpit speaker. Pressing the SPKR Key Each Audio Panel controls a separate
selects and deselects the on-side speaker unless oxygen masks are in use. selects and deselects the on-side sp
While using oxygen masks, the on-side cockpit speaker is always on, pilot audio While using oxygen masks, the on-sid
is always heard on the speaker, and the SPKR Key is disabled on the side in is always heard on the speaker, and
which the oxygen mask is in use. SPKR is automatically selected during power which the oxygen mask is in use. SPK
up. up.
All of the radios can be heard over the cockpit speakers. Speaker audio is muted All of the radios can be heard over the
when the PTT is pressed. when the PTT is pressed.
Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on Certain aural alerts and warnings (aut
the speaker, even when the speaker is not selected. the speaker, even when the speaker is
The speaker volume is adjustable within a nominal range. Contact a Garmin- The speaker volume is adjustable wi
authorized service center for volume adjustment. authorized service center for volume a
MKR HI MKR HI
MUTE SENS MUTE SENS
AUX AUX
VOL SQ VOL SQ
Note: The PTT switches on glareshield are provided to allow radio transmis- Note: The PTT switches on glaresh
sions and voice communications to passengers. sions and voice communicati
If the PTT MIC switch becomes stuck, the COM transmitter stops transmitting If the PTT MIC switch becomes stuck
after 35 seconds of continuous operation. An alert appears on the PFD (Pri- after 35 seconds of continuous oper
mary Flight Display) to advise the crew of a stuck microphone.The COM1 mary Flight Display) to advise the c
MIC or COM2 MIC key annunciator on the audio panel continues to flash as MIC or COM2 MIC key annunciator
long as the PTT MIC switch remains stuck. long as the PTT MIC switch remains
LH LATERAL
CONSOLE
2 2
1 1
SDS2432235100P041R
5
6 6
4 4
Intercom Intercom
INTR COM Key INTR COM Key
Pressing the INTR COM Key on either Audio Panel selects and deselects the Pressing the INTR COM Key on either Au
intercom on both Audio Panels. intercom on both Audio Panels.
The annunciator is lit when the intercom is active. The intercom connects the The annunciator is lit when the intercom
pilot and copilot together. Either the pilot or copilot may select or deselect the pilot and copilot together. Either the pilot
intercom. Intercom in automatically selected during power on. intercom. Intercom in automatically selec
Powering off the unit automatically clears all recorded blocks. Powering off the unit automatically cl
PLAY Key
Controls the
Play Function
Note: Pressing the play key on the pilot’s Audio Panel plays recorded audio to Note: Pressing the play key on the p
the Pilot. Pressing the play key on the Copilot’s Audio Panel plays the Pilot. Pressing the play
recorded audio to the Copilot. recorded audio to the Copilot
* OFF means no audio source is plugged into the respective Audio Jack Panel. * OFF means no audio source is plugged into the res
**ON means an audio source (e.g MP3 player) is plugged into the respective Audio Jack Panel. **ON means an audio source (e.g MP3 player) is plu
The time required for MUSIC volume to return to normal is between one-half The time required for MUSIC volume
and four seconds. and four seconds.
XM Radio Entertainment XM Radio Entertainment
XM Radio audio from the Data Link Receiver may be heard by the pilot and XM Radio audio from the Data Link
passengers simultaneously (optional: requires subscription to XM Radio Ser- passengers simultaneously (optional
vice). vice).
Jack Panel Jack Panel
Cockpit Voice and Data Recorder (CVDR) System Cockpit Voice and Data
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a The CVDR (Cockpit Voice and Data
FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR FDR (Flight Data Recorder) and a CV
system keeps a record of the critical flight data and voice communications in system keeps a record of the critical
the cockpit area. the cockpit area.
The CVDR unit keeps the most recent data from the input sources as follows: The CVDR unit keeps the most recen
A minimum of 2 hours of audio data from four input sources (two primary A minimum of 2 hours of audio da
crew microphones, an area microphone in the cockpit and a spare audio crew microphones, an area micro
input). input).
A minimum of 25 hours of flight data unit. A minimum of 25 hours of flight da
After the flight, the records of cabin voice data contained in the CVDR mem- After the flight, the records of cabin v
ory can be erased if the aircraft is on the ground, the parking brake is applied, ory can be erased if the aircraft is on
and the control panel toggle switch is set at the CVR ERASE position. and the control panel toggle switch is
The CVDR system continuously records cockpit voice and flight data as long The CVDR system continuously reco
as aircraft power is on. as aircraft power is on.
The CVDR system does not let the audio data be erased when the aircraft is The CVDR system does not let the a
in flight. In order to manually erase the audio data, there must be a WOW in flight. In order to manually erase
(Weight-on-Wheels) indication and the parking brake must be set. The pilot (Weight-on-Wheels) indication and the p
can then use the CVR ERASE button on the CVDR control panel to erase the can then use the CVR ERASE button on
audio data. audio data.
The CVDR unit receives the audio on four band voice channels: The CVDR unit receives the audio on fou
Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address
Channel 1: Cockpit Spare Audio Input
System) (PA is an optional function for the PHENOM 100). System) (PA is an optional function for
Channel 2: Co-Pilot’s Audio, Boom, Mask, and Hand-Held Microphone
Channel 2: Co-Pilot’s Audio, Boom, Ma
Input Input
Channel 3: Pilot’s Audio, Boom, Mask and Hand-Held Microphone Input
Channel 3: Pilot’s Audio, Boom, Mask
Channel 4: Cockpit Area Microphone (CAM) Input Channel 4: Cockpit Area Microphone (
The controls for the CVDR system are on the left lateral console in the cock- The controls for the CVDR system are on
pit. The CVDR control panel contains test switches, a CVR ERASE pushbut- pit. The CVDR control panel contains tes
ton, and a headphone jack that can be used to monitor the audio signals ton, and a headphone jack that can be
being recorded. being recorded.
Cockpit Area Microphone Cockpit Area Microphone
The cockpit area microphone is located on a vertical plane oriented orthogo- The cockpit area microphone is located o
nally to the pilot’s and copilot’s normal line of sight. The cockpit area micro- nally to the pilot’s and copilot’s normal lin
phone faces the crew members and is mounted in such a way that the phone faces the crew members and is
exposed portion of the microphone element is unobstructed. The cockpit area exposed portion of the microphone eleme
microphone records the audio from inside the cockpit and receives power microphone records the audio from insi
from the CVDR unit. from the CVDR unit.
A A
B B
F DR 1 F A IL
F DR 1 F A IL
C VR P AS S
LH LATERAL C VR P AS S
CONSOLE
A A
CVDR CONTROL PANEL
COM 1/2 TEMP COM 1/2 over COM 1/2 is reporting high temper- COM 1/2 TEMP COM 1/2 over
temp. Reducing ature. Power is reduced. temp. Reducing
power. power.
COM 1/2 PTT COM 1/2 The COM channel 1/2 push-to-talk COM 1/2 PTT COM 1/2
push-to-talk key is switch is stuck in the enabled (or push-to-talk key is
stuck. “pressed”) state. stuck.
Limitations Limitations
None None
Electrical Electrical
General General
Electrical power is supplied to the Phenom 100 aircraft through the Electrical Electrical power is supplied to the Ph
Power Generation and Distribution system (EPGDS). This electrical system is Power Generation and Distribution sy
primarily a 28 volt Direct Current (VDC) System. It is also supplemented by primarily a 28 volt Direct Current (V
Alternating Current (AC) electrical power provided through an inverter. The Alternating Current (AC) electrical p
inverter only provides power to the electrical outlets that are located through- inverter only provides power to the e
out the aircraft. Electrical Power is provided using two 24 VDC, 27 out the aircraft. Electrical Power i
ampere hour lead-acid batteries and generated by two engine driven ampere hour lead-acid batteries an
starter-generators (SG) rated at 325 Amps each. A single ground power unit starter-generators (SG) rated at 325
(GPU) connection is provided to permit the use of a GPU, while on the (GPU) connection is provided to per
ground for all aircraft electrical power requirements. ground for all aircraft electrical pow
(HotBatBus-2)
Emergency Em
Power Po
Distribution Dis
Unit Un
(HotBatBus-1)
BC2
BATT 1
EPDU EPDU
RPDU RPDU
LPDU LPDU
SDS2432243000P009 SDS2432243000P009
EPDU
LPDU RPDU LPDU
SHED BUS
HOT BATT BUS 1
EMERGENCY BUS
EMERGENCY BUS
EMERGENCY BUS
DC BUS 1
DC BUS 1
DC BUS 2
LH LATERAL RH LATERAL LH LATERAL
CONSOLE CONSOLE CONSOLE
RH CBP
LH CBP LH CBP
ELECTRICAL ELEC
GEN 1 GPU GEN 2 GEN 1 G
IN USE IN
OFF OFF OFF
BUS TIE B
7 7
AUTO A
1 OPEN 2 OPEN 1 OPEN
6 5 4 6 5
Note: A GPU AVAIL light illuminates on the button when the DC GPU is prop- Note: A GPU AVAIL light illuminates
erly connected to the airplane and DC power quality requirements are satisfied. erly connected to the airplane and DC
Note: When pushed in, an IN USE light illuminates on the button. Note: When pushed in, an IN USE l
GEN 2 contactor, connecting the generator 2 to the DC BUS 2. GEN 2 contactor, connecting the gene
OFF: opens the GEN 2 contactor isolating the generator 2 from the DC OFF: opens the GEN 2 contactor isola
BUS 2. BUS 2.
4 – Battery 2 Switch 4 – Battery 2 Switch
ON: closes BC 2, connecting the HOT BATT BUS 2 to the CENTRAL BUS. ON: closes BC 2, connecting the HOT
gency circuitry, connecting the batteries directly to the EMERGENCY gency circuitry, connecting the batterie
BUS, regardless of any other command from the Electrical Distribution BUS, regardless of any other comman
Logic. Logic.
PUSH OUT: the power contactors operate automatically according to the PUSH OUT: the power contactors ope
Note: The Electrical Emergency switch is illuminated when the switch is in the Note: The Electrical Emergency switch is
latched position. latched position.
Generator Generator
Bus Bus
Battery Battery
Generator Generator
On Bus off Off On
Bus Bus
Normal Abnormal Normal
Battery Battery
Normal Abnormal Normal
Electrical System Unit Status Indications Electrical Syste
Valve-Regulated Lead Acid (VLRA) batteries do not require cooling for nor- Valve-Regulated Lead Acid (VLRA)
mal operation and are able to operate throughout the entire aircraft flight mal operation and are able to ope
envelope, at maximum regulated voltage, with adequate ambient ventilation. envelope, at maximum regulated vol
Battery One Battery One
SDS2432243600P023-R(b)
BC2
BATT1 BATT1
With both BATT 1 and BATT 2 switches set at ON, the batteries are in parallel With both BATT 1 and BATT 2 switches s
and: and:
BC 1 is closed, providing electrical power to the EMERGENCY BUS BC 1 is closed, providing electrical pow
BC 2 is closed, providing electrical power to the CENTRAL BUS BC 2 is closed, providing electrical pow
DC EXTERNAL DC EXTERNAL
RECEPTACLE RECEPTACLE
SDS2432244000P039-R
BC2
Operation Operation
If the DC power is in the acceptable limits and the GPU switch is in the If the DC power is in the acceptab
unlatched position, then the GPU AVAIL lamp is ON. If the power quality is unlatched position, then the GPU AV
not in the acceptable limits of power aircraft loads, the GPU is not allowed to not in the acceptable limits of power
supply electrical power to the aircraft. In this case, there is no indication avail- supply electrical power to the aircraft
able to the flight crew. able to the flight crew.
Setting the GPU switch to the latched position enables the automatic EPGDS Setting the GPU switch to the latched
operation through the GCU for powering with external power. Setting the operation through the GCU for pow
GPU switch to the latched position allows automatic EPGDS operation. GCU GPU switch to the latched position a
1 commands the Ground Power Contactor (GPC) to close, connecting the 1 commands the Ground Power Co
external power source to the CENTRAL BUS. The GPU AVAIL lamp extin- external power source to the CENT
guishes and the GPU IN USE lamp illuminates.The GCUs command BTC guishes and the GPU IN USE lamp illu
(Bus Tie Contactor) 1 and BTC 2 to close, provided the BUS TIE switch is set (Bus Tie Contactor) 1 and BTC 2 to close
at AUTO. This allows the external DC power to energize the EMERGENCY at AUTO. This allows the external DC po
BUS, DC BUS 1, and DC BUS 2 loads. GCU 2 commands the SBC (Shed BUS, DC BUS 1, and DC BUS 2 loads.
Bus Contactor) to close, connecting the SHED BUS loads to the GPU. Also, if Bus Contactor) to close, connecting the S
the BATT 1 and BATT 2 switches are set at ON, battery 1 and battery 2 are the BATT 1 and BATT 2 switches are se
recharged through the respective BC (Battery Contactor). To feed external recharged through the respective BC (B
GPU power to the aircraft for electrical power, battery 2 must be operational. GPU power to the aircraft for electrical po
The starter generators are the primary electrical power sources of the aircraft The starter generators are the primary ele
systems. Each starter generator powers the respective DC BUS. SHED BUS systems. Each starter generator powers t
is powered by starter generator 2, through DC BUS 2 and SBC (Shed Bus is powered by starter generator 2, throu
Contactor). CENTRAL BUS is also powered by starter generator 2, through Contactor). CENTRAL BUS is also powe
DC BUS 2 and BTC (Bus Tie Contactor) 2; BTC 1 remains open to keep the DC BUS 2 and BTC (Bus Tie Contactor)
DC BUS 1 and CENTRAL BUS isolated. EBC (Emergency Bus Contactor) 1 DC BUS 1 and CENTRAL BUS isolated.
is energized through hardwire logic, which allows battery 1 to be charged is energized through hardwire logic, wh
through BC (Battery Contactor) 1. EBC 2 remains open to keep the EMER- through BC (Battery Contactor) 1. EBC 2
GENCY BUS and HOT BATT BUS 2 isolated, while battery 2 is charged GENCY BUS and HOT BATT BUS 2 is
through BC 2. The SC (Start Contactor)s and QSC (Quiet Start Contactor) are through BC 2. The SC (Start Contactor)s
only energized in case of an engine starting attempt. only energized in case of an engine starti
The GCUs are primarily powered through the respective starter generator, The GCUs are primarily powered throug
but backup cross battery power is also available in case of channel malfunc- but backup cross battery power is also a
tion and/or short circuit. tion and/or short circuit.
Normal operation of the EPGDS is in the automatic mode. In this condition, Normal operation of the EPGDS is in the
the EPGDS manages a latched conditional bus power source priority the EPGDS manages a latched cond
between the aircraft starter generators and the external power source. The between the aircraft starter generators a
EPGDS latches the system configuration and avoids power switching EPGDS latches the system configura
between starter generators and GPU following the first power source connec- between starter generators and GPU follo
tion. If the GPU is connected to the aircraft before one of the starter genera- tion. If the GPU is connected to the aircr
tors is available, the aircraft remains powered by the GPU, until it is tors is available, the aircraft remains
disconnected from the EPGDS. If one starter generator is connected to the disconnected from the EPGDS. If o
aircraft before the GPU is available, the aircraft remains powered by the aircraft before the GPU is available
starter generator, until it is disconnected from the EPGDS. The latched condi- starter generator, until it is disconnec
tional bus power source priority does not affect the engine starting procedure, tional bus power source priority does
nor causes power source interruption to the aircraft loads. Manual off selec- nor causes power source interruptio
tion of each power source (starter generators, GPU, batteries) can be accom- tion of each power source (starter ge
plished by the flight crew through the control switches located on the plished by the flight crew through
ELECTRICAL control panel. ELECTRICAL control panel.
Manual control of the EGPDS capability is provided to override some of the Manual control of the EGPDS capab
automatic control features. Specifically, the flight crew has interrupt control of automatic control features. Specifica
GLC1 and 2 through the respective generator switch, BC1 and 2 through the GLC1 and 2 through the respective g
respective battery switch, BTC1 and 2 through the Bus Tie Switch, and GPC respective battery switch, BTC1 and
through the Ground Power Switch. through the Ground Power Switch.
Furthermore, for safety reasons, the flight crew has authority to override the Furthermore, for safety reasons, the
aircraft automatic features and force an electrical emergency configuration aircraft automatic features and forc
through the Electrical Emergency Switch. through the Electrical Emergency Sw
BC2
BATT1 BATT1
Engine 1 Start Assisted with Starter-Generator 2 and Battery 2 Engine 1 Start Assisted with St
GPU GPU
BC2
BATT1 BATT1
BC2
BATT1 BATT1
BC2
BATT1 BATT1
BC2
BC1 BC1
HB1 HB1
BATT1 BATT1
BC2
BC1 BC1
HB1 HB1
BATT1 BATT1
The static inverter is powered by the 28 V DC aircraft electrical system from The static inverter is powered by the 28
the SHED BUS and is protected by a 25 A (Ampere) circuit breaker.The static the SHED BUS and is protected by a 25 A
inverter is a nonessential bus source available and controlled manually by a inverter is a nonessential bus source ava
switch, installed on cockpit main panel to allow the flight crew to turn off the switch, installed on cockpit main pan
static inverter, when the aircraft is below 10,000 ft (Foot). static inverter, when the aircraft is be
Under normal operation, the AC outlet system provides AC power to the Under normal operation, the AC ou
cockpit and passenger cabin to connect laptops and portable equipment cockpit and passenger cabin to co
devices. Below 10,000 ft the PAX SIGNS switch is set to the PED–BELTS/ devices. Below 10,000 ft the PAX S
OFF position in order to ask the passengers to fasten the seat belts and turn OFF position in order to ask the pas
off AC power supply to the PED (Portable Equipment Devices). off AC power supply to the PED (Por
PAX Signs Toggle PAX Signs Toggle
ON ON ON
DC BUS 1 DC BU
ADC 1 ADC 1
ADS 1 STATIC HEATER ADS 1 STATIC HEATER
ADS/AOA HEATER ADS/AOA HEATER
AOA 1 HEATER AOA 1 HEATER
AVIONICS FAN 1 AVIONICS FAN 1
COCKPIT EVAPORATOR FAN COCKPIT EVAPORATOR FAN
COCKPIT FLOW CONTROL SHUTOFF VALVE COCKPIT FLOW CONTROL SHUTOFF VALV
COCKPIT TEMPERATURE CONTROLLER COCKPIT TEMPERATURE CONTROLLER
DEICE TIMER (BOOT) DEICE TIMER (BOOT)
DME 1 DME 1
ECS BATTERIES INHIBIT ECS BATTERIES INHIBIT
ENGINE 1 ANTI-ICE VALVE ENGINE 1 ANTI-ICE VALVE
ENGINE 1 FLOWMETER ENGINE 1 FLOWMETER
FADEC 1B FADEC 1B
FLAP ACTUATORS FLAP ACTUATORS
FLAP CONTROL UNIT FLAP CONTROL UNIT
GCU 1 PWR GCU 1 PWR
GCU 2 GPU PWR GCU 2 GPU PWR
GIA 1 (COMM-VHF 1) PWR GIA 1 (COMM-VHF 1) PWR
GIA 2 (COMM-VHF 2) PWR GIA 2 (COMM-VHF 2) PWR
GROUND COOLING FAN GROUND COOLING FAN
HF COUPLER HF COUPLER
HF POWER AMPLIFIER HF POWER AMPLIFIER
HF TRANSMITTER/RECEIVER UNIT HF TRANSMITTER/RECEIVER UNIT
HF TUNING UNIT HF TUNING UNIT
IESI POWER 2 IESI POWER 2
IGNITION EXCITER 1B IGNITION EXCITER 1B
LANDING GEAR CONTROL LEVER SOLENOID LANDING GEAR CONTROL LEVER SOLENO
LH LANDING AND TAXI LIGHT LH LANDING AND TAXI LIGHT
MFD POWER 1 MFD POWER 1
PASSENGER SIGNALS PASSENGER SIGNALS
PITOT 1 HEATER PITOT 1 HEATER
PRESSURIZATION STATIC PORT HEATER PRESSURIZATION STATIC PORT HEATER
PUSHER CONTROLLER CHANNEL 2 PUSHER CONTROLLER CHANNEL 2
QUIET START CONTACTOR CONTROL QUIET START CONTACTOR CONTROL
RAIN DISPERSAL RAIN DISPERSAL
ROLL TRIM ACTUATOR ROLL TRIM ACTUATOR
SATCOM SATCOM
SELCAL SELCAL
STAIR LIGHT STAIR LIGHT
STATIC PORT 1A & 2B STATIC PORT 1A & 2B
STROBE LIGHT (RIGHT) STROBE LIGHT (RIGHT)
UPWASH LIGHTS UPWASH LIGHTS
WINDSHIELD HEATING 1 CHANNEL 1 WINDSHIELD HEATING 1 CHANNEL 1
WINDSHIELD HEATING 2 CHANNEL 2 WINDSHIELD HEATING 2 CHANNEL 2
WING INSPECTION LIGHT (LEFT) WING INSPECTION LIGHT (LEFT)
WX RADAR WX RADAR
YAW TRIM ACTUATOR YAW TRIM ACTUATOR
DC BUS 2 DC B
ADC 2 ADC 2
ADS 2 STATIC HEATER ADS 2 STATIC HEATER
AHRS 2 AHRS 2
AOA 2 HEATER AOA 2 HEATER
AUDIO PANEL 2 AUDIO PANEL 2
AUTOPILOT SERVOS AUTOPILOT SERVOS
AVIONICS FAN 2 AVIONICS FAN 2
BRAKE CONTROL UNIT BRAKE CONTROL UNIT
CABIN FLOW CONTROL VALVE CABIN FLOW CONTROL VALVE
CABIN TEMPERATURE CONTROL POWER 2 CABIN TEMPERATURE CONTROL POWE
COCKPIT LIGHTS COCKPIT LIGHTS
CPMS AUTO CHANNEL CPMS AUTO CHANNEL
DATA LINK/IRIDIUM DATA LINK/IRIDIUM
DIMMER MAIN CHANNEL DIMMER MAIN CHANNEL
DME 2 DME 2
ELECTRONIC FUEL CONDITIONING UNIT 2 ELECTRONIC FUEL CONDITIONING UNIT
ENGINE 2 ANTI-ICE VALVE ENGINE 2 ANTI-ICE VALVE
ENGINE 2 FLOWMETER ENGINE 2 FLOWMETER
FADEC 2B FADEC 2B
FLOOD LIGHTS FLOOD LIGHTS
FMS PANEL FMS PANEL
GCU 2 PWR GCU 2 PWR
GEA 3 GEA 3
GIA 2 GIA 2
HYDRAULIC PUMP FAN HYDRAULIC PUMP FAN
HYDRAULIC PUMP SHUTOFF VALVE HYDRAULIC PUMP SHUTOFF VALVE
IGNITION EXCITER 2B IGNITION EXCITER 2B
MFD POWER 2 MFD POWER 2
NAVIGATION LIGHTS NAVIGATION LIGHTS
PASSENGER LIGHTS PASSENGER LIGHTS
PFD 2 PFD 2
PILOT AND PAX READING LIGHTS PILOT AND PAX READING LIGHTS
PITCH TRIM (MAIN) PITCH TRIM (MAIN)
PITOT 2 STATIC HEATER PITOT 2 STATIC HEATER
PUSHER ACTUATOR POWER PUSHER ACTUATOR POWER
RED BEACON LIGHT RED BEACON LIGHT
RH LANDING AND TAXI LIGHT RH LANDING AND TAXI LIGHT
SATELLITE WEATHER AND RADIO SATELLITE WEATHER AND RADIO
STORMSCOPE STORMSCOPE
TEMPERATURE CONTROL POWER 2 TEMPERATURE CONTROL POWER 2
TRANSPONDER 2 (MODE S) TRANSPONDER 2 (MODE S)
WINDSHIELD HEATING 1 CHANNEL 2 WINDSHIELD HEATING 1 CHANNEL 2
WINDSHIELD HEATING 2 CHANNEL 1 WINDSHIELD HEATING 2 CHANNEL 1
Phenom 100
A 7.5 5 5 5 5 5 5 5 5 5 5 7.5 7.5 5
Left CB Panel
E1 INLET FADEC SWPS GUIDANCE GEA 1 PFD 1 MFD FADEC E1 FLOW E1 ANTI FLAP YAW ROLL ADS/AOA
HTR 1A CH2 PWR 1 1B METER ICE CTRL TRIM TRIM HTR CTRL
PANEL
B 5 5 5 7.5 5 5 5 5 5 5 7.5
XPDR 1 AHRS 1 CPCS P TRIM GIA 1 PRSOV 1 AUDIO 1 CKPT ECS IESI VHF 2
MAN BKP FCSOV INHIB PWR 2
C 10 5 5 5 5 5 5 5 5 5 5 5
PUMP PUMP EFCU 1 XFR FUEL TEMP DEICE LG CTRL VHF 1 AVNX DME 1 WX
PWR 1 CMD 1 SOV 1 PWR 1 LEVER PWR 1 FAN 1 RADAR
D 5 5 5 5 5 5 5
15-29
E1 INLET FADEC SWPS GUIDANCE GEA 1 PFD 1 MFD FADEC E1 FLOW E1 ANTI FLAP YAW ROLL ADS/AOA
HTR 1A CH2 PWR 1 1B METER ICE CTRL TRIM TRIM HTR CTRL
PANEL
B 5 5 5 7.5 5 5 5 5 5 5 7.5
XPDR 1 AHRS 1 CPCS P TRIM GIA 1 PRSOV 1 AUDIO 1 CKPT ECS IESI VHF 2
MAN BKP FCSOV INHIB PWR 2
A 5 5 7.5 5 5 7.5 5 5 5 5 5 5 10 5 5
ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC PTRIM MFD GIA 2 GSD GEA 2 IESI FADEC PUMP PUMP FUEL
MON B ICE HTR METER 2B NML PWR 2 PWR 1 2A PWR 2 CMD 2 SOV 2
5 5 5 5 5 5 5 5 5 5 5 7.5 5 5 5 5
B
DLK/ SAT WX/ AVNX GEA 3 HYD AFCS EFCU 2 PFD 2 AUDIO 2 TEMP MASK VHF 1 COMPASS ANN DOME PRSOV 2
IRIDIUM RADIO FAN 2 PUMP SERVOS PRES DEPLOY PWR 2 SAFETY
LT
COMM AVIONICS OXY LIGHTS
C 5 5 5 5 5 5 5 5 5 5 5 5
AHRS2 ADC 2 DME 2 FMS XPDR2 CABIN TEMP CPCS VOICE/ IND/WRN WOW RAM AIR
PANEL FCSOV PWR 2 AUTO DATA VALVE
RECORDER
LG
NAV AIR COND/PRESN
SHED BUS
LIGHTS
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
A 5 5 7.5 5 5 7.5 5 5 5 5 5 5 10 5 5
ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC PTRIM MFD GIA 2 GSD GEA 2 IESI FADEC PUMP PUMP FUEL
MON B ICE HTR METER 2B NML PWR 2 PWR 1 2A PWR 2 CMD 2 SOV 2
5 5 5 5 5 5 5 5 5 5 5 7.5 5 5 5 5
B
DLK/ SAT WX/ AVNX GEA 3 HYD AFCS EFCU 2 PFD 2 AUDIO 2 TEMP MASK VHF 1 COMPASS ANN DOME PRSOV 2
IRIDIUM RADIO FAN 2 PUMP SERVOS PRES DEPLOY PWR 2 SAFETY
LT
COMM AVIONICS OXY LIGHTS
Limitations Limitations
Batteries Voltage Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V Minimum Voltage for Engines Start .
Note: Minimum GPU voltage for batteries charging is 27 V. Note: Minimum GPU voltage for b
Note: May be exceeded up to 300 A inflight below 34000 ft. Note: May be exceeded up to 300
BATT 1 (2) OFF Associated battery is isolated from the BATT 1 (2) OFF Asso
BUS electrical network. BUS
BATT BATT
Any battery voltage is above 29 V. An
Caution EXCEEDANCE Caution EXCEEDANCE
GEN 1 (2) OFF Generator failure or generator switch is GEN 1 (2) OFF Gene
BUS at the OFF position. BUS
GEN START Generator start contactor failed in the GEN START Gen
FAULT closed position. FAULT
DC BUS 1 (2) OFF Associated DC BUS is deenergized. DC BUS 1 (2) OFF Ass
Passengers Passengers
Life vests for the passengers are stowed under of each pax seat. Life vests for the passengers are stowed
ELT
ELT/NAV
FIRST
AID KIT
01 OPTIONAL EQUIPMENT 01 OPTIONAL EQUIPMENT
EM500ENSDS250051C
AFT CABIN A
PARTITION LH PASSENGER CABIN/ P
(REF.) LAVATORY PARTITION
(REF.)
WATER WAT
BARRIER LAVATORY BARR
AMENITIES
CABINET
LIFE VEST 01
01 OPTIONAL EQUIPMENT
CONSOLE (REF.)
CONSOLE (REF.)
A
LH COMPLEMENT
LH COMPLEMENT
CONSOLE (REF.)
CONSOLE (REF.)
LH LATERAL
LH LATERAL
B
C
C
A
A
CONSOLE (REF.)
CONSOLE (REF.)
B
B
COMPLEMENT
COMPLEMENT
C
CONSOLE (REF.)
RH COMPLEMENT
TYPICAL
TYPICAL
C
C
CONSOLE (REF.)
RH LATERAL
EM500ENSDS330064A.DGN
EM500ENSDS330064A.DGN
FLASHLIGHT
FLASHLIGHT
There are flashlights on the LH (Left-Hand) lateral console (intended for the There are flashlights on the LH (Left-Han
pilot) and on the RH (Right-Hand) lateral console (intended for the copilot). pilot) and on the RH (Right-Hand) lateral
Each flashlight is placed on specific cradle on the LH and RH lateral con- Each flashlight is placed on specific cra
soles. Two AA batteries provide power to the flashlight during main service soles. Two AA batteries provide power t
conditions. To use the flashlight, you must disengage it from its cradle and conditions. To use the flashlight, you mu
turn it on. After use, return the flashlight to its cradle. turn it on. After use, return the flashlight t
BRACKET
CLAMP
PORTABLE FIRE
EXTINGUISHER
SDS2432262400P043R
406.025 MHz
A.C.C.
AIR CONTROL
Emergency Locator Transmitter System
April 2009
16-7
Emergency Equipment
Phenom 100
L.U.T.
GEOSAR LOCAL USER TERMINAL
SATELLITE M.C.C.
MISSION CONTROL CENTER
LEOSAR
SATELLITE
406.025 MHz
Developed for
Emergency Locator Transmitter Sy
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
ELT
MOUNTING
FUEL FUEL
TRAY
FUEL PUSHER
CUTOUT FUEL PUSHER
CUT
PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PUMP 2 CUTOUT
ON ON ON ON
PAX SIGNS ELT HYD PUMP PAX SIGNS ELT HYD PUMP
AUTO AUTO
OFF ON OFF O
PED-BELTS/OFF ON PED-BELTS/OFF ON
BELTS/ON ARMED BELTS/ON ARMED
OFF/ON TEST/RESET OFF/ON TEST/RESET
The ARM/OFF/ON switch has the functions that follow: The ARM/OFF/ON switch has the functio
Position Description Position De
The transmitter starts its operation remotely if the ARM/OFF/ The transmitter starts its o
ON ON
ON switch of the ELT front panel is set to ARM. ON switch of the ELT front
ARMED The unit is OFF. No part of the ELT is energized. ARMED The unit is OFF. No part of
If the ARM/OFF/ON switch of the ELT front panel is set to If the ARM/OFF/ON switc
ARM, the TEST/RST position of the ON/ARMED/TEST/RST ARM, the TEST/RST posi
switch enables the modes that follow: switch enables the modes
TEST/ TEST/
Self-test mode that is a temporary mode (maximum dura- Self-test mode that is a
RESET RESET
tion of 5 seconds). tion of 5 seconds).
Reset mode used to stop the ELT transmission in case of Reset mode used to sto
unintentional activation. unintentional activation.
Note: Regulations state that no transmission must be interrupted unless every Note: Regulations state that no transmis
means are used to contact and inform the ATC (Air Traffic Control) of this action. means are used to contact and inform the A
Note: As 406.025 MHz transmission is effective 50 seconds after the ELT acti- Note: As 406.025 MHz transmission is ef
vation, if it is reset within this delay, no further radio contact will be necessary. vation, if it is reset within this delay, no furt
The red LED gives an indication on the working mode of the beacon: The red LED gives an indication on t
After the self-test: a series of short flashes indicate that the self-test failed After the self-test: a series of shor
One long flash indicates a correct self-test One long flash indicates a correct
In operating mode: periodic flashes during 121.5/ 243.0 MHz transmission
In operating mode: periodic flashe
Long flash during 406.025 MHz transmission Long flash during 406.025 MHz tr
Emergency Locator Transmitter System Emergency Locator Transmitter Sy
RED LED RED LED
DIN 12 CONNECTOR
Battery Battery
The transmitter battery expires 6 years after manufacturing. If no activation of The transmitter battery expires 6 yea
the ELT occurs during the battery lifetime, it shall be replaced every 6 years the ELT occurs during the battery lif
or according to the recommendations of the local authority. or according to the recommendations
Limitations Limitations
None None
Upon setting BOTTLE switch to the DISCH position: Upon setting BOTTLE switch to the D
Extinguishing agent can be released to the respective engine selected by Extinguishing agent can be relea
the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton. the fire ENG 1 SHUTOFF or ENG
The message ENG FIREX BTL DISCH comes into view on the CAS window. The message ENG FIREX BTL DI
When the overheat / fire condition is extinguished, the FIRE message goes When the overheat / fire condition is
out of view on the ITT field from EICAS, the related engine fire shutoff push- out of view on the ITT field from EIC
button red light goes off and the aural warning FIRE is cancelled. button red light goes off and the aura
Limitations Limitations
None None
CAS Messages CAS Messages
TYPE MESSAGE MEANING TYPE MESSAGE
The fire extinguishing bottle for LH (Left- Th
Hand) engine pressure is below minimum, Han
E1 FIREX FAIL E1 FIREX FAIL
cartridge is already shot or there is no c
power available for shot.
The fire extinguishing bottle for RH (Right- The
Hand) engine pressure is below minimum, Han
E2 FIREX FAIL E2 FIREX FAIL
cartridge is already shot or there is no c
Caution power available for shot. Caution
ENGINE FIRE
DETECTOR LOOP
The system is able to detect either overheat (average temperature) or fire The system is able to detect either ove
(discrete air temperature). When the engine fire detector senses a fire / over- (discrete air temperature). When the eng
heat condition for an engine, a signal is sent to the GEA (Garmin Engine Air- heat condition for an engine, a signal is s
frame unit) and to the engine shutoff pushbutton in the ENG FIRE frame unit) and to the engine shuto
EXTINGUISHER control panel. EXTINGUISHER control panel.
Each engine fire detector is electrically connected to the Emergency Bus and Each engine fire detector is electrically co
supplies power to: supplies power to:
– Warning indication by means of a red light on the engine shutoff – Warning indication by means of a r
pushbutton. pushbutton.
– Warning indication by means of a red FIRE message in the ITT (Inter- – Warning indication by means of a r
stage Turbine Temperature) field on the EICAS (Engine Indication stage Turbine Temperature) field
Crew Alert System). Crew Alert System).
– Voice message: “FIRE, FIRE” – Voice message: “FIRE, FIRE”
– CAS message: ENG 1/2 FIRE – CAS message: ENG 1/2 FIRE
Fire Test Fire Test
A FIRE button on the TEST control panel is used to check of the integrity of the A FIRE button on the TEST control panel i
detection system; when it is pressed, a fire condition on the engines is simu- detection system; when it is pressed, a fi
lated, and the fire alarms are activated; red light in the shutoff pushbutton lated, and the fire alarms are activated;
lamps, FIRE message in the ITT field on the EICAS, voice message “Fire, lamps, FIRE message in the ITT field o
FIre,” and ENG 1 / ENG 2 CAS Message. FIre,” and ENG 1 / ENG 2 CAS Message.
Note: The engine shutoff pushbutton stays lit as long as the fire condition Note: The engine shutoff pushbutton s
persists. persists.
A single loop fire detector is installed around each engine and its integrity is A single loop fire detector is installed aro
continuously monitored. In case of failure of the power supply, bottle pres- continuously monitored. In case of failur
sure, cartridges or associated harnesses, fail messages will be displayed on sure, cartridges or associated harnesses
the CAS (Crew Alerting System) window and the EICAS. The detector sys- the CAS (Crew Alerting System) window
tem is powered by the EMERGENCY Bus. The Fire Exstinquishing system is tem is powered by the EMERGENCY Bus
powered by HOT BAT Bus 1 and HOT BAT Bus 2. powered by HOT BAT Bus 1 and HOT BA
Engine Fire Shutoff Buttons and Extinguishing Switch Engine Fire Shutoff Buttons and Extin
The FIRE control panel comprises one shutoff pushbutton for each engine The FIRE control panel comprises one
(ENG 1 SHUTOFF and ENG 2 SHUTOFF) and a fire extinguishing switch (ENG 1 SHUTOFF and ENG 2 SHUTO
(BOTTLE). Pressing either engine shutoff pushbutton on the FIRE control (BOTTLE). Pressing either engine shuto
panel enables the BOTTLE switch. If the engine fire condition does not disap- panel enables the BOTTLE switch. If the
pear, extinguishing agent can be discharged on the respective engine pear, extinguishing agent can be disc
selected through the engine shutoff pushbutton upon actuation of the BOT- selected through the engine shutoff push
TLE switch. The shutoff pushbuttons are protected by a guard. TLE switch. The shutoff pushbuttons are
ROLL
OFF LWD RWD OFF
DN
1 2 1
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
The TCPS is responsible for monitoring the extinguishing agent for correct The TCPS is responsible for monito
pressure. The switch contact of the TCPS is normally open when the fire pressure. The switch contact of the
extinguisher is properly charged and closed when sufficient pressure loss has extinguisher is properly charged and
occurred. occurred.
If fire / overheat condition is detected in an engine compartment, the mes- If fire / overheat condition is detected in
sage FIRE comes into view in the ITT (Interstage Turbine Temperature) field sage FIRE comes into view in the ITT (In
on the EICAS, the related engine fire shutoff pushbutton (ENG 1 SHUTOFF on the EICAS, the related engine fire sh
or ENG 2 SHUTOFF) red light comes on and the aural warning FIRE is or ENG 2 SHUTOFF) red light comes
heard. heard.
By pressing the ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton: By pressing the ENG 1 SHUTOFF or ENG
The related PRSOV (Pressure Regulating and Shutoff Valve) and fuel The related PRSOV (Pressure Regul
shutoff valve close, avoiding air bleeding and fuel flow in the fire zone. shutoff valve close, avoiding air bleed
A white stripe will light on to indicate that the fire ENG 1 SHUTOFF or A white stripe will light on to indicate t
ENG 2 SHUTOFF pushbutton was pressed. ENG 2 SHUTOFF pushbutton was pr
ROLL
OFF LWD RWD OFF
DN
1 2 1 2
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1 2
If fire / overheat condition persists in the engine compartment: If fire / overheat condition persists in the e
The ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton red light remains The ENG 1 SHUTOFF or ENG 2 SHU
on, the message FIRE in the ITT field on the EICAS continues and the on, the message FIRE in the ITT field
aural warning FIRE is still heard. aural warning FIRE is still heard.
RH FLAP RH FLAP
RH ELEVATOR
RH PITCH
TRIM TAB
LH PITCH
TRIM TAB
LH ELEVATOR
LH FLAP LH FLAP
RUDDER
ROLL ROLL
TRIM TAB YAW TRIM TAB
TRIM TAB
LH AILERON LH AILERON
Aileron Aileron
The left and right aileron surfaces are installed in the outboard rear spar of The left and right aileron surfaces a
the wings, and control the rolling (lateral) movements of the aircraft with the the wings, and control the rolling (la
actuation of the two control yokes or with the autopilot controls. actuation of the two control yokes or
Rotation of either aileron control yoke results in movement of the ailerons. Rotation of either aileron control yoke
Both aileron surfaces are statically and dynamically balanced.The left aileron Both aileron surfaces are statically a
has a trim tab surface attached to the inboard part of its trailing edge. has a trim tab surface attached to the
The aileron system uses two conventional control wheel assemblies in the The aileron system uses two conve
cockpit to command the aileron surfaces.The motion is transmitted by means cockpit to command the aileron surfa
of a rotary ball spline assembly, quadrants, torque tubes, cables and push- of a rotary ball spline assembly, qua
pull rods. When the Auto Pilot is engaged, aileron commands can also be pull rods. When the Auto Pilot is en
generated by the Auto Pilot Servo, which transmits commands directly to the generated by the Auto Pilot Servo, w
aileron Central Torque Tube. aileron Central Torque Tube.
During normal operation, rotation of either control yoke to the left or to the During normal operation, rotation of
right will make the aircraft roll. The cables transfer this control yoke displace- right will make the aircraft roll. The c
ment for rotation of the forward torque tube.The rotation of the forward torque ment for rotation of the forward torqu
tube is transmitted to the center torque tube via cables. At this point, the com- tube is transmitted to the center torqu
mand is split into two, LH (Left-Hand) and RH (Right-Hand) wing cable seg- mand is split into two, LH (Left-Hand
ments, which transmit the center torque tube movement to the wing torque ments, which transmit the center torque
tubes that actuate a rod moving the aileron surfaces. tubes that actuate a rod moving the ailero
Aileron - Surface Location Aileron - Surface Location
CONTROL CONTROL
YOKES YOKES
FWD FWD
TORQUE TORQUE
TUBE TUBE
WING WING
TORQUE TORQUE
TUBE TUBE
CENTER AUTO CE
A TORQUE PILOT A TO
TUBE SERVO TU
25°
A 0° A
15°
A-A
SDS2432271000P007
SDS2432271400P023 SDS2432271400P023
The roll trim tab is located on the left wing and provides trimming capability of The roll trim tab is located on the left wing
the roll axis. the roll axis.
The pilot sets the roll trim switch in order to relieve the forces on the control The pilot sets the roll trim switch in order
yoke. The tab is commanded by the TAS (Trim Actuation System). yoke. The tab is commanded by the TAS
The roll trim commands are performed only through the trim panel on the cen- The roll trim commands are performe
tral pedestal (no switches on the control yokes). Pilot commands on the roll tral pedestal (no switches on the co
trim switch are directly transmitted to Trim Actuator Controller TAC1, which trim switch are directly transmitted t
operates the actuator attached to the left aileron trim tab. operates the actuator attached to the
TRIM TRIM
YAW YAW
ROLL ROLL
LWD RWD ROLL TRIM SWITCH LWD RWD
DN DN
MODE MODE
BKP BKP
OFF OFF
SDS2432271400P030R
18-4
TRIM SWITCH TRIM SWITCH
April 2009
GIA DISPLAYS
PWR (28 VDC), DC BUS 2
T R A I N I N G
TAC 1 TAC 2
Aileron Trim System - Components
FLEX SHAFT
Phenom 100
GIA DISPLAYS
PWR (28 VDC), DC BUS 2
T R A I N I N G
TAC 1 TAC 2
Developed for Train
Aileron Trim System - Components
Flight Controls
The roll trim subsystem is based on a single mode of operation which does The roll trim subsystem is based on
not interface with the Automatic Flight Control System (AFCS). The roll trim not interface with the Automatic Flig
command is performed only through the trim panel on the central pedestal command is performed only through
(no switches on the control yokes). (no switches on the control yokes).
In case of failure of the roll trim, no alternative modes exist. The pilot will not In case of failure of the roll trim, no a
be able to trim the aircraft in the roll axis and will have to sustain residual be able to trim the aircraft in the ro
forces as required. forces as required.
The position of the roll trim actuator is independently transmitted to Avionics The position of the roll trim actuator
by the TAC for indication purposes. Fault status is also transmitted to by the TAC for indication purpose
avionics to allow maintenance personnel to identify a failed LRU (Line avionics to allow maintenance per
Replaceable Unit). Replaceable Unit).
To mitigate spontaneous movement of any trim surface beyond safe limits, To mitigate spontaneous movement
the TAC imposes a 3 second authority limit to every trim command, the TAC imposes a 3 second a
independently of how long the trim switch is held depressed. independently of how long the trim sw
If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, If the QD (Quick Disconnect) switch
or yaw) is interrupted. or yaw) is interrupted.
Rudder Rudder
The rudder control system supplies yaw axis control for the aircraft with a The rudder control system supplies
conventional rudder surface, attached to the rear spar of the vertical empen- conventional rudder surface, attache
nage. The rudder surface is statically and dynamically balanced and has a nage. The rudder surface is statical
tab surface attached to the spar of the rudder bottom trailing edge. tab surface attached to the spar of th
The Rudder Control System uses two conventional control pedal assemblies The Rudder Control System uses tw
to command motion to the rudder surface.The motion is transmitted by to command motion to the rudder
means of bellcranks, push-pull rods, torque tubes and cables. means of bellcranks, push-pull rods,
When the auto pilot is engaged, rudder commands can also be generated by When the auto pilot is engaged, rudd
the auto pilot servo, which transmits commands directly to the rudder central the auto pilot servo, which transmits
rear torque tube. rear torque tube.
CABLE
CIRCUIT
Rudder System Schematic
B
S E R V I C E S
RUDDER
T R A I N I N G
April 2009
BOTTOM REAR
CABLE CIRCUIT SURFACE
BULKHEAD TORQUE
TUBE
18-6
Phenom 100
COCKPIT
CONTROLS
PRESSURE TOP REAR
BULKHEAD CABLE CIRCUIT
PEDAL BULKHEAD
B
S E R V I C E S
RUDDER
T R A I N I N G
April 2009
BOTTOM REAR
CABLE CIRCUIT SURFACE
BULKHEAD TORQUE
TUBE
18-6
Flight Controls
The rudder control pedal assemblies are also used to command aircraft The rudder control pedal assembli
brakes and nose wheel steering. brakes and nose wheel steering.
During normal operation, the pilot or co-pilot commands the rudder pedals During normal operation, the pilot o
forward and rearward to achieve the desired yaw rate of the aircraft. forward and rearward to achieve the
When the LEFT pedal (pilot or co-pilot station) is commanded to full for- When the LEFT pedal (pilot or co-
ward direction (−14.90°) and the right pedal is commanded to full rearward ward direction (−14.90°) and the r
direction (+13.74°), the rudder surface moves left (+30°). direction (+13.74°), the rudder sur
When the RIGHT pedal (pilot or co-pilot station) is commanded to full for- When the RIGHT pedal (pilot or c
ward direction (−14.90°) and the left pedal is commanded to full rearward ward direction (−14.90°) and the l
direction (+13.74°), the rudder surface moves right (−30°). direction (+13.74°), the rudder sur
The rudder pedals have four points of adjustment in order to suit short and tall The rudder pedals have four points o
pilots.The adjustment is done through a lever.When the lever is released, the pilots.The adjustment is done throug
spring cartridge pushes a pin, which in turn locks the vertical arm to the bell- spring cartridge pushes a pin, which
crank. Pilot and copilot control pedals can be independently adjusted. crank. Pilot and copilot control pedal
When the autopilot is engaged, the rudder servo takes the place of the pilot When the autopilot is engaged, the
inputs in response to AFCS (Automatic Flight Control System) commands. inputs in response to AFCS (Autom
The autopilot servo is connected to the rear torque tube assembly and pro- The autopilot servo is connected to
vides inputs to the system at this point. vides inputs to the system at this poi
TORSION SPRING
ADJUSTMENT LEVER A
The pilot commands the yaw trim switch in order to relieve the forces on the The pilot commands the yaw trim switch
control pedal. The tab is commanded by the TAS (Trim Actuation System). control pedal. The tab is commanded by
The yaw trim subsystem is similar to the pitch trim subsystem except that it is The yaw trim subsystem is similar to the p
based on a single mode of operation and does not interface with the AFCS based on a single mode of operation an
(Automatic Flight Control System). (Automatic Flight Control System).
The yaw trim control is performed only through the trim panel on the cen- The yaw trim control is performed only
tral pedestal. Pilot commands on the yaw trim switch are directly trans- tral pedestal. Pilot commands on the y
mitted to TAC (Trim Actuator Controller), which operates the actuator that mitted to TAC (Trim Actuator Contr
drives the rudder trim tab. drives the rudder trim tab.
TRIM TRIM
YAW YAW
DN DN
MODE MODE
BKP BKP
OFF OFF
TAC 2
TRIM TAB PANEL
RH ELEVATOR
COPILOT PITCH
COPILOT PITCH
TRIM SWITCH
TRIM SWITCH
RH PITCH TRIM
ACTUATOR
FLEX SHAFT
AVIONICS
AVIONICS
TRIM SWITCH
TRIM SWITCH
PILOT PITCH
PILOT PITCH
TRIM TAB PANEL
LH ELEVATOR
TAC 1
TAC 1
LH PITCH TRIM
ACTUATOR
PWR (28 VDC), DC BUS 1
Pilot commands on the yaw trim switch are directly transmitted to TAC2, Pilot commands on the yaw trim switch
which operates the actuator that drives the rudder trim tab. which operates the actuator that drives th
In case of failure of yaw trim, no alternative modes exist. The pilot will not be In case of failure of yaw trim, no alternati
able to trim the aircraft in this axis and will have to sustain residual forces as able to trim the aircraft in this axis and w
required. required.
DC power is supplied to the TAC2 yaw channel by individual circuit breakers DC power is supplied to the TAC2 ya
ending up in independent control and motor power inputs. In both cases air- ending up in independent control an
craft DC Bus 1 is the power source. craft DC Bus 1 is the power source.
In the same way as the aileron trim system, the position of the yaw trim actu- In the same way as the aileron trim s
ators is independently transmitted to Avionics by the TAC for indication pur- ators is independently transmitted to
poses. poses.
Fault status is also transmitted to avionics to allow maintenance personnel to Fault status is also transmitted to avi
identify failed LRU (Line Replaceable Unit). Yaw actuator operates at a fixed identify failed LRU (Line Replaceabl
rate (not as a function of the airspeed). rate (not as a function of the airspeed
To mitigate spontaneous or commanded movement of any trim surface To mitigate spontaneous or comm
beyond safe limits, the TAC imposes a 3 second authority limit to every trim beyond safe limits, the TAC imposes
command, independently of how long the trim switch is activated. Once the command, independently of how lon
authority limiter interrupts the trim command, a new trim command can be authority limiter interrupts the trim c
readily executed right after the trim switch is released and depressed again. readily executed right after the trim s
If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, If the QD (Quick Disconnect) switch
or yaw) is interrupted. If the switch is released, all trimming system back to or yaw) is interrupted. If the switch
the normal operation. the normal operation.
RUDDER RUDDER
SURFACE (REF.) SURFACE (REF.)
YAW YAW
TRIM TAB TRIM TAB
SURFACE (REF.) SURFACE (REF
SDS2432272400P059R SDS2432272400P059R
Elevator Elevator
The elevator system is responsible for longitudinal control (pitch attitude) of The elevator system is responsible for lo
the aircraft. the aircraft.
The longitudinal control system consists of a pair of conventional elevator The longitudinal control system consists
surfaces attached to the rear spar of the horizontal empennage. surfaces attached to the rear spar of the h
The elevator system uses two conventional control wheel assemblies in the The elevator system uses two conventio
cockpit to command motion to the pair of elevator surfaces. The motion is cockpit to command motion to the pair
transmitted via shaft, special joint, bellcranks, push-pull rods, torque tubes transmitted via shaft, special joint, bellc
and cables. and cables.
SDS2432273000P063R
During normal operation, the pilot or co-pilot commands the control yoke for- During normal operation, the pilot or co-p
ward or rearward to achieve the desired pitch rate of the aircraft. ward or rearward to achieve the desired p
The linear movement of control yoke is transmitted to rotational movement of The linear movement of control yoke is tr
the interconnection torque tube. The rotational movement is transferred to the interconnection torque tube. The rot
cables by means of two quadrants installed on the interconnection torque cables by means of two quadrants insta
tubes. tubes.
The elevator cables run under the cockpit floor, the cabin floor and the baggage The elevator cables run under the cockpit
compartment floor to transmit the commands from the interconnection torque compartment floor to transmit the comma
tube in the cockpit to the rear torque tube in the rear fuselage. tube in the cockpit to the rear torque tube
The elevator auto pilot servo mechanism is installed on the rear fuselage and The elevator auto pilot servo mechanism
transmits the auto pilot commands by means of cables to the rear torque tube. transmits the auto pilot commands by mea
The two elevator surfaces are independent, installed in the horizontal empen- The two elevator surfaces are independe
nage trailing edge and are pivoted at two hinge points. nage trailing edge and are pivoted at two
The elevator surfaces deflection are limited by the primary stops as follows: The elevator surfaces deflection are limite
-27 ° ± 1 up
-27 ° ± 1 up
+19 ° ± 1 down +19 ° ± 1 down
B B
CENTER
SPRING
COPILOT
CONTROL
YOKE
STICK PUSHER
ACTUATOR (REF.)
ELEVATOR
SURFACE
HINGE
SDS2432273400P085 SDS2432273400P085
The pitch trim subsystem is based on two redundant operation modes: Nor- The pitch trim subsystem is based on tw
mal and Backup. mal and Backup.
When operating in Normal Mode, manual trim is commanded by pilot or copi- When operating in Normal Mode, manua
lot through the switches on control yoke. Switches signal are then processed lot through the switches on control yoke.
by the avionics and sent to the TAC (Trim Actuator Controller) 1 which oper- by the avionics and sent to the TAC (Trim
ates the actuator attached to the left elevator trim tab. The pitch trim system ates the actuator attached to the left elev
comprises a master and slave configuration so that when the LH (Left Hand) comprises a master and slave configurat
actuator is operating it also back drives the actuator attached to the RH (Right actuator is operating it also back drives th
Hand) elevator trim tab through an interconnecting flex shaft. Hand) elevator trim tab through an interco
In case of a failure of this command path – yoke switches, avionics, TAC 1 or In case of a failure of this command path
LH actuator – the pilot switches the system to Backup Mode in the pitch trim LH actuator – the pilot switches the syste
mode selection switch at the trim panel and commands the system only mode selection switch at the trim pane
through the backup trim switch. The command signals go directly to the TAC through the backup trim switch. The com
2 which operates the RH actuator. Originally set as slave, this actuator will 2 which operates the RH actuator. Origi
now operate as a master and will drive the LH actuator through the flex shaft. now operate as a master and will drive th
DC (Direct Current) power is supplied to each TAC channel through an indi- DC (Direct Current) power is supplied to
vidual circuit breaker so as to provide independent control and motor power vidual circuit breaker so as to provide ind
inputs. However pitch trim mode selection switch will remove the motor power inputs. However pitch trim mode selection
of the slave actuator to prevent a force fight condition with the master actua- of the slave actuator to prevent a force fi
tor. Which actuator (LH or RH) is master or slave depends on the selected tor. Which actuator (LH or RH) is maste
operating mode as described above. operating mode as described above.
Control power and motor power for the TAC 1 pitch channel (Normal, LH) is Control power and motor power for
provided through the aircraft DC Bus 2 while control power and motor power provided through the aircraft DC Bus
for the TAC 2 pitch channel (Backup, RH) is provided through the aircraft for the TAC 2 pitch channel (Backu
Emergency Bus. Emergency Bus.
When operating in Normal Mode, the TAS can also receive inputs from AFCS When operating in Normal Mode, the
coming from the avionics: the auto trim commands alleviate the forces on the coming from the avionics: the auto tr
pitch servo when the AP is engaged. Note that the backup mode does not pitch servo when the AP is engage
receive inputs from the avionics so that a failure of normal mode will result in receive inputs from the avionics so th
a loss of auto trim capability. Manual and auto trim commands are not distin- a loss of auto trim capability. Manual
guishable by the TAC. Therefore, the avionics logic follows the priority below: guishable by the TAC. Therefore, the
Pilot Pitch Trim Switch – Priority 1 Pilot Pitch Trim Switch – Priority 1
Copilot Pitch Trim Switch – Priority 2 Copilot Pitch Trim Switch – Priorit
Auto Trim – Priority 3 (they do not operate simultaneously).
Auto Trim – Priority 3 (they do not
In the backup mode, only the backup pitch trim switch will send commands to In the backup mode, only the backup
the system. the system.
The position of both LH and RH pitch trim actuators are independently trans- The position of both LH and RH pitch
mitted to the avionics by the TACs for indication purposes. Fault status is also mitted to the avionics by the TACs fo
transmitted to the CAS (Crew Alerting System) message annunciation. transmitted to the CAS (Crew Alertin
A trim rate control discrete signal routed from the avionics to TAC 1 pitch A trim rate control discrete signal r
channel selects the normal mode operating trim rate to high or low as a func- channel selects the normal mode op
tion of airspeed. Comparatively, backup mode will operate only at a fixed tion of airspeed. Comparatively, ba
medium trim rate. medium trim rate.
To mitigate spontaneous movement of any trim surface beyond safe limits, To mitigate spontaneous movement
the TAC imposes a 3 seconds authority limit to every trim command, indepen- the TAC imposes a 3 seconds author
dently of how long the trim switch is held depressed. Once the authority lim- dently of how long the trim switch is
iter interrupts the trim command, a new trim command can be readily iter interrupts the trim command,
executed right after the trim switch is released and depressed again. executed right after the trim switch is
Both pilot and copilot control yoke present a QD (Quick Disconnect) switch Both pilot and copilot control yoke p
that when pressed interrupts any trim operation to mitigate runaways in case that when pressed interrupts any trim
the TAC 3 seconds timer fails. the TAC 3 seconds timer fails.
Indication and Alerting Indication and Alerting
The pitch trim scale is displayed as a doubled vertical path arranged in a mir- The pitch trim scale is displayed as a
ror configuration. The pitch trim scale also incorporates a green band to indi- ror configuration. The pitch trim scale
cate the allowable pitch trim position range for takeoff. cate the allowable pitch trim position
Two pointers displayed in a mirror configuration move synchronized along the Two pointers displayed in a mirror co
pitch trim scale according to the average of left and right pitch trim actuators pitch trim scale according to the ave
positions.The pointers move upwards for aircraft nose up trim (pitch up) and positions.The pointers move upward
downwards for aircraft nose down trim (pitch down). downwards for aircraft nose down tri
The boxed digital readout is located on the right side of the pitch trim scale The boxed digital readout is located
and is used to indicate a 2 digits integer index corresponding to the average and is used to indicate a 2 digits inte
of the left and the right pitch trim actuators positions. When pitch trim is taken of the left and the right pitch trim actu
to the lower scale limit (full pitch down) and to the upper scale limit (full pitch to the lower scale limit (full pitch down) a
up) the 2 digits integer index respectively indicates 0 and 100. up) the 2 digits integer index respectively
In case of a failure, resulting in asymmetric position indication between left In case of a failure, resulting in asymme
and right pitch trim actuators (e.g. a flex shaft failure), the left pointer is posi- and right pitch trim actuators (e.g. a flex
tioned according to the left pitch trim actuator position and the right pointer is tioned according to the left pitch trim actu
positioned according to the right pitch trim actuator position. This condition is positioned according to the right pitch trim
also followed by a “PTRIM DISCONNECT” CAS message. Additionally, both also followed by a “PTRIM DISCONNEC
pointers become filled in amber and the pitch trim digital readout index is pointers become filled in amber and the
replaced with 2 amber dashes. replaced with 2 amber dashes.
In case of loss or invalid pitch trim position from either LH or RH pitch trim In case of loss or invalid pitch trim posit
actuator, both pointers are removed from display and the pitch trim digital actuator, both pointers are removed fro
readout index is replaced with 2 amber dashes. readout index is replaced with 2 amber da
In case the pitch trim is not positioned inside the green band during takeoff In case the pitch trim is not positioned in
preparation, the avionics provide a “NO TAKEOFF: TRIM, NO TAKEOFF: preparation, the avionics provide a “NO
TRIM…” aural warning to alert the crew of the incorrect setting. The pointer TRIM…” aural warning to alert the crew
will change to red and the readout will become red in inverse video. will change to red and the readout will be
In case of a failure resulting in asymmetric position indication between left In case of a failure resulting in asymme
and right pitch trim actuators during takeoff preparation, the pitch trim indica- and right pitch trim actuators during takeo
tion is displayed with both pointers filled in red representing their individual tion is displayed with both pointers
position. Additionally, the pitch trim digital readout becomes red in inverse position. Additionally, the pitch trim
video with the 2 dashes displayed in white. video with the 2 dashes displayed in
This condition is always accompanied by the CAS message “NO TO CON- This condition is always accompanie
FIG” and an associated aural warning sounding “NO TAKEOFF: TRIM, NO FIG” and an associated aural warni
TAKEOFF: TRIM…” besides the “PTRIM DISCONNECT” CAS message. TAKEOFF: TRIM…” besides the “PT
In case of loss or invalid LH or RH pitch trim position during takeoff prepara- In case of loss or invalid LH or RH p
tion the pitch trim indication is maintained with removed pitch trim pointers, tion the pitch trim indication is main
but the digital readout becomes red in inverse video with the 2 dashes dis- but the digital readout becomes red
played in white. This condition is always accompanied by the CAS message played in white. This condition is alw
“NO TO CONFIG” and the aural warning “NO TAKEOFF: TRIM, NO TAKE- “NO TO CONFIG” and the aural wa
OFF: TRIM…”. OFF: TRIM…”.
CAS Indication CAS Indication
The CAS messages provided by the TAS are used to indicate pitch trim The CAS messages provided by th
failure conditions so that flight crew can perform the appropriate corrective failure conditions so that flight crew
actions. actions.
Elevator Trim System - CAS Messages Elevator Trim Sys
TYPE MESSAGE MEANING TYPE MESSAGE
Pitch trim outside of the green band
Warning NO TO CONFIG Warning NO TO CONFIG
(allowable for takeoff).
PTRIM NML FAIL Pitch normal mode inoperative. PTRIM NML FAIL
Caution Caution
PTRIM BKP FAIL Pitch backup mode inoperative. PTRIM BKP FAIL
Miscompare of pitch trim actuators
PTRIM DISCONNECT PTRIM DISCONNECT
position.
Loss of command through pilot pitch
Advisory PTRIM SW1 FAIL Advisory PTRIM SW1 FAIL
trim switch.
Loss of command through co-pilot
PTRIM SW2 FAIL PTRIM SW2 FAIL
pitch trim switch.
Failures in the TAS affecting auto trim function will result in a “PTRIM NML Failures in the TAS affecting auto tr
FAIL” CAS message. FAIL” CAS message.
Aural Warning Aural Warning
Whenever there is takeoff intent and the pitch trim tab surfaces are not appro- Whenever there is takeoff intent and
priately configured for takeoff, the avionics provide an aural warning sounding priately configured for takeoff, the av
“NO TAKEOFF: TRIM, NO TAKE OFF: TRIM…” that is triggered in associa- “NO TAKEOFF: TRIM, NO TAKE OF
tion with the “NO TO CONFIG” CAS message. tion with the “NO TO CONFIG” CAS
When operating in pitch trim normal mode, the avionics systems provide an When operating in pitch trim normal
aural warning sounding “TRIM, TRIM, TRIM…” so that casual control yoke aural warning sounding “TRIM, TRI
pitch trim switches mishandling can be corrected in time by the pilot or copi- pitch trim switches mishandling can
lot, prior to having a trim switch latched fault.Two possible trim switch mishan- lot, prior to having a trim switch latched fa
dling cases can result in either pilot or copilot trim switch invalid command: dling cases can result in either pilot or co
Half of the switch is activated (generating an invalid trim command) Half of the switch is activated (generat
Trim switch activated for longer than the 3 seconds trim command authority.
Trim switch activated for longer than the
In case an invalid trim switch command persists for more than 1 second, the In case an invalid trim switch command p
aural warning “TRIM, TRIM, TRIM…” starts. If the invalid condition persists aural warning “TRIM, TRIM, TRIM…” sta
for more than 7 seconds, the aural warning stops and the CAS message for more than 7 seconds, the aural war
“PTRIM SW1 FAIL” or “PTRIM SW2 FAIL” is displayed, depending on which “PTRIM SW1 FAIL” or “PTRIM SW2 FAIL
pitch trim switch generates the invalid input. pitch trim switch generates the invalid inp
Note: Once a pitch trim switch has been declared failed, neither trim com- Note: Once a pitch trim switch has bee
mand nor aural warnings can be generated from operating that switch, mand nor aural warnings can be g
until the next aircraft power-up. until the next aircraft power-up.
The “TRIM, TRIM, TRIM…” aural warning is not available for pitch backup, The “TRIM, TRIM, TRIM…” aural warnin
roll or yaw trim subsystems. roll or yaw trim subsystems.
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
TRIMS
ROLL PITCH UP
DN
20
SDS2432273400P091R
YAW MODE
BKP
OFF
MFD MFD
TRIM
ROLL PITCH
YAW 10
CAS INDICATION FOR INVALID ROLL CAS INDICATION FOR INVALID OR CAS INDICATION FOR INVALID ROLL C
TRIM POSITION LOSS YAW TRIM POSITION TRIM POSITION LO
CAS INDICATION FOR ASYMMETRIC CAS INDICATION FOR INVALID PITCH CAS INDICATION FOR ASYMMETRIC C
PITCH TRIM POSITION TRIM POSITION PITCH TRIM POSITION TR
CAS INDICATION FOR AIRPLANE IN TAKEOFF CAS INDICATION FOR AIRPLANE IN TAKEOFF CAS INDICATION FOR AIRPLANE IN TAKEOFF C
CONFIGURATION WITH PITCH TRIM CONFIGURATION WITH ASYMMETRIC CONFIGURATION WITH PITCH TRIM C
POSITION OUTSIDE OF THE GREEN BAND PITCH TRIM POSITION POSITION OUTSIDE OF THE GREEN BAND P
EM500ENAOM140070D.DGN
Flaps Flaps
The EMB 500 aircraft has a fowler flap panel on each wing (2 panels total) for The EMB 500 aircraft has a fowler fla
lift augmentation. lift augmentation.
Panels are operated through the Flap Actuation System (FAS), which is a Panels are operated through the Fl
complete electromechanical system utilizing electronic synchronization tech- complete electromechanical system
nology to provide flap position control (there are no mechanical structures or nology to provide flap position contro
mechanical links between the left and right flap panels). mechanical links between the left an
A single actuator, Flap Linear Actuator (FLA), located on each flap panel pro- A single actuator, Flap Linear Actuat
vides the necessary force against the aerodynamic loads to move each flap vides the necessary force against th
panel. panel.
Each track mounted flap panel deploys along an angled trajectory in accor- Each track mounted flap panel depl
dance with the shape of the deployment track. dance with the shape of the deploym
System Description System Description
The desired flap position is selected by the pilot via the Flap Selector Lever The desired flap position is selected
(FSL), mounted in the cockpit. (FSL), mounted in the cockpit.
F LAPS - S Y S T E M F LAPS
F LAP S E L E C T O R L E V E R (F S L )
A VION IC S
GSE S YS TE M S GSE
( MA IN T E N A N C E ) ( MA IN T E N A N C E )
P O S IT IO N F E E D B A C K ( D U A L ) P O S IT IO N F E E D B A C K ( D U A L ) P O S IT IO N F E E D B A C K ( D U A L )
F L AP SY S T E M FLA
C ONT R OL UNIT CON
(F S CU )
AC T UAT OR C ONT R OL AC T UAT OR C ONT R OL AC T UAT OR C ONT R OL
E M500EN S D S 270049A. DG N
L H FL A P P AN E L R H FL A P P AN E L L H FL A P P AN E L
L E G E N D: L E G E N D:
MAIN CH A N N E L MAIN CH A N N E L
B A CK UP C H AN N E L B A CK UP C H AN N E L
Flap panel extension and retraction are accomplished in response to redun- Flap panel extension and retraction
dant electrical signals transmitted by the FSL to the Flap System Control Unit dant electrical signals transmitted by
(FSCU). (FSCU).
A dual discrete sequence of signals from the FSL defines a valid command to A dual discrete sequence of signals f
move the flap panel in accordance with each FSCU channel. The command move the flap panel in accordance w
is compared between the left and right channel control electronics within the is compared between the left and rig
FSCU. Upon agreement of the FSL signals, each FSCU channel provides an FSCU. Upon agreement of the FSL s
enable signal to the opposite channel and a command within its own channel enable signal to the opposite channe
to disengage the power off electric brakes and to activate the brushless to disengage the power off electric
Direct Current (DC) motor. Direct Current (DC) motor.
The activation of the brushless motor will either extend or retract the FLA ball The activation of the brushless motor will
screw consistently with the command. screw consistently with the command.
The FLA ball screw is driven at a constant speed by the brushless DC motor The FLA ball screw is driven at a constan
through a gear train to the new flap position. through a gear train to the new flap positi
Power to the FAS is provided by aircraft DC1 electrical Bus (28 V DC) Power to the FAS is provided by aircr
through two independent and dedicated circuit breakers; one for control and through two independent and dedicated
the other for motor operation. the other for motor operation.
FAS operation is designed for fail safe operation, i.e., in the event of a failure, FAS operation is designed for fail safe op
the FAS shuts down in a safe condition. Monitors within the FSCU perform the FAS shuts down in a safe condition.
health and status checks of the entire system and the individual Line health and status checks of the entir
Replaceable Unit (LRU). Any detected fault condition will result in halting the Replaceable Unit (LRU). Any detected fa
system motion. The FLA electric brakes are engaged and motor drive is system motion. The FLA electric brake
inhibited until the applicable reset condition is applied. The flap system inhibited until the applicable reset con
performs a power up bit and a continuous bit for monitoring and fault performs a power up bit and a contin
detection. Critical system faults such as asymmetry and uncommanded detection. Critical system faults such a
motion result in system lock out and are only resettable when FSCU control motion result in system lock out and are
power is recycled and aircraft is on ground. power is recycled and aircraft is on groun
In order to define whether the aircraft is in air or on ground, FAS uses 2 In order to define whether the aircraft i
Weight-on-Wheels (WOW) and 1 Airspeed discrete signals. Weight-on-Wheels (WOW) and 1 Airspee
FLAP ME C HA NIC A L C O MP O NE NT S FLAP ME C HA NIC A L
R H FL A P P AN E L R H FL A P P AN E L
F L AP L INE AR
A C T U A TO R (F LA )
B
L H F L A P P AN E L L H F L A P P AN E L
A A
F L A P LINE AR F L A P LINE AR
A CT UA TO R (F LA ) A A CT UA TO R (F LA )
W I N G TR AILING
E DG E - R E AR S P A R (R E F)
E M500EN S D S 270071A. DG N
B B
MFD MFD
EIS EIS
Display Display
Flap System Indication and Alerting Flap System Indication and Ale
Flap Position Flap Position
– Displays the flap position. If information is lost or out of valid range, – Displays the flap position. If inf
indication will be removed. indication will be removed.
GREEN: normal system operation GREEN: normal system operat
YELLOW: flap system is failed or FSL position is lost YELLOW: flap system is failed
RED: before takeoff, flap out of takeoff position RED: before takeoff, flap out of
– Cyan pointer shows flap commanded position (FSL position), along – Cyan pointer shows flap comm
with the scale and moves up the scale for decreasing values of flap with the scale and moves up th
angle. The flap scale has tic marks at each end, representing positions angle. The flap scale has tic m
at 0 and FULL. If the information is lost or out of valid range, the indica- at 0 and FULL. If the informatio
tion will be removed. tion will be removed.
Flap Readout Flap Readout
– Displays flap surface position. If flaps are in motion, the readout is – Displays flap surface position.
replaced with green dashes. If flap position is invalid or unavailable, the replaced with green dashes. If
readout is replaced with a red X. readout is replaced with a red
GREEN: valid flap position GREEN: valid flap position
YELLOW: flap system is inoperative but position information is available YELLOW: flap system is inoper
RED: before takeoff, flap out of takeoff position (inverse video) RED: before takeoff, flap out of
CYAN: flap is inoperative (inverse video) CYAN: flap is inoperative (inver
The table below presents the selectable flap positions and the associated The table below presents the selectable
placard speeds. The avionics system provides a “HIGH SPEED, FLAP” aural placard speeds. The avionics system pro
warning in case the aircraft speed violates the placard speed (including toler- warning in case the aircraft speed violate
ance) for the given flap position. ance) for the given flap position.
* EASA/FAA/ANAC * EASA/FAA/ANAC
If a failure occurs in one of the flap channels or an unsafe condition is If a failure occurs in one of the flap c
detected by the FAS, the flap panel operation is halted and the EICAS mes- detected by the FAS, the flap panel oper
sage “FLAP FAIL” is displayed, (see below). sage “FLAP FAIL” is displayed, (see belo
FLAP
GREEN
A
RED RED
YELLOW YELLOW
NO TAKEOFF CONFIG NO TAKEOFF CONFIG
FLAP FAIL 2 FLAP FAIL
FLAP NOT AVAIL FLAP NOT AVAIL
EM500ENSDS270077A.DGN
FLAP READOUT FLAP ANGLE SCALE
WHITE (GREEN) (WHITE) WHITE
A A
A
The flap readout box indicates discrete flap position, the flap pointer indicates The flap readout box indicates discre
flap panel deflection and the flap selected bug indicates FSL position. flap panel deflection and the flap sele
In case a flap position not allowed for takeoff is selected during take off prep- In case a flap position not allowed fo
arations, the Avionics Systems provides a “NO TAKEOFF FLAPS” aural arations, the Avionics Systems pro
warning to alert the crew of the incorrect setting. The synoptic and readout warning to alert the crew of the inco
will change to red inverse video. will change to red inverse video.
--
0 0
2 0 2
FLAP STOP PED IN A COMMANDED FLAP FAILED AT POSITION 0. FLAP STOP PED IN A COMMANDED
POSITION. POSITION.
2 2 2
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF SELECTOR LEVER POSITION. FLAP JAMMED CLOSE TO POSITION 2.
-- -- --
LOSS OF OF FLAP POSITION OR FLAP LOSS OF OF FALL INFORMATION ABOUT LOSS OF OF FLAP POSITION OR FLAP
POSITION OUT OF VALID RANGE. FLAP. POSITION OUT OF VALID RANGE.
EM500ENAOM140069B.DGN
0 0 0
DISPATCHABLE DISPATCHABLE
FLAP OUT OF TAKEOFF POSITION
INOPERATIVE FLAP SYSTEM INOPERATIVE FLAP SYSTEM
Flap CAS Messages and Corresponding Synoptic Indications Flap CAS Messages and Correspo
2 2 2
-- 0 --
0 0
1 1
2 2
EM500ENAOM140066A.DGN
3 3
FULL FULL
Selects flap position by lifting the lever to disengage and moving it forward or Selects flap position by lifting the lever to
rearward, as necessary, and dropping it at one of the five detent /gated posi- rearward, as necessary, and dropping it a
tions. tions.
Intermediate positions are not valid and, if selected and kept at this position, Intermediate positions are not valid and,
will result a “FLAP FAIL” message on EICAS. In this case, flaps panels will will result a “FLAP FAIL” message on E
remain at the last valid position commanded. remain at the last valid position command
Lever Position Flap Position Detent / Gated Lever Position Flap Positi
0 0° Detent / Stop 0 0°
1 10° Detent 1 10°
2 26° Gated / Stop 2 26°
3 26° Detent 3 26°
Full 36° Detent / Stop Full 36°
Flap Valid and Operative Positions Flap Valid and Operative Positions
C LE AN W IN G DIS P LA Y (F LA P 0) F LA P IN MOT IO N C LE AN W IN G DIS P LA Y (F LA P 0)
0 -- 0
G RE E N G RE E N
G RE E N
F LA P AT A V AL ID N ON Z E R O PO SITION F LA P AT A V AL ID P OS IT IO N FU LL F LA P AT A V AL ID N ON Z E R O PO SITION
E M 5 0 0 EN S D S 2 7 0 0 7 8 A. DG N
2 FULL 2
G RE E N
G RE E N G RE E N
YELLOW
2 -- FULL
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
S E R V I C E S
X 2
April 2009
18-30
YELLOW
2 -- FULL
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
S E R V I C E S
X 2
April 2009
18-30
LOSS OF ALL INFORMATION ABOUT LOSS OF FLAP SELECTOR LEVER
FAS. POSITION.
Flight Controls
Three on the trailing edge of the right aileron Three on the trailing edge of the right a
Two on the trailing edge of the left elevator Two on the trailing edge of the left elev
Two on the trailing edge of the right elevator Two on the trailing edge of the right ele
Two on the rudder Two on the rudder
Two on the upper trailing edge of the rudder
Two on the upper trailing edge of the r
Static Dischargers Static Dischargers
Each static discharger has a base and a discharger rod. Thus, if a discharger Each static discharger has a base and a
is damaged, it is easily removed from the base and replaced. Conductive is damaged, it is easily removed from t
adhesive attaches the base. adhesive attaches the base.
Grounding Points Grounding Points
There is a grounding point bracket installed on the NLG. It can be connected There is a grounding point bracket install
to the maintenance facility grounding system or to refueling apparatus ground to the maintenance facility grounding syst
in order to prevent the risk of electrical personnel or sparking when refueling. in order to prevent the risk of electrical pe
Grounding point jack receptacles are also installed on the bottom of each side Grounding point jack receptacles are also
wing. wing.
Wing Grounding Points Wing Grounding Points
B B
GROUND POINT
GROUNDING GROUNDING
BRACKET BRACKET
AILERON/ELEVATOR
GUST LOCK
CONNECTION
ROD
ELEVATOR
QUADRANT
ASSEMBLY
(REF.)
EM500ENSDS270081A.DGN
RUDDER GUST
LOCK HANDLE
Rudder Control Lock in Lock Position Rudder Control Lock in Lock Posit
INDICATOR INDICA
HYDRAULIC HYDRA
COMMAND COMM
CIRCUIT CIRCU
EM500ENAOM140349A.DGN
LEGEND: LEGEND:
HYDRAULIC HYDRAULIC
ELECTRICAL ELECTRICAL
M
MAIN INSTRUMENT PANEL MAIN INSTRUMENT PANEL
GSPLR
EM500ENAOM140350A.DGN
OPEN
Limitations Limitations
Minimum Control Speeds (VMC) Minimum Control Speeds (VMC)
For takeoff: For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS VMC . . . . . . . . . . . . . . . . . . . . . . . . .
Note: The VMC above represents the highest value to be found within the Note: The VMC above represents the h
takeoff envelope. Specifics VMC may be obtained through the takeoff envelope. Specifics VM
OPERA as a function of altitude, temperature, weight and accord- OPERA as a function of altitude
ing to the takeoff flaps. ing to the takeoff flaps.
Note: VMC is the airspeed at which, when the critical engine is suddenly Note: VMC is the airspeed at which, w
made inoperative, it is possible to maintain control of the airplane made inoperative, it is possible
with that engine still inoperative, and thereafter maintain straight with that engine still inoperative
flight at the same speed with an angle of bank of not more than 5 flight at the same speed with an
degrees. degrees.
40000 40000
MMO=0.70
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
VMO
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A
Note: VMO/MMO may not be deliberately exceeded in any regime of flight Note: VMO/MMO may not be delibe
(climb, cruise or descent), unless a higher speed is authorized for (climb, cruise or descent), u
flight test on pilot training. flight test on pilot training.
Note: Maneuvers that involve angle of attack near the stall or full applica- Note: Maneuvers that involve angle of
tion of rudder, elevator, and aileron controls should be confined to tion of rudder, elevator, and aile
speeds below VO. In addition, the maneuvering flight load factor speeds below VO. In addition,
limits, presented in this Section, should not be exceeded. limits, presented in this Section,
Maneuvers are limited to any maneuver incident to normal flying, Maneuvers are limited to any m
stalls (except whip stalls) and steep turns in which the angle of stalls (except whip stalls) and
bank is not more than 60 degrees bank is not more than 60 degree
CAUTION CAUTIO
Rapid and large alternating control inputs, especially in combination with Rapid and large alternating control inp
large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in large changes in pitch, roll, or yaw (e.g.
structural failures at any speed, even below VO. structural failures at any speed, even be
Maximum Altitude For Flap Extension Maximum Altitude For Flap Extens
Maximum Altitude for Flap Extension Maximum Altitude for Flap Extension
Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft Yaw Damper Operative . . . . . . . . . . .
Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft Yaw Damper Not Operative. . . . . . . .
Maneuvering Maneuvering
No acrobatic maneuvers, including spins, are authorized. No acrobatic maneuvers, including spins,
Maneuvering Flight Load Factors Maneuvering Flight Load Factors
These corresponding accelerations limit the bank angle during turns and limit These corresponding accelerations limit t
the pull-up maneuvers. the pull-up maneuvers.
Fuel Fuel
General General
The fuel system includes the following systems: The fuel system includes the followin
Storage Storage
Distribution Distribution
Indication Indication
Fuel is contained in two integral wing tanks, one in each wing. Each wing sup- Fuel is contained in two integral wing
plies its respective engine through a feed system independent of the other plies its respective engine through a
engine. engine.
Normal engine feed is done through ejector pumps. The ejector pumps in Normal engine feed is done throug
each collector tank are driven by high-pressure motive flow returned from the each collector tank are driven by high
engines. Electrical power is not required for normal engine fuel feed opera- engines. Electrical power is not requ
tion. Scavenge ejectors in each wing are also used to minimize unusable tion. Scavenge ejectors in each win
fuel.Two electrical pumps, one in each collector tank, are provided for engine fuel.Two electrical pumps, one in eac
start operation, and to work in the event of an ejector pump failure. start operation, and to work in the ev
There is no power wiring inside the fuel tanks. There is no power wiring inside the fu
The fuel gauging subsystem provides an accurate measure of the fuel mass The fuel gauging subsystem provide
in the fuel tanks, fuel low level and temperature indication. The fuel conditions in the fuel tanks, fuel low level and te
are displayed on the MFD (Multi-Function Display) fuel synoptic page, in the are displayed on the MFD (Multi-Fun
cockpit. cockpit.
Inter wing balancing of fuel load is achieved by gravity, via an interconnecting Inter wing balancing of fuel load is ac
transfer valve. transfer valve.
Refueling is accomplished through a filler neck on each wing upper surface. Refueling is accomplished through a
April 2009
T R A I N I N G
Fuel Schematic
DCM DCM
D D
S E R V I C E S
DCM
DCM
LEGEND:
DCM
April 2009
T R A I N I N G
Fuel Schematic
DCM DCM
D D
S E R V I C E S
DCM
DCM
LEGEND:
Developed for Train
Fuel
LEFT MAIN
TANK
COLLECTOR COLLECTO
TANK TANK
SURGE TANK
EM500ENSDS280009A.DGN
The inboard part of each wing tank is used as a partially sealed collector tank. The inboard part of each wing tank is
These tanks supply continuous fuel feed to the engines and minimize the These tanks supply continuous fue
amount of unusable fuel. Each collector tank is supplied with fuel by gravity amount of unusable fuel. Each colle
through the three flapper valves. Scavenge ejector pumps installed in the through the three flapper valves. S
main tanks are required to maintain the collector tanks fuel supply during all main tanks are required to maintain
attitudes in the operational envelope. attitudes in the operational envelope
The compartments in the wing tips serve as surge tanks and do not normally The compartments in the wing tips s
carry fuel. The surge tanks collect fuel that enters the fuel tank vent system carry fuel. The surge tanks collect fu
during wing-down and uncoordinated maneuvers. At the end of the maneu- during wing-down and uncoordinate
ver, the fuel returns to the main tank through a flap valve located at the lowest ver, the fuel returns to the main tank
point. point.
Refueling Refueling
Refueling is accomplished through a gravity filler point in the top surface of Refueling is accomplished through a
each wing. If desired, both wings can be filled from one side up to 60% or each wing. If desired, both wings ca
1710 lbs (776 kg) of total capacity by opening the gravity transfer shutoff 1710 lbs (776 kg) of total capacity
valve. valve.
One gravity refueling adapter is installed on the top of each wing for gravity One gravity refueling adapter is inst
refueling. refueling.
Gravity fill caps are installed to minimize aerodynamic drag. Lanyards retain Gravity fill caps are installed to minim
the caps when they are removed from the gravity refueling adapters.The filler the caps when they are removed from
caps are key locked for security. caps are key locked for security.
Gravity refueling protection nets are installed in both gravity refueling adapt- Gravity refueling protection nets are
ers, to provide a protection for the bottom wing skin, against damage from the ers, to provide a protection for the bo
refueling nozzle. refueling nozzle.
Gravity Refueling Protection Net Gravity Refueling Protection Net
NACA INLET
NACA CONNECTING
VENT LINE
FLOAT VENT
VALVE
MAIN TANK MAIN TANK
VENT LINE VENT LINE
Each wing tank is vented through two independent main vent lines connected Each wing tank is vented through two
to the surge tanks. The surge tank is vented through a NACA (National Advi- to the surge tanks. The surge tank is
sory Committee for Aeronautics) air inlet installed on the lower wing skin sory Committee for Aeronautics) ai
inboard of the wing tip. inboard of the wing tip.
The vent line in each wing runs from the inboard part of the tank to the surge The vent line in each wing runs from the
tank. tank.
The outboard part of the wing tank is vented directly to the surge tank. The outboard part of the wing tank is ven
To prevent a possible difference in pressure in the main tanks from affecting To prevent a possible difference in press
the transfer, a NACA air inlet vents each tank. the transfer, a NACA air inlet vents each
The vent lines are so arranged that at least one line is always open during all The vent lines are so arranged that at lea
flight conditions. The vent lines provide adequate protection for the wing flight conditions. The vent lines provide
tanks during all flight and ground operations. tanks during all flight and ground operatio
Phenom 100
LINE LINE
Tank Vent Schematic
D D
April 2009
19-9
LINE LINE
Tank Vent Schematic
Developed for
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
FUEL and FIRE Extinguisher Control Panels FUEL and FIRE Extinguisher Cont
2 1 3 2 1
FUEL F
PUMP 1 XFR PUMP 2 PUMP 1
ON ON ON
PED-BELTS/OFF ON PED-BELTS/OFF
BELTS/ON ARMED BELTS/ON
OFF/ON TEST/RESET OFF/ON
4 6 5 4 6 5
ROLL
OFF LWD RWD OFF
DN
1 2 1
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
FUEL FUEL
TRANSFER TRANSFE
LEFT MAIN VALVE RIGHT MAIN LEFT MAIN VALVE
TANK TANK TANK
DCM DCM
COLLECTOR
TANK
DCM
DCM
DCM
ENGINE 1 ENGINE 2 ENGINE 1
SHUTOFF SHUTOFF SHUTOFF
VALVE VALVE VALVE
PS PS PS
MP MP MP
ENGINE
ENGINE
ENGINE
LEGEND: LEGEND:
The CAS (Crew Alerting System) messages related to the engine fuel feed The CAS (Crew Alerting System) messa
system are listed in the table below: system are listed in the table below:
TYPE MESSAGE MEANING TYPE MESSAGE
FUEL 1 SOV FAIL Left engine SOV has failed. FUEL 1 SOV FAIL
FUEL 2 SOV FAIL Right engine SOV has failed. FUEL 2 SOV FAIL
Engine Feed System - Fuel Synoptic Page Engine Feed System - Fuel Syn
LH ENGINE FEED DC AUXILIARY FUEL TRANSFER DC AUXILIARY LH ENGINE FEED DC AUXILIARY F
EJECTOR PUMP BOOST PUMP 1 VALVE (SOV) BOOST PUMP 2 EJECTOR PUMP BOOST PUMP 1
RH ENGINE FEED
PUSH
VOL SO
EJECTOR PUMP
EMERG
COM
XFR XFR
PUSH
1-2
BARO
790 LB 350LB 790 LB
PUSH
STD
D MENU
RH FUEL
PFL PROC
PRESSURE
CLR ENT SWITCH
DFLT MAP FMS
Fuel system Unit Status Indications Fuel system Unit Status Indication
Valve Valve
Open with flow Open, no flow In transit Closed Open with flow Open, n
DC Pump DC Pump
Operating Not operating Operating
ON ON ON
Pressure switches are installed in the engine feed lines. If a pressure switch Pressure switches are installed in th
senses that the fuel pressure is low, the FUEL 1(2) LO PRES caution mes- senses that the fuel pressure is low
sage shows on the PFD (Primary Flight Display), in the CAS display. If the sage shows on the PFD (Primary F
DC PUMP switch is set to AUTO, the EFCU turns the auxiliary pump on, and DC PUMP switch is set to AUTO, the
the FUEL 1(2) FEED FAULT advisory message shows in the CAS display on the FUEL 1(2) FEED FAULT advisor
the PFD. the PFD.
Fuel Transfer Operation Fuel Transfer Operation
A fuel transfer function is provided to allow the operator to balance the fuel A fuel transfer function is provided t
between the left and right wing tanks. between the left and right wing tanks
If an imbalance of more than approximately 220 lbs (100 kg) between the left If an imbalance of more than approx
and right wing tanks occurs, the FUEL IMBALANCE caution message shows and right wing tanks occurs, the FUE
on the PFD, in the CAS display. The operator must then set the XFR related on the PFD, in the CAS display. The
switch to OPEN to initiate a fuel transfer. When the operator does that, the switch to OPEN to initiate a fuel tra
fuel transfer valve opens and the lateral balance is achieved through gravity. fuel transfer valve opens and the lat
Once the fuel imbalance becomes less than approximately 132 lbs (60 kg), Once the fuel imbalance becomes l
the FUEL IMBALANCE caution message goes out of view. When the fuel the FUEL IMBALANCE caution me
imbalance is less than 88 lbs (40 kg), the FUEL EQUAL advisory message imbalance is less than 88 lbs (40 kg
comes into view, warning the operator to stop the fuel transfer. Then the oper- comes into view, warning the operato
ator must set the XFR switch to CLOSE. ator must set the XFR switch to CLO
April 2009
TANK TANK
DCM
T R A I N I N G
DCM DCM
S E R V I C E S
COLLECTOR
TANK
DCM
DCM
ENGINE 1 ENGINE 2
SURGE TANK SHUTOFF SHUTOFF SURGE TANK
VALVE VALVE
LEGEND: PS PS
MP MP
SCAVENGE EJECTOR PUMP MOTIVE FLOW LINE
FUEL
TRANSFER
LEFT MAIN VALVE RIGHT MAIN
April 2009
TANK TANK
DCM
T R A I N I N G
DCM DCM
S E R V I C E S
COLLECTOR
TANK
M
M
EFCU EFCU E
LEGEND: CH 1 CH 2 LEGEND: C
EM500ENSDS280010A.DGN
TANK UNIT TANK UNIT
FUEL TEMPERATURE SENSOR FUEL TEMPERATURE SENSOR
(INSTALLED ON LEFT WING TANK ONLY) (INSTALLED ON LEFT WING TANK ONLY)
XFR XF
EM500ENSDS280026A R2 .DGN
MFD
(FUEL SYNOPTIC PAGE) (FUEL SYN
The temperature value is shown in green if the fuel temperature is more than The temperature value is shown in g
−34.6 °F (Degrees Fahrenheit), −37 °C (Degrees Celsius) and less than −34.6 °F (Degrees Fahrenheit), −3
176°F, (80 °C).The temperature value is shown in black (amber background) 176°F, (80 °C).The temperature valu
if the fuel temperature is less than −34.6 °F (−37 °C) or more than 125.6 °F if the fuel temperature is less than −
(52 °C). (52 °C).
If this condition occurs, the crew must: If this condition occurs, the crew mus
Lower the aircraft altitude.
Lower the aircraft altitude.
Increase the airspeed.
Increase the airspeed.
Monitor the fuel temperature. Monitor the fuel temperature.
If this condition occurs prior to takeoff, the aircraft cannot be dispatched unless it If this condition occurs prior to takeoff,
has been fueled with fuel (Jet A-1) at temperatures between −34.6 °F (−37 °C) has been fueled with fuel (Jet A-1) at
and 176 °F (80°C). and 176 °F (80°C).
DCM DCM
DCM
DCM
DCM
LEGEND: PS PS LEGEND: PS
ENGINE
ENGINE
ENGINE
FUEL FEED LINE FUEL FEED LINE
EM500ENSDS280029A.DGN
The low pressure warning system has two low pressure switches to monitor The low pressure warning system has tw
the engine feed lines. the engine feed lines.
One low pressure switch is installed in the left engine feed line, downstream One low pressure switch is installed in th
of the left engine SOV (Shutoff Valve). The other low pressure switch is of the left engine SOV (Shutoff Valve).
installed in the right engine feed line, downstream of the right engine SOV. installed in the right engine feed line, dow
Each engine low pressure switch monitors the related feed line. If the fuel pres- Each engine low pressure switch monitors
sure decreases below 6 PSI, each pressure switch sends a signal to both sure decreases below 6 PSI, each pres
EFCU (Electronic Fuel Control Unit) channels, which send a signal to cause the EFCU (Electronic Fuel Control Unit) chann
automatic operation of the applicable auxiliary boost fuel pump. The DC PUMP automatic operation of the applicable auxil
switches set at AUTO enables the automatic operation of the auxiliary pumps. switches set at AUTO enables the automa
ON ON ON
After receiving the engine 1 and engine 2 fuel low pressure signals, the EFCU After receiving the engine 1 and engi
sends them to the MFD (Multi-Function Display) sends them to the MFD (Multi-Functi
Low Pressure Warning Low Pressure Warning
If the fuel pressure is too low in an engine feed line: If the fuel pressure is too low in an en
The caution message FUEL 1(2) LO PRESS shows on the CAS display. The caution message FUEL 1(2)
The VDC applicable auxiliary boost pump is energized. The VDC applicable auxiliary boo
The fuel pressure increases in comparison with the operating pressure.
The fuel pressure increases in co
The automatic operation of the auxiliary pumps occur when the DC PUMP The automatic operation of the aux
switches are set to AUTO. switches are set to AUTO.
CAS
FUEL 1 LO PRESS FUEL 1 L
FUEL 2 LO PRESS FUEL 2 L
FUEL 1 PSW FAIL FUEL 1 P
FUEL 2 PSW FAIL FUEL 2 P
EM500ENSDS280032AR.DGN
PFD DISPLAY PFD
CAS CAS
MESSAGES MESSAGES
AREA AREA
Limitations Limitations
Fuel Fuel
Airplane Model Phenom 100 Airplane Model
Maximum usable quantity per tank 403 lb / 209.4 USG - 636.4Kg / 792.5 L Maximum usable quantity per tank 403
Unusable quantity per tank 22 lb / 3.3 USG - 10Kg / 12.5 L Unusable quantity per tank 2
Note: Note:
Maximum fuel capacity: 425.4 USG / 2850 lb - 1610 L / 1292.8Kg
Maximum fuel capacity: 425.4
The maximum permitted imbalance between tanks is 33 USG
The maximum permitted imbal
(220 lb.) - 125 L (100Kg). (220 lb.) - 125 L (100Kg).
When operating in engine suction mode (jet pump and DC pump
When operating in engine sucti
failed on the same tank) the unusable fuel quantity is 13.6 USG failed on the same tank) the un
(91.3 lb.) - 51.5 L (41.4Kg) per tank. (91.3 lb.) - 51.5 L (41.4Kg) per
Fuel can not be transferred from one wing to another when fuel Fuel can not be transferred fro
quantity reaches 46 USG (308lb) - 174 L (140Kg) for single quantity reaches 46 USG (308
engine condition and 54.2 USGal (363 lb.) - 205 L (165Kg) for engine condition and 54.2 USG
dual engine condition. dual engine condition.
When EIS fuel quantity is zero, any fuel remaining in the tanks
When EIS fuel quantity is zero,
can not be used safely in flight. can not be used safely in flight.
The weights above have been determined for an adopted fuel The weights above have been
density of 6.701 lb./USG - 0.803Kg/L. Different fuel densities may density of 6.701 lb./USG - 0.80
be used provided the volumetric limits are not exceeded. be used provided the volumetri
Note: For approved fuel additives see AMM. Note: For approved fuel ad
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel temp
exceeding 80°C. exceeding 80°C.
FUEL 1 (2) SOV Indicates a discrepancy between the FUEL 1 (2) SOV
FAIL commanded and actual valve state. FAIL
FUEL 1 (2) PSW Indicates a failure in the associated FUEL 1 (2) PSW
FAIL pressure switch. FAIL
Advisory Lateral fuel quantities are balanced Advisory
FUEL EQUAL FUEL EQUAL
when transfer valve is open.
The Weight Planning Plannng page within the AUX group contains an FOB The Weight Planning Plannng page w
SYNC soft-key. The funcion of this key, when selected, is to transfer the SYNC soft-key. The funcion of this
actual fuel quantity on board to the Weight Planning page for the FMS to use actual fuel quantity on board to the W
for flight planning purposes. for flight planning purposes.
NOTE: To prevent unpredictable fuel calculations, this function should ONLY be NOTE: To prevent unpredictable fuel
used on the ground, before flight. used on the ground, before flight.
FUSELAGE−WING FAIRING
BRAKE COMPONENTS
LG BAYS LG BAYS
LG COMPONENTS LG COMPONENTS
BRAKE COMPONENTS BRAKE COMPONENTS
MANIFOLD MANIFOLD
DUMP VALVE
ELECTRIC ELECTRIC
MOTOR MOTOR
PUMP
(LOCATED INSIDE RESERVOIR)
SDS2432291100P013
HYDRAULIC HYDRAULIC
POWER PACK POWER PACK
ACCUMULATOR ACCUMULATOR
Hydraulic System
Service Ground
Service
S E R V I C E S
Reservoir Pump X
System Return Check
Valve
Relief Delta P
Valve
Accumulato
r
Refill Port
Delta P Pressure Charging
Dump Gage Valve
Valve
PRV
Service Ground
Service
Reservoir Pump X
System Return Check
Valve
Relief Delta P
Valve
Accumulato
Reservoir Reservoir
The reservoir is provided with a spring-pressurized rolling diaphragm. The reservoir is provided with a spring-pr
Visual level indication is included with markings as follows: Visual level indication is included with ma
Full: swept volume (system depressurized) Full: swept volume (system depressu
Refill: swept volume (system depressurized) Refill: swept volume (system depress
FULL FULL
PUMP PUMP
RESERVOIR
REFILL REFILL
Manifold Manifold
The manifold is located between the electric motor and the pump/reser- The manifold is located between the e
voir and contains all the valves to support the system voir and contains all the valves to supp
Return and High Pressure Filters Return and High Pressure Filters
A pressure and a return filter are provided to keep the hydraulic fluid in the A pressure and a return filter are provide
limits of cleanliness at all times, Prior to entering the reservoir, the filters are limits of cleanliness at all times, Prior to
integrated to the manifold. integrated to the manifold.
The same disposable filter element is used for the pressure filter and return filter. The same disposable filter element is used
Both filters have high differential pressure indicators. The return filter has, in Both filters have high differential pressur
addition, a bypass valve. addition, a bypass valve.
Filter Bypass Valve Filter Bypass Valve
A bypass valve is included to the return filter in case a system failure occurs A bypass valve is included to the return f
and blocks the flow through the filter, allowing the flow directly to the reservoir. and blocks the flow through the filter, allow
ELETRIC FAN EL
VENTILATION
DUCT
ACCUMULATOR
DIFFERENTIAL DUMP VALVE DIFFERE
PRESSURE PRESSUR
INDICATORS INDICATO
INLET PORT INLET PORT
OUTLET PORT
RESERVOIR RESERVOIR
BLEED AND BLEED AND
RELIEF VALVE PRESSURE QUICK RELIEF VALVE
DISCONNECT
TEMPERATURE
SWITCH
RETURN/REFILL
QUICK DISCONNECT
28 VDC POWER THERMAL 28 VDC POWER
INPUT OVERLOAD OUTPUT INPUT
Operation Operation
The normal operation of the Hydraulic System is largely automatic with no The normal operation of the Hydrau
pilot input required. The system architecture and control philosophy is such pilot input required. The system arc
that it can cope with most aircraft operating conditions without requiring pilot that it can cope with most aircraft op
action. action.
HYD PUMP H
AUTO
OFF ON OFF
Electric Hydraulic Pump Selector Knob (Rotary Action) Electric Hydraulic Pump Selector K
OFF: Turns the electrical pump off. OFF: Turns the electrical pump off
AUTO: Allows the associated electrical pump to operate automatically, AUTO: Allows the associated electri
according to hydraulic system logic. (Normal Operations posi- according to hydraulic syste
tion) tion)
ON: Operates the electrical pump continuously, overriding the sys- ON: Operates the electrical pum
tem logic. tem logic.
ON ON ON
HYD LO PRESS
Caution Caution
HYD HI TEMP
Open the hydraulic system level indicator access door and the hydraulic Open the hydraulic system level indic
accumulator dump valve access door. accumulator dump valve access door
Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP Hydraulic Accumulator . . . . . . . . . . . . . .
Dump the hydraulic accumulator by pressing the dump valve on the Dump the hydraulic accumulator by
hydraulic power pack. hydraulic power pack.
Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP Emergency/Parking Brake Accumulator .
Dump the emergency/parking brake accumulator by cycling the emer- Dump the emergency/parking brake
gency/parking brake handle until the indication lamp on the main panel gency/parking brake handle until the
goes off. goes off.
Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Fluid Level. . . . . . . . . . . . . . . . . . . . . . . .
On the fluid level indicator, make sure that the fluid indication is in normal On the fluid level indicator, make sure
range (between 35 and 49.5 in3). range (between 35 and 49.5 in3).
The shaded region corresponds to the dispatchability range. If the level The shaded region corresponds to th
indication is below the refill mark, contact maintenance personnel for indication is below the refill mark, c
hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per hydraulic fluid servicing. A synthetic h
MIL-PRF-87257 must be used. MIL-PRF-87257 must be used.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Make sure that the two differential pressure indicators are not extended. Make sure that the two differential pre
Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK Hydraulic System Accumulator Pre-Charg
Check the indication of the accumulator nitrogen pre-charge gauge and Check the indication of the accumula
compare with replenish placard graphic. If necessary, contact mainte- compare with replenish placard gra
nance personnel for nitrogen servicing. nance personnel for nitrogen servicing
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Access Doors . . . . . . . . . . . . . . . . . . . . .
Close the hydraulic system level indicator access door and the hydraulic Close the hydraulic system level indic
accumulator dump valve access door. accumulator dump valve access doo
A SDS2432293100P041
Limitations Limitations
The hydraulic system must be checked each 15 consecutive calender days or The hydraulic system must be checked ea
before next flight, whichever occurs last. before next flight, whichever occurs last.
edges. Bleed air is routed from both engines to the wing de-icers and to edges. Bleed air is routed from bo
the horizontal stabilizer pneumatic de-icers. the horizontal stabilizer pneumatic
Remove or prevent ice formation around the engine inlet cowls, using Remove or prevent ice formation
bleed air from the related engine. bleed air from the related engine.
Prevent ice formation on the aircraft sensors. Pitot probes, static ports, and Prevent ice formation on the aircra
AOA (Angle of Attack) sensor are heated by electric resistances. AOA (Angle of Attack) sensor are
Remove ice, frost, fog, or rain from the windshield.The windshield heating Remove ice, frost, fog, or rain from
system uses electrical heaters and the windshield rain protection uses a system uses electrical heaters an
rain repellent coating applied to the windshield external surface. rain repellent coating applied to th
Provide the pilot and the copilot with a way to inspect the aircraft against Provide the pilot and the copilot w
icing while flying at night. There is one lamp installed on the left fuselage icing while flying at night. There is
that shines in the left wing for visible ice detection. A dark area on both that shines in the left wing for visib
overboard wing boots assists in visually detecting ice build up. overboard wing boots assists in v
The ice and rain protection system includes: The ice and rain protection system in
Wing and Horizontal Stabilizer De-ice System Wing and Horizontal Stabilizer De
Engine Anti-ice System Engine Anti-ice System
Windshield Heating System
Windshield Heating System
Air Data Heating System (ADS) Air Data Heating System (ADS)
Ice and Rain Protection Synoptic Ice and Rain Protection Synoptic
1 1
2 2 2
3 4 3
5 6 5
7 8 7
9 10 9
11 12 11
2 2
1 Windshield Heaters 7 Engine Anti Ice (EAI) 1 Valve and Bleed Line 1 Windshield Heaters 7
2 Boot Lines and Valves 8 Engine Anti Ice (EAI) 2 Valve and Bleed Line 2 Boot Lines and Valves 8
3 Inboard Ejector Flow Control Valve (EFCV) 9 Pressure Regulating Shut-Off Valve 1 (PRSOV 1) 3 Inboard Ejector Flow Control Valve (EFCV) 9
4 Outboard Ejector Flow Control Valve (EFCV) 10 Pressure Regulating Shut-Off Valve 2 (PRSOV 2) 4 Outboard Ejector Flow Control Valve (EFCV) 10
5 Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11 Ice Protection Bleed Duct 5 Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11
6 Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12 STAB Ejector Flow Control Valve (EFCV) 6 Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12
When the ice protection system is operating normally, all components are When the ice protection system is oper
shown in green on the system diagram. Items in white indicate components shown in green on the system diagram.
which are off. A red “X” over a component indicates invalid data or a failed which are off. A red “X” over a compone
unit. In the case of windshield heaters, a red “X” will be displayed with unit. In the case of windshield heaters
switches in the OFF position. switches in the OFF position.
Ice Protection System Unit Status Indications Ice Protection System Unit Status
Unit Icons and Descriptions Unit Icon
Inboard/Outboard Inboard/Outboard
EFCV Valve EFCV Valve
Open with flow Open, no flow Closed Open with flow
Wing and Horizontal Stabilizer De-Icing System Wing and Horizontal Sta
The airfoil deicing system removes the ice formed on the wing and the hori- The airfoil deicing system removes t
zontal stabilizer leading edges. zontal stabilizer leading edges.
HORIZONTAL
STABILIZER
PNEUMATIC PNEUMATIC
DE-ICING DE-ICING
LEFT WING
The outboard and inboard wing de-icer boots and the horizontal stabilizer de- The outboard and inboard wing de-ic
icer boots remove the ice formed when the system is selected ON. Three icer boots remove the ice formed w
EFCVs (Ejector Flow Control Valves) supply the de-icer boots with com- EFCVs (Ejector Flow Control Valve
pressed air (inflation) or vacuum (deflation). One pressure regulator / reliever pressed air (inflation) or vacuum (de
and a water separator provide dried air in a proper pressure for the system. and a water separator provide dried
Two check valves avoid back flow when there is loss of air bleed from one Two check valves avoid back flow w
engine. One low pressure switch, five deice pressure switches, and a engine. One low pressure switch,
controller monitors the operation of the system. controller monitors the operation of th
Wing Deicing Wing Deicing
The wing deicing system removes the formation of ice from the wing leading The wing deicing system removes th
edges. The wing de-icer boots cycle (inflate / deflate) in order to mechanically edges. The wing de-icer boots cycle
remove the formation of ice from the wing leading edges. The EFCV (Ejector remove the formation of ice from the
Flow Control Valve) provides the boot inflation and deflation. Pressure Flow Control Valve) provides the
switches monitor the boots pressure to make sure that they work properly. switches monitor the boots pressure
Wing Ejector Flow Control Valve (EFCV) Wing Ejector Flow Control Valve (E
There are two EFCVs for the wing deicing system. The EFCV controls the There are two EFCVs for the wing
flow of air to and from the de-icer boots. It is a two-position, solenoid-oper- flow of air to and from the de-icer b
ated valve that provides system pressure or vacuum to the pneumatic de- ated valve that provides system pre
icers.When the solenoid valve is in the de-energized condition, the ejector icers.When the solenoid valve is in
section of the valve provides the vacuum necessary to maintain the deicing section of the valve provides the va
tubes in a deflated condition using a minimum amount of air flow. tubes in a deflated condition using a
CONTROL
PRESSURE VALVE
REGULATOR
VALVE
Deicing System
Phenom 100
21-7
April 2009
Inboard Boot
Outboard Boot
EJECTOR FLOW PRESSURE
CONTROL VALVE SWITCH
Phenom 100
Left Horizontal Right Horizontal
Stabilizer Boot Stabilizer Boot
PRESSURE
SWITCH
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
ON ON ON
OFF ON OFF ON
ON
OFF
EXHAUST
VENT
EXHAUST EXHAUST
VENT VENT
SDS2432302100P041
Operation Operation
The EAI system is manually activated by means of a toggle switch. The sys- The EAI system is manually activate
tem heats the nacelle inlet cowl leading edge using bleed air extracted from tem heats the nacelle inlet cowl lead
the engine port to prevent potentially harmful ice accumulation. The system is the engine port to prevent potentially
activated via a solenoid controlled, pneumatically actuated shutoff valve (EAI activated via a solenoid controlled, p
shutoff valve). In case of system failure, the valve may be manually locked in shutoff valve). In case of system failu
the fully open position to permit dispatch of the aircraft. the fully open position to permit dispa
An EAI pressure transducer is also provided to monitor duct pressure down- An EAI pressure transducer is also p
stream of the EAI shutoff valve and thus confirm proper operation of the EAI stream of the EAI shutoff valve and
system. The EAI system for each engine is completely independent of the system. The EAI system for each e
other engine and EAI air bleeding cannot be shared between engines. other engine and EAI air bleeding ca
HEATING ICE PROTECTION HEATING
WSHLD 1 WSHLD 2 ENG 1 ENG 2 WSHLD 1 WSHLD 2
ON ON ON
OFF ON OFF ON
ON
OFF
AOA SENSOR
PITOT PROBE 1
DUAL STATIC
PORT 1
PITOT−STATIC PITOT−STATIC
PROBE PROBE
PITOT PITOT
PROBE 2 PROBE 2
DUAL STATIC DUAL STATIC
PORT 2 PORT 2
Protection against icing is provided by built-in heating elements. This system Protection against icing is provided by bu
provides electrical heating for the following components: provides electrical heating for the followin
Pitot Probes
Pitot Probes
Dual Static Ports. Dual Static Ports.
Pitot/Static Probe
Pitot/Static Probe
AOA (Angle of Attack) Sensor
AOA (Angle of Attack) Sensor
Static Pressure Port
Static Pressure Port
WARNING WARNI
DO NOT TOUCH HEATED PROBES, SENSOR, OR STATIC PORTS. THEY DO NOT TOUCH HEATED PROBES, SE
CAN BE HOT AND CAUSE INJURY TO YOU. CAN BE HOT AND CAUSE INJURY TO Y
Operation Operation
ADS (Air Data System)/ AOA Heating ADS (Air Data System)/ AOA Heati
The ADS and AOA probe heating system permits safe flight under icing con- The ADS and AOA probe heating sy
ditions. It has a rotary control knob, located on the ICE PROTECTION/ HEAT- ditions. It has a rotary control knob, lo
ING control panel, that allows selecting one out of three modes of operation: ING control panel, that allows select
OFF, AUTO, and ON. OFF, AUTO, and ON.
This is the normal operation mode. In this mode, the probe heating This is the normal operation
AUTO elements will be automatically energized if at least one engine is AUTO elements will be automatic
running or the aircraft weight is not on the wheels. running or the aircraft weig
In this mode, the probe heating elements will not be energized, In this mode, the probe hea
regardless of the status of the engines and WOW. This mode is regardless of the status of
OFF OFF
intended to be used on the ground, mainly to keep people from intended to be used on the
being injured in case of contact with the probes. being injured in case of con
In this mode, the probe heating elements will be energized, In this mode, the probe hea
regardless of the status of the engines and WOW. This mode may regardless of the status of
ON be used if it is necessary to activate the heating system on the ON be used if it is necessary to
ground and with the engines not running. It may also be used in ground and with the engine
flight in case of failure of the automatic control mode. flight in case of failure of th
ON ON ON
OFF ON OFF ON
ON
OFF
WINDSHIELD WINDSHIELD
- ELECTRICALLY HEATED - ELECTRICALLY HEATED
- DEFOG SYSTEM - DEFOG SYSTEM
SDS2432304000P065
only a portion of the glass, the area between the beads being dry. The high only a portion of the glass, the area
velocity slipstream continually removes the beads. velocity slipstream continually remov
Windshield Rain Protection Windshield Rain Protection
SDS2432304100P069R
WINDSHIELD WINDSHIELD
- ELECTRICALLY HEATED - ELECTRICALLY HEATED
- DEFOG SYSTEM - DEFOG SYSTEM
The windshield heating system consists of four independent subsystems, two The windshield heating system consists o
for each windshield. two subsystems are controlled by one Windshield Heater for each windshield. two subsystems are
Control Unit (WHCU). Each subsystem comprises a temperature controller Control Unit (WHCU). Each subsystem
channel, windshield heater element and windshield temperature sensors for channel, windshield heater element and
overheat and control to each windshield assembly. The function of the wind- overheat and control to each windshield
shield heating system is to regulate the temperature of each heating mat shield heating system is to regulate the
embedded in the windshield, in order to prevent the icing formation on the embedded in the windshield, in order to
exterior surface of the windshield, and fog formation on the inside surface. exterior surface of the windshield, and fog
Heated Windshield Heated Windshield
The windshield is an electrically heated, double curvature, laminated glass The windshield is an electrically heated,
windshield. The outboard glass is coated by an anti-static film to provide a windshield. The outboard glass is coate
discharge path for static build-up to prevent damage to the windshield heating discharge path for static build-up to preve
mats due to triboelectric charging. The windshield heating mats, two per mats due to triboelectric charging. The
windshield are embedded in the inboard surface of the outer glass ply to pro- windshield are embedded in the inboard
vide anti-ice capability. There are two sensing elements per heater section, vide anti-ice capability. There are two se
both connected to each channel of the Windshield Heater Control Unit both connected to each channel of th
(WHCU). (WHCU).
Windshield Heater Control Unit Windshield Heater Control Unit
Each WHCU channel regulates the temperature using two temperature sen- Each WHCU channel regulates the temp
sors and a heater mat integrated to the windshield. One sensor is used for sors and a heater mat integrated to the
control while the other monitors overheats and provides back-up control if the control while the other monitors overheats
first sensor fails. Besides regulating the heater element temperature, each first sensor fails. Besides regulating the
windshield control channel performs power-up BIT (Built-in Test) and continu- windshield control channel performs powe
ous BIT, reporting the faults to the avionics Data Concentrator Unit and GIA ous BIT, reporting the faults to the a
(Garmin Integrated Avionics unit) 2. (Garmin Integrated Avionics unit) 2.
On the ICE PROTECTION/HEATING control panel, when the WSHLD 1 On the ICE PROTECTION/HEATIN
switch is set to ON the WHCU 1, Channel 1and the WHCU 2, Channel 2 are switch is set to ON the WHCU 1, Ch
energized. Then the WHCUs supply power to the LH (Left-Hand) windshield energized. Then the WHCUs supply
heaters 1 and 2. heaters 1 and 2.
When the WSHLD 2 switch is set to ON the WHCU 1, Channel 2 and the When the WSHLD 2 switch is set t
WHCU 2, Channel 1 are energized. Then the WHCUs supply power to the WHCU 2, Channel 1 are energized.
RH (Right-Hand) windshield heaters 1 and 2. RH (Right-Hand) windshield heaters
Operation Operation
In normal operation, on the ICE PROTECTION/HEATING control panel, the In normal operation, on the ICE PR
WSHLD 1 and 2 rotary switches are set to OFF. WSHLD 1 and 2 rotary switches are s
When turned ON, the WHCU channels switch power ON when the control When turned ON, the WHCU chann
sensor temperature is below 95° F (35° C), and switch the heater power OFF sensor temperature is below 95° F (3
when the control sensor is above 110° F (43° C). Overheat set point is 140° F when the control sensor is above 110
(60° C). (60° C).
Each WHCU operates according to a load shedding logic and regulates the Each WHCU operates according to
temperature of the both heaters of each windshield side. If only a single temperature of the both heaters of
power source (one SG failed) is available, the left windshield side has the pri- power source (one SG failed) is avai
ority and one of its sections (left or right) is heated according to the remaining ority and one of its sections (left or rig
starter generator (SG). starter generator (SG).
EM500ENAOM140027C.DGN
WHCU 1 WHCU 2 WHCU 1
To prevent frozen contamination on airplane surfaces deice and anti- To prevent frozen contamination
icing operation requires that fluids be distributed uniformly over icing operation requires that f
surfaces. In order to control uniformity, all horizontal surfaces must be surfaces. In order to control unifo
visually checked during fluid application. The correct amount is visually checked during fluid a
indicated by fluid just beginning to drip off the leading edge. Do not indicated by fluid just beginning
use tools to scrape or scratch compacted snow from the airframe use tools to scrape or scratch
surfaces or from the gaps between fixed or movable surfaces. Once surfaces or from the gaps betwe
the airplane has been fully deiced, it is time to consider the prevention the airplane has been fully deiced
of any further ice contamination prior to takeoff by application of an of any further ice contamination
anti-icing treatment. anti-icing treatment.
01
01 01
PITOT PITOT
DIRECTION OF FLUID PROBE 2 DIRECTION OF FLUID PROBE 2
SPRAY NOT PERMITTED SPRAY NOT PERMITTED
DUAL STATIC DUAL STATIC
LEGEND: PORT 2 LEGEND: PORT 2
EM500ENAOM140361A.DGN
ON FUSELAGE IS PERMITTED ON FUSELAGE IS PERMITTED
DO NOT APPLY FLUIDS DIRECTLY TO THESE POINTS DO NOT APPLY FLUIDS DIRECTLY TO THESE POIN
01 FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY RETRACTED 01 FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY
Limitations Limitations
Operation in Icing Conditions Operation in Icing Conditions
Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40°C Minimum Temperature for Wing/ Stab
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS Minimum Airspeed . . . . . . . . . . . . . .
Crew must activate the ice protection system when icing conditions exist or Crew must activate the ice protectio
are anticipated below 10°C as follows: are anticipated below 10°C as follow
If OAT is between 5°C and 10°C with visible moisture: If OAT is between 5°C and 10°C with
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . .
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINGSTAB Switch. . . . . . . . . . .
WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WSHLD 1 and WSHLD 2 . . . . . .
If OAT is below 5°C with visible moisture: If OAT is below 5°C with visible mois
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WSHLD 1 and WSHLD 2 Switche
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . .
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch. . . . . . . . . . .
Note: Note:
Icing conditions may exist whenever the Static Air Temperature (SAT) on
Icing conditions may exist whene
the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C the ground or for takeoff, or Tota
or below and visible moisture in any form is present (such as clouds, fog or below and visible moisture in a
with visibility of one mile or less, rain, snow, sleet, and ice crystals). with visibility of one mile or less,
Icing conditions may also exist when the SAT on the ground and for Icing conditions may also exist w
takeoff is 10°C or below when operating on ramps, taxiways, or runways takeoff is 10°C or below when op
where surface snow, ice, standing water, or slush may be ingested by where surface snow, ice, standin
the engines, or freeze on engines, nacelles, or engine sensor probes. the engines, or freeze on engine
WINGSTAB switch must remain at the ON position until the entire wing, WINGSTAB switch must remain
including unprotected areas and areas behind the wing deicing boot, are including unprotected areas and
free of ice accretion.” This assures the icing stall warning schedule with free of ice accretion.” This assur
runback ice present. runback ice present.
In icing conditions the airplane must be operated, and its ice protection
In icing conditions the airplane m
systems used as described in the operating procedures section of this systems used as described in th
manual. Where specific operational speeds and performance informa- manual. Where specific operatio
tion have been established for such conditions, this information must be tion have been established for su
used. used.
Take-off is prohibited with frost, ice, snow or slush adhering to wings,
Take-off is prohibited with frost, ic
control surfaces, engine inlets, or other critical surfaces. control surfaces, engine inlets, o
Integrated Avionics Unit - GIA 63W (2) Integrated Avionics Unit - GIA 63W
Functions as the main communication hub, linking all LRUs with the on-side Functions as the main communicatio
PFD. Each GIA 63W contains a GPS WAAS receiver, VHF COM/NAV/GS PFD. Each GIA 63W contains a GP
receivers, a flight director (FD) and system integration microprocessors. Each receivers, a flight director (FD) and s
GIA 63W is paired with the on-side PFD via HSDB connection. GIA 63W is paired with the on-side P
Air Data Computer - GDC 74B (2) Air Data Computer - GDC 74B (2)
Processes data from the pitot/static system as well as the OAT probe. This Processes data from the pitot/static syst
unit provides pressure altitude, airspeed, vertical speed and OAT information unit provides pressure altitude, airspeed,
to the Garmin Prodigy system, and it communicates with the onside GIA, on- to the Garmin Prodigy system, and it com
side PFD and on-side AHRS, using an ARINC 429 digital interface. The GDC side PFD and on-side AHRS, using an AR
74B is designed to operate in Reduced Vertical Separation Minimum (RVSM) 74B is designed to operate in Reduced V
airspace. airspace.
Engine / Airframe Unit - GEA 71 (3) Engine / Airframe Unit - GEA 71 (3)
Receives and processes signals from the engine and airframe sensors. This Receives and processes signals from the
unit communicates with both GIAs using a digital interface. unit communicates with both GIAs using
Attitude and Reference System (AHRS) - GRS 77 (2) Attitude and Reference System (A
Provides aircraft attitude and heading information via both the on-side PFD Provides aircraft attitude and headin
and the on-side GIA. The GRS 77 contains advanced sensors (including and the on-side GIA. The GRS 77
accelerometers and rate sensors) and interfaces with the on-side magnetom- accelerometers and rate sensors) an
eter to obtain magnetic field information, with the air data computer to obtain eter to obtain magnetic field informa
air data, and with both GIA to obtain GPS information. air data, and with both GIA to obtain
Dual Audio System with Integrated Marker Beacon Receiver - Dual Audio System with Integrated Ma
GTX 33/33D GMA 1347D (2) GTX 33/33D GMA 1347D (2)
Integrates NAV/COM digital audio, intercom system and marker beacon con- Integrates NAV/COM digital audio, interco
trols, and is installed in dual configuration on the outboard side of PFD1 and trols, and is installed in dual configuration
PFD2. This unit also enables the manual control of the display reversionary PFD2. This unit also enables the manua
mode (red DISPLAY BACKUP button) and communicates with the on-side mode (red DISPLAY BACKUP button) a
GIA. GIA.
Mode S Transponder - GTX 33 (1) and GTX 33D (1) Mode S Transponder - GTX 33 (1) and
Solid-state transponders that provide Modes A, C and S capability. The GTX Solid-state transponders that provide Mo
33 is indicated as ‘XPDR1’and is non-diversity. The GTX 33D includes Mode 33 is indicated as ‘XPDR1’and is non-div
S with diversity and is indicated as ‘XPDR2’. Both transponders can be con- S with diversity and is indicated as ‘XPD
trolled from either PFD, and only one transponder can be active at a time. trolled from either PFD, and only one tr
Each transponder communicates with the on-side GIA. Each transponder communicates with the
Satellite Data Link Receiver - GDL 69A (1) Satellite Data Link Receiver - GDL
A satellite radio receiver that provides real-time weather information to the A satellite radio receiver that provid
MFD (and, indirectly, to the inset map of the PFD) as well as digital audio MFD (and, indirectly, to the inset m
entertainment. A subscription to the XM Satellite Radio service is required to entertainment. A subscription to the
enable the GDL 69A capability. enable the GDL 69A capability.
MFD Control Unit - GCU 475 (1) MFD Control Unit - GCU 475 (1)
Provides the Flight Management System (FMS) controls for the MFD through Provides the Flight Management System
a digital interface. a digital interface.
AFCS (Automatic Flight Control System) Control Unit - GMC 715 (1) AFCS (Automatic Flight Control System
Provides the controls for the AFCS through a digital interface allowing com- Provides the controls for the AFCS throu
munication with both PFDs. munication with both PFDs.
AFCS Servos - GSA 81 (3) and Servo Gearboxes - GSA 85A (1) AFCS Servos - GSA 81 (3) and Ser
The GSA 81 servos are used for the automatic control of pitch, roll, and yaw. The GSA 81 servos are used for the
These units interface with each GIA. The GSM 85A servo gearbox is respon- These units interface with each GIA.
sible for transferring the output torque of the GSA 81 servo actuator to the sible for transferring the output torq
mechanical flight-control surface linkage. mechanical flight-control surface link
CRS1
APR
HDG SEL
CSC
ALT SEL
DN
SPD SEL CRS2 GDL 69A GSD41 DCU GWX 68
XM Satellite Onboard
PUSH DIR
BANK
PUSH SYNC
CPL UP
PUSH IAS MACH PUSH DIR
Radio Receiver Radar
PA TEL PA TEL
PUSH PUSH PUSH PUSH PUSH PUSH
1-2 1-2 1-2 1-2 1-2 1-2
MUSIC SPKR MUSIC SPKR
BARO BARO BARO
MKR HI MKR HI
MUTE SENS MUTE SENS
AUX AUX
PUSH PUSH PUSH
PAN PAN PAN
MAN PLAY MAN PLAY
SQ SQ
GDU 1240A PFD GMA 1347D GDU 1240A MFD GMA 1347D GDU 1240A PFD
Audio System Audio System
GDC 74B #1
A B C D E F
1 2 3 GDC 74B #1
System Integration Processors
G H I J K
Switch Air Data System Integration Processors
Air Data
4 5 6
L M N O P Q
Computer Computer
R S T U V
0
W X Y Z
On the PFD, the AHRS begins to initialize and displays ‘AHRS ALIGN: Keep On the PFD, the AHRS begins to initializ
Wings Level’. The AHRS should display valid attitude and heading fields typi- Wings Level’. The AHRS should display v
cally within one minute of power-up. The AHRS can align itself both while cally within one minute of power-up. Th
taxiing and during level flight. taxiing and during level flight.
When the MFD powers up, the MFD Power-up Page displays the following When the MFD powers up, the MFD Po
information: information:
System version System version
Copyright Copyright
Land database name and version Land database name and version
Obstacle database name and version Obstacle database name and version
Terrain database name and version
Terrain database name and version
Aviation database name, version, and effective dates Aviation database name, version, and
Current database information includes the valid operating dates, cycle num- Current database information includes th
ber and database type. When this information has been reviewed for cur- ber and database type. When this infor
rency (to ensure that no databases have expired), the pilot is prompted to rency (to ensure that no databases hav
continue. Pressing the ENT Key acknowledges this information and displays continue. Pressing the ENT Key acknow
the System - Status Page. the System - Status Page.
Pilot profile selection (individualization system customization of options) is Pilot profile selection (individualization s
also available at this time. also available at this time.
SD CARD SLOTS
tion Display). The FDU installed on the pilot side is the PFD (Primary Flight tion Display). The FDU installed on the p
Display) 1 and the one installed in the copilot side is the PFD 2. Display) 1 and the one installed in the cop
The PFDs provide: The PFDs provide:
Primary Flight Data Primary Flight Data
Navigation Data (on inset map) Navigation Data (on inset map)
Crew Alerting Messages Processing And Display Crew Alerting Messages Processing A
Radio Tuning Information Radio Tuning Information
TAWS Information TAWS Information
Weather Information Weather Information
Cockpit Annunciation Cockpit Annunciation
EICAS (when in reversionary mode)
EICAS (when in reversionary mode)
1 2 3 4 5 6 7 8 1 2 3
17
9 13
10 14
16 16
11 15
12
ADC1 ADC2 AD STBY AHRS1 AHRS2 AT STBY BACK MSG ADC1 ADC2 AD STBY AHRS1 AHRS2 AT ST
Another means of selecting softkeys on the MFD is by using the MFD Control Another means of selecting softkeys on th
Unit: Unit:
Selecting a softkey using the MFD Control Unit Selecting a softkey using the MFD Contro
Move the softkey selection box to the desired softkey using the arrows of Move the softkey selection box to the d
the SEL Key. the SEL Key.
Press the center of the SEL Key to select the desired softkey.
Press the center of the SEL Key to sel
MFD Control Unit MFD Control Unit
In case of a PFD 1 axial cooling fan failure, the flight crew is informed about In case of a PFD 1 axial cooling fan
the situation through the "PFD 1 FAN FAIL” CAS message. In case of a MFD the situation through the "PFD 1 FAN
axial cooling fan failure, the pilot is informed about the situation through the axial cooling fan failure, the pilot is i
“MFD FAN FAIL” CAS message. In case of a PFD 2 axial cooling fan failure, “MFD FAN FAIL” CAS message. In c
the flight crew is informed via the “PFD 2 FAN FAIL” CAS message. The PFD the flight crew is informed via the “PF
1 axial cooling fan and the PFD 2 axial cooling fan are fed by the DC BUS 2 1 axial cooling fan and the PFD 2 ax
and the MFD axial cooling fan is fed by the DC BUS 1. and the MFD axial cooling fan is fed
Primary Flight Display Primary Flight Display
The PFDs show the following information: The PFDs show the following informa
Attitude Attitude
Airspeed Airspeed
Altitude
Altitude
Vertical Speed Vertical Speed
Vertical Deviation / Glideslope indicator Vertical Deviation / Glideslope ind
HSI (Horizontal Situation Indicator) HSI (Horizontal Situation Indicator
Heading and Course Indication Heading and Course Indication
Turn Rate Indicator Turn Rate Indicator
Navigation Source Navigation Source
Course Deviation Indicator Course Deviation Indicator
Bearing Pointers Bearing Pointers
DME (Distance Measuring Equipment) Window DME (Distance Measuring Equipm
Wind Data Wind Data
Temperature Displays Temperature Displays
System Time System Time
Timer/References Window Timer/References Window
Comparator Window Comparator Window
Reversionary Sensor Window Reversionary Sensor Window
CAS Window CAS Window
AFD Window AFD Window
Traffic Annunciation
Traffic Annunciation
TAWS Annunciation TAWS Annunciation
NAV Frequency Box
NAV Frequency Box
COM Frequency Box
COM Frequency Box
Marker Beacon Annunciations
Marker Beacon Annunciations
Navigation Status Box Navigation Status Box
1 1
20
19
2 2
18
17
3 3
4 16 4
5 15 5
6 14 6
7 7
13
8 8
12
9 10 11 9 10
1 1
13
2 12 2
11
10
3 3
9
4 4
5 8 5
6 7 6 6 7
13 Glidepath Indicator
Airspeed Airspeed
The airspeed indicator displays airspeed on a rolling number gauge using a The airspeed indicator displays airsp
moving tape. The numeric labels and major tick marks on the moving tape moving tape. The numeric labels an
are marked at intervals of 10 knots, while minor tick marks on the moving are marked at intervals of 10 knots
tape are indicated at intervals of 5 knots. Speed indication starts at 20 knots, tape are indicated at intervals of 5 kn
with 60 knots of airspeed viewable at any time. The current airspeed is dis- with 60 knots of airspeed viewable a
played inside the black pointer. The pointer remains black until reaching the played inside the black pointer. The
high airspeed limit, at which point it turns red along with the mach number high airspeed limit, at which point it
readout. A commanded airspeed is identified above the tape only when the readout. A commanded airspeed is
aircraft is in FLC (Flight Level Change) hold vertical autopilot mode. The box aircraft is in FLC (Flight Level Chang
immediately below the airspeed tape indicates current aircraft mach if it’s immediately below the airspeed tap
value is greater than 0.4 M (Mach). value is greater than 0.4 M (Mach).
Overspeed awareness is represented at the high end of the airspeed tape. Overspeed awareness is represente
The FDU is configurable to allow for a VMO/MMO schedule. In mach region, The FDU is configurable to allow for
the bottom of the red MMO tape shall synchronize to the current aircraft mach the bottom of the red MMO tape shal
number. IAS readouts become red when the bottom of barber pole touches number. IAS readouts become red w
the current IAS. The location of the barber pole is placed at the IAS value that the current IAS. The location of the b
is equivalent to the mach value. is equivalent to the mach value.
Low airspeed awareness is represented at the low end of the airspeed tape Low airspeed awareness is represen
and is part of the stall warning system. and is part of the stall warning system
Yellow tape from fixed speed margin down to stall warning activation. Yellow tape from fixed speed margin
Red tape from airspeed lower than stall warning activation. The airspeed Red tape from airspeed lower than
readout becomes red in inverse video whenever the airspeed decreases readout becomes red in inverse vi
below top of red tape. below top of red tape.
A green circle provides reference for the approach. It represents 1.3 VS. A green circle provides reference for
The airspeed trend vector is a vertical, magenta line, extending up or down The airspeed trend vector is a vertical, m
on the airspeed scale, located to the right of the color-coded speed range on the airspeed scale, located to the rig
strip. The end of the trend vector displays (approximately) the airspeed to be strip. The end of the trend vector displays
reached in 6 seconds if the current rate of acceleration is maintained. If the reached in 6 seconds if the current rate
trend vector crosses VMO/MMO, the text of the actual airspeed readout and trend vector crosses VMO/MMO, the tex
the mach readout changes to yellow. The trend vector is absent if the speed the mach readout changes to yellow. The
remains constant or if any data needed to calculate airspeed is not available remains constant or if any data needed t
due to a system failure. due to a system failure.
When the airspeed trend vector crosses the barber pole, the IAS readouts When the airspeed trend vector crosses
are shown in caution inverse video (black numbers, yellow background). are shown in caution inverse video (bl
When the current airspeed crosses the barber pole, the IAS digits are shown When the current airspeed crosses the b
in warning inverse video (white numbers, red background) and no aural alert in warning inverse video (white numbers,
is sounded. When the airspeed trend vector crosses the red band of the low is sounded. When the airspeed trend vec
speed awareness, the IAS readouts are shown in caution inverse video speed awareness, the IAS readouts ar
(black numbers, yellow background). When the current airspeed crosses the (black numbers, yellow background). Wh
low speed awareness amber band, the IAS digits are shown in caution low speed awareness amber band, the
inverse video (black numbers, yellow background). When the current air- inverse video (black numbers, yellow b
speed crosses the low speed awareness red band, the IAS readouts are speed crosses the low speed awarenes
shown in warning inverse video (white numbers, red background) and a stall shown in warning inverse video (white nu
warning alert is activated. warning alert is activated.
The ground speed is represented to the left side of the airspeed indicator and The ground speed is represented to the le
shows the velocity that the aircraft is travelling relative to a ground position. V- shows the velocity that the aircraft is trave
speeds are shown as a bug and label placed at the corresponding values on speeds are shown as a bug and label pla
the airspeed tape. V-speeds can be changed and their flags turned ON/OFF the airspeed tape. V-speeds can be chan
from the PFD Timer / References window. When active (ON), the V-speeds from the PFD Timer / References windo
are displayed at their respective locations to the right of the airspeed tape. By are displayed at their respective locations
default, all V-speed values are reset and all flags turned OFF when power is default, all V-speed values are reset and
cycled. V-speeds are categorized as either takeoff or landing. Takeoff V- cycled. V-speeds are categorized as e
speed flags are automatically turned OFF when 160 KT is reached. The order speed flags are automatically turned OFF
in which the categories are displayed is determined by whether the aircraft is in which the categories are displayed is d
on the ground or in the air. If the aircraft is on the ground, the takeoff V- on the ground or in the air. If the aircra
speeds are displayed at the top of the V-speed list. If the aircraft is in the air, speeds are displayed at the top of the V-
the landing V-speeds are displayed at the top.V-speed flags can be turned the landing V-speeds are displayed at th
ON or OFF all at once or by category (takeoff or landing). ON or OFF all at once or by category (tak
Default values for all or a category of V-speeds can also be restored using a Default values for all or a category o
menu option (by pressing the MENU key while the timer/references window is menu option (by pressing the MENU
displayed). displayed).
Changing Vspeeds and Turning Flags ON/OFF: Changing Vspeeds and Turning Fl
1. Select the TMR/REF Softkey. 1. Select the TMR/REF Softkey.
2. Turn the large FMS Knob to highlight the desired Vspeed. 2. Turn the large FMS Knob to highli
3. Use the small FMS Knob to change the Vspeed in 1-kt increments (when a 3. Use the small FMS Knob to chan
speed has been changed from a default value, an asterisk appears next to speed has been changed from a
the speed). the speed).
4. Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field. 4. Press the ENT Key or turn the larg
5. Turn the small FMS Knob clockwise to ON or counterclockwise to OFF. 5. Turn the small FMS Knob clockwis
6. To remove the window, press the CLR Key or select the TMR/REF Softkey. 6. To remove the window, press the
Takeoff and Landing Vspeeds (Timer / Reference Windows Takeoff and Landing Vspeeds (Tim
Modifying Vspeeds (on, off, restore defaults): Modifying Vspeeds (on, off, restor
1. Select the TMR/REF Softkey. 1. Select the TMR/REF Softkey.
2. Press the MENU Key. 2. Press the MENU Key.
3. Turn the FMS Knob to highlight the desired selection. 3. Turn the FMS Knob to highlight th
4. Press the ENT Key. 4. Press the ENT Key.
5. To remove the window, press the CLR Key or select the TMR/REF Softkey. 5. To remove the window, press the
Timer / Reference Window Menu Timer / Reference Window Menu
Airspeed Airspeed
Trend Vector Trend Vecto
Indicated Vspeed Indicated Vspeed
Airspeed References Airspeed References
FS
AP
RF
AC
FS
Takeoff
VR R VR
V2 2 V2
VFS FS VFS
VAP AP VAP
Landing
Landing
VREF RF VREF
VAC AC VAC
A magenta altitude trend vector extends up or down the left side of the alti- A magenta altitude trend vector extends
tude tape, the end resting at the approximate altitude to be reached in 6 sec- tude tape, the end resting at the approxim
onds at the current vertical speed. The trend vector is not shown if altitude onds at the current vertical speed. The
remains constant or if data needed for calculation is not available due to a remains constant or if data needed for c
system failure. system failure.
The barometric pressure setting is displayed below the altimeter in inches of The barometric pressure setting is displa
mercury (inHg) or hectopascals (hPa) when the PFD/ALT UNIT/IN or HPA mercury (inHg) or hectopascals (hPa) w
softkey is pressed. The barometric settings of the PFDs can be synchronized softkey is pressed. The barometric setting
from the PFD setup menu using the BARO knob. If the settings differ by more from the PFD setup menu using the BAR
than 0.02 inHg, the readouts become yellow. than 0.02 inHg, the readouts become yell
The selected altitude is displayed above the altimeter in the box indicated by The selected altitude is displayed above
a selection bug symbol. A bug corresponding to this altitude is shown on the a selection bug symbol. A bug correspon
tape; if the selected altitude exceeds the range shown on the tape, the bug tape; if the selected altitude exceeds the
appears at the corresponding edge of the tape. The metric value, when appears at the corresponding edge of
selected (PFD/ALT UNIT/METERS softkey), is displayed in a separate box selected (PFD/ALT UNIT/METERS softk
above the selected altitude. above the selected altitude.
PFD (Altitude) PFD (Altitude)
Selected Selected Selected
Selected Altitude Altitude Selected Altitude
Altitude (Meters) Altitude
Bug Bug
Barometric Barometric
Minimums Minimums
Bug Bug
Barometric Barometric Barometric
Setting Box Setting Box Setting Box
(In HG) (Hectopascals) (In HG) (H
1
1800
100 4
VNV
Target
Altitude
Vertical
Speed
Indicator
Marker
Beacon
Annunciation
Glidepath
Indicator
Glideslope Glideslope
Indicator Indicator
Supplying flight crew with procedures to control the system Supplying flight crew with procedu
Providing aircraft status quickly, and showing new alerts Providing aircraft status quickly, a
Supplying flight crew with results of actions taken Supplying flight crew with results o
The CAS messages are presented on the CAS window, located on the center The CAS messages are presented o
right portion of the PFDs. right portion of the PFDs.
Auxiliary Flight Display Window Auxiliary Flight Display Window
The AFD window conveys messages to the flight crew regarding operational The AFD window conveys message
or aircraft system conditions that require cockpit indication, but do not require or aircraft system conditions that req
immediate flight crew awareness (status messages). When a new message immediate flight crew awareness (st
is issued, the MSG softkey flashes to alert the flight crew of a new message. is issued, the MSG softkey flashes to
It continues to flash until acknowledged by pressing the softkey. When this It continues to flash until acknowled
softkey is pressed, the AFD window is displayed at the lower right corner of softkey is pressed, the AFD window
the PFD. the PFD.
NAV1 108.00 117.95 D SKT 136.975 118.000 COM1 NAV1 108.00 117.95 D SKT
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95
CAS WINDOW
HDG NO COMP EMERG
NAV 15200 ROL NO COMP COM NAV
2000 PIT NO COMP
15400 ALT NO COMP
20 20 4 20 20
230 230
15300 BOTH ON GPS1
PUSH BOTH ON AHRS1 PUSH PUSH
1-2 10 10 2 BOTH ON ADC2 1-2 1-2 10 10
220 15200 220
CAS
BARO
20 ENG EXCEEDANCE
210 151 GEN 1 OFF BUS
ENG NO DISPATCH 210
00
200
ENG NO TO DATA
E1 FUEL IMP BYP
E1 FIREX FAIL
AFD WINDOW 200
10 10 15000 2 BATT 2 OFF BUS
BLEED 2 FAIL PUSH 10 10
BLEED 1 FAIL STD
BATT DISCHARG
FUEL 1 SOV FAIL
190 307 14900 4 E2 CTRL FAULT
HYD LO PRES
RANGE 190 307
HDG 035 CRS 300 EMER BRK LO PRES
HDG 035 CRS 300
M .411 30.04 IN M .411
30 30
W MESSAGES W
PUSH
GWX FAIL - GWX is inoperative. PAN
GPS TERM GPS TERM
24
24
GMC FAIL - GMC is inoperative.
21
21
D MENU
CNFG MODULE - PFD1 conguration
S
S
15 module is inoperative. PFL PROC
15
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 CLR ENT TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DME XPDR ID
DFLT MAP FMS
PUSH CRSR
Comparator
Window
Reversionary
Sensor
Window
CAS
Window
Auxiliary Flight Auxiliary Flight
Display Display
Window Window
Softkey
Annunciation
TrafÞc TrafÞc
Symbols Symbols
Direct-to Direct-to
t Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD - t Active flight plan leg (e.g
> KCOS’) or flight plan annunciations (e.g., ‘Turn > KCOS’) or flight plan an
right to 021˚ in 8 seconds’) right to 021˚ in 8 seconds
t Distance (DIS) and Bearing (BRG) to the next t Distance (DIS) and Bearin
waypoint or flight plan annunciations (e.g., ‘TOD waypoint or flight plan a
within 1 minute’) within 1 minute’)
Synoptic
Pages
Engine Engine
Information Information
Battery Battery
Voltage Voltage
Indication Indication
Cabin Cabin
Data Data
Landing Landing
Gear Gear
Indication Indication
Trim Indication Flap Indication Pages in Cur rent Page G roup Trim Indication Flap Indication
Page Groups
System Softkey System Softkey
Each page group contains multiple pages. The page groups are selected Each page group contains multiple pag
using the outer knob of the dual FMS knob. The inner knob selects pages in using the outer knob of the dual FMS kn
the page group. Holding the CLR softkey for two seconds returns to the the page group. Holding the CLR softk
default navigation page. default navigation page.
The page group and active page title box are displayed in the upper center of The page group and active page title box
the screen, below the navigation status box. In the bottom right corner of the the screen, below the navigation status b
screen, the current page group, number of pages available in the group, and screen, the current page group, number
placement of the current page within the group are indicated. placement of the current page within the
Selected Page
The map group (MAP) contains the following pages: The map group (MAP) contains the f
Navigation Map Navigation Map
Traffic Map Traffic Map
Weather Radar Weather Radar
Weather Data Link Weather Data Link
TAWS TAWS
The waypoint group (WPT) contains the following pages: The waypoint group (WPT) contains the f
Airport Information Screens (airport information, departure information, Airport Information Screens (airport inf
arrival information, approach information, weather information) arrival information, approach informati
Intersection Information Intersection Information
NDB (Non-Directional Beacon) Information NDB (Non-Directional Beacon) Informa
VOR Information VOR Information
User WPT (Waypoint) Information. User WPT (Waypoint) Information.
Airport
Information
Pages
The auxiliary group (AUX) contains the following pages: The auxiliary group (AUX) contains t
Weight Planning Weight Planning
Trip Planning Trip Planning
Utility Utility
GPS Status GPS Status
System Setup System Setup
XM Radio XM Radio
System Status. System Status.
XM
Satellite
Pages
The nearest group (NRST) contains the following pages: The nearest group (NRST) contains the f
Nearest Airports Nearest Airports
Nearest Intersections Nearest Intersections
Nearest NDB Nearest NDB
Nearest VOR Nearest VOR
Nearest User WPTs Nearest User WPTs
Nearest Frequencies Nearest Frequencies
Nearest Airspaces Nearest Airspaces
The flight plan group (FPL) contains the following pages: The flight plan group (FPL) contains
Active Flight Plan (wide view, narrow view) Active Flight Plan (wide view, narr
Flight Plan Catalog (stored flight plan) Flight Plan Catalog (stored flight p
The flight plan group is toggled ON using the dedicated FPL key on the right The flight plan group is toggled ON u
side of the MFD. side of the MFD.
EICAS EICAS
The EICAS displays electrical, fuel, engine, pressurization, and flight control The EICAS displays electrical, fuel,
information on the left side of the MFD. information on the left side of the MF
Engine Information Engine Information
Engine information is displayed on the upper portion of the EICAS. It shows: Engine information is displayed on th
Thrust rate selected Thrust rate selected
N1 (Fan Rotor Speed)
N1 (Fan Rotor Speed)
N2 (Core Rotor Speed)
N2 (Core Rotor Speed)
ITT (Interstage Turbine Temperature)
ITT (Interstage Turbine Temperatu
Fuel flow, fuel quantity, ignition, oil pressure, oil temperature, engine fire, Fuel flow, fuel quantity, ignition, oi
engine fail, engine OFF, red/yellow lines, targets, etc. engine fail, engine OFF, red/yellow
To minimize the impact of T1 (Inlet Total Temperature) faults and N1 varia- To minimize the impact of T1 (Inlet
tions during the takeoff roll, the OAT (Outside Air Temperature) from an exter- tions during the takeoff roll, the OAT
nal source (ATIS, AWOS, etc.) is entered via the MFD. When aircraft is on the nal source (ATIS, AWOS, etc.) is ente
ground and just after aircraft power-up, FADECs transmit default OAT values ground and just after aircraft power-up, F
based on engines T1. In order to select the takeoff data, pilot needs to use based on engines T1. In order to select
the ENG SET softkey group on the MFD. When this softkey is selected and the ENG SET softkey group on the MFD
the aircraft is on the ground, the Takeoff Data Set window is displayed on the the aircraft is on the ground, the Takeoff D
lower part of the EICAS. lower part of the EICAS.
The initial OAT reference value is the average of the OAT values read from The initial OAT reference value is the av
both engines. To change the OAT value, pilot can use the OAT and OAT both engines. To change the OAT value,
softkeys. To revert to the originally proposed OAT value, press the RST OAT softkeys. To revert to the originally propo
softkey. The selected value is not sent to the FADECs until they are accepted softkey. The selected value is not sent to
by the pilot. The OAT, OAT and RST OAT softkeys are disabled during by the pilot. The OAT, OAT and RST
certain flight phases. certain flight phases.
Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating Each FADEC contains an ATR (Autom
which automatically increases the thrust of the local engine to reserve in case which automatically increases the thrust o
of one engine failure during takeoff. The ATR system is enabled by default of one engine failure during takeoff. The
during FADEC power-up on ground. To change this setting, use the ATR ON during FADEC power-up on ground. To c
and ATR OFF softkeys. The ATR ON and ATR OFF softkeys are disabled and ATR OFF softkeys. The ATR ON a
during certain flight phases. during certain flight phases.
In very specific situations, it may be necessary for the aircraft to operate both In very specific situations, it may be nece
engines with the maximum thrust that does not compromise the engine life engines with the maximum thrust that do
(continuous thrust rating). The TLA (Thrust Lever Angle) has a single position (continuous thrust rating). The TLA (Thru
for both CLB (Climb) and continuous ratings, CLB being the usual one. for both CLB (Climb) and continuous ratin
When the continuous rating is needed, the selection is accomplished by using When the continuous rating is needed, the
the CLB and CON softkeys on the MFD. This selection is not to be done for the CLB and CON softkeys on the MFD.
takeoff, only during flight. takeoff, only during flight.
The default mode is CLB. If CON mode is selected, it remains active until the The default mode is CLB. If CON mode is
CLB softkey is pressed or the aircraft lands. The CON and CLB softkeys are CLB softkey is pressed or the aircraft lan
disabled during certain flight phases. disabled during certain flight phases.
Automatic Thrust Thrust Rating Automatic Thrust
Reserve Status (TO/TO-RSV/CLB/CON) Reserve Status
Commanded Thrust Rating Commanded
N1 Rating Max Speed N1 Rating
Engine Fan N1 for Thrust Engine Fan
Speed Rating Max Speed Speed
Cruise Speed
Control Bug
The cabin altitude readout is an indication of the cabin altitude or pressure. The cabin altitude readout is an ind
The cabin altitude pressure shows in feet, with a leading "-" (minus) if the The cabin altitude pressure shows
value is negative. The readout is labeled ALT with the label FT denoting units. value is negative. The readout is labe
The cabin rate readout is an indication of the rate of change of the cabin alti- The cabin rate readout is an indicatio
tude or pressure. The cabin rate is the cabin pressure rate of change, and it tude or pressure. The cabin rate is t
shows in feet per minute, with a leading "-" (minus) if the value is negative. shows in feet per minute, with a lea
The readout is labeled RATE. There is also a unit label, FPM, along with an The readout is labeled RATE. There
arrow pointing up or down that shows the direction of change. arrow pointing up or down that show
The cabin delta pressure digital readout display is an indication of the differ- The cabin delta pressure digital read
ence between the cabin pressure and outside/ambient pressure. The cabin ence between the cabin pressure a
delta pressurization shows in pounds per square inch with a leading "-" delta pressurization shows in poun
(minus) if the value is negative. The readout is labeled DELTA-P. There is (minus) if the value is negative. Th
also a PSI label shown. also a PSI label shown.
The landing field elevation shows as a numerical readout in feet. The readout The landing field elevation shows as
is labeled LFE and the units label FT. This value may be selected automati- is labeled LFE and the units label F
cally or may be entered by the flight crew. If the flight crew enters the value cally or may be entered by the flight
the label M shows in front of the digital readout. The oxygen system pressure the label M shows in front of the digit
shows in pounds per square inch. The readout is labeled OXY with the units shows in pounds per square inch. Th
(PSI) also shown. (PSI) also shown.
High Landing
Pressure Field Elevation Pressure
Altitude Altitude
Pressure
Change Rate
Pressure Pressure
Differential Landing Field Differential
Oxygen System Elevation Oxygen System
Pressure Pressure
Flap
Position
Flap Flap
Lever Flap Lever
Setting Selected Setting
Bug
All doors which have an associated CAS message are displayed in the air- All doors which have an associated CAS
craft figure. Color is consistent with the status of the door. craft figure. Color is consistent with the st
System Status Page System Status Page
1 2 3 4 5 6 7 1 2 3 4 5 6 7
1 System Clock
10 8 2 Static Air Temperature (SAT) 10 8
Generator Generator
Bus Bus
Battery Battery
1 1 Windshield Heaters 1
2 Boot Lines and V alves
3 Inboard EFCV
2 2 4 Outboard EFCV 2
5 Engine Anti Ice 1 Bleed Duct and Lip Skin
3 4 6 Engine Anti Ice 2 Bleed Duct and Lip Skin 3
5 6 7 EAI 1 V alve and Bleed Line 5
2 2
With the DISPLAY BACKUP button of audio panel 1 in the unlatched position, With the DISPLAY BACKUP button o
PFD 1 and the MFD are in the reversionary mode. With the DISPLAY PFD 1 and the MFD are in the r
BACKUP button of audio panel 2 in the unlatched position, PFD 2 and the BACKUP button of audio panel 2 in
MFD are in the reversionary mode. MFD are in the reversionary mode.
CAS
Window
EIS EIS
Display Display
Audio Panels Key Annunciator Lighting Audio Panels Key Annunciator Lighting
If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD If the CKPT PANEL dimmer is in the OF
use photocell technology to automatically adjust for ambient lighting condi- use photocell technology to automaticall
tions. Photocell calibration curves are pre-configured to optimize display tions. Photocell calibration curves are
appearance through a broad range of cockpit lighting conditions. appearance through a broad range of coc
PFD / MFD Backlighting and Bezel Dimming PFD / MFD Backlighting and Bezel
CKPT PANEL
POTENTIOMETER
LIGHTS LIGHTS
EXTERNAL CKPT CABIN EXTERNAL
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT LDG/TAXI NAV STROBE
2. Turn the small FMS Knob to display the selection box. Turn the FMS Knob to 2. Turn the small FMS Knob to displ
select ‘MANUAL’, then press the ENT Key. The intensity value becomes select ‘MANUAL’, then press the
highlighted. highlighted.
3. Turn the small FMS Knob to select the desired backlighting, then press the 3. Turn the small FMS Knob to sele
ENT Key. ENT Key.
4. Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ or 4. Turn the large FMS Knob to high
‘PFD2 DSPL’, respectively, and repeat steps 2 and 3. ‘PFD2 DSPL’, respectively, and re
S1 S1 S1
PITOT 1 PITOT 2 PITOT 1
S2 S2 S2
P
Ps
t
PITOT−STATIC
ADC 1 IESI ADC 2 ADC 1 IESI
Each primary ADS is basically composed of one ADC (Air Data Computer) Each primary ADS is basically compose
pneumatically connected, through specific plumbing, to one pitot probe and to pneumatically connected, through specific
two static ports, which supply total and static pressure to the ADC. two static ports, which supply total and st
The ADS provides accurate air data information, which includes altitude, air- The ADS provides accurate air data infor
speed and temperature. speed and temperature.
The ADS outputs are suitable for primary flight displays, altitude-encoding The ADS outputs are suitable for prima
transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude transponders, AFCS (Automatic Flight Co
and Heading Reference System). The ADS provides the information that fol- and Heading Reference System). The AD
low: low:
Density Altitude Density Altitude
Pressure Altitude Pressure Altitude
Vertical Speed Vertical Speed
Air Temperature: Total Air Temperature, Outside / Static Air Temperature Air Temperature: Total Air Temperature
Indicated Airspeed Indicated Airspeed
True Airspeed True Airspeed
Mach Number
Mach Number
If both IAS ≥ 35 kts and their values are different from 15 kts or more, an If both IAS ≥ 35 kts and their value
airspeed miscompare is displayed. airspeed miscompare is displayed
If both IAS ≥ 80 kts and their values are different from 10 kts or more, an If both IAS ≥ 80 kts and their value
airspeed miscompare is displayed. airspeed miscompare is displayed
Altitude Information Altitude Information
The current indicated altitude is shown at the center of the moving altitude The current indicated altitude is sho
tape. The value is corrected by the barometric correction setting, which is tape. The value is corrected by the
controlled by using the BARO knob. The barometric correction setting is iden- controlled by using the BARO knob. T
tified below the altitude tape. Vertical speed is identified in a box that moves tified below the altitude tape. Vertica
up/down along the static vertical speed tape (at the right of the altitude tape). up/down along the static vertical spe
A barometric altitude comparison monitor compares displayed barometric alti- A barometric altitude comparison mo
tude from ADS 1 and ADS 2. If the two altitude values are different from 200 ft tude from ADS 1 and ADS 2. If the tw
(Foot) or more, a barometric altitude miscompare is displayed. (Foot) or more, a barometric altitude
Barometric Correction Barometric Correction
The altitude tape indicates the current barometric corrected altitude. It is com- The altitude tape indicates the curren
puted by the PFD, which corrects the pressure altitude, provided by the ADS, puted by the PFD, which corrects the
using the barometric correction setting.The barometric correction setting is using the barometric correction sett
adjusted by means of the BARO knob, which is located on the bezel of the adjusted by means of the BARO kn
PFD.The barometric correction setting is indicated at the bottom of the alti- PFD.The barometric correction setti
tude tape. The units of the barometric correction setting can be chosen tude tape. The units of the barom
between in inHg (Inch of Mercury) and hPa (Hectopascal), by means of the between in inHg (Inch of Mercury) a
appropriate PFD softkeys. The barometric correction is set to STD by press- appropriate PFD softkeys. The barom
ing the BARO knob or by pressing the following softkeys sequence in the ing the BARO knob or by pressing
PFD menu: PFD softkey and then the STD BARO softkey. PFD menu: PFD softkey and then th
Indications Indications
AIR S P E E D ALT IT UDE AIR S P E E D
T AP E T AP E V E R T IC AL S P E E D T AP E
T AP E
NAV 1 10 8 . 0 0 117 . 9 5 VPT KI XD DI S 13 6 NM DT K 053 TRK 355 13 6 . 9 7 5 118 . 0 0 0 C OM1 NAV 1 10 8 . 0 0 117 . 9 5 VPT KI XD DI S
PUSH PUSH PUSH
VOL ID NAV 2 10 8 . 0 0 117 . 9 5 HDG 15 0 0 F PH VS AL T 13 6 . 9 7 5 118 . 0 0 0 C OM2 VOL SO VOL ID NAV 2 10 8 . 0 0 117 . 9 5 HDG
EMERG
NAV COM NAV
16 0 0
20 20 4 20
200 200
PUSH
15 0 0 PUSH
PUSH
1-2 10 10 2 1-2 1-2 10
18 0 14 0 0 18 0
17 0 13
40
BARO
B AR O K NOB 17 0
20
16 0 16 0
10 10 12 0 0 2 PUSH 10
STD
MAC H MAC H
M . 4 11 N 2 9 .9 2 I N M . 4 11 N
33 3 33
INDIC AT ION
PUSH B AR OME T R IC INDIC AT ION
3O
3O
PAN
6
C OR R E C T ION
NAV 1 NAV 1
W
W
E
D MENU S E T T ING
24
24
12
21 15 21
PFL PROC
S
CLR ENT
T E MP E R AT UR E PUSH CRSR T E MP E R AT UR E
S OF T K E Y S (R E F .) S OF
S OUR C E S OUR C E
S E LE C T ION S E LE C T ION
ON ON ON
OFF ON OFF ON
ON
OFF
ADS/AOA ADS/AOA
ROTARY SWITCH ROTARY S
General General
There are two identical and independent AHRSs installed in the aircraft and There are two identical and indepen
they are identified as AHRS 1 and AHRS 2. they are identified as AHRS 1 and AH
The AHRS includes the components that follow: The AHRS includes the components
AHRS Unit AHRS Unit
Magnetometer Unit Magnetometer Unit
AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is AHRS 1 is composed of AHRS 1 un
composed of AHRS 2 unit and magnetometer 2 unit. composed of AHRS 2 unit and magn
The magnetometer unit provides magnetic information to the AHRS unit. Its The magnetometer unit provides ma
voltage supply is provided by the AHRS unit. voltage supply is provided by the AH
The AHRS uses a combination of internal solid-state sensors and external The AHRS uses a combination of i
input data to determine the aircraft heading and attitude. External sources of input data to determine the aircraft h
input data to the AHRS include, in addition to the magnetometer unit, the ADC input data to the AHRS include, in ad
(Air Data Computer) and two GPS (Global Positioning System) receivers. The (Air Data Computer) and two GPS (G
GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s. GPS receivers are integrated in the G
AHRS 1 Interfaces AHRS 1 Interfaces
The EMERGENCY BUS supplies AHRS 1 through a protective circuit The EMERGENCY BUS supplies
breaker. breaker.
AHRS 1 receives the inputs that follow: AHRS 1 receives the inputs that follo
Magnetic Heading Information from Magnetometer Unit 1 Magnetic Heading Information fro
Air Data Information from ADC 1 Air Data Information from ADC 1
Control System) through an ARINC 429 bus (through GIA 1). Control System) through an ARINC 42
AHRS 2 Interfaces AHRS 2 Interfaces
DC BUS 2 supplies AHRS 2 through a protective circuit breaker. DC BUS 2 supplies AHRS 2 through a pr
AHRS 2 receives the inputs that follow: AHRS 2 receives the inputs that follow:
Magnetic Heading Information from Magnetometer Unit 2 through an RS-
Magnetic Heading Information from Ma
485 bus. 485 bus.
Air Data Information from ADC 2
Air Data Information from ADC 2
GPS 1 Information from GIA 1
GPS 1 Information from GIA 1
GPS 2 Information from GIA 2 GPS 2 Information from GIA 2
GPS 2 is the primary GPS source for AHRS 2. GPS 1 is the secondary GPS GPS 2 is the primary GPS source for AHR
source for AHRS 2. source for AHRS 2.
AHRS 2 provides the outputs that follow: AHRS 2 provides the outputs that follow:
Attitude is provided to PFD 2
Attitude is provided to PFD 2
Attitude and accelerations are provided to the AFCS Attitude and accelerations are provided
Phenom 100
Block Diagram
AHRS 1 AHRS 2
PFD 1 MFD PFD 2
MAGNETOMETER MAGNETOMETER
1 2
UNIT UNIT
HSDB
NORM/REV
AHRS 1 SWITCH AHRS 2
UNIT UNIT
HSDB
INTEGRATED INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 2
AIR DATA (GIA 1) (GIA 2) AIR DATA
COMPUTER COMPUTER
1 2
(ADC 1) (ADC 2)
TO SATELLITE
WEATHER/RADIO RECEIVER
Instruments / Warning System
April 2009
22-67
IESI UNIT
AHRS 1 AHRS 2
PFD 1 MFD PFD 2
MAGNETOMETER MAGNETOMETER
1 2
UNIT UNIT
HSDB
NORM/REV
AHRS 1 SWITCH AHRS 2
UNIT UNIT
Developed for
In
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
The AHRS primary mode is the AHRS normal operation mode. The AHRS primary mode is the AHRS no
In normal (primary) mode, the AHRS relies upon GPS and magnetic field In normal (primary) mode, the AHRS re
measurements supplied by the magnetometer unit. If either of these external measurements supplied by the magnetom
measurements is unavailable or invalid, the AHRS uses air data information measurements is unavailable or invalid,
for attitude determination. Control of these modes is automatic. No input is for attitude determination. Control of the
required from the flight crew to select or enter a mode. required from the flight crew to select or e
The AHRS automatically enters one of its reversionary modes according to The AHRS automatically enters one of i
the failures that follow: the failures that follow:
GPS Input Failure
GPS Input Failure
The aircraft has two sources of GPS information. If a single GPS receiver The aircraft has two sources of GPS in
fails, or if the information provided by one of the GPS receivers is unreli- fails, or if the information provided by o
able, the AHRS automatically transitions to use the other GPS receiver. If able, the AHRS automatically transitio
both GPS inputs fail, the AHRS continues to operate in reversionary-no both GPS inputs fail, the AHRS contin
GPS mode as long as the air data and magnetometer inputs are available GPS mode as long as the air data and
and valid. and valid.
Magnetometer Failure
Magnetometer Failure
If the magnetometer input fails, the AHRS transitions to one of the rever- If the magnetometer input fails, the AH
sionary-no magnetometer modes and continues to output valid attitude sionary-no magnetometer modes and
information. However, the heading output on the PFD becomes invalid (as information. However, the heading out
indicated by a red "X"). indicated by a red "X").
ADS (Air Data System) Input Failure
ADS (Air Data System) Input Failure
A failure of the air data input has no effect on AHRS output while AHRS is A failure of the air data input has no ef
operating in normal/primary mode. A failure of the air data input while the operating in normal/primary mode. A f
AHRS is operating in reversionary-no GPS mode results in invalid attitude AHRS is operating in reversionary-no
and heading information on the PFD (as indicated by a red "X"). and heading information on the PFD (
ATTITUDE PUSH
VOL ID
NAV1
NAV2
108.00
108.00
117.95
117.95
VPT KIXD
HDG
DIS 136 NM
1500
DTK
FPH VS
053
ALT
TRK 355 136.975
136.975
118.000
118.000
COM1
COM2
PUSH
VOL SO
ATTITUDE PUSH
VOL ID
NAV1
NAV2
108.00
108.00
117.95
117.95
DIRECTOR NAV
EMERG
COM
DIRECTOR NAV
PAN
6
NAV1
W
D MENU
24
12
DATA FIELD INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
CLR
FMS
ENT
DATA FIELD INSET SE
DFLT MAP
PUSH CRSR
SDS2432_342100P065R
PUSH CRSR
S OF T K E Y S (R E F .) S OF T K E
S OUR C E S OUR C E
S E LE C T ION S E LE C T ION
the reversionary mode. AHRS 1 also provides the magnetic heading to be the reversionary mode. AHRS 1 also pr
shown on the IESI unit. shown on the IESI unit.
Earth’s Magnetic Field Earth’s Magnetic Field
Because the magnetic field is unsuitable near the Earth’s poles, operation of Because the magnetic field is unsuitable
the AHRS is not authorized North of 70 degrees North latitude nor South of the AHRS is not authorized North of 70
70 degrees South latitude. In addition, operation is not authorized in the two 70 degrees South latitude. In addition, op
regions that follow: regions that follow:
North of 65 degrees North latitude between longitudes 75 degrees West North of 65 degrees North latitude betw
and 120 degrees West (Northern Canada). and 120 degrees West (Northern Cana
South of 55 degrees South latitude between longitudes 120 degrees East South of 55 degrees South latitude be
and 165 degrees East (South of Australia). and 165 degrees East (South of Austr
Operation outside the stated authorized geographic region can lead to Operation outside the stated authorize
degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical degraded accuracy of the magnetic head
acceleration, along-heading acceleration, and cross-heading acceleration acceleration, along-heading acceleratio
information. information.
System Time
Each GIA has an internal clock that it is used to calculate time information in Each GIA has an internal clock that
the case of a GPS (Global Positioning System) failure. When the GPS is the case of a GPS (Global Position
available, the GIA sends the GPS time information to the PFD. When the available, the GIA sends the GPS
GPS is failed or not available, the GIA internal clock data is sent to the PFD. GPS is failed or not available, the GI
The MFD displays current date and time and allows the pilot to set the time The MFD displays current date and
format (local 12 hours, local 24 hours, or UTC) and offset through the DATE/ format (local 12 hours, local 24 hour
TIME box on the system setup page. The time offset is used to define the TIME box on the system setup pag
current local time. current local time.
Operation Operation
Normal Operation Normal Operation
In normal operation, the clock function sends its on-side GPS to the corre- In normal operation, the clock funct
sponding PFD. Every 6 minutes, each clock function checks the difference sponding PFD. Every 6 minutes, ea
between the GIA internal clock time information and the GPS time informa- between the GIA internal clock time
tion. If the difference is 10 seconds or more, the clock function updates the tion. If the difference is 10 seconds
GIA internal clock with the GPS time. If the difference is still less than 10 sec- GIA internal clock with the GPS time
onds, no GIA internal clock update is performed. onds, no GIA internal clock update is
Abnormal Operation Abnormal Operation
In the event of a one-side GPS failure, the corresponding GIA uses only its In the event of a one-side GPS failu
internal clock to calculate and send time information to the PFD. If both GPSs internal clock to calculate and send t
fail, each GIA uses its internal clock to provide time information. fail, each GIA uses its internal clock
In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the In the event of the GIA 1 failure, PF
event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs event of the GIA 2 failure, PFD 2 us
fail, the clock functions are lost. In this case, for the purpose of logging time fail, the clock functions are lost. In th
and date [in the Central Maintenance Computer (CMC), for example], the lat- and date [in the Central Maintenance
est time and date will be logged. If the system has never received time and est time and date will be logged. If t
date from the GIA since aircraft power-up, the logged time and date will be a date from the GIA since aircraft pow
default value. default value.
System Setup System Setup
It is possible to set the time format (local 12 hours, local 24 hours, or UTC) It is possible to set the time format
and offset. The time offset is used to define current local time. When using a and offset. The time offset is used to
local time format, designate the offset by adding or subtracting the desired local time format, designate the offs
number of hours. number of hours.
The management of these parameters occurs via DATE/TIME box on the The management of these parame
system setup page, in the MFD [Auxiliary (AUX) page group]. system setup page, in the MFD [Aux
To set the system time format: To set the system time format:
1. On the MFD, select the AUX page group, using the outer knob of the dual 1. On the MFD, select the AUX p
FMS knob. FMS knob.
2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS 2. Select the SYSTEM SETUP p
knob. knob.
3. Push the inner knob of the dual FMS knob to activate the cursor. 3. Push the inner knob of the dua
4. Turn the outer knob of the dual FMS knob until the TIME FORMAT field is 4. Turn the outer knob of the dual FMS
highlighted. highlighted.
5. Select the desired time format, using the inner knob of the dual FMS 5. Select the desired time format, us
knob. knob.
6. Push the ENT key to confirm the selection. 6. Push the ENT key to confirm the se
To set the current time offset: To set the current time offset:
1. On the MFD, select the AUX page group, using the outer knob of the dual 1. On the MFD, select the AUX page g
FMS knob. FMS knob.
2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS 2. Select the SYSTEM SETUP page,
knob. knob.
3. Push the inner knob of the dual FMS knob to activate the cursor. 3. Push the inner knob of the dual FM
4. Turn the outer knob of the dual FMS knob until the TIME OFFSET field is 4. Turn the outer knob of the dual FM
highlighted. highlighted.
5. Use the inner knob of the dual FMS knob to enter the time offset. 5. Use the inner knob of the dual FMS
6. Push the ENT key to confirm the selection. 6. Push the ENT key to confirm the se
Clock System - MFD (System Setup Page) Clock System - MFD (System Setu
Pilot Profile Pilo
Setup S
Airspace
Alerts Box
MFD Data Bar Fields
Date/Time Box Box Date/Time Box
Chrono/
Time
CAS
Window
The CAS provides visual alerts to the flight crew. The CAS alert messages are The CAS provides visual alerts to the fligh
shown on the PFD 1 and PFD 2 (and also on the MFD, when in reversionary shown on the PFD 1 and PFD 2 (and als
mode). mode).
The CAS continuously monitors the condition of the various aircraft systems The CAS continuously monitors the cond
and avionics, and shows alert messages to the flight crew on the PFD 1 and and avionics, and shows alert messages
PFD 2 (and also MFD, when in reversionary mode). The alert messages are PFD 2 (and also MFD, when in reversion
shown according to their importance and are color coded. shown according to their importance and
The CAS has the following basic functions: The CAS has the following basic function
Alerting the flight crew and directing it to the alert condition. Alerting the flight crew and directing it
Showing the flight crew the location and type of the alert condition. Showing the flight crew the location an
Supplying the flight crew with the procedures to control the system. Supplying the flight crew with the proc
Allowing flight crew to know aircraft status quickly, and showing new alerts.
Allowing flight crew to know aircraft sta
Supplying the flight crew with the results of the actions taken. Supplying the flight crew with the resu
CAS Message Types CAS Message Types
The CAS shows four types of messages as follows: The CAS shows four types of messages
WARNING (Red) WARNING (Red)
An emergency condition that demands immediate action by the flight An emergency condition that dema
crew crew
CAUTION (Yellow) CAUTION (Yellow)
Aircraft operation or condition of an aircraft system is not correct. The Aircraft operation or condition of an
flight crew must take immediate action. flight crew must take immediate a
ADVISORY (White) ADVISORY (White)
Aircraft systems that need to be monitored by the flight crew and may Aircraft systems that need to be mo
require subsequent or future flight crew action. require subsequent or future flight
STATUS (White) STATUS (White)
Cockpit indication on an aircraft system condition, but are not part of the Cockpit indication on an aircraft sys
warning system. These messages are displayed in the AFD window. warning system. These messages
24
Do not use for navigation. PAN
3
21
21
XPDR1 CONFIG - XPDR1 con-g D MENU
6
S
E
15 XTALK ERROR - A ight display 15
12 crosstalk error has occurred. 12
CLR ENT
C
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 TAT 0 C SAT +15 C
DFLT MAP
CAS INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG CAS INSET SENSOR PFD OBS CDI
FMS
PUSH CRSR
CAS CAS
LG LEVER DISAG WARNING MESSAGES LG LEVER DISAG WARNING MESSAGES
GIA 2 FAIL GIA 2 FAIL
CONFIG MDL FAIL CONFIG MDL FAIL
HYD LO PRES WARNING CAUTION ADVISORY STATUS HYD LO PRES W
FLAP FAIL CAUTION MESSAGES MESSAGES MESSAGES MESSAGES MESSAGES FLAP FAIL CAUTION MESSAGES M
BRK FAIL (RED) (YELLOW) (WHITE) (WHITE) BRK FAIL (R
AURAL WRN FAIL AURAL WRN FAIL
OXY LO PRES OXY LO PRES
D-I WINGSTB FAIL WARNING CAUTION ADVISORY MSG D-I WINGSTB FAIL
RAM AIR FAIL RAM AIR FAIL
GEA 3 FAIL CAS MESSAGE ANNOUNCEMENT GEA 3 FAIL
GEA 2 FAIL ADVISORY MESSAGES GEA 2 FAIL ADVISORY MESSAGES
C
GEA 1 FAIL GEA 1 FAIL
GSD FAIL GSD FAIL
CAS WINDOW CAS WINDOW
sds2432315300p153r
B B
Operation Operation
CAS Message Window CAS Message Window
The CAS message window can show up to 14 lines of text, with a maximum The CAS message window can show
of 16 characters per line. The warning messages show on the top of the mes- of 16 characters per line. The warnin
sage window, followed by caution messages, and advisory messages. The sage window, followed by caution m
message lines that are not used are shown as blank spaces. message lines that are not used are
The alert messages show from top to bottom in chronological order for each The alert messages show from top t
category. A new message shows as the first message of the group (warning, category. A new message shows as
caution, advisory). When new warning, caution, and advisory messages are caution, advisory). When new warni
received, their status is unacknowledged (flashing in inverse video). After the received, their status is unacknowled
acknowledgment, the new message remains in steady normal video.The acknowledgment, the new messag
warning and caution messages continue to change from inverse video to reg- warning and caution messages conti
ular video until manual flight crew acknowledgment via master warning / mas- ular video until manual flight crew ack
ter caution softkey. Advisory messages automatically change from inverse ter caution softkey. Advisory messages
video to regular video after five seconds. video to regular video after five seconds.
The CAS messages cannot be canceled, but remain active as long as the The CAS messages cannot be canceled
activation condition exists. activation condition exists.
Golden CAS Messages Golden CAS Messages
Some CAS messages are called golden CAS messages. They indicate the Some CAS messages are called golden
root causes of other failures and their procedures must be accomplished first root causes of other failures and their pro
by the flight crew. They are identified as a steady inverse video after acknowl- by the flight crew. They are identified as a
edgement. edgement.
CAS Display CAS Display
CAS Message Flight Phase Inhibition CAS Message Flight Phase Inhibit
The main goal of a flight phase inhibition for CAS messages is to avoid dis- The main goal of a flight phase inhib
tracting the flight crew's attention for a condition that is not relevant for that tracting the flight crew's attention fo
flight phase, mainly during critical flight phases, such as takeoff and landing. flight phase, mainly during critical flig
Then, if a CAS message is defined to be inhibited during a certain flight Then, if a CAS message is define
phase, the message will not appear when this flight phase is active. However, phase, the message will not appear w
if the message is already displayed prior to that certain flight phase (where it if the message is already displayed p
should normally be inhibited) and its logic is no longer satisfied during that should normally be inhibited) and its
flight phase, the message will not be removed from the CAS message win- flight phase, the message will not b
dow. dow.
Flight Phases for CAS Message Inhibition Flight Phases for CAS Messag
AFTER BEFORE DESCRIPTION AFTER BEFO
Electrical Power ON 1st Engine Started Aircraft Parked Electrical Power ON 1st Engine
TLA (Thrust Lever TLA (Thru
1st Engine Started Angle) > TO (Takeoff) Aircraft Taxiing 1st Engine Started Angle) > TO
Power Pow
TLA > TO Power 60 kts (Knots) Takeoff Roll TLA > TO Power 60 kts (K
60 kts 400 ft (takeoff) Takeoff 60 kts 400 ft (ta
400 ft (takeoff) 400 ft (landing) Climb, Cruise, Approach 400 ft (takeoff) 400 ft (la
30 s (Seconds) after 30 s (Seco
400 ft (landing) touchdown or IAS < 30 Landing 400 ft (landing) touchdown o
kts kts
warning alerts. When only one aural warning alert is active, a silent interval warning alerts. When only one aural war
follows the repeated single warning to make sure the repeated audio warning follows the repeated single warning to ma
alert does not distract the pilots. alert does not distract the pilots.
The aural warning alerts are heard in a monotone female or male voice. The The aural warning alerts are heard in a m
default voice messages set is female, however, on the ground, it is possible default voice messages set is female, ho
to select between female or male message sets. to select between female or male messag
The aural warning alerts are listed in the following table: The aural warning alerts are listed in the
Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice Priori
ity
Message Message
Aircraft in stall Aircraft in stall
STALL “Stall, Stall” 5 Warning Continuous No STALL “Stall, Stall” 5
condition condition
Excessive Excessive
DESCENT DESCENT
descent rate “Pull up”” 10 Warning Continuous No descent rate “Pull up”” 10
RATE WRN RATE WRN
towards terrain towards terrain
“Obstacle, “Obstacle,
OBSTACLE Reduced OBSTACLE Reduced
Obstacle. Obstacle.
CLEAR- required obsta- 10 Warning Continuous No CLEAR- required obsta- 10
Pull up, Pull up,
ANCE WRN cle clearance ANCE WRN cle clearance
Pull up” Pull up”
“Obstacle, “Obstacle,
OBSTACLE Imminent OBSTACLE Imminent
Obstacle. Obstacle.
IMPACT obstacle 10 Warning Continuous No IMPACT obstacle 10
Pull up, Pull up,
WRN impact WRN impact
Pull up Pull up
“Terrain, “Terrain,
TERRAIN Reduced TERRAIN Reduced
Terrain; Terrain;
CLEAR- required ter- 10 Warning Continuous No CLEAR- required ter- 10
Pull up, Pull up,
ANCE WRN rain clearance ANCE WRN rain clearance
Pull up” Pull up”
“Terrain, “Terrain,
TERRAIN TERRAIN
Imminent Terrain; Imminent Terrain;
IMPACT 10 Warning Continuous No IMPACT 10
terrain impact Pull up, terrain impact Pull up,
WRN WRN
Pull up” Pull up”
AUTOPILOT Yes AUTOPILOT
Autopilot Autopilot
ABNORMAL (AP/TRIM ABNORMAL
disengaged "Autopilot" 20 Warning Continuous disengaged "Autopilot" 20
DISEN- DISC DISEN-
due to failure due to failure
GAGE Pushbutton) GAGE
AUTOPILOT AUTOPILOT
Autopilot Autopilot
NORMAL Single NORMAL
intentionally "Autopilot" 20 Warning - intentionally "Autopilot" 20
DISEN- Alarm DISEN-
disengaged disengaged
GAGE GAGE
Yes
CABIN Cabin Altitude CABIN Cabin Altitude
"Cabin" 20 Warning Continuous (Master Warning "Cabin" 20
ALTITUDE Above 10000 ft ALTITUDE Above 10000 ft
Softkey)
Yes
ENGINE Engine ENGINE Engine
“Fire, Fire” 20 Warning Continuous (Master Warning “Fire, Fire” 20
FIRE Fire Detected FIRE Fire Detected
Softkey)
Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice
ity
Message Message
Yes (WRN
Gear up in Gear up in
LANDING "Landing INHIB on the LANDING "Landing
landing 20 Warning Continuous landing
GEAR Gear" LDG control GEAR Gear"
condition condition
panel)
Yes
New Warning New Warning
MASTER Triple (Master MASTER Triple
CAS 20 Warning Continuous CAS
WARNING Chime Warning WARNING Chime
Message(s) Message(s)
Softkey)
No Takeoff No Takeoff
NO TAKE- "No Take- NO TAKE- "No Take-
Configuration Configuration
OFF: off: 20 Warning Continuous No OFF: off:
due to brake due to brake
BRAKE Brake" BRAKE Brake"
status status
No Takeoff No Takeoff
NO TAKE- "No Take- NO TAKE- "No Take-
Configuration Configuration
OFF: off: 20 Warning Continuous No OFF: off:
due to flap due to flap
FLAP Flap" FLAP Flap"
status status
No Takeoff No Takeoff
NO TAKE- "No Take- NO TAKE- "No Take-
Configuration Configuration
OFF: off: 20 Warning Continuous No OFF: off:
due to trim due to trim
TRIM Trim" TRIM Trim"
status status
OVER- Overspeed "High OVER- Overspeed "High
20 Warning Continuous No
SPEED condition Speed" SPEED condition Speed"
500 ft above 500 ft above
ALTITUDE ALTITUDE
nearest land- "Five Single nearest land- "Five
CALLOUT 30 Caution - CALLOUT
ing Hundred" Alarm ing Hundred"
500 500
field elevation field elevation
Excessive Excessive
DESCENT DESCENT
descent rate "Sink Rate" 30 Caution Continuous No descent rate "Sink Rate"
RATE CTN RATE CTN
towards terrain towards terrain
NEG CLIMB Altitude loss NEG CLIMB Altitude loss
"Don't sink" 30 Caution Continuous No "Don't sink"
RATE CTN after takeoff RATE CTN after takeoff
"Caution, "Caution,
OBSTACLE Reduced OBSTACLE Reduced
obstacle. obstacle.
CLEAR- obstacle 30 Caution Continuous No CLEAR- obstacle
Caution, Caution,
ANCE CTN clearance ANCE CTN clearance
obstacle" obstacle"
"Caution, "Caution,
OBSTACLE Imminent OBSTACLE Imminent
obstacle. obstacle.
IMPACT obstacle 30 Caution Continuous No IMPACT obstacle
Caution, Caution,
CTN impact CTN impact
obstacle" obstacle"
PREMA- PREMA-
TURE Premature "Too low, TURE Premature "Too low,
30 Caution Continuous No
DESCENT Descent Alert terrain" DESCENT Descent Alert terrain"
ALERT ALERT
Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice Priori
ity
Message Message
"Caution, "Caution,
TERRAIN Reduced TERRAIN Reduced
terrain. terrain.
CLEAR- required ter- 30 Caution Continuous No CLEAR- required ter- 30
Caution, Caution,
ANCE CTN rain clearance ANCE CTN rain clearance
terrain" terrain"
"Caution, "Caution,
TERRAIN TERRAIN
Imminent terrain. Imminent terrain.
IMPACT 30 Caution Continuous No IMPACT 30
terrain impact Caution, terrain impact Caution,
CTN CTN
terrain" terrain"
New Caution Yes New Caution
MASTER Single MASTER Single
CAS 40 Caution Continuous (Master Caution CAS 40
CAUTION Chime CAUTION Chime
Message(s) Softkey) Message(s)
TRAFFIC TRAFFIC
Traffic "Traffic" 40 Caution Continuous No Traffic "Traffic" 40
(TAS) (TAS)
TRAFFIC TRAFFIC
Traffic "Traffic" 40 Caution Continuous No Traffic "Traffic" 40
(TIS) (TIS)
ALTITUDE 1000ft to Single ALTITUDE 1000ft to
C-chord 50 Advisory - C-chord 50
CAPTURE target altitude Alarm CAPTURE target altitude
ALTITUDE 200ft deviation dual C- ALTITUDE 200ft deviation dual C-
Single
DEPAR- of target chord+ 50 Advisory - DEPAR- of target chord+ 50
Alarm
TURE altitude "Altitude" TURE altitude "Altitude"
Pilot selectable Pilot selectable
"Mini- "Mini-
MDA or Single MDA or
MINIMUMS mums, 50 Advisory - MINIMUMS mums, 50
Decision Alarm Decision
minimums" minimums"
Height Height
TRIM TRIM
Continuos
SWITCH Pitch trim "Trim, trim, SWITCH Pitch trim "Trim, trim,
50 Advisory (stops after No 50
MALFUN- switch failure trim" MALFUN- switch failure trim"
6s)
TION TION
After next way- After next way-
VERTICAL VERTICAL
point, aircraft "Vertical Single point, aircraft "Vertical
TRACK 50 Advisory - TRACK 50
will change Track" Alarm will change Track"
ALERT ALERT
altitude altitude
Incoming Incoming
SELECTIVE communica- Single SELECTIVE communica-
"Selcal" 50 Status - "Selcal" 50
CALLING tion Alarm CALLING tion
from HF radio from HF radio
TIMER Chronometer "Timer Single TIMER Chronometer "Timer
50 Status - 50
EXPIRED timer expired Expired" Alarm EXPIRED timer expired Expired"
Aural Warning Aural Warning
AURAL "Aural AURAL "Aural
power up BIT Single power up BIT
WARNING Warning 60 Status - WARNING Warning 60
ended Alarm ended
OK OK" OK OK"
successfully successfully
Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice
ity
Message Message
AURAL Aural Warning "Aural AURAL Aural Warning "Aural
WARNING power up BIT Warning Single WARNING power up BIT Warning
60 Status -
ONE detected one One Alarm ONE detected one One
CHANNEL channel failed Channel" CHANNEL channel failed Channel"
Loss of vertical Loss of vertical
FLIGHT and lateral Flight Single FLIGHT and lateral Flight
60 Status -
DIRECTOR mode of the Director Alarm DIRECTOR mode of the Director
flight director flight director
Takeoff Takeoff
TAKEOFF configuration "Takeoff Single TAKEOFF configuration "Takeoff
60 Status -
CONFIG OK test ended OK" Alarm CONFIG OK test ended OK"
successfully successfully
One Stick Pusher Actuator (SPA) One Stick Pusher Actuator (SPA)
Pre-flight Test Switch
Pre-flight Test Switch
To avoid spurious actuation, the SWPS receives signals from many systems, To avoid spurious actuation, the SW
thus correcting its set point according to flaps, landing gear position, icing thus correcting its set point accordi
condition, and Mach number. condition, and Mach number.
Each Stall Warning and Protection Computer (SWPC) channel receives infor- Each Stall Warning and Protection C
mation from its associated AOA sensor and sends it to the opposite channel mation from its associated AOA sen
in order to compensate side slip influence on angle of attack measurements. in order to compensate side slip influ
If a stall condition is imminent, the stall warning annunciation is preformed as If a stall condition is imminent, the st
follows: follows:
Aural warning to inform crew that airplane is approaching stall condition Aural warning to inform crew that
Airspeed tape visual indication on both PFDs provides low speed aware- Airspeed tape visual indication on
ness to crew ness to crew
If no corrective action is taken and airplane is on verge of entering stall, the If no corrective action is taken and a
stick pusher is actuated (connected to the elevator), which pitches the nose stick pusher is actuated (connected
down. When the airplane reaches 0.5g, the stick pusher is inhibited, stopping down. When the airplane reaches 0.
its actuation over the control column. A quick disconnect button is provided in its actuation over the control column.
the control wheel to permit pilots to cutoff the system if necessary. the control wheel to permit pilots to c
Stall Warning and Protection System Stall Warning and Protection Syste
ON ON ON
LSA is not displayed if the lowest airspeed shown on airspeed tape is higher LSA is not displayed if the lowest airspee
than the top of the LSA yellow band. than the top of the LSA yellow band.
Aural Warning Aural Warning
A distinctive aural warning message is performed as the primary Stall Warn- A distinctive aural warning message is p
ing indication. ing indication.
Stall Warning activation as AOA is
“STALL, STALL…” Warning “STALL, STALL…” Warning
reached.
Stall Warning And Protection System Test Expired Monitor Stall Warning And Protection System T
The SWPC monitors whether the SWPS Test has run successfully since the The SWPC monitors whether the SWPS
last power-up. If the test was not started, the “SWPS UNTESTED” message last power-up. If the test was not started
is shown on the EICAS (Engine Indication Crew Alert System). After aircraft is shown on the EICAS (Engine Indicatio
transition from “in air” to “on ground” for a period higher than the monitor transition from “in air” to “on ground” fo
threshold, the “SWPS UNTESTED” message is shown on the EICAS. This threshold, the “SWPS UNTESTED” mes
threshold was set (average time) in order to show the message after the air- threshold was set (average time) in orde
craft has taxied and parked after landing. craft has taxied and parked after landing.
Stick Pusher Actuator Stick Pusher Actuator
The SPA is a rotary electromechanical actuator. The SPA is a rotary electromechanical ac
While not commanded, the actuator permits full elevator control travel by While not commanded, the actuator pe
allowing its output cable to be extended or providing its retraction. There allowing its output cable to be extende
should be no restriction except for a small tension load imposed on its output should be no restriction except for a sma
cable by a spring-loaded arrangement internal to the actuator. This tension cable by a spring-loaded arrangement in
load should keep the cable properly tensioned at any point of its stroke. load should keep the cable properly tensi
The SPA is installed in the nose of the aircraft; below the control pedestal and The SPA is installed in the nose of the air
between the LH and RH rudder pedals. between the LH and RH rudder pedals.
Quick Disconnect Switches Quick Disconnect Switches
The pilot and copilot quick-disconnect switches are momentary switches that The pilot and copilot quick-disconnect sw
disable both clutch and motor command and cut out the 28 V DC control volt- disable both clutch and motor command a
age to the pusher actuator when depressed. age to the pusher actuator when depress
In the case of an abnormal operation, the pilots should be capable of disen- In the case of an abnormal operation, th
gaging the pusher command quickly and positively to prevent unwanted gaging the pusher command quickly a
downward pitching of the airplane by a quick-release (emergency) control. downward pitching of the airplane by a qu
When either pilot or copilot switch is pressed, the pusher disconnects but the When either pilot or copilot switch is pres
aural warning is still available. There is not a CAS message associated when aural warning is still available. There is no
the quick-disconnect switch is used. the quick-disconnect switch is used.
During the preflight test, an active quick-disconnect feature will inhibit pusher During the preflight test, an active quick-d
operation. If the quick-disconnect feature is active during the test, the com- operation. If the quick-disconnect feature
puter will remain in the untested mode when the preflight test concludes. puter will remain in the untested mode wh
Normal Operation Normal Operation
In normal operation, the SWPS may run in two different modes: In normal operation, the SWPS may run i
TEST TEST
ANNUNCIATOR ANNUNCIA
FIRE FIRE
The TAWS is a software hosted in each flight display unit (MFD (Multi-Func- The TAWS is a software hosted in e
tion Display) and PFD (Primary Flight Display)s). tion Display) and PFD (Primary Fligh
Flight Display Unit and SD Card Flight Display Unit and SD Car
EMERG
NAV COM NAV
A
BARO
SD CARD PUSH
STD SD CARD
RANGE LOWER
SD CARD
PUSH
PAN SLOT
SDS2432_344100P117R
D MENU
A PFL PROC
A
CLR ENT
PUSH CRSR
At the same time, TAWS self-test begins. The TAWS gives the following aural At the same time, TAWS self-test beg
messages upon test completion: messages upon test completion:
"TAWS System Test, OK", if the system passes the test. "TAWS System Test, OK", if the system
"TAWS System Failure", if the system fails the test. "TAWS System Failure", if the system
Note: There is not any specific period to perform airport and terrain data- Note: There is not any specific period t
base update. They are always operative. Although the obstacle base update. They are always o
database is always operative too, it is updated every 56 days and it database is always operative too
can be performed by ordering an SD card or DVD (Digital Versatile can be performed by ordering an
Disk) with new databases. Disk) with new databases.
The TAWS function shows altitudes of the terrain and obstructions The TAWS function shows altitu
relative to the aircraft's altitude and are advisory in nature only. Ter- relative to the aircraft's altitude a
rain information should be used as an aid to visual acquisition - do rain information should be used
not use terrain information to navigate or maneuver to avoid terrain. not use terrain information to nav
o o o o
GS 230 KT DTK 236 TRK 236 ETE03:11 MAP - TAWS GS 230 KT DTK 236 TRK 236 ETE03:1
PUSH PUSH PUSH
VOL ID VOL SO VOL ID
PAGE MENU
OPTIONS
N EMERG
N
Inhibit TAWS
NAV COM NAV
View Arc
Show Aviation Data
Test Taws
JOYSTICK
1
BARO
PUSH
STD
RANGE
PUSH
PAN MENU KEY
TERRAIN
D MENU
-100
-1000
FT
FT
PFL PROC ENT KEY
CLR ENT
MAP WPT AUX NRST
FMS
CLR KEY
DFLT MAP
PUSH CRSR
The options available on PAGE MENU are: The options available on PAGE MEN
Inhibit TAWS Inhibit TAWS
This mode is designed to deactivate Premature Descent Alert (PDA)/For- This mode is designed to deactiv
warrd looking Terrain Avoidance (FLTA) aural and visual alerts when they warrd looking Terrain Avoidance (
are deemed unnecessary by the flight crew. Flying VFR (Visual Flight are deemed unnecessary by the
Rules) into an area where unique terrain exists could cause the system to Rules) into an area where unique
annunciate a nuisance alert. If this option is enabled, menu option annunciate a nuisance alert. If
becomes “Enable TAWS”. becomes “Enable TAWS”.
Test TAWS Test TAWS
Provides a manual test capability which verifies a properly functioning sys- Provides a manual test capability
tem. This test is inhibited during flight but is available on ground. tem. This test is inhibited during fli
Show Aviation Data Show Aviation Data
Enables the depiction of aviation data such as airports, VOR (VHF Omnidirec- Enables the depiction of aviation da
tional Range), NDB (Non-Directional Beacon) and other navaids. If this option tional Range), NDB (Non-Directiona
is enabled, menu option becomes “Hide Aviation Data”. is enabled, menu option becomes “
View Arc
View Arc
By selecting this option, TAWS view reverts to a 120-degree view, showing By selecting this option, TAWS vie
terrain ahead of and 60 degrees to either side of the aircraft flight path. If terrain ahead of and 60 degrees t
this option is enabled, menu option becomes “View 360°”. this option is enabled, menu optio
The map view can also be selected by pushing the VIEW softkey, on TAWS The map view can also be selected
page, and then pushing the softkey related to desired view. To change the page, and then pushing the softkey
display range, on the TAWS page, press up or down on the joystick to select display range, on the TAWS page, p
the desired range. the desired range.
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ETE __:__ 136.975 118.000 COM1 NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ET
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 MAP - NAVIGATION MAP 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95 MAP - NAVIGATION MAP
NORTH UP
G1 G1
EMERG
NAV TFR
COM NAV
NO DATA
P32 P32
42.0 N1% 92.9 42.0 N1% 92.9
PUSH PUSH PUSH
1-2 1-2 1-2
WILLIAMS
POPUP
WILLIAMS
713 ITT C
713 BARO 713 ITT C
713
ALERT
142.8 N2% 142.8 142.8 N2% 142.8
137 OIL PRES PSI 137 137 OIL PRES PSI 137
95 OIL TEMP C 95 95 OIL TEMP C 95
FUEL PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 5000 5000 5000
JOYSTICK
FQ LB FQ LB
RANGE
TEMP 0 C TEMP 0 C
ELEC CABIN ELEC CABIN
BATT1 25 V BATT1 25 V
ALT 7200 FT ALT 7200 FT
BATT2 25 V BATT2 25 V
RATE 0 FPM RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI PUSH
SPDBRK DELTA-P 5.0 PSI
LFE PAN LFE
OXY 1450 PSI OXY 1450 PSI
LG FLAPS LG FLAPS
UP
TERRAIN ALERT UP
ENT KEY
ROLL PITCH ROLL PITCH
Press "ENT" - TERRAIN PAGE PFL PROC
CLR KEY
PUSH CRSR
Terrain Avoidance Colors And Symbols Terrain Avoidance Colors And Sym
Potential Impact Point
Terrain Above Aircraft Altitude Terrain Above Aircraft Altitude
Projected Flight Path Projected Flig
1000 ft 1000 ft
Terrain Color Terrain Location Terrain Color
Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude Red (WARNING) Terrain abov
Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude Yellow (CAUTION) Terrain betw
Black Terrain more than 1000 ft below the aircraft altitude Black Terrain mor
Obstacle Symbol
Reduced Required Terrain Clearance * “Terrain, Terrain; Pull Up, Pull Up”
* Reduced Required Terrain Clearance
Warning (RTC) or or Warning (RTC) or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Imminent Terrain Impact Warning (ITI) Terrain Ahead, Pull Up; Terrain Ahead, Pull Up” Imminent Terrain Impact Warning (ITI)
or or or
“Terrain, Terrain; Pull Up, Pull Up”
*
*
Reduced Required Obstacle Clearance * “Obstacle, Obstacle; Pull Up, Pull Up”
* Reduced Required Obstacle Clearance
Warning ( ROC) or or Warning ( ROC) or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Imminent Obstacle Impact Warning “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up” Imminent Obstacle Impact Warning
( IOI) or or ( IOI) or
“Obstacle, Obstacle; Pull Up, Pull Up”
*
*
Reduced Required Terrain Clearance * “Caution, Terrain; Caution, Terrain”
* Reduced Required Terrain Clearance
Caution (RTC) or or Caution (RTC) or
“Terrain Ahead; Terrain Ahead”
Imminent Terrain Impact Caution (ITI) “Terrain Ahead; Terrain Ahead” Imminent Terrain Impact Caution (ITI)
or or or
“Caution, Terrain; Caution, Terrain”
*
*
Reduced Required Obstacle Clearance * “Caution, Obstacle; Caution, Obstacle”
* Reduced Required Obstacle Clearance
Caution ( ROC) or or Caution ( ROC) or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact Caution “Obstacle Ahead; Obstacle Ahead” Imminent Obstacle Impact Caution
( IOI) or or ( IOI) or
“Caution, Obstacle; Caution, Obstacle”
*
*
Premature Descent Alert Caution (PDA) “Too Low, Terrain” Premature Descent Alert Caution (PDA)
"TERRAIN TERRAIN"
Minimum Terrain and Obstacle Clearance Minimum Terrain and Obstacle Cle
Phase Of Flight Level Of Flight Descending Phase Of Flight Level Of Flight
Enroute 700 ft 500 ft Enroute 700 ft
Terminal 350 ft 300 ft Terminal 350 ft
Approach 150 ft 100 ft Approach 150 ft
Departure 100 ft 100 ft Departure 100 ft
0.5 NM
RUNWAY
EM500ENAOM140078A.DGN
"TERRAIN" "TERRAIN"
Excessive Descent Rate Alert (EDR) Excessive Descent Rate Alert (EDR)
The excessive descent rate alert provides suitable alerts when the airplane is The excessive descent rate alert provides
determined to be closing (descending) upon terrain at an excessive speed. determined to be closing (descending) u
EDR alerts have two severity levels, caution (SINK RATE) and warning EDR alerts have two severity levels, c
(PULL-UP). (PULL-UP).
"TERRAIN" "TERRAIN"
Negative Climb Rate After Takeoff Alert (NCR) Negative Climb Rate After Takeoff Aler
The negative climb rate after takeoff alert provides suitable alerts to the pilot The negative climb rate after takeoff aler
when the system determines that the airplane is losing altitude (closing upon when the system determines that the airp
terrain) after takeoff. NCR alerting is only active when departing from an air- terrain) after takeoff. NCR alerting is only
port and when the following conditions are met: port and when the following conditions ar
The height above the terrain is less than 700 feet
The height above the terrain is less tha
The distance from the departure airport is 2 NM or less The distance from the departure a
The heading change from the heading at the time of departure is less than The heading change from the hea
110 degree. 110 degree.
"DON’T SINK"
PULL UP 0 EMERG
NAV 160 COM NAV 160
2
7800
20 20 20
150 150
PUSH 7700 1 PUSH PUSH
1-2 1-2 1-2
140 10 10 140 10
300
80
13 2 75 BARO
13 2
60
7500
120 1 120
10 10 7400 PUSH 10
STD
110 167 2
110
7300 RANGE
TAS 69 KT 2992 IN TAS 69 KT
15 S
21
NORTH LP
12 NORTH LP
12
PUSH
GPS ENR PAN
24
E
E
JOYSTICK
W
6
6
3O D MENU
3
N 33
3NH PFL PROC 3NH
CLR ENT
PFD/MFD PFD/MFD
MFD MFD
Alert Type TAWS Page Aural Message Alert Type TAWS Page
Pop-Up Alert Pop-Up A
Annunciation Annunciation
TAWS System Test Fail None “TAWS System Failure” TAWS System Test Fail Non
TAWS Alerting is disabled None None TAWS Alerting is disabled Non
No GPS position or excessively None “TAWS Not Available” No GPS position or excessively Non
degraded GPS signal “TAWS Available” will be heard when sufficient degraded GPS signal
GPS signal is re-established.
System Test in progress None None System Test in progress Non
System Test pass None None “TAWS System Test OK” System Test pass None N
7.5 nmi 7
3.500 ft
3.000 ft
The Traffic Information Service (TIS) information can be displayed on MFD on The Traffic Information Service (TIS)
the navigation map display (traffic overlay) or on the dedicated traffic map the navigation map display (traffic o
page. It may also be selected for display on the inset map on PFD. page. It may also be selected for disp
Selection of the dedicated traffic map page is performed through the FMS Selection of the dedicated traffic m
knob. The large (outer) FMS knob is used to select the MAP page within the knob. The large (outer) FMS knob is
MAP group. MAP group.
TIS Annunciations TIS Annunciations
The Traffic Map Page is the second page in the Map Group and displays the The Traffic Map Page is the second
following information: following information:
Current aircraft location, surrounding Traffic Information System (TIS) traf- Current aircraft location, surround
fic, and range marking rings. fic, and range marking rings.
The current traffic mode (OPERATE, STANDBY). The current traffic mode (OPERAT
A traffic alert message (FAILED, DATA FAILED, NO DATA, A traffic alert message (FAILED, D
UNAVAILABLE) UNAVAILABLE)
Traffic display banner (AGE 00:, TRFC COAST, TA OFF Range, TRFC Traffic display banner (AGE 00:, T
RMVD, TRFC FAIL, NO TRFC DATA, TRFC UNAVAIL, TRAFFIC) RMVD, TRFC FAIL, NO TRFC DA
Traffic Map Page Traffic Map Page
Traffic Mode Annunciation Traffic Mode Annunciation
Non-Threat
“Non-Bearing” Traffic “Non-Bearing”
Traffic Traffic
(System Unable to (System Unable to
Determine Bearing) Range Marking Determine Bearing)
Distance is 8.0 nm, Rings Distance is 8.0 nm,
1 1 0 0 ’ A bove, 1 1 0 0 ’ A bove,
Descending Proximity Descending
Advisory
Traffic Advisory 1700’ Above, Traffic Advisory
400’ Below, Descending 400’ Below,
Climbing Climbing
Non-Threat
Traffic
Traffic Status Traffic Status
Banner Banner
Select to
Mute “TIS Not
Available” Voice
Alert
AVOIDANCE
Traffic Advisory (TA) Traffic A
HAZARD
HAZARD
Traffic Advisory Off Scale Traffic Ad
Traffic Display
Enabled
Traffic Status Traffic Status
Banner Banner
TIS Traffic on the Navigation Map Page TIS Traffic on the Navigatio
the traffic map page indicates that TIS system is in standby mode and can- the traffic map page indicates that
not display traffic data not display traffic data
The crew can switch between the standby (STBY) and operate (ON) modes The crew can switch between the st
of operation to manually override automatic operation using the page menu of operation to manually override au
or bezel buttons. or bezel buttons.
Aural Annunciation Aural Annunciation
A TIS aural annunciation is generated whenever the number of TAs on the A TIS aural annunciation is generat
traffic map page display increases from one scan to the next. For example, traffic map page display increases f
when the first TA is displayed, the pilot is alerted through the TRAFFIC aural when the first TA is displayed, the pi
alert. So long as a single TA airplane remains on the TIS display, no further alert. So long as a single TA airplan
audio alert is generated. If a second (or more) TA aircraft appear on the dis- audio alert is generated. If a second
play, a new audio alert is sounded. If the number of TAs on the TIS display play, a new audio alert is sounded.
decreases and then increases, a new audio alert is sounded. The TIS audio decreases and then increases, a ne
alert is also generated whenever TIS service becomes unavailable. alert is also generated whenever TIS
The following TIS aural annunciation are available: The following TIS aural annunciation
TRAFFIC: TIS traffic alert is received. TRAFFIC: TIS traffic alert is receiv
TRAFFIC NOT AVAILABLE: TIS service is not available or out of range. TRAFFIC NOT AVAILABLE: TIS s
Traffic Banner Traffic Banner
The traffic banner/traffic alert messages are displayed in the lower-left hand The traffic banner/traffic alert messa
portion of the traffic map page, navigation map page or the Inset Map. Infor- portion of the traffic map page, navig
mation about TIS data refreshment and communication between the XPDR mation about TIS data refreshment
and displays are indicated. and displays are indicated.
The following information may be presented: The following information may be pre
AGE: If traffic data is not refreshed within 6 seconds, an age indicator (i.e.,
AGE: If traffic data is not refreshed
‘AGE 00:06’) is displayed in the lower left corner of the display (when dis- ‘AGE 00:06’) is displayed in the lo
playing traffic). After another 6 seconds, if data is still not received, the playing traffic). After another 6 se
traffic is removed from the display. The quality of displayed traffic is traffic is removed from the display
reduced as the AGE increases. reduced as the AGE increases.
TRFC COAST: This banner (traffic coasting) located above the AGE timer TRFC COAST: This banner (traffic
indicates that displayed traffic is held even though the data is stale. The indicates that displayed traffic is h
quality of displayed traffic is reduced when the banner is displayed. quality of displayed traffic is reduc
TRFC RMVD: This banner indicates that traffic has been removed from the TRFC RMVD: This banner indicates th
display due to the age of the data being too old to coast (for the time display due to the age of the data bein
period of 12-60 seconds from the last receipt of a TIS message). Traffic period of 12-60 seconds from the last
may be present but not shown. may be present but not shown.
TA OFF: This ‘TA banner displayed in the lower left corner of the display TA OFF: This ‘TA banner displayed in
indicates that a traffic advisory is outside the selected display range. It is indicates that a traffic advisory is outsi
removed when the traffic advisory is within the selected display range. removed when the traffic advisory is w
TRAFFIC: When a traffic advisory is received, a flashing TRAFFIC alert is TRAFFIC: When a traffic advisory is re
displayed in the upper left-hand portion of the PFD display. The PFD inset displayed in the upper left-hand portion
map also automatically displays traffic data. map also automatically displays traffic
Traffic Annunciation (PFD) Traffic Annunciation (PFD)
WARNING WARNI
THE TRAFFIC INFORMATION SERVICE (TIS) IS INTENDED FOR ADVISORY THE TRAFFIC INFORMATION SERVICE (
USE ONLY. TIS IS INTENDED TO HELP THE PILOT LOCATE TRAFFIC VISU- USE ONLY. TIS IS INTENDED TO HELP T
ALLY. IT IS THE RESPONSIBILITY OF THE PILOT TO SEE AND MANEUVER ALLY. IT IS THE RESPONSIBILITY OF TH
TO AVOID TRAFFIC. TO AVOID TRAFFIC.
Note: TIS is available only when the aircraft is within the service volume of a Note: TIS is available only when the airc
TIS-capable terminal radar site. Aircraft without an operating transponder are TIS-capable terminal radar site. Aircraft w
invisible to both Traffic Advisory Systems (TAS) and TIS. Aircraft without altitude invisible to both Traffic Advisory Systems (
reporting capability are shown without altitude separation data or climb descent reporting capability are shown without altit
indication. indication.
Data Not
Received
from
Transponder
The traffic mode is annunciated in the upper left corner of the Traffic Map The traffic mode is annunciated in
Page. When the aircraft is on the ground, TIS automatically enters Standby Page. When the aircraft is on the gr
Mode. If traffic is selected for display on another map while Standby Mode is Mode. If traffic is selected for display
selected, the traffic display enabled icon is crossed out (also the case when- selected, the traffic display enabled
ever TIS has failed). ever TIS has failed).
Once the aircraft is airborne, TIS switches to Operating Mode and traffic infor- Once the aircraft is airborne, TIS swit
mation is displayed. The mode can be changed manually using softkeys or mation is displayed. The mode can
the page menu. the page menu.
Traffi c Mode Annunciation Traffi c Display Enabled Icon Traffi c Mode Annuncia
Mode Mode
(Traffic Map Page) (Other Maps) (Traffic Map Page)
STANDBY STANDBY
TIS Standby TIS Standby
(also shown in white in center of page) (also shown in white in cente
The annunciations to indicate the status of traffic information appear in a ban- The annunciations to indicate the status o
ner at the lower left corner of maps on which traffic can be displayed ner at the lower left corner of maps on wh
Limitations Limitations
Instruments & Warnings Instruments & Warnings
Stall Warning and Protection Stall Warning and Protection
The stall warning and protection system must be tested prior each flight. The stall warning and protection syst
Terrain Awareness And Warning System (TAWS) Terrain Awareness And Warnin
TAWS displays terrain and obstructions relative to the altitude of the airplane. TAWS displays terrain and obstructio
The following applies: The following applies:
Navigation must not be predicated upon the use of the TAWS. Navigation must not be predicated
Note: The terrain display is intended to serve as a situational awareness Note: The terrain display is intend
tool only. It may not provide either the accuracy or fidelity, or both, tool only. It may not provide
on which to solely base decisions and plan maneuvers to avoid ter- on which to solely base dec
rain or obstacles. rain or obstacles.
To avoid giving unwanted alerts, the TAWS must be inhibited when land- To avoid giving unwanted alerts, t
ing at an airport that is not included in the airport database. ing at an airport that is not include
Pilots are authorized to deviate from their current ATC clearance to the Pilots are authorized to deviate fro
extent necessary to comply with TAWS warnings. extent necessary to comply with T
Terrain database coverage is worldwide. However the Terrain data is not Terrain database coverage is worl
displayed when the airplane latitude is greater than 75°N or 60°S. displayed when the airplane latitu
Traffic Information System (TIS) Traffic Information System (TIS
TIS is not intended to be used as a collision avoidance system and does not TIS is not intended to be used as a c
relieve the pilot of the responsibility to “see and avoid” other airplane. relieve the pilot of the responsibility t
TIS shall not be used for avoidance maneuvers during instrument meteor log- TIS shall not be used for avoidance m
ical conditions (IMC) or when there is no visual contact with the intruder air- ical conditions (IMC) or when there
plane. plane.
Note: TIS is available only when the airplane is within the service volume Note: TIS is available only when t
of a TIS-capable terminal radar site. of a TIS-capable terminal ra
Satellite Weather Radio System (XM Weather) Satellite Weather Radio System
XM Weather information must not be used for hazardous weather penetra- XM Weather information must not b
tion. Weather information is provided only for hazardous weather avoidance. tion. Weather information is provided
NEXRAD weather data is intended for long-range planning purposes only. NEXRAD weather data is intended
Due to inherent delays and relative age of the data, NEXRAD weather data Due to inherent delays and relative
should not be used for short-range avoidance of hazardous weather. should not be used for short-range a
Attitude and Heading Reference System (AHRS) Attitude and Heading Reference Sy
The airplane may not be operated in the regions stated on the table below: The airplane may not be operated in the r
Magnetic Magnetic
Cut-Out Latitude Longitude Cut-Out Latitude
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and 70°N
North North
North of 70°N Between 0° and 180°W/E North of 70°N
Between 55°S and 70°S Between 120°E and165°E Between 55°S and 70°S
South South
South of 70°S Between 0° and 180°W/E South of 70°S
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures must
the indication GEO LIMITS is displayed. the indication GEO LIMITS is
procedure that provides vertical guidance (ILS or GPS WAAS) following procedure that provides vertical g
the FAF. the FAF.
Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order Oceanic/Remote/MNPS–RNP-10
8400-12A. Both GPS receivers are required to be operating and receiving 8400-12A. Both GPS receivers ar
usable signals except for routes requiring only one Long Range Naviga- usable signals except for routes r
tion (LRN) sensor. tion (LRN) sensor.
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote opera
gram works in combination with the Route Planning Software (ver- gram works in combination
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program,
Instructions Garmin part number 190-00643-01. Instructions Garmin part nu
Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in Enroute and Terminal including RN
accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiv- accordance with JAA TGL-10 and
ing usable navigation information from one or more GPS receivers. ing usable navigation information
Limitations Limitations
GPS based IFR enroute, oceanic, and terminal navigation is prohibited GPS based IFR enroute, oceanic,
unless the pilot verifies the currency of the database or verifies each unless the pilot verifies the curren
selected waypoint for accuracy by reference to current approved data. selected waypoint for accuracy by
RNAV/GPS instrument approaches must be accomplished in accordance
RNAV/GPS instrument approache
with approved instrument approach procedures that are retrieved from the with approved instrument approac
G1000 navigation database. G1000 navigation database.
The G1000 database must incorporate the current update cycle. The G1000 database must incorpora
Note: Not all the published approaches are in the navigation database. Note: Not all the published appro
The flight crew must ensure that the planned approach is in the The flight crew must ensu
database. database.
Receiver Autonomous Integrity Monitoring (RAIM) must be available when Receiver Autonomous Integrity Mo
conducting instrument approaches utilizing the GPS receiver. conducting instrument approache
IFR non-precision approach approval is limited to published approaches
IFR non-precision approach appro
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System.
are not approved unless authorized by the appropriate governing author- are not approved unless authorize
ity. ity.
Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC,
Use of the Garmin G1000 GPS rec
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type
lay is not authorized. lay is not authorized.
Operation in airspace referenced to a datum other than WGS-84 or NAD- Operation in airspace referenced
83 is prohibited. 83 is prohibited.
RNP operations are not authorized except as noted in the Operational RNP operations are not authorize
Approvals Section. Approvals Section.
Use of the Garmin G1000 system for GPS or WAAS navigation under Use of the Garmin G1000 system for G
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requires
a. The airplane must be equipped with an approved and operational a. The airplane must be equipped
alternate means of navigation appropriate to the route being flown alternate means of navigation
(NAV receiver, DME or ADF). (NAV receiver, DME or ADF).
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purposes, if
must have an approved instrument approach procedure, other must have an approved instrum
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which is a
available at the estimated time of arrival. All equipment required available at the estimated time
for this procedure must be installed and operational. for this procedure must be inst
Steering Steering
The main landing gear is of trailing arm type and retracts sideward and The main landing gear is of trailin
inboard into the wing. It is hinged to the wing structure and has one laterally inboard into the wing. It is hinged to
opening gear door attached to it. opening gear door attached to it.
Each of the main landing gear is equipped with one wheel and tire, one brake Each of the main landing gear is equ
assembly and one wheel speed transducer. assembly and one wheel speed trans
The nose landing gear is of direct type and retracts forward into the nose The nose landing gear is of direct
wheel-well compartment. The nose landing gear is equipped with one wheel wheel-well compartment. The nose l
and tire, which can be steered.The nose landing gear is hinged to the fuse- and tire, which can be steered.The
lage structure and has two laterally opening gear doors attached to it. lage structure and has two laterally o
The nose landing gear wheel is steered through the ruder pedals by means of The nose landing gear wheel is steer
a mechanical linkage. a mechanical linkage.
The aircraft has an emergency release system to extend the landing gear in The aircraft has an emergency relea
case of normal extension failure. This system is actuated by means of a han- case of normal extension failure. Thi
dle located in the cockpit. dle located in the cockpit.
Pulling the free fall handle activates the free fall selector valve releasing all Pulling the free fall handle activates
residual hydraulic pressure in the landing gear lines to the return line via a residual hydraulic pressure in the la
cable. cable.
The landing gears are extended by gravity (free-fall). The landing gears are extended by g
The aircraft Engine Indication CAS shows the system status and the system The aircraft Engine Indication CAS s
faults to the crew. faults to the crew.
- BRAKES
- MAIN LANDING GEAR AND DOORS - MAIN LANDING GEAR AND DOORS
- EXTENSION AND RETRACTION - EXTENSION AND RETRACTION
- WHEELS AND BRAKES - WHEELS AND BRAKES
- POSITION AND WARNING - POSITION AND WARNING
DOOR DOOR
EM500ENSDS320059A.DGN
The main landing gears are comprised the following elements: The main landing gears are comprise
Main Fitting Main Fitting
Shock Absorber Shock Absorber
Trailing Arm Trailing Arm
One locking actuator to retract and extend each main landing gear. The One locking actuator to retract an
actuator operates also as a side brace when down and locked actuator operates also as a side b
Downlock device inside the actuator Downlock device inside the actua
Wheel Axle Wheel Axle
Position Indication Sensors (Weight-on-Wheels, Downlock). Position Indication Sensors (Weig
Wheel Speed Transducer
Wheel Speed Transducer
EMERGENCY/
SIDE DOOR PARKING BRAKE SIDE DOOR
BRACE ACTUATOR BRACE ACTUATOR
WST + WOW
DOWNLOCK DEVICE NORMAL BRAKE DOWNLOCK DEVICE NOR
(INTERNAL) (INTERNAL)
WOW HARNESS
TYPICAL
HINGE POINT
DOOR DOOR
ATTACHMENT
POINT
DOOR ROD
DOOR DOOR
DOOR DOOR
N N
TIO TIO
EC EC
T DIR DIR
GH HT
FL
I
FLIG
The nose landing gear retracts forward inside its compartment on the aircraft The nose landing gear retracts forwa
fuselage nose section, and it is installed with an inclination of 4 degrees for- fuselage nose section, and it is insta
ward. ward.
The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to stop The NLG (Nose Landing Gear) bay h
the NLG wheel rotation when the wheel enters in the bay during the gear the NLG wheel rotation when the w
retraction. retraction.
Nose Landing Gear Nose Landing Gear
RETRACTION ACTUATOR LOCKING STAY RETRACTION ACTUATOR LOCKING STAY
STEERING INTERFACE STEERING INTERFA
DOWNLOCK DOWNLOCK
ACTUATOR ACTUATOR
NLG BAY
ATTACHMENT
SHIMMY DAMPER POINT SHIMMY DAMPER
DOWN LOCK
ACTUATOR
DOWN LOCK
SPRING SAFETY PIN
WHEEL WHEEL
DOWN
UP
UP
NOSE LDG ACT LDG SELECTOR NOSE LDG ACT
VAVLE
NOSE LDG NOSE LDG
UP UP LINE UP
DOWN DOWN LINE DOWN
FREE FALL
DOWN LOCK VALVE DOWN LOCK
ACT PRESSURE ACT
RETURN
CHECK
VALVE
DOWN
DOWN
MAIN LDG ACT
UP
FREE FALL
HANDLE
DOWN
PRESSURE
DOWN LOCK ACT
RETURN
S E R V I C E S
UP
DOWN
CHECK
RETURN VALVE
MAIN LDG ACT
FREE FALL
HANDLE
T R A I N I N G
April 2009
23-14
MAIN LDG
Phenom 100
MAIN LDG
UP
DOWN
CHECK
RETURN VALVE
T R A I N I N G
April 2009
23-14
MAIN LDG
Landing Gear
COMPARTMENT
FREE FALL
HANDLE
FREE FALL
HANDLE
FREE FALL
CABLE
FREE FALL
MANIFOLD
LANDING GEAR
S S G S S G
Steering Steering
The steering system has the function of steering the nose wheel when the The steering system has the functio
nose landing gear is extended so the pilot can taxi the aircraft on the ground. nose landing gear is extended so the
The steering system has also the function of turning the nose wheel to its The steering system has also the f
centered position when the NLG (Nose Landing Gear) is retracting. centered position when the NLG (No
The steering angle commanded via pedals operates over a range of ±18.3 The steering angle commanded via ped
degrees. Additional ±16.7 degrees can be commanded via differential brak- degrees. Additional ±16.7 degrees can b
ing, thus totalling ±35 degrees. ing, thus totalling ±35 degrees.
For aircraft towing the torque links must be disconnected. With torque link For aircraft towing the torque links mus
disconnected the NLG wheel can rotate 360 degrees. disconnected the NLG wheel can rotate 3
The commands to actuate the steering mechanism are operated by the pilot The commands to actuate the steering m
and copilots by the rudder pedals. Both left and right pedals are mechanically and copilots by the rudder pedals. Both le
linked through connecting rods connected to the forward rudder torque tube. linked through connecting rods connected
There is a connection that transmits the rotational movements from the rud- There is a connection that transmits the
der center right torque tube (pilot) to linear movement of the pedal steering der center right torque tube (pilot) to line
mechanism. The linear movement is transmitted to rotational movement of mechanism. The linear movement is tra
the NLG (Nose Landing Gear) device. the NLG (Nose Landing Gear) device.
The Pedal Steering mechanism contains a spring that, by action of a possible The Pedal Steering mechanism contains
resistance force (that occurs when differential brake is applied) to steer the resistance force (that occurs when differ
nose wheel, extends (wheel turning right) or retracts (wheel turning left), thus nose wheel, extends (wheel turning r
providing an increase of the linear movement of the steering mechanism and, providing an increase of the linear m
consequently, an increase of 15 degrees in the maximum steering angle. consequently, an increase of 15 degr
The interface between the pedal steering mechanism and the NLG steering The interface between the pedal ste
device is made by direct mechanical contact. This contact is possible only device is made by direct mechanica
when the NLG is in its extended position. When the NLG is retracting or when the NLG is in its extended p
retracted the mechanical contact is lost. retracted the mechanical contact is lo
During the retracting movement of the NLG the center roller is moved by the During the retracting movement of th
steering centering, thus aligning the nose wheel to its centered position. steering centering, thus aligning the
Turning Assisted by Brake radius (Steering 18.3º + 16.7º) Turning Assisted by Brake rad
25.50 m 2
(83 ft 7.93 in) (83
WALL TO WALL WALL
16.92 m 1
(55 ft 6.12 in) (55 f
CURB TO CURB CURB
R1
R4 35° R5
R2
R3
R6
35° 9.04 m 29 ft 7.9 in 8.16 m 26 ft 9.2 in 4.75 m 15 ft 7 in 35° 9.04 m 29 ft 7.9 in 8.1
STEERING INBD GEAR RIGHT WING TIP RIGHT TAIL TIP STEERING INBD GEAR R
ANGLE R4 R5 R6 ANGLE R4
35° 8.46 m 27 ft 9.1 in 12.75 m 41 ft 10 in 11.36 m 37 ft 3.2 in 35° 8.46 m 27 ft 9.1 in 12.
The CAS indication of the landing gear position consists of three colored The CAS indication of the landing gear
symbols, enclosing text or graphical information. From left to right, each box symbols, enclosing text or graphical infor
represents the position of the left, nose and right landing gear, respectively. represents the position of the left, nose a
For the landing gear in transition, the presentation shall be an amber cross For the landing gear in transition, the pr
hatch. hatch.
For the landing gear locked down, the presentation shall be a green circle For the landing gear locked down, the p
enclosing a green word "DN". enclosing a green word "DN".
For the landing gear up, the presentation shall be a white square enclosing a For the landing gear up, the presentation
white word "UP". white word "UP".
A disagreement between the control lever position and any landing gear leg A disagreement between the control leve
position for more than 20 seconds will activate the warning message “LG position for more than 20 seconds will
LEVER DISAG” and the position in disagreement will change its previous LEVER DISAG” and the position in disa
color to red. color to red.
UP UP UP UP
LG normal L
TARGET TARGE
and and
Airspeed below 160 KIAS; Airspeed below 160 KIAS;
Either thrust lever is set below 23° with the opposite thrust lever below 35° Either thrust lever is set below 23° with
aural warning cannot be silenced by pushing the landing gear warning aural warning cannot be silenced by p
inhibition button. inhibition button.
Avionics (Data Concentrator Unit and GEA (Garmin Engine Airframe unit) Avionics (Data Concentrator Unit
A disagreement of signal from right and left WOW sensors for more than 3 A disagreement of signal from right
seconds will activate the caution message "LG WOW SYS FAIL". The electri- seconds will activate the caution mes
cal power is provided by the emergency bus. cal power is provided by the emerge
Air/Ground System Air/Ground System
PROXIMITY
SWITCH
TARGET
Limitations Limitations
Airspeeds Airspeeds
Landing Gear Operation/extended Speed (VLO AND VLE) Landing Gear Operation/extended Spe
VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLO is the maximum speed at which the landing gear can be safely VLO is the maximum speed at whic
extended and retracted. extended and retracted.
VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLE is the maximum speed at which the airplane can be safely flown with VLE is the maximum speed at which t
the landing gear extended and locked. the landing gear extended and locked
Note: For emergency purposes only, the landing gear may be extended at Note: For emergency purposes only, th
speeds higher than 180 KIAS but not exceeding 250 KIAS. If land- speeds higher than 180 KIAS bu
ing gear is extended above 180 KIAS, report to the maintenance ing gear is extended above 180
personnel. personnel.
Lighting Lighting
General General
The lighting system provides lighting for the interior and exterior of the aircraft The lighting system provides lighting
under normal and emergency conditions. under normal and emergency conditi
The internal lighting system provides cockpit lighting and cabin lighting to The internal lighting system provide
include warning sign illumination. include warning sign illumination.
The external lighting system uses high intensity lights. These lights are used The external lighting system uses hi
for taxiing, takeoff and landing proccedures. They are also used for in-flight for taxiing, takeoff and landing procc
orientation and identification of aircraft position orientation and identification of aircra
Cockpit Cockpit
The cockpit lighting system provides illumination for the work area, panels, The cockpit lighting system provides
and instruments. The switch that controls the lights of the cockpit is installed and instruments. The switch that con
on a control panel, located in the cockpit, below the reading light shroud on a control panel, located in the
assembly. assembly.
Cockpit Lights Cockpit Lights
The Cockpit Lighting System is composed of the following: The Cockpit Lighting System is comp
Dome Light Dome Light
Reading Lights Reading Lights
Instrument and Panel Lights Instrument and Panel Lights
Flood / Storm Lights (Optional) Flood / Storm Lights (Optional)
Annunciator Test
Annunciator Test
Cockpit Panel Rotary Knob Cockpit Panel Rotary Knob
The instruments and panels are divided into four zones, and they are located The instruments and panels are divid
on the overhead panel, main panel, control pedestal, and side consoles. on the overhead panel, main panel, c
Cockpit Panel Rotatory Switch Cockpit Panel Rotatory Switch
The CKPT PANEL rotatory switch is located on the LIGHTS control panel and The CKPT PANEL rotatory switch is
controls the brightness of the instrument and panel lights. The dimmer output controls the brightness of the instrum
is controlled by means of the single-turn rotary knob. Under normal operation, is controlled by means of the single-t
the dimmer controls the brightness of the instruments and panel lights LED. the dimmer controls the brightness o
When the rotary switch is set to the OFF position, the dimer and instrument When the rotary switch is set to the
and panel lights go off. The cockpit dimmer is powered from DC BUS 2. and panel lights go off. The cockpit d
FIRE FIRE
A A
EFFECT LIGHT
A
SDS2432332200P033R
advisory signs, are controlled by a three-position switch, located on the PAX advisory signs, are controlled by a three-
SIGNS control panel, on the cockpit main panel. The system is powered from SIGNS control panel, on the cockpit main
DC BUS 1. DC BUS 1.
Pax Signs Switch Pax Signs Switch
PED-BELTS/OFF - Turn off electronic deviced illuminated and fasten PED-BELTS/OFF - Turn off electronic
seat belts illuminated seat belts illuminated
BELTS/ON - Fasten seat belts illuminated. BELTS/ON - Fasten seat belts illumin
OFF/ON - No sign illuminated OFF/ON - No sign illuminated
FUEL PUSHER FUEL
PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PU
ON ON ON
B B
C C
SIDELEDGE (REF.) B SIDELEDGE (REF.)
PCU
B B
TABLE LIGHT
A A
ZONE ZONE
211 211
C C
D
D D
D D
B B
B B
ZONE
813
D
A A
C C
C C
A A
D F
E
E E
LH LATERAL LH LATERAL
CONSOLE (REF.) CONSOLE (REF.)
B D B
C E F C
EM500ENSDS330048A
The White Strobe Lights are switched to ON or OFF by the STROBE switch The White Strobe Lights are switche
installed on the LIGHTS control panel. When activated, this switch turns on installed on the LIGHTS control pan
the white strobe lights located on the wing tips. the white strobe lights located on the
ROLL
OFF LWD RWD OFF
DN
1 2 1
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
LH
LOGOTYPE
LIGHT
A A
ON ON ON
OFF ON OFF ON
ON
OFF
Limitations Limitations
None None
CAS Messages CAS Messages
None None
Navigation Navigation
General General
Navigation systems of the Phenom 100 consists of the Horizontal Situation Navigation systems of the Phenom
Indicator, Standby Compass, Integrated Electronic Standby Instrument Unit Indicator, Standby Compass, Integra
(IESI), VHF NAV System, Distance Measuring Equipment (DME), Marker (IESI), VHF NAV System, Distance
Beacon Equipment (MB), Global Positioning System (GPS), Transponder, Beacon Equipment (MB), Global P
Weather Radar System, and Flight Management System. Weather Radar System, and Flight M
1 1
2 13 2
3 3
4 4
5 12 5
6 11 6
7 10 7
8 9 8
Navigation Navigation
Source Course Deviation Source
and To/From
Indicator
Lateral Lateral
Deviation Deviation
Scale Scale
Half-standard Half-standard
Turn Rate Turn Rate
Arrow Shown
Standard for Turn Rate Standard
Turn Rate > 4 deg/sec Turn Rate
Navigation
Source
Selected on
Both PFDs
Crosstrack Crosstrack
Error CDI CDI Error
CDI Scale CDI
When the box is selected for display, but wind information is invalid or When the box is selected for display,
unavailable, the box shows “NO WIND DATA”. unavailable, the box shows “NO WIND D
p y p y y p y p
Normal
Display
Reversionary Reversionary
Mode Mode
REPLY REPLY
(960-1213) MHz (960-1
DELAY DELAY
50 μ s 50 μ s
The DME system calculates the time delay of radio pulses transmitted to and The DME system calculates the time
immediately received from a ground station. It uses the time data to calculate immediately received from a ground
the distance from the ground station, ground speed, and time-to-station. The the distance from the ground station
DME system also supplies the Morse code identification data. DME system also supplies the Morse
The DME system computes ranges up to 389 nmi (Nautical Mile) (at line-of- The DME system computes ranges
sight altitude), groundspeeds up to 999 kts (Knots) and time to the ground sight altitude), groundspeeds up to
station up to 99 minutes. station up to 99 minutes.
The DME frequency is paired with a VHF (Very High Frequency) NAV (Navi- The DME frequency is paired with a
gation) frequency. Frequency pairing is automatic and only the VHFNAV fre- gation) frequency. Frequency pairing
quency is shown on the flight display units. quency is shown on the flight display
On Acft With DME1 Only On Acft With DME1 Only
The DME unit communicates with the integrated avionics through GIA The DME unit communicates with
(Garmin Integrated Avionics unit) 1, which sends commands to the DME 1 (Garmin Integrated Avionics unit) 1,
unit (radio tuning, paired with the VHFNAV radios) and receives DME calcu- unit (radio tuning, paired with the VH
lated data (slant range, ground speed and time to station). lated data (slant range, ground spee
DME 1 unit interfaces with the audio panels (it sends audio signals to both DME 1 unit interfaces with the audi
audio panels) and the suppression line connection. audio panels) and the suppression lin
The DC BUS 1 supplies the DME system through a protective circuit breaker. The DC BUS 1 supplies the DME sys
DC BUS 1 supplies DME 1 system through a protective circuit breaker. DC BUS 1 supplies DME 1 system th
On ACFT with DME1 and DME2: On ACFT with DME1 and DME2:
The two DME systems installed in the aircraft are identical and independent The two DME systems installed in th
and they are identified as DME 1 and DME 2. and they are identified as DME 1 and
Each DME unit communicates with the integrated avionics through the on Each DME unit communicates with
side GIA, which sends commands to the respective DME unit (radio tuning, side GIA, which sends commands to
paired with the VHFNAV radios) and receives DME calculated data (slant paired with the VHFNAV radios) an
range, ground speed and time to station). range, ground speed and time to sta
DME units interface with the audio panels (each DME unit sends audio sig- DME units interface with the audio pane
nals to both audio panels) and the suppression line connection. nals to both audio panels) and the suppre
DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2 system. DC BUS 1 supplies DME 1 system while
The two systems have each a protective circuit breaker. The two systems have each a protective
the last selected NAV frequency. the last selected NAV frequency.
The ENT key is used to complete the selection. Pushing the CLR key while in The ENT key is used to complete the sele
the process of DME tuning cancels the data entry and reverts back to the pre- the process of DME tuning cancels the da
viously selected DME tuning state. viously selected DME tuning state.
Note: DME failure is evident to the flight crew. When the GIA loses com- Note: DME failure is evident to th
munication with the DME receiver or it stops sending DME data to munication with the DME re
the flight display units a red "X" is placed in the DME window. the flight display units a red
When the signal from the DME station is not being received the When the signal from the D
DME range is replaced by dashes in the DME window. DME range is replaced by d
COMPASS CALIBRATION placard shall be used for correcting the compass COMPASS CALIBRATION placard s
residual deviations (due to the characteristic aircraft generated magnetic residual deviations (due to the cha
field). field).
Emergency Reading Emergency Reading
In case of an aircraft electrical power emergency condition, the standby com- In case of an aircraft electrical power
pass unit continues to operate normally. However, the values contained in the pass unit continues to operate norma
ELECTRICAL EMERGENGY table of the COMPASS CALIBRATION placard ELECTRICAL EMERGENGY table o
shall be used for correcting the presented deviations under this condition. shall be used for correcting the prese
COMPASS COMPASS
CALIBRATION CALIBRATION
PLACARD PLACARD
030 030
060 060
120 120
150 150
210 210
240 240
300 300
330 330
AIRCRAFT AIRCRAFT
DATE DATE
LIGHTS
EXTERNAL CKPT CABIN EXTERNAL
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT LDG/TAXI NAV STR
The IESI unit receives static pressure and total pressure from a pitot-static The IESI unit receives static pressure a
probe through pneumatic plumbing. The pressure information is computed so probe through pneumatic plumbing. The p
that the air data related functions are performed.The IESI unit has internal that the air data related functions are pe
gyros and accelerometers to perform inertial data functions. gyros and accelerometers to perform iner
During normal operation, the IESI computes and displays attitude, slip/skid During normal operation, the IESI comp
indication, altitude (baro-corrected), airspeed, vertical speed, Mach number, indication, altitude (baro-corrected), airsp
and VMO/MMO. In addition, the IESI receives and displays magnetic heading and VMO/MMO. In addition, the IESI rece
information from AHRS 1. information from AHRS 1.
The units of all the indications provided on the IESI display are in accordance The units of all the indications provided o
with the corresponding indications provided on the primary displays. If, by with the corresponding indications provi
selection, they are different, the units are clearly stated. selection, they are different, the units are
Flap Angle Information from GIA 1 Flap Angle Information from GIA 1
Heading Information from AHRS (Attitude and Heading Reference System)
Heading Information from AHRS (A
Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling / disabling
Discrete from GEA (Garmin Engin
the “altitude in meters” indication on the IESI display. the “altitude in meters” indication
0 to 28 V DC (Volt Direct Current) from the cockpit dimmer for the IESI 0 to 28 V DC (Volt Direct Current)
Integrated Electronic Standby Instrument Block Diagram Integrated Electronic Standby Instr
EMERGENCY BUS DC BUS 1 EMERGENCY BUS DC BUS 1
COCKPIT
DIMMER
(IESI UNIT)
RS-485
RS-485
DATA
CONCENTRATOR
UNIT
INTEGRATED INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 1
(GIA 1) (GIA 1)
HSDB
SATELLITE
WEATHER/RADIO W
RECEIVER
HSDB
SDS2432_341100P013
AIRCRAFT SYMBOL
HORIZON LINE 10 PITCH SCALE HORIZON LINE 10
A A
1 2 3
17 17
ILS STD
4
14 .12500 14
- 180
10 -
3700
8
M. 47 32 34 HDG1
13 9 13
CAGE BARO
10
12 11 12
SDS2432_341100P023R
Developed for
NORM/REV
SWITCH
GIA 1
GIA 2
HSDB
NAV 1
DIG. AUDIO NAV 2
INTEGRATED DIG. AUDIO
VOR/LOC VOR/LOC/GS VOR/LOC
AVIONICS SIGNAL #1 SIGNAL #2
UNIT 1 ANTENNA INTEGRATED
(GIA 1) GS SIGNAL # 1 SPLITTER GS SIGNAL # 2 AVIONICS
UNIT 2
(GIA 2)
VOR/LOC/GS
ANTENNA
PHASE COUPLER
Phenom 100
VOR/LOC/GS ANTENNA
25-19
Navigation
April 2009
GUIDANCE PANEL
PFD 1 MFD PFD 2
VHF Nav System - VOR/LOC/GS Block Diagram
Phenom 100
VOR/LOC/GS ANTENNA
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1
APR CSC
COM1 COM1
MIC COM1 MIC COM1
BANK CPL UP B
COM2 PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR COM2 PUSH DIR
COM2 COM2
MIC MIC
COM3 COM3
COM3 COM3
MIC MIC
MKR HI
NAV VOL/ID KNOB PUSH PUSH
MKR HI
NAV VOL/ID KNOB PUSH
VOL ID
NAV1 109.90 114.10 BNA VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1
VOL SQ VOL ID
NAV1 109.90
MUTE SENS MUTE SENS
NAV2 110.60 111.60 GHM HDG 1500 FPH VS ALT 136.975 118.000 COM2 NAV2 110.60
EMERG
DME NAV1
NAV FREQUENCY NAV COM
DME NAV1
NAV FREQUENCY NAV
MAN
10 10 1200 2
MAN
PLAY PLAY
SQ SQ
140 356 1100 4
HDG 356 CRS 049 RANGE
INTR INTR
COM CABIN TAS 170 KT 2992 IN CABIN
N 3 - + COM
33
ICS MSTR ICS MSTR
3O
VOR1 PUSH
PAN
W
DME
NAV1 D MENU
12
24
112.00
53.1 NM 15 FPL PROC
21
VOL SQ 53.1 NM
S 53.1 NM VOL SQ
MKL MEM CLR ENT
NAV1 NAV2
DFLT MAP
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG IN
FMS
DISPLAY BACKUP DISPLAY BACKUP
PUSH CRSR
E M500E NS DS 340130A.DG N
S AT E LIT E
AHR S T AW S W E AT HE R /R ADIO F MS AHR S T AW S
(34- 21) (34- 41) S YS TE M (34- 61) (34- 21) (34- 41)
(34- 57)
There are two GPS receivers installed in the aircraft.The GPS 1 receiver and There are two GPS receivers installe
the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 the GPS 2 receiver are integrated in
and GIA 2, respectively. and GIA 2, respectively.
The system was designed to comply with the requirements specified for a The system was designed to comp
GPS WAAS (Wide Area Augmentation System) Class 3. Each WAAS-capa- GPS WAAS (Wide Area Augmentati
ble GPS receiver can simultaneously track and use information from up to 12 ble GPS receiver can simultaneously
(twelve) GPS satellites. (twelve) GPS satellites.
The WAAS signal provides augmentation to the GPS to obtain the required The WAAS signal provides augmen
accuracy improvement for approaches with vertical guidance, as well as integ- accuracy improvement for approache
rity, continuity, and availability of navigation for all phases of flight. The WAAS rity, continuity, and availability of navi
coverage is limited to North America. When the aircraft is outside the WAAS coverage is limited to North America
service volume, the GPS WAAS equipment works as a common GPS receiver. service volume, the GPS WAAS equi
The GPS receiver is Class Beta (functional) and Class 3 (operational), The GPS receiver is Class Beta
according to DO-229C definition. according to DO-229C definition.
As A Class Beta equipment, the GPS WAAS receiver determines position As A Class Beta equipment, the G
(with integrity) and provides position and integrity data for the FMS. This (with integrity) and provides positio
equipment also provides integrity in the absence of the WAAS signal through equipment also provides integrity in t
the use of FDE (Fault Detection and Exclusion). the use of FDE (Fault Detection and
As A Class 3 equipment, the GPS WAAS receiver supports oceanic and As A Class 3 equipment, the GPS
domestic en route, terminal, non-precision approach, LNAV (Lateral Naviga- domestic en route, terminal, non-pre
tion)/VNAV (Vertical Navigation), approach with vertical guidance and depar- tion)/VNAV (Vertical Navigation), app
ture operation. ture operation.
Each GPS receiver, in the GIA, receives satellite signals through the GPS Each GPS receiver, in the GIA, rec
antenna. There are two different antennas: the GPS 1 antenna has only one antenna. There are two different ant
output and is connected to GIA 1. The GPS 2 antenna has two outputs: one output and is connected to GIA 1. The G
for GPS 2, which is connected to GIA 2, and the other for the satellite for GPS 2, which is connected to GIA
weather/radio receiver. weather/radio receiver.
Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and Usually, GPS 1 information is used by P
MFD (Multi-Function Display), while GPS 2 information is used by PFD 2. MFD (Multi-Function Display), while GPS
SDS2432_345600P217R
GPS
STATUS
NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS 0 KT 121.500 129.650 COM1
WINDOW NAV1 108.00 117.95 : UTC ETE
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2 PUSH
VOL SO
PUSH
VOL ID NAV2 108.00 117.95 A
CONSTELLATION SATELLITE STATUS GPS STATUS CONSTELLATION
NRTH UP EMERG
NAV EPU 0.03 NM PILOT GPS1 COM RAIM NAV
0.7 GPS2
PREDICTION
HDOP COPILOT
001 001
42.0 N1% 92.9 002 HFOM 16 FT GPS SOLUTION 3D DIFF NAV 42.0 N1% 92.9 0
PUSH
003
VFOM 23 FT SBAS ACTIVE PUSH
WINDOW PUSH
1-2 122 1-2 1-2
0 0 015 0 0 015
012 012
005 POSITION N 39 23.27 RAIM PREDICTION
713 ITT C
713 011
010 006 W101 41.54
BARO 713 ITT C
713 011
010
127008 007 WAYPOINT P.POS 127008 0
142.8 N2% 142.8 TIME 11:46:15 UTC
142.8 N2% 142.8
137 OIL PRES PSI 137 ARV TIME 11:45 UTC 137 OIL PRES PSI 137
95 OIL TEMP C 95 ALTITUDE 25000 FT
ARV DATE 01-APR-05 95 OIL TEMP C 95
FUEL
GROUND SPEED 0.0 KT
COMPUTE RAIM?
PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360 5000 FQ LB 5000
RANGE
TEMP 0 C GPS SIGNAL STRENGTH TEMP 0 C GPS SIGNAL STREN
ELEC CABIN ELEC CABIN
BATT1 25 V BATT1 25 V
ALT 7200 FT ALT 7200 FT
BATT2 25 V BATT2 25 V
RATE 0 FPM RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI PUSH
SPDBRK DELTA-P 5.0 PSI
LFE PAN LFE
OXY 1450 PSI OXY 1450 PSI
LG FLAPS LG FLAPS
UP UP
UP UP 1 D MENU
UP UP 1
D DD D D D
TRIM TRIM
ROLL PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132 PFL
ROLL PITCH 001 002 003
PROC
WINDOW WINDOW
PUSH CRSR
Controls Controls
To select the GPS STATUS page, it is necessary to rotate the outer knob of To select the GPS STATUS page, it
the dual FMS knob, on the MFD, to select the AUX page group and then use the dual FMS knob, on the MFD, to s
the inner FMS knob to select the GPS STATUS page. the inner FMS knob to select the GP
On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by press- On the GPS STATUS page, it is possible
ing the associated softkeys (GPS1 or GPS2). This selects the source of infor- ing the associated softkeys (GPS1 or GP
mation (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible to mation (GPS 1 or GPS 2) for the GPS S
select the GPS by pressing the MENU key, rotating the dual FMS knob and select the GPS by pressing the MENU k
pressing the ENT key, on the MFD bezel. pressing the ENT key, on the MFD bezel.
In order to compute RAIM, it is necessary to press the dual FMS knob. This In order to compute RAIM, it is necessar
highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to highlights WAYPOINT in the RAIM PRE
determine the waypoint, time, and date in order to predict the RAIM availabil- determine the waypoint, time, and date in
ity. This can be done using the FMS inner knob and pressing the ENT key for ity. This can be done using the FMS inne
after each selection. Pressing the ENT key when “COMPUTE RAIM” is high- after each selection. Pressing the ENT ke
lighted generates the result: “RAIM AVAILABLE” or “RAIM UNAVAILABLE”. lighted generates the result: “RAIM AVAIL
By pressing the SBAS (Satellite Based Augmentation System) softkey, the By pressing the SBAS (Satellite Based
RAIM PREDICTION field is replaced by the SBAS SELECTION field.This is RAIM PREDICTION field is replaced by
used when the aircraft is flying in a WAAS area and there is no need to com- used when the aircraft is flying in a WAAS
pute RAIM. pute RAIM.
The flight crew can enable or disable WAAS correction by highlighting the The flight crew can enable or disable W
WAAS field and pressing the ENT key. A checked box means that WAAS cor- WAAS field and pressing the ENT key. A
rection is enabled. If the box is not checked, this means that WAAS correction rection is enabled. If the box is not checke
is disabled. is disabled.
GPS STATUS G
PAGE P
NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS 0 KT 121.500 129.650 COM1 NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2 PUSH
VOL SO
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS
CONSTELLATION SATELLITE STATUS GPS STATUS CONSTELLATION SATELLITE STAT
NRTH UP EMERG NRTH UP
NAV EPU 0.03 NM PILOT GPS1 COM NAV EPU
PUSH
003
VFOM 23 FT SBAS ACTIVE PUSH PUSH
003
VFOM
1-2 122 1-2 1-2 122
0 0 015 0 0 015
012 012
005 POSITION N 39 23.27 RAIM PREDICTION
005 POSITION
713 ITT C
713 011
010 006 W101 41.54
BARO 713 ITT C
713 011
010 006
127008 007 WAYPOINT P.POS 127008 007
142.8 N2% 142.8 TIME 11:46:15 UTC
142.8 N2% 142.8 TIME
137 OIL PRES PSI 137 ARV TIME 11:45 UTC 137 OIL PRES PSI 137
95 OIL TEMP C 95 ALTITUDE 25000 FT
ARV DATE 01-APR-05 95 OIL TEMP C 95 ALTITUDE
FUEL
GROUND SPEED 0.0 KT
COMPUTE RAIM?
PUSH FUEL
GROUND SPEED
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360 5000 FQ LB 5000 TRACK
RANGE
TEMP 0 C GPS SIGNAL STRENGTH TEMP 0 C GPS SIGNAL STRENGTH
ELEC CABIN ELEC CABIN
BATT1 25 V BATT1 25 V
ALT 7200 FT ALT 7200 FT
BATT2 25 V BATT2 25 V
0 FPM 0 FPM
MENU KEY
RATE RATE
SPDBRK DELTA-P 5.0 PSI PUSH
SPDBRK DELTA-P 5.0 PSI
LFE PAN LFE
OXY 1450 PSI OXY 1450 PSI
LG FLAPS LG FLAPS
UP ENT KEY UP
UP UP 1 D MENU
UP UP 1
D DD D D D D DD
TRIM TRIM
ROLL PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132 PFL PROC DUAL FMS ROLL PITCH 001 002 003 005 006 007 008 010
YAW 50
MAP WPT AUX NRST CLR ENT KNOB YAW 50
SYSTEM GPS1 GPS2 RAIM SBAS SYSTEM GPS1 GPS2 RAIM SBAS
DFLT MAP FMS
PUSH CRSR
AUX PAGE
SOFTKEYS (REF.) SDS2432_345600P219R
GROUP SOFTKEYS (REF
If there is a failure in one of the GPS or information is degraded, the remain- If there is a failure in one of the GPS
ing GPS is automatically used to provide information for all flight display units ing GPS is automatically used to pro
(PFD 1, PFD 2, and MFD). (PFD 1, PFD 2, and MFD).
An internal system checking is constantly performed to ensure that both GPS An internal system checking is const
receivers are providing accurate data for the flight display units. In some cir- receivers are providing accurate dat
cumstances, both GPS receivers may be providing accurate data, but one cumstances, both GPS receivers m
receiver may be providing a better GPS solution than the other receiver. In receiver may be providing a better G
this case, the GPS receiver producing the better solution will be automatically this case, the GPS receiver producin
coupled to all flight display units. The “BOTH ON GPS 1" or “BOTH ON GPS coupled to all flight display units. The
2" message will then be displayed in the REVERSIONARY SENSOR window, 2" message will then be displayed in
on the PFDs, indicating which GPS receiver is being used. Both GPS receiv- on the PFDs, indicating which GPS r
ers are still functioning properly, but one receiver is performing better than the ers are still functioning properly, but o
other at that particular time. other at that particular time.
These GPS sensor annunciations are most often seen after the system These GPS sensor annunciations
power-up when one GPS receiver has acquired satellites before the other, or power-up when one GPS receiver ha
one of the GPS receivers has not yet acquired a WAAS signal. While the air- one of the GPS receivers has not ye
craft is on the ground, the WAAS signal may be blocked by obstructions caus- craft is on the ground, the WAAS sign
ing one GPS receiver to have difficulty in acquiring a good signal. Also, while ing one GPS receiver to have difficul
airborne, turning the aircraft may result in one of the GPS receivers temporar- airborne, turning the aircraft may resu
ily losing the WAAS signal. ily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the If the sensor annunciation persists, c
AFD (Auxiliary Flight Display) window (named MESSAGES window), on the AFD (Auxiliary Flight Display) windo
PFDs. If no failure message exists, check the GPS STATUS page and compare PFDs. If no failure message exists, ch
information for GPS 1 and GPS 2. The discrepancies may indicate a problem. information for GPS 1 and GPS 2. Th
NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1 NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053
PUSH
VOL ID
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2
PUSH
VOL SO REVERSIONARY PUSH
VOL ID
NAV2 108.00 117.95 HDG 1500 FPH VS
NAV 11 000
EMERG
COM
SENSOR NAV
20 20
1900 4
WINDOW 20 20
200 200
1800 BOTH ON GPS2
PUSH PUSH PUSH
1-2 10 10 2 1-2 1-2 10 10
180 1700 CAS
180
BARO
1 640
BLEED 2 FAIL
170 BLEED 1 FAIL 170
20 FUEL 2 SOV FAIL
FUEL 1 SOV FAIL
160 E1 FIRE DET FAIL 160
10 10 1500 2
PRESN AUTO FAIL
AP FAIL PUSH 10 10
STD
YD FAIL
SWS FAIL
140 327 1400 4
AUDIO PNL2 FAIL
GIA 2 FAIL
RANGE 140 327
GIA 1 FAIL
EBAY OVHT
3O
33
N
2992 IN FLAP FAIL AFD 3O
33
N
MESSAGES
GIA2 SERVICE - GIA2 needs PUSH WINDOW
W
W
PAN
3
3
GPS ENR service. Return unit for repair. GPS ENR
24
24
GMA2 FAIL - GMA2 is inoperative.
6
6
21
21
D MENU
E
E
ADC2 AS EC - ADC2 airspeed error
S 12 correction is unavaible. PFL PROC
S 12
15 15
CLR ENT
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PFD OBS CDI ADF/DME
DFLT MAP FMS
SDS2432_345600P223R
PUSH CRSR
01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS 01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS
SDS2432_345200P185
The XPDR system offers Mode A, Mode C and Mode S interrogation and The XPDR system offers Mode A, Mod
reply capabilities. reply capabilities.
Mode A replies consist of framing pulses and any one of 4,096 codes, which Mode A replies consist of framing pulses
differ in the position and number of pulses transmitted. differ in the position and number of pulse
Mode C replies include framing pulses and encoded altitude. Mode C replies include framing pulses an
The XPDR unit is equipped with selective addressing or Mode Select (Mode The XPDR unit is equipped with selective
S) capability. Mode S functions include the following features: S) capability. Mode S functions include th
Level-2 Reply Data Link Capability (used to exchange information between Level-2 Reply Data Link Capability (use
aircraft and various ATC facilities) aircraft and various ATC facilities)
Surveillance Identifier Capability Surveillance Identifier Capability
Mode S Enhanced Surveillance Requirements
Mode S Enhanced Surveillance Requi
Acquisition Squitter Acquisition Squitter
Ground stations can interrogate Mode S transponders individually using a 24- Ground stations can interrogate Mode S t
bit ICAO (International Civil Aviation Organization) Mode S address, which is bit ICAO (International Civil Aviation Orga
unique to the particular aircraft. In addition, ground stations may interrogate a unique to the particular aircraft. In additio
transponder for its XPDR data capability and the aircraft's flight ID, which is the transponder for its XPDR data capability a
registration number or other call sign. The XPDR unit makes the maximum air- registration number or other call sign. The
speed capability (set during configuration setup) available to TCAS systems on speed capability (set during configuration s
board nearby aircraft to aid in the determination of TCAS advisories. board nearby aircraft to aid in the determin
The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode S The XPDR unit meets Mode S Enha
Enhanced Surveillance provides information consisting of additional aircraft Enhanced Surveillance provides info
parameters to ground radar systems. parameters to ground radar systems
In the dual XPDR configuration, XPDR 1 unit is a non-diversity transceiver In the dual XPDR configuration, XP
while XPDR 2 unit is a transceiver with the diversity capability. Diversity while XPDR 2 unit is a transceive
allows for dependable operation while maneuvering. allows for dependable operation whil
XPDR Controls XPDR Controls
The XPDR is controlled through PFD softkeys, which are organized in three The XPDR is controlled through PFD
levels. levels.
In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a In the first level the XPDR softkey
submenu (second level) shows the options that follow: STBY, ON, ALT submenu (second level) shows the
(XPDR modes), VFR (loads the pre-programmed VFR code), CODE (XPDR (XPDR modes), VFR (loads the pre-
code selection), IDENT (Position Identification function) and BACK (return to code selection), IDENT (Position Ide
previous menu). previous menu).
Pushing the CODE softkey, the third level of the softkeys shows on the bot- Pushing the CODE softkey, the third
tom of the PFD. It consists of numeric keys for XPDR code selection. tom of the PFD. It consists of numeri
PUSH
NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1
PUSH PUSH
NAV1 108.00 117.
VOL ID VOL SO VOL ID
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2 NAV2 108.00 117.
EMERG
NAV COM NAV
1600
20 20 4
200
PUSH 1500 PUSH PUSH
1-2 1-2 1-2
10 10 2
180 1400
BARO
40
170 13
20
160
10 10 1200 2 PUSH
STD
RANGE
140 356 1100 4
HDG 356 CRS 049
NAV1
W
D MENU
24
12
21 15 PFL PROC
S
CLR ENT
DAT 0 C XPDR 6543 ALT R LCL 00:05:52 DAT 0 C
INSET PFD CDI OBS XPDR IDENT TMR/REF NRST ADVISORY DFLT MAP FMS INSET
PUSH CRSR
Indications Indications
XPDR LABEL XPDR CODE XPDR MODE XPDR LABEL XPDR CODE X
Altitude (ALT)
Altitude (ALT)
The XPDR mode selection can be automatic (Ground and Altitude modes) or The XPDR mode selection can be autom
manual (Standby, ON and Altitude modes). The STBY, ON and ALT softkeys manual (Standby, ON and Altitude modes
are accessed by pushing the XPDR softkey, on the bottom of the PFDs. are accessed by pushing the XPDR softk
Ground Mode (Automatic) Ground Mode (Automatic)
Ground mode is automatically selected when the aircraft is on the ground. A Ground mode is automatically selected w
green GND indication shows in the mode field of the XPDR status bar. In green GND indication shows in the mod
Ground mode, the XPDR does not allow Mode A and Mode C replies, but it Ground mode, the XPDR does not allow
does permit acquisition squitter and replies to discretely addressed Mode S does permit acquisition squitter and repl
interrogations. interrogations.
Ground mode can be overridden by pressing any of the XPDR mode selec- Ground mode can be overridden by pres
tion softkeys. tion softkeys.
Standby Mode (Manual) Standby Mode (Manual)
The Standby mode can be selected at any time by pressing the STBY soft- The Standby mode can be selected at a
key. In Standby mode, the XPDR does not reply to interrogations, but new key. In Standby mode, the XPDR does
codes can be entered. If the Standby mode is selected, a white STBY indica- codes can be entered. If the Standby mod
tion shows in the mode field of the XPDR status bar. In STBY mode, the tion shows in the mode field of the XPD
IDENT function is inhibited. IDENT function is inhibited.
Press the
ENT Key to
Complete
Turn the Small Code Entry T
FMS Knob to F
Enter Two Code Turn the Large En
Digits at a Time FMS Knob D
to Move the
Cursor to the
Next Code Field
0 0
0 0
15 30 45 60 75 90 15 30 45
RANGE (NAUTICAL MILES) RANGE (NAUT
Airborne weather radar should be used to avoid severe weather, not for flying Airborne weather radar should be used to
through severe weather. The decision to fly into an area or radar targets through severe weather. The decision t
depends on target intensity, spacing between the targets, aircraft capabilities, depends on target intensity, spacing betw
and pilot experience. Pulse type weather radar detects only precipitation, not and pilot experience. Pulse type weather
clouds or turbulence. The display may indicate clear areas between intense clouds or turbulence. The display may in
returns, but this does not necessarily mean it is safe to fly between them. returns, but this does not necessarily m
Only Doppler radar can detect turbulence. Only Doppler radar can detect turbulence
The Phenom 100 is equipped with a 4-color pulsed Garmin GWX 68 Airborne The Phenom 100 is equipped with a 4-co
Color Radar. It combines excellent range and adjustable scanning profiles Color Radar. It combines excellent rang
with a high-definition target display. with a high-definition target display.
The weather radar receiver/transmitter antenna is a 12-inch phased array The weather radar receiver/transmitter a
antenna that is fully stabilized to accommodate 30 degrees of pitch and roll. It antenna that is fully stabilized to accomm
also allows manual adjustment of the radar vertical tilt, of its gain and of its also allows manual adjustment of the ra
range. range.
A secondary use of the weather radar system is a presentation of terrain. This A secondary use of the weather radar sys
is possible by using the ground map mode. is possible by using the ground map mod
The ground map mode can be a useful tool for verifying aircraft position. A The ground map mode can be a useful
“picture” of the ground is represented much like a topographical map that can “picture” of the ground is represented mu
be used as a supplement to the navigation map on the MFD. It is possible to be used as a supplement to the navi
distinguish landscape features and bodies of water by measuring the radar distinguish landscape features and
return strength. return strength.
Weather Radar Interfaces Weather Radar Interfaces
The weather radar receiver/transmitter antenna transmits a microwave pulse The weather radar receiver/transmitt
beam that, upon encountering a target, is then reflected back to the radar beam that, upon encountering a tar
receiver as a return echo. receiver as a return echo.
DC BUS 1 supplies the weather radar system through a protective circuit DC BUS 1 supplies the weather ra
breaker. breaker.
Modes Of Operation Modes Of Operation
The weather radar system has the following modes of operation: The weather radar system has the fo
Weather Mode Weather Mode
Ground Map Mode Ground Map Mode
Standby Mode Standby Mode
When the weather radar system is in the weather mode or ground map mode, When the weather radar system is in
upon landing, the system automatically switches to the standby mode. upon landing, the system automatica
Weather Radar Controls Weather Radar Controls
The weather radar images are displayed on a dedicated page (WEATHER The weather radar images are disp
RADAR page), on the MFD. RADAR page), on the MFD.
The weather radar controls are located on the bezel of the MFD. The MFD is The weather radar controls are locat
located on the main instrument panel providing easy access to controls when located on the main instrument pane
the pilot(s) is/are seated and without any significant interference with aircraft the pilot(s) is/are seated and without
structure or other controls. structure or other controls.
The softkeys, knobs, and keys on MFD bezel are used to adjust and set The softkeys, knobs, and keys on
weather radar parameters. weather radar parameters.
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 360 T ETE __:__ 136.975 118.000 COM1 NAV1 108.00 117.95 GS 0 KT DTK ___ T
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 MAP - WEATHER RADAR 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95 MAP - WEATHE
OFF STAB ON OFF
EMERG
NAV COM NAV
713 ITT C
713 BARO 713 ITT C
713
142.8 N2% 142.8 142.8 N2% 142.8
137 OIL PRES PSI 137 137 OIL PRES PSI 137
95 OIL TEMP C 95 95 OIL TEMP C 95
FUEL OFF PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 30 NM
TEMP 0 C TEMP 0 C
ELEC CABIN ELEC CABIN
BATT1 25 V BATT1 25 V
ALT 7200 FT ALT 7200 FT
BATT2 25 V BATT2 25 V
RATE 0 FPM 20 NM RATE 0 FPM
SPDBRK
5.0 PSI SPDBRK
5.0 PSI
MENU KEY
DELTA-P PUSH DELTA-P
LFE PAN LFE
OXY 1450 PSI SCALE OXY 1450 PSI SCALE
LG FLAPS LG FLAPS
o
UP TILT UP 1.50 UP
HEAVY 10 NM HEAVY
o
D
ENT KEY
UP UP 1 BEARING L0 MENU
UP UP 1
TRIM SECTOR SCAN FULL TRIM
ROLL PITCH LIGHT ROLL PITCH LIGHT
GAIN CALIBRATED PFL PROC
NAV
EMERG
COM
4 NAV
BARO
PUSH
STD
RANGE
7 PUSH
PAN
5 7
D MENU
PFL PROC
CLR ENT
PUSH CRSR
ANTENNA
PUSH
VOL ID
PUSH
VOL SO
STABILIZATION PUSH
VOL ID
NAV
EMERG
COM STATUS FIELD NAV
BARO
PUSH
STD
RANGE
PUSH
PAN
MENU KEY
D MENU
PFL PROC
ENT KEY
CLR ENT
DUAL FMS
PUSH CRSR
KNOB
PAGE IN CURRENT
SOFTKEYS (REF.) PAGE GROUP SOFTKEYS (R
PAGE GROUPS
DANGER DANGER
ZONE ZONE
SDS2432 344200P155
When the weather radar system is in the Weather or Ground Map mode, the When the weather radar system is in the
system automatically switches to Standby mode on landing. system automatically switches to Standby
In reversionary mode, the weather radar system automatically switches to In reversionary mode, the weather rada
Standby mode. The system remains in Standby mode until both displays are Standby mode. The system remains in S
restored. In the Reversionary mode, the weather system cannot be con- restored. In the Reversionary mode, th
trolled. trolled.
Horizontal Scan Display Horizontal Scan Display
Antenna Stabilization
Radar Mode Scan Line Status Radar Mode Scan Line
The weather radar page is accessed through the MAP Page Group. While on The weather radar page is accessed thro
the ground the system is turned on by selecting the “Standby” softkey. A one the ground the system is turned on by se
minute warm-up is initiated (countdown is displayed on the screen). After the minute warm-up is initiated (countdown is
warm-up is complete, the radar enters the Standby mode. If the aircraft is air- warm-up is complete, the radar enters the
borne and use of the radar is desired the “Weather” softkey is selected. The borne and use of the radar is desired the
same one minute warm-up period is initiated with a displayed countdown and same one minute warm-up period is initia
then the radar will begin to transmit. then the radar will begin to transmit.
The radar system initially displays a horizontal scan. To make an accurate The radar system initially displays a hor
interpretation of a storm cell the Antenna Tilt Angle, Gain, distance, and sec- interpretation of a storm cell the Antenna
tor scan may have to be adjusted through a combination of soft and menu tor scan may have to be adjusted throu
keys, and FMS knob selection. keys, and FMS knob selection.
A unique feature of the Prodigy Radar System is the ability to vertically scan a A unique feature of the Prodigy Radar Sy
storm cell. The vertical scan function is displayed through the selection of the storm cell. The vertical scan function is d
"Vertical" Softkey. Vertical scanning of a storm cell should be done with the "Vertical" Softkey. Vertical scanning of a
aircraft wings level to avoid constant adjustment of a bearing line. While in the aircraft wings level to avoid constant adju
horizontal scan mode a bearing line is selected and moved over on the horizontal scan mode a bearing line is
desired storm cell to be vertically scanned. The "Vertical" mode is then desired storm cell to be vertically scan
selected. selected.
The GWX 68 also has several additional features that aid in avoiding severe The GWX 68 also has several additi
weather: Weather Attenuated Color Highlight (WATCH®) and Weather Alert. weather: Weather Attenuated Color
The WATCH® feature can be used as a tool to determine areas of possible The WATCH® feature can be used a
inaccuracies in displayed intensity due to weakening of the radar energy inaccuracies in displayed intensity
(attenuation). To activate this feature select the "Watch" softkey. (attenuation). To activate this feature
Horizontal Scan with/without WATCH Horizontal Scan with/without W
Displayed intensity is questionable. Areas of Display
Potentially stronger than displayed. Attenuated Signal Potenti
Horizontal Scan Without WATCH® Horizontal Scan WithWATCH® Horizontal Scan Without WATCH®
The Weather Alert feature indicates the presence of heavy precipitation The Weather Alert feature indicate
between the ranges of 80 and 320 nm regardless of the current displayed between the ranges of 80 and 320
range. Weather Alert targets appear as red bands along the outer range ring range. Weather Alert targets appear
at the approximate azimuth of the detected returns. at the approximate azimuth of the de
If a Weather Alert is detected within + 10° of the aircraft heading, an alert is If a Weather Alert is detected within + 10
displayed on the PFD in the Messages Window. displayed on the PFD in the Messages W
If the antenna is adjusted to low, a weather alert can be generated by ground If the antenna is adjusted to low, a weath
returns. To avoid unwanted alerts, deselect the WX ALRT Softkey. returns. To avoid unwanted alerts, desele
Weather Alert Indications Weather Alert Indications
Weather Alerts Weather Alerts
To activate or deactivate Weather Alerts, select the WX ALRT Softkey. Acti- To activate or deactivate Weather Alerts,
vating or deactivating enables or inhibits the alert on the PFD. vating or deactivating enables or inhibits
The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a dis- The FD (Flight Director) can be coupl
play fails, the other display navigation solutions continue without interruption. play fails, the other display navigation
PFD/MFD Control Panel PFD/MFD Control Panel
7
6
5
4
3
7
6
5
4
3
1 2 3 4 5 1 2 3
7
8
14 13 12 11 10 14 13 12
9 Decimal Key Used to enter a decimal point. 9 Decimal Key Used to ente
April 2009
25-46
Phenom 100
Active FPL Waypoint List
- Comment
- Procedure Header
- Waypoint Identifi er
- Airway Identifier
- Desired Track to Waypoint
T R A I N I N G
Flight Plan Leg - Vertical Deviation
April 2009
25-46
Navigation
Lateral guidance uses information from various systems to provide the best Lateral guidance uses information fr
guidance solution for flight plan legs and transitions and providing roll steer- guidance solution for flight plan legs
ing command to the Automatic Flight Control System (AFCS). There are six ing command to the Automatic Fligh
lateral modes: Dead reckoning (DR), oceanic (OCN), enroute (ENR), terminal lateral modes: Dead reckoning (DR),
(TERM), departure DPRT), missed approach (MAPR), and non-precision (TERM), departure DPRT), missed
approach (LNAV). There are also three other approach modes that provide approach (LNAV). There are also th
vertical guidance and are used during approach: LNAV with vertical guidance vertical guidance and are used durin
(LNAV+V), LNAV/VNAV, and LPV. (LNAV+V), LNAV/VNAV, and LPV.
These lateral modes will be annunciated on the inner position of the CDI dur- These lateral modes will be annuncia
ing the various phases of flight. ing the various phases of flight.
Flight Prediction Flight Prediction
The flight prediction function of the FMS provides: time-to-go to destination, The flight prediction function of the F
time-to-go to next waypoint, fuel required to destination, fuel remaining at time-to-go to next waypoint, fuel re
destination, and time to top of descent. These parameters are calculated destination, and time to top of des
based on current groundspeed, distance to way point/destination, and current based on current groundspeed, dista
fuel flow. fuel flow.
Additional FMS Capabilities Additional FMS Capabilities
The Prodigy FMS allows the pilot to view trip planning information, fuel infor- The Prodigy FMS allows the pilot to
mation, and other information for a specific flight plan, or flight plan leg based mation, and other information for a s
on automatic data, or based on manually entered data. on automatic data, or based on manu
Fuel Required -
Softkeys
April 2009
Total Range -
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
25-48
Phenom 100
Selected Flight Plan Segment
- FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN)
- Waypoints Defining Selected Flight Plan/Flight Plan Leg
Trip Planning Page Mode
- Automatic/Manual
T R A I N I N G
Fuel Required -
Softkeys
April 2009
Total Range -
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
25-48
Weight Planning Page (MFD AU
Developed for
Empty Weight Softkey Fuel On Board Sync Softkey
(selects Basic Empty Weight) (sets FOB to sensor actual)
Phenom 100
25-49
Navigation
April 2009
Fuel Weight Calculator
A/C Payload Calculator - Zero Fuel Weight Calculation
Basic Empty Weight Entry - - Fuel on Board Entry (or sync)
Pilot and Stores Weight Entry - - Aircraft Weight Calculation
Basic Operating Weight
Phenom 100
T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
Limitations Limitations
Attitude and Heading Reference System (AHRS) Attitude and Heading Reference Sy
The airplane may not be operated in the regions stated on the table below: The airplane may not be operated in the r
Magnetic Magnetic
Cut-Out Latitude Longitude Cut-Out Latitude
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and 70°N
North North
North of 70°N Between 0° and 180°W/E North of 70°N
Between 55°S and 70°S Between 120°E and165°E Between 55°S and 70°S
South South
South of 70°S Between 0° and 180°W/E South of 70°S
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures must
the indication GEO LIMITS is displayed. the indication GEO LIMITS is
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote opera
gram works in combination with the Route Planning Software (ver- gram works in combination
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program,
Instructions Garmin part number 190-00643-01. Instructions Garmin part nu
Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in Enroute and Terminal including RN
accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiv- accordance with JAA TGL-10 and
ing usable navigation information from one or more GPS receivers. ing usable navigation information
Limitations Limitations
GPS based IFR enroute, oceanic, and terminal navigation is prohibited
GPS based IFR enroute, oceanic,
unless the pilot verifies the currency of the database or verifies each unless the pilot verifies the curren
selected waypoint for accuracy by reference to current approved data. selected waypoint for accuracy by
RNAV/GPS instrument approaches must be accomplished in accordance
RNAV/GPS instrument approache
with approved instrument approach procedures that are retrieved from the with approved instrument approac
G1000 navigation database. G1000 navigation database.
The G1000 database must incorporate the current update cycle. The G1000 database must incorporate th
Note: Not all the published approaches are in the navigation database. Note: Not all the published approache
The flight crew must ensure that the planned approach is in the The flight crew must ensure th
database. database.
Receiver Autonomous Integrity Monitoring (RAIM) must be available when
Receiver Autonomous Integrity Monito
conducting instrument approaches utilizing the GPS receiver. conducting instrument approaches util
IFR non-precision approach approval is limited to published approaches
IFR non-precision approach approval i
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System. Appr
are not approved unless authorized by the appropriate governing author- are not approved unless authorized by
ity. ity.
Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC,
Use of the Garmin G1000 GPS receive
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type of ap
lay is not authorized. lay is not authorized.
Operation in airspace referenced to a datum other than WGS-84 or NAD-
Operation in airspace referenced to a d
83 is prohibited. 83 is prohibited.
RNP operations are not authorized except as noted in the Operational
RNP operations are not authorized exc
Approvals Section. Approvals Section.
Use of the Garmin G1000 system for GPS or WAAS navigation under
Use of the Garmin G1000 system for G
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requires
a. The airplane must be equipped with an approved and operational a. The airplane must be equipped
alternate means of navigation appropriate to the route being flown alternate means of navigation
(NAV receiver, DME or ADF). (NAV receiver, DME or ADF).
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purposes, if
must have an approved instrument approach procedure, other must have an approved instrum
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which is a
available at the estimated time of arrival. All equipment required available at the estimated time
for this procedure must be installed and operational. for this procedure must be inst
Caution AHRS 1 (2) FAIL Total loss of AHRS 1 (2) Caution AHRS 1 (2) FAIL
Oxygen Oxygen
The oxygen system supplies oxygen to the pilot(s) and passengers. Oxygen The oxygen system supplies oxygen
supply for each pilot and passenger is provided to permit descent from 41,000 supply for each pilot and passenger i
ft. to 10,000 ft. following a cabin pressurization failure or rapid decompression. ft. to 10,000 ft. following a cabin pres
In case of cabin depressurization or smoke, the oxygen system supplies pro- In case of cabin depressurization or
tective (in case of smoke or harmful gases) and supplemental oxygen for the tective (in case of smoke or harmful
pilot and copilot in the cockpit and only supplemental oxygen for the passen- pilot and copilot in the cockpit and o
gers. gers.
Oxygen Control / Indicating. Oxygen Control / Indicating.
SDS2432350100P007
RH CBP
RH CBP
PRESSURE
ALTITUDE
EMER BUS
EMER BUS
SWITCH
COCKPIT
COCKPIT
DEPLOY
DEPLOY
MASK
MASK
PUSH TO RESTORE
PUSH TO RESTORE
PULL TO CUTOUT
PULL TO CUTOUT
OXYGEN CONTROL PANEL
AVIONICS
OXYGEN
OXYGEN
OVRD
OVRD
GEA 1
PAX
PAX
SUPPLY CONTROL
SUPPLY CONTROL
PAX AUTO
PAX AUTO
LOW PRESSURE
SWITCH (CREW)
CREW
CREW
ONLY
ONLY
PRESSURE AND
TEMPERATURE
TRANSDUCER
RH CBP
RH CBP
EMER BUS
EMER BUS
COCKPIT
COCKPIT
TEMP/PRES
TEMP/PRES
April 2009
PASSENGER
T R A I N I N G
ALTITUDE- MASK
-COMPENSATING
REGULATOR
WITH SURGE
Oxygen System
SUPPLY CONTROL
PAX AUTO
ALTITUDE
CREW PAX
PRESSURE ONLY OVRD
SWITCH THREE
POSITION
LOW PRESSURE VALVE
LINE CREW & PAX
S E R V I C E S
CREW PASSENGER
MASK MASK
SMOKE
GOGGLE
CARGO
SMOKE
GOGGLE
LOW CREW
PRESSURE 3
PRESSURE CYLINDER 50 ft PRESSURE MASK
GAUGE AND SWITCH
TEMPERATURE (CREW)
TRANSDUCER
CONTROL CABLE
1/16" CAPILLARY LINE ACTUATOR
PULL TO CUTOUT
HP FLEXIBLE HOSE
COMMUNICATION
DCU GEA 1 SYSTEM
AVIONICS
Phenom 100
SDS2432350000P003
26-2
NON PRESSURIZED AREA EMER BUS PRESSURIZED AREA
April 2009
PASSENGER
T R A I N I N G
ALTITUDE- MASK
-COMPENSATING
REGULATOR
WITH SURGE
Oxygen System
SUPPLY CONTROL
PAX AUTO
ALTITUDE
CREW PAX
PRESSURE ONLY OVRD
SWITCH THREE
POSITION
LOW PRESSURE VALVE
LINE CREW & PAX
S E R V I C E S
CREW PASSENGER
MASK MASK
SMOKE
GOGGLE
CARGO
SMOKE
LP OXYGEN LP OXYGEN
DISTRIBUTION DISTRIBUTION
LINES LINES
OXYGEN
CYLINDER
OXYGEN CYLINDER BAY OXYGEN CYLINDER BAY
The pressure gauge located in the nose baggage area, pressure display on the The pressure gauge located in the nose ba
MFD, and the overboard discharge indicator are the indicating instruments. MFD, and the overboard discharge indicat
The pressure indicated on the cockpit display is provided via pressure and tem- The pressure indicated on the cockpit disp
perature transducer and the avionics display system. perature transducer and the avionics displ
Status Page Indication Status Page Indication
. .
Signal Signal
Item Comments Item
Designation Designation
Green: pressure >1590, <1850 psi Green: p
Oxygen Pres- Oxygen Pres-
sure Scale and White: pressure >730, <1589 psi sure Scale and White: p
1 1
Pointer (Solid Yellow: pressure <730 psi Pointer (Solid Yellow: p
Pointer) Pressure pointer disappears if data is invalid. Pointer) Pressure
Green: pressure >1590, <1850 psi Green: p
Oxygen Pressure White inverse video: pressure >730, <1589 psi Oxygen Pressure White in
2 2
Digital Readout Yellow inverse video: pressure <730 psi Digital Readout Yellow in
Four yellow dashes (----) if oxy pressure is invalid Four yel
Whenever the cylinder pressure indicated on the display is above 1590 PSI, Whenever the cylinder pressure indi
the color on the display is GREEN, and in terms of oxygen supply require- the color on the display is GREEN,
ments the aircraft is considered dispatchable with the maximum capacity of ments the aircraft is considered disp
occupants (two pilots and four passengers). In case the pressure is lower occupants (two pilots and four pass
than 1590 psi and higher than or equal to 730 psi, the color on the display is than 1590 psi and higher than or equ
white, and the required dispatch pressure depends on the number of pilots, white, and the required dispatch pre
number of passengers, and operational requirements. Under these condi- number of passengers, and operat
tions, the flight crew is instructed to check in the AFM (Aircraft Flight Manual) tions, the flight crew is instructed to c
for the minimum dispatch pressure for that configuration of flight. If the indi- for the minimum dispatch pressure f
cated pressure is higher than the minimum dispatch pressure, the pilot is cated pressure is higher than the m
allowed to take off; otherwise, cylinder refilling is required before flight. allowed to take off; otherwise, cylinde
An OXY LO PRESS caution (amber) message appears on the CAS (Crew An OXY LO PRESS caution (ambe
Alerting System) every time the oxygen cylinder pressure reaches values Alerting System) every time the ox
lower than the accepted safety limit for dispatch or after pressure sensor fail- lower than the accepted safety limit f
ure. If this message appears on the ground prior to takeoff, cylinder refilling is ure. If this message appears on the g
required for flight operation above 10,000 ft. required for flight operation above 10
In case the supply control is not set to the PAX AUTO position, the OXY SW In case the supply control is not set
NOT AUTO (advisory) CAS message appears and the crew procedure is to NOT AUTO (advisory) CAS messag
set it to the PAX AUTO position. set it to the PAX AUTO position.
Signal Signal
Item Comments Source Item Comment
Designation Designation
Green: pressure >730 psi calculation result >730 psi Green: pressure >
Oxygen Amber inverse video: Oxygen Amber inverse vid
calculation result <730 psi
Pressure <730 psi Pressure <730 psi
1 1
Digital Read- Four amber dashes (----): Digital Read- Four amber dashe
out if oxygen pressure is not calculation is not valid out if oxygen pressure
valid valid
Pressure Gauge Pressure Gauge
The pressure gauge is in the nose baggage compartment, near the oxygen The pressure gauge is in the nose bagg
cylinder, and indicates the cylinder pressure. cylinder, and indicates the cylinder pressu
To indicate the oxygen quantity in the oxygen cylinder, a combined temperature To indicate the oxygen quantity in the oxyg
and pressure transducer provides analog output to provide a quantity indication and pressure transducer provides analog o
on the cockpit display. The temperature and pressure transducer is designed to on the cockpit display. The temperature an
provide an independent output of both pressure and temperature. A single volt- provide an independent output of both
age regulator is used to supply both pressure and temperature elements. age regulator is used to supply both p
ALTITUDE-COMPENSATING
REGULATOR WITH SURGE
ALTITUDE
PRESSURE
SWITCH
CONTROL
CABLE
OVERBOARD OVERBOARD
DISCHARGE DISCHARGE
INDICATOR INDICATOR
SDS2432350100P015
The crew oxygen system provides the pilot and copilot in the cockpit with a The crew oxygen system provides the p
source of supplemental oxygen, at pressure demand and free from the source of supplemental oxygen, at pre
effects of smoke or harmful gases. The crew masks are installed in the cock- effects of smoke or harmful gases. The c
pit where each flight crewmember should be able to don the mask, from its pit where each flight crewmember shoul
stowed position, properly secured, sealed and supplying oxygen on demand stowed position, properly secured, sealed
within five seconds. The crew oxygen masks also enable communication, within five seconds. The crew oxygen m
with any other crew member while at his assigned duty station through the with any other crew member while at his
mask microphone. mask microphone.
The oxygen-mask stowage box accommodates the crew oxygen masks. The The oxygen-mask stowage box acco
stowage box is designed to enable preflight tests of the mask and regulator stowage box is designed to enable
without removing the unit from stowage or even opening the stowage box without removing the unit from stow
doors. This is accomplished by pressing the TEST/RESET button and doors. This is accomplished by p
observing the indicator on the box. observing the indicator on the box.
The crew oxygen mask provides automatic oxygen dilution for hypoxia protection The crew oxygen mask provides autom
and emergency purge for visual and respiratory protection from smoke and fumes. and emergency purge for visual and re
The mask contains a single knob regulator mode selector with Normal, 100%, and The mask contains a single knob regul
EMER (Emergency) mode settings. EMER (Emergency) mode settings.
The low pressure switch detects when there is insufficient pressure from the reg- The low pressure switch detects when
ulator to properly operate the crew masks and causes an OXY LO PRES mes- ulator to properly operate the crew ma
sage on the CAS panel to come on to warn the flight crew when the line pressure sage on the CAS panel to come on to
drops below 45 psi. drops below 45 psi.
The crew oxygen mask also includes a microphone, which provides communica- The crew oxygen mask also includes a
tion capability with the mask on. To eliminate the breathing inhalation noise typical tion capability with the mask on. To elim
of prior generation masks, the crew mask automatically suppresses the micro- of prior generation masks, the crew m
phone during inhalation. phone during inhalation.
The MASK MIC toggle switch, on the AUDIO JACKS panel controls audio The MASK MIC toggle switch, on t
communication with the crew oxygen mask microphone. communication with the crew oxygen
The crew oxygen masks contain the following modes: The crew oxygen masks contain the
Normal Mode Normal Mode
When in normal mode (regulator set at NORM position) the regulator pro- When in normal mode (regulator se
vides an automatic oxygen dilution. At lower cabin altitudes ambient air is vides an automatic oxygen dilution.
allowed to enter the regulator and mix with the added oxygen during inhala- allowed to enter the regulator and m
tion. As the cabin altitude increases the percentage of ambient air entering tion. As the cabin altitude increases
the regulator is reduced until, at a preset point, 100% oxygen is inhaled by the regulator is reduced until, at a p
the user. The function of the automatic dilution feature is to conserve the the user. The function of the autom
amount of oxygen consumed from the supply source while maintaining pro- amount of oxygen consumed from t
tective physiological levels. In the event of an emergency decompression the tective physiological levels. In the ev
regulator will automatically provide 100% oxygen when the cabin altitude regulator will automatically provide
exceeds 35,000 ft. exceeds 35,000 ft.
OXY ON
TEST
RESET
1 1
100% NO
ER RM
EM
6 6
9 5 9
8 6 8
7 7
Note: Whenever mask inside stowage box, the auto dilution valve must be Note: Whenever mask inside stowage
closed. closed.
Note: The ratio of oxygen supply depends on the cabin altitude. Note: The ratio of oxygen supply depe
26-16
ASSEMBLY
April 2009
T R A I N I N G
BOX DOOR
LANYARD
S E R V I C E S
FLOW
INDICATOR SUPPLY HOSE
ECONOMIZER
BAG
VALVE ASSEMBLY
(RELEASE PIN
RECEPTACLE)
FACEPIECE
HEAD BAND
TYPICAL
Phenom 100
OXYGEN BOX
26-16
ASSEMBLY
April 2009
T R A I N I N G
BOX DOOR
LANYARD
S E R V I C E S
FLOW
INDICATOR SUPPLY HOSE
Developed for Train
Oxygen
Use of Use of
masks in 2 1050 1120 1200 1280 1360 1430 1510 1590 masks in 2 1050 1120 12
the cockpit the cockpit
Powerplant Powerplant
The powerplant system is basically composed of two pylon-mounted Pratt & The powerplant system is basically c
Whitney PW617F-E turbofan engines on the rear fuselage. Whitney PW617F-E turbofan engines
The powerplant provides thrust for the aircraft, as well as pneumatic and The powerplant provides thrust for
electrical power. electrical power.
Engine Engine
AIR COOLER AIR C
OIL COOLER OIL C
BLEED VALVE (ACOC) BLEED VALVE
ACTUATOR ACTUATOR
(BVA) (BVA)
IGNITION IGNITION
EXCITER EXCITER
T1 IGNITION T1
SENSOR CABLE SENSOR
FMU ASSEMBLY
STARTER/ OIL SIGHT GLASS STARTER/
GENERATOR (LH ENGINE) GENERATOR
OIL FILLER
NECK
The PW617F-E engine is a two-spool turbofan engine with a full length annu- The PW617F-E engine is a two-spoo
lar bypass duct. A concentric shaft system supports the LP (Low Pressure) lar bypass duct. A concentric shaft
and HP (High Pressure) rotors. The inner LP shaft supports the LP compres- and HP (High Pressure) rotors. The
sor (fan) which is driven by a single stage LP turbine. The outer HP shaft sys- sor (fan) which is driven by a single s
tem is mechanically independent of the LP shaft and supports a single mixed tem is mechanically independent of t
flow stage and one centrifugal stage HP compressor driven by a single-stage flow stage and one centrifugal stage
HP turbine.Thrust and roller anti-friction bearings provide support on each HP turbine.Thrust and roller anti-fric
shaft. shaft.
The PW617F-E engine is divided into 10 modules as follows: The PW617F-E engine is divided into
Low Pressure Compressor (Fan) Low Pressure Compressor (Fan)
High Pressure Compressor High Pressure Compressor
Combustor and Diffuser Case
Combustor and Diffuser Case
High Pressure Turbine High Pressure Turbine
Low Pressure Turbine Low Pressure Turbine
Monocase Monocase
Accessory Gearbox, Bearings, LP Shaft Accessory Gearbox, Bearings, LP Sha
Bypass Ducting and Externals Bypass Ducting and Externals
Engine Control System
Engine Control System
The PW617F-E control system is a computer-based electronic engine control The PW617F-E control system is a comp
system. It is composed of a twin-channel FADEC (Full Authority Digital system. It is composed of a twin-chan
Engine Control), FMU (Fuel Metering Unit), PMA (Permanent Magnet Alter- Engine Control), FMU (Fuel Metering Un
nator), engine sensors, a BVA (Bleed Valve Actuator), an ignition system for nator), engine sensors, a BVA (Bleed Va
each engine, TCQ (Thrust Control Quadrant) and engine cockpit switches each engine, TCQ (Thrust Control Qua
(ignition and start/stop switches). (ignition and start/stop switches).
The system controls the engine in response to thrust command inputs from The system controls the engine in respo
the pilot and provides information to the GEA for cockpit indication, mainte- the pilot and provides information to the
nance reporting and engine condition monitoring. Due to the criticality of the nance reporting and engine condition mo
functions, the main aspect of the design of the PW617F-E FADEC system is functions, the main aspect of the design
the need for safety. This has been achieved by providing redundancy and the need for safety. This has been achi
independence into the control system. independence into the control system.
The powerplant indications are displayed on the EICAS (Engine Indication The powerplant indications are displaye
Crew Alert System) on the left stripe of the center MFD (Multi-Function Dis- Crew Alert System) on the left stripe of t
play) unit of the cockpit panel. The powerplant indications can also be shown play) unit of the cockpit panel. The power
on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew on the PFD (Primary Flight Display) in r
Alerting System) messages are shown on the CAS window on the PFD and Alerting System) messages are shown o
on the MFD in reversionary mode. on the MFD in reversionary mode.
Engine Controls and Operating Interfaces Engine Controls and Operating Int
8 7 .8 TO 8 7 .8
ATR
5 5 .1 N2%
OIL TEMP C
5 5 .1
OIL PRES PSI
FUEL
FF KGH
FIRE TRIM FIRE TRIM
YAW
FQ KG YAW
BOTTLE BOTTLE
SHUTOFF 1 SHUTOFF 2 SHUTOFF 1 SHUTOFF 2
LEFT RIGHT LEFT RIGHT
DISCH TEMP XX C DISCH
ELEC CAB I N
ROLL ROLL
OFF LWD RWD BATT1 0 V OFF LWD RWD
ALT
BATT2 0 V
RATE
ENG START/STOP ENG START/STOP
RUN RUN SPDBRK DELTA-P RUN RUN
STOP START STOP START STOP START STOP START
PITCH BKP LFE PITCH BKP
DN OXY DN
LG FLAPS
UP UP
1 2 1 2
ENG IGNITION MODE ENG IGNITION MODE
+ +
ON BKP ON BKP
DN
AUTO AUTO
TAKEOFF DATA SET
OFF OFF OFF OFF
1 2 OAT -237 C 1 2
ATR ON
FIRE/ENG FIRE/ENG
CONTROL PANEL CONTROL PANEL
EICAS DISPLAY
All the interfaces between the cockpit and the engine nacelle are electrically All the interfaces between the cockp
transmitted. The control stand has two thrust levers, one for each engine transmitted. The control stand has
thrust control.The powerplant panel has dedicated switches to select the thrust control.The powerplant pane
IGNITION system (OFF/AUTO/ON), and engine START/STOP. IGNITION system (OFF/AUTO/ON),
ROLL
OFF LWD RWD OFF
DN
1 2 1
ENG IGNITION MODE ENG IGNITIO
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
The rotor speed is monitored and protected by the FADEC to avoid over- The rotor speed is monitored and prote
speed both on the ground and in flight. The ITT is monitored and protected by speed both on the ground and in flight. Th
the FADEC to avoid overheat during ground start. When the ITT exceeds the the FADEC to avoid overheat during grou
in-flight limits, the information shows on the EICAS, alerting the flight crew to in-flight limits, the information shows on t
take action. take action.
Under normal operating conditions, the pointer and digits are green for each Under normal operating conditions, the p
parameter. Under abnormal conditions, the pointer and digits change color parameter. Under abnormal conditions,
accordingly.The engine thrust rating indication is provided by a cyan icon at accordingly.The engine thrust rating indic
the top of the EICAS. The possible thrust modes are: the top of the EICAS. The possible thrust
TO - Takeoff
TO - Takeoff
GA - Go-around
GA - Go-around
CLB - Climb
CLB - Climb
CON - Continuous
CON - Continuous
CRZ - Cruise
CRZ - Cruise
MAX
MAX
1 2 3
5
2.9 N1 2.9 N1
8
FAIL FAIL
92.9 9 92.9
70.5 N2 70.6 12
70.
FIRE FIRE
12 57 12
13
98 93 98
IGN IGN
14
FIRE INDICATION 1300 FF PPH 1290 FIRE INDICATION 130
16 15
mark in the N1 gauge. If the limit is exceeded, this value triggers a color mark in the N1 gauge. If the limit
change in both the dial and digital readouts. change in both the dial and digita
Engine OFF Indication: An indication is provided on the EICAS when an Engine OFF Indication: An indicat
engine has been shut down by pilot action in flight or on the ground. The engine has been shut down by pil
indication comprises the icon "OFF" in black letters in a cyan rectangle in indication comprises the icon "OF
the center of the associated engine N1 dial. the center of the associated engin
Engine Fail Indication: An indication is provided on the EICAS to indicate
Engine Fail Indication: An indicatio
when an engine is flamed out or shut down without pilot action. The indica- when an engine is flamed out or s
tion comprises the icon "FAIL" in black letters in a yellow rectangle in the tion comprises the icon "FAIL" in b
center of the associated engine N1 dial. In addition, there is an associated center of the associated engine N
CAS "E1(2) FAIL" message on the CAS window. CAS "E1(2) FAIL" message on the
Temperature Indication Temperature Indication
Interturbine Temperature Interturbine Temperature
The function of the temperature indicating system is to monitor the engine The function of the temperature ind
temperatures and send the values to the FADEC and the EICAS. temperatures and send the values to
The temperature indicating system comprises the following sensors for each The temperature indicating system c
engine: engine:
The T1 (Inlet Total Temperature) consists of a single total temperature The T1 (Inlet Total Temperature) c
probe located in the engine inlet duct and measures the engine inlet air probe located in the engine inlet d
temperature for use in several of the FADEC control calculations. temperature for use in several of
The EGT (Exhaust Gas Temperature) sensor consists of a set of six ther- The EGT (Exhaust Gas Temperat
mocouple temperature probes extended into the engine gas stream to mocouple temperature probes ex
generate the EGT signals for use in several of the FADEC control calcula- generate the EGT signals for use
tions. tions.
The CJC (Cold Junction Compensation) sensor consists of a RTD (Resis- The CJC (Cold Junction Compens
tance Temperature Detector) mounted at the end of the engine bypass tance Temperature Detector) mou
duct at the 6 o'clock position in order to generate a reference temperature duct at the 6 o'clock position in or
for EGT thermocouples for use in several of the FADEC control calcula- for EGT thermocouples for use in
tions. tions.
The analog indicator consists of an arc and pointer display representing the The analog indicator consists of an
ITT in °C. In case of invalid ITT data, the pointer is removed from the display. ITT in °C. In case of invalid ITT data,
The ITT digital display uses the same data source as the analog display and The ITT digital display uses the sam
re-configures the indication to dashes if the data is invalid. re-configures the indication to dashe
ITT Red Line ITT Red Line
The ITT red line is visible as a red tick mark at the exceedance limit on the The ITT red line is visible as a red t
indicator arc. Exceedance of this value triggers a color change to both dial indicator arc. Exceedance of this va
and digital readouts. The ITT red line function is to protect the engine capabil- and digital readouts. The ITT red line
ity to achieve maximum rated thrust. When the engines are not running and ity to achieve maximum rated thrust
during the restart process, the ITT start transient limit is displayed. during the restart process, the ITT st
The EGT probes are mounted on the turbine case and indicate the tempera- The EGT probes are mounted on the
ture of the combustor gases. Six probes are connected in parallel and provide ture of the combustor gases. Six prob
an electronic signal that is the average of the thermocouple probe outputs. an electronic signal that is the average
The electrical signal is transferred from the probes to the outside of the The electrical signal is transferred from
engine by a flexible cable. engine by a flexible cable.
Overtemperature Protection Overtemperature Protection
The FADEC will not allow fuel flow if ITT is above 120°C during ground start. The FADEC will not allow fuel flow if ITT
In this case a dry motoring will be performed automatically and the fuel flow is In this case a dry motoring will be perform
commanded with ITT below 120°C. ITT limit is variable according to the commanded with ITT below 120°C. ITT
engine operation phase. engine operation phase.
N2 Indication N2 Indication
The N2 indicating system provides indication of the engine core rotor speed The N2 indicating system provides indica
via digital display on the EICAS. The FADEC uses the N2 signal to control the via digital display on the EICAS. The FAD
engine for transient purposes and for idle speed governing. engine for transient purposes and for idle
The N2 indicating modes are shown as described below: The N2 indicating modes are shown as de
Digital Display: The N2 speed indication provides a digital display in %. If Digital Display: The N2 speed indicatio
the N2 signal becomes invalid, the display is reconfigured to dashes using the N2 signal becomes invalid, the disp
the sign status matrix of the ARINC data to indicate faulty data. the sign status matrix of the ARINC da
N2 Red Line (Transient Limit): If the N2 transient limit value is exceeded, a
N2 Red Line (Transient Limit): If the N2
color change in the digital readout is triggered. color change in the digital readout is tr
torque motor in the bleed valve (compressor pressure control) the engine torque motor in the bleed valve (co
operating condition. operating condition.
Beyond thrust management, the FADEC provides engine limits protection, con- Beyond thrust management, the FAD
trolled transient engine operation, fault detection, and messages to the aircraft. trolled transient engine operation, fau
Electronic Control System Electronic Control System
A
FADEC 2
FADEC 2
B
B
SENSOR PORT
PRESSURE
PAMB
SENSOR PORT
PRESSURE
PAMB
B
C
A
A
FADEC 1
FADEC 1
C
C
(REF.)
COMPARTMENT
CENTER
SENSOR PORT
PRESSURE
PAMB
SENSOR PORT
PRESSURE
PAMB
ROLL
OFF LWD RWD OFF
DN
1 2 1
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
A single independant ignition exciter box is located on the top of each engine. A single independant ignition exciter box
It is equipped with dual igniters under the control of both channels of the It is equipped with dual igniters under t
FADEC. FADEC.
An IGN A and B icon is displayed for each engine showing which of the igni- An IGN A and B icon is displayed for eac
tion systems are being commanded by the FADEC. Normally during ground tion systems are being commanded by t
starts only one ignition channel is used and the channel selected alternates starts only one ignition channel is used a
on each start. In flight starts use both ignition channels. Similarly, the auto- on each start. In flight starts use both ig
relight function will command both ignition channels on if the engine is relight function will command both ign
detected to have flamed out. If the pilot moves the Ignition selector switch to detected to have flamed out. If the pilot m
on position, both ignition channels will be commanded to operate.The "A" on position, both ignition channels will b
and/or "B" indication will only illuminate if the FADEC has commanded an and/or "B" indication will only illuminate
ignition channel to operate. The ignition indication presents the following: "A" ignition channel to operate. The ignition i
or "B", "A B”, “OFF” or blank. The "OFF" indication provides confirmation to or "B", "A B”, “OFF” or blank. The "OFF"
the crew that the controls are correctly set for the dry motoring procedure. the crew that the controls are correctly
Blank indication will be provided when the FADEC is in the automatic mode to Blank indication will be provided when the
command the ignition, but neither ignition is active. command the ignition, but neither ignition
Starting Starting
The starting system function is to initiate the engine operation. The starting system function is to init
The control system provides automatic control of fuel flow, ignition and pro- The control system provides automa
tection of the engine during the starting phase. tection of the engine during the starti
During engine starting phase, the starter drives the engine by rotating the During engine starting phase, the s
high pressure shaft up to 44% N2 (Core Rotor Speed). At this point, the high pressure shaft up to 44% N2
FADEC sends the cut-off signal to the GCU (Generator Control Unit), which FADEC sends the cut-off signal to th
disconnects the starter from the AGB (Accessory Gearbox) and connects the disconnects the starter from the AGB
generator to the DC Bus. generator to the DC Bus.
For normal operation, the ENG IGNITION switch must be set to the AUTO For normal operation, the ENG IGN
position for the FADEC to have control of the igniters. position for the FADEC to have contr
Starting Start/Stop Ignition Special Set- Starting Start/Stop Ig
TLA
Model Knob Switch tings Model Knob S
Normal start Normal start
START AUTO/ON IDLE - START AU
(air/ground) (air/ground)
Auto-relight Auto-relight
RUN AUTO - - RUN A
(Air) (Air)
Engine Shut-
Dry Motoring START OFF IDLE Dry Motoring START
down
ROTATE LEVER
SHAFT SHAFT
Note: Positioning the thrust levers between the thrust quadrant positions Note: Positioning the thrust levers
levers selects Intermediate Thrust. levers selects Intermediate
The FADEC schedules fuel flow during starting based on N2. As the engine The FADEC schedules fuel flow dur
accelerates, the FADEC monitors ITT to ensure that the engine accelerates accelerates, the FADEC monitors IT
to idle without exceeding defined limits. FADEC incorporates automatic to idle without exceeding defined
engine cool down motoring prior to auto start. The pilot can also abort any engine cool down motoring prior to
start attempt at any time by moving the engine start knob to STOP. The start attempt at any time by movin
FADEC only aborts the start in the event of detecting an unsatisfactory oper- FADEC only aborts the start in the e
ating condition during a ground start. ating condition during a ground start.
OAT 19 C
ATR ON
CON CLB
ENG SET STATUS ECS ELECTRICAL FUEL DEICE ENG MNT BACK ENG SET STATUS ECS ELECTRICAL FUEL D
CON CLB OAT OAT RST OAT ATR ON ATR OFF BACK ACCEPT CON CLB OAT OAT RST OAT AT
The EI display indicates an ATR icon when it is enabled or armed. This indi- The EI display indicates an ATR icon
cation is active in takeoff mode only. The icon is positioned below the thrust cation is active in takeoff mode only
mode icon. In case the ATR becomes enable, a white indication of ATR mode icon. In case the ATR beco
appears just below the thrust mode. If the ATR is armed then the ATR indica- appears just below the thrust mode.
tion is green. In case of an engine failure and ATR being triggered, the ATR tion is green. In case of an engine fa
indication disappears and the thrust mode changes to TO-RSV. indication disappears and the thrust
Condition Phase of ATR Status Thrust Lever Engine Condition Phase of ATR Sta
Flight Set Thrust Flight
Takeoff ATR ON MAX TO RSV Takeoff ATR ON
All engine All engine
Takeoff ATR OFF MAX TO Takeoff ATR OFF
TOGA TO RSV
ATR ON ATR ON
One Engine Takeoff MAX TO RSV One Engine Takeoff
Failure TOGA TO Failure
ATR OFF ATR OFF
MAX TO
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
time by moving the TLA more than 10 deg. When disengaged, the FADEC time by moving the TLA more than
ensures a gradual transition from the N1 current speed control to the N1 ensures a gradual transition from t
speed selected through the TLA. speed selected through the TLA.
Flow
Engine Feed Engine Feed
Divider /
Ejector Pump Ejector Pump
(First Stage) Shutoff (First Stage)
Boost Boost
Valve
Pump Pump
Pressure
Manifold
Regulating
Drain Valve
Valve
Fuel Shutoff Valve Low High Fuel Shutoff Valve L
Pressure Pressure P
Pump Pump P
(Third Stage)
(Second Stage) (Second Stage)
Pressure Switch Pressure Switch
Fuel is supplied to the FMU from the aircraft fuel system. It is then pressur- Fuel is supplied to the FMU from the air
ized in three stages: a fixed ejector pump, a regenerative low pressure cen- ized in three stages: a fixed ejector pum
trifugal pump and a gear positive displacement pump. trifugal pump and a gear positive displace
The first stage, a fixed orifice ejector pump, is powered from the third stage The first stage, a fixed orifice ejector pum
element. Its purpose is to keep the pump inlet filled with fuel. The second element. Its purpose is to keep the pum
stage is a two-stage boost pump, which comprises an inducer and a regener- stage is a two-stage boost pump, which c
ative centrifugal pump that provides a positive pressure rise over the full ative centrifugal pump that provides a
operating envelope, It is also a reference pressure for the operation of the operating envelope, It is also a referenc
FMU hydraulic system. After passing through these two stages the fuel is FMU hydraulic system. After passing th
ported to a separate filter and heat exchanger assembly. Filtered fuel is then ported to a separate filter and heat excha
passed to the gear positive displacement pump to provide adequate pressur- passed to the gear positive displacement
ization for the fuel nozzles. ization for the fuel nozzles.
The fuel is also regulated in the metering valve and then is divided for the pri- The fuel is also regulated in the metering
mary and secondary nozzles by the flow divider to regulate more flow to the mary and secondary nozzles by the flow
primary nozzles during starting. The flow divider provides regulation of the primary nozzles during starting. The flow
primary and secondary nozzles during the light-off regime and equalization of primary and secondary nozzles during the
the primary and secondary manifold pressures after light-off, ensuring the primary and secondary manifold
smooth distribution of the fuel around the combustor. This is achieved smooth distribution of the fuel around
through the flow divider valve. through the flow divider valve.
Motive flow is required above idle speed to power the main airframe ejector Motive flow is required above idle sp
pump in the collector tank. Motive flow is drawn from the high-pressure sup- pump in the collector tank. Motive flo
ply line. The switching of motive flow is achieved through the position of the ply line. The switching of motive flow
pressure regulating valve (PRV) that opens a second port at speed above pressure regulating valve (PRV) tha
idle to provide fuel to the motive flow port. To minimize the pump size, the idle to provide fuel to the motive flo
motive flow is not supplied during engine starting. motive flow is not supplied during en
The motive flow is also used by the ecology system ejector to provide fuel The motive flow is also used by the
purge from the manifold during engine shutdown. During engine spool down, purge from the manifold during engin
excess fuel in the manifolds is drawn back into the motive flow line under the excess fuel in the manifolds is drawn
influences of residual engine combustor pressure and the ecology ejector influences of residual engine comb
pump suction. A check valve prevents backflow from motive flow to the flow pump suction. A check valve preven
divider and engine manifold. divider and engine manifold.
When the differential pressure drops below 3 psi the mechanism reverses When the differential pressure drops be
itself resulting in the microswitch changing back to its normally closed state. itself resulting in the microswitch changin
Oil Oil
The function of the engine oil system is to provide lubrication and cooling of The function of the engine oil system is
the engine turbine main shaft bearings and AGB (Accessory Gearbox) inter- the engine turbine main shaft bearings a
nal components and bearings. nal components and bearings.
Each PW617F-E engine has an independent lubrication supply system which Each PW617F-E engine has an independ
uses an engine-driven pump to supply oil to the different engine components uses an engine-driven pump to supply oi
requiring cooling and lubrication. The lubrication system is a self contained requiring cooling and lubrication. The lub
pressurized full flow system. pressurized full flow system.
The lubrication and scavenge pump supplies oil to all bearings and gears as The lubrication and scavenge pump supp
required, and includes scavenge elements to remove oil from the bearing required, and includes scavenge eleme
chambers and return it to the tank. The oil filter and electrical monitoring sen- chambers and return it to the tank. The o
sors are combined in an oil filter module, mounted on the left side of the oil sors are combined in an oil filter module
tank. The electrical chip detector/collector also mounts on the bottom of the tank. The electrical chip detector/collecto
AGB. The FOHE (Fuel-Oil Heat Exchanger) is separately mounted on its own AGB. The FOHE (Fuel-Oil Heat Exchang
brackets and cools the oil from the supply pump before it is routed to the brackets and cools the oil from the sup
bearing chambers and AGB. bearing chambers and AGB.
1
Scavenge Elements
Main Oil Pump
Bearing Number
Chip Detector
Scavenge Elements
Main Oil Pump
Bearing Number
Chip Detector
FOHE
Valve
Bypass
Thermal
Valve
Valve
Bypass
ACOC
Bypass
Thermal
Valve
Bypass
MOPT Sensor
Bypass Valve
Bypass Valve
Filter
Filter
DPI
DPI
1
Accessory Gear Box
Oil Tank
2
Oil Pump
Oil Pump
3
45
The PW617F-E engine lubrication system has the following components: The PW617F-E engine lubrication sy
Oil tank with a filler neck and a sight glass oil level indicator.
Oil tank with a filler neck and a sig
ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass valves
ACOC (Air-Cooled Oil Cooler) with
MOPT (Main Oil Pressure and Temperature) sensor
MOPT (Main Oil Pressure and Tem
Breather system Breather system
Oil Pump
Oil Pump
Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve) assembly
Oil PAV (Pressure Adjusting Valve
Restrictor Restrictor
Strainers Strainers
Basically, the system pulls oil from the oil tank, pressurized by the oil pres- Basically, the system pulls oil from the o
sure pump, and sends this oil to the filter, to the heat exchanger for cooling, sure pump, and sends this oil to the filte
and then to the engine bearings. and then to the engine bearings.
The scavenge oil is removed from the bearing chambers to the AGB by the The scavenge oil is removed from the be
scavenge elements of the oil pump. Afterwards the oil flows through the chip scavenge elements of the oil pump. After
detector/collector and then it is scavenged by the AGB scavenge pump to the detector/collector and then it is scavenge
tank. tank.
The oil that circulates through the engine, pumped by the oil pressure pump, The oil that circulates through the engine
is mixed with the air existing in the system, deriving from the sealing of the is mixed with the air existing in the syste
bearing chambers, which are pressurized by a compressor discharge air. bearing chambers, which are pressurized
This oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basi- This oil also flows through the FOHE (Fu
cally is used for fuel heating and oil cooling. cally is used for fuel heating and oil coolin
The oil, including AGB lubrication oil, is then drawn by the AGB scavenge The oil, including AGB lubrication oil, is
pump and returned to oil tank. The air mixed with the oil in the AGB is sepa- pump and returned to oil tank. The air m
rated by an air/oil separator which is vented to the engine exhaust duct, rated by an air/oil separator which is v
through the breather tube. through the breather tube.
With the engine inoperative, all the oil from system returns to the oil tank, With the engine inoperative, all the oil f
what allows a check of oil level through the oil sight glass. what allows a check of oil level through th
Oil Tank Oil Tank
The oil tank maximum capacity is 4.11 qts / 3.79 Liters. The minimum usable The oil tank maximum capacity is 4.11 q
oil quantity allowable without adversely affecting the operation of the engine oil quantity allowable without adversely a
is 3.15 qts / 3.2 Liters. These values are for the worst allowable aircraft atti- is 3.15 qts / 3.2 Liters. These values are
tude of 2 degrees on the ground. tude of 2 degrees on the ground.
The tank has sufficient oil to provide operation for 10 hours of flight time at the The tank has sufficient oil to provide opera
maximum oil consumption of 0.018 gal/hr or 0.068 l/h. If oil level is at the maximum oil consumption of 0.018 gal/h
minimum servicing level, the oil is sufficient for 5 hours of flight time, consid- minimum servicing level, the oil is sufficie
ering the maximum oil consumption. ering the maximum oil consumption.
The oil pressure pump has the engine lubrication supply element and two scav- The oil pressure pump has the engine lubr
enge elements. Oil from the tank enters the supply element of the oil pressure enge elements. Oil from the tank enters th
pump. From this pressure element, the oil passes through the filter module. pump. From this pressure element, the oil
The oil filter has a bypass valve, which permits oil flow to the engine if the fil- The oil filter has a bypass valve, which pe
ter becomes clogged. The filter has also a mechanical popup impending ter becomes clogged. The filter has als
bypass indicator. bypass indicator.
Oil Indicating Oil Indicating
An oil level indicator for each engine displays maximum and minimum An oil level indicator for each engine
acceptable oil levels. The oil tank level indicator is a vertical sight glass dis- acceptable oil levels. The oil tank level in
playing the amount of oil in the tank. They are mounted externally to the oil playing the amount of oil in the tank
tank to make it possible to view the oil level. tank to make it possible to view the o
Oil temperature and pressure indications are also provided for each engine Oil temperature and pressure indica
and displayed in the cockpit in the engine indication field on the EICAS. A and displayed in the cockpit in the
warning message is provided in the CAS window on the PFD in case of low warning message is provided in the
oil pressure. An electric master chip detector and a self-closing valve are oil pressure. An electric master chi
located in the scavenge return line in both oil tanks, where ferromagnetic par- located in the scavenge return line in
ticles are most likely to be deposited. ticles are most likely to be deposited
Oil Temperature / Pressure Indication Oil Temperature / Pressure Ind
The oil temperature and pressure indications in the cockpit are provided by The oil temperature and pressure in
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the the MOPT (Main Oil Pressure and Te
two functions. This sensor is mounted on the AGB (Accessory Gearbox), two functions. This sensor is moun
downstream the FOHE (Fuel-Oil Heat Exchanger). downstream the FOHE (Fuel-Oil Hea
The oil indicating system includes the following components: The oil indicating system includes the
Oil Level Indicator Oil Level Indicator
Oil Filter Impending Bypass Indicator
Oil Filter Impending Bypass Indica
Chip Detector / Collector Chip Detector / Collector
MOPT (Main Oil Pressure and Temperature) sensor MOPT (Main Oil Pressure and Tem
The purpose of the MOPT sensor is to provide electrical outputs for pressure The purpose of the MOPT sensor is
and temperature values. and temperature values.
The sensor sends a signal to the cockpit that displays the current oil pressure The sensor sends a signal to the coc
and temperature status in the engine indication field on the EICAS. and temperature status in the engine
Oil Filter Impending Bypass Indicator Oil Filter Impending Bypass Ind
The oil filter impending bypass indicator is installed on the oil filter and is The oil filter impending bypass indi
equipped with a red button that pops up to indicate that the oil filter must be equipped with a red button that pops
replaced. replaced.
Chip Detector Indication Chip Detector Indication
The function of the electrical chip detector/collector is to attract and trap mag- The function of the electrical chip det
netic particles that are suspended in the scavenge oil because it may be an netic particles that are suspended in
indication of an impending failure. This is achieved with the use of a permanent indication of an impending failure. Thi
magnet immersed in the scavenge oil flowing from the AGB (Accessory Gear- magnet immersed in the scavenge oi
box), before it passes through the AGB scavenge pump.The chip detector/col- box), before it passes through the AG
lector can also function as a drain of the oil tank. lector can also function as a drain of t
Limitations Limitations
Fuel Specification Fuel Specification
Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification . . . . . . . . . . . . . . .
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1 ASTM Specification . . . . . . . . . . . . . . . .
American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8 American Specification . . . . . . . . . . . . . .
Note: For approved fuel additives see AMM. Note: For approved fuel additives see
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel tem
exceeding 80°C. exceeding 80°C.
Note: 1) Maximum is an ATR intended to be used for a period of not over Note: 1) Maximum is an ATR inten
10 minutes after the failure of one engine. 10 minutes after the failur
Note: 2) The total time during which takeoff thrust may be used is limited Note: 2) The total time during whi
to 5 minutes per flight. This limit commences when the thrust to 5 minutes per flight. T
lever is first set at TO/GA detent. lever is first set at TO/GA
Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil Note: 3) May be exceeded up to
pressure limit see Figure. pressure limit see Figure.
Note: 4) After completing a start under cold conditions or with cold fuel Note: 4) After completing a start
(below 0°C) and achieving a stabilized idle, remain at ground idle (below 0°C) and achievin
for the time required for the oil to reach the minimum operating for the time required for
temperature of 14°C. During this time the transient oil pressure temperature of 14°C. Du
limit applies. Run the engine for an additional 3 minutes to limit applies. Run the e
ensure that no ice particles are present in the fuel supplied to the ensure that no ice particle
engine. engine.
Note: 5) Minimum Limits. Note: 5) Minimum Limits.
Note: 6) Maybe exceeded up to 892°C during 5 seconds. Note: 6) Maybe exceeded up to 89
Note: 7) Maximum Continuous is not intended for regular, normal opera- Note: 7) Maximum Continuous is
tion. tion.
Note: 8) For normal and ATR takeoff modes, may be exceeded up to Note: 8) For normal and ATR ta
862°C during 20 seconds. For ATR takeoff mode only, may be 862°C during 20 second
exceeded up to 845°C. exceeded up to 845°C.
250 250
200 A 200
MOP (psig)
MOP (psig)
150 150
100 100
B
50 50
C
0 0
0 25 50 75 100 0 25 5
% N2 %
A 500 sec A
B 90 sec B
C 15 sec C
D CONTINUOUS D C
1 60 seconds 1
2 60 seconds 2
3 15 minutes 3
4 30 minutes 4
Note: After four sequential motorings, cycle may be repeated following a Note: After four sequential motori
30 minutes cool-down period. 30 minutes cool-down perio
Pressurization Pressurization
Cabin Pressurization Cabin Pressurization
The basic function of the Cabin Pressure Control System is to maintain the The basic function of the Cabin Pre
cabin at safety pressure limits and control the cabin pressure rates within cabin at safety pressure limits and
comfort margins. comfort margins.
The aircraft operates at altitudes where the oxygen density is not sufficient to The aircraft operates at altitudes whe
sustain life. The pressurization control keeps the aircraft cabin interior at a sustain life. The pressurization cont
safe pressure altitude. This protects the passengers and crew from the safe pressure altitude. This protec
effects of hypoxia (oxygen starvation). effects of hypoxia (oxygen starvation
COCKPIT
A BLEED LINE
RAV HEAT
EXCHANGER OVERBOARD
DE-ICING TSS
CABIN
B BLEED LINE
S E R V I C E S
GCF FCSOV
CONDITIONED BLEED AIR SUPPLY
TO COCKPIT AND CABIN FOR
PRESSURIZATION
Y REFRIGERANT LINE
COMPRESSOR AND DC
PRSOV
Bleed Air
April 2009
TEMPERATURE MODULATING
VALVE(S) RIGHT ENGINE
28-2
Phenom 100
GCF GROUND COOLING FAN HOT BLEED AIR
TMV TEMPERATURE MODULATING VALVE COLD AIR LEFT ENGINE
FCSOV FLOW CONTROL SHUT-OFF VALVE WARM AIR
CHECK VALVE
RAV RAM AIR VALVE PRSOV AFT PRESSURE
BULKHEAD
PRSOV PRESSURE REGULATING AND SHUT-OFF VALVE
TSS TEMPERATURE SENSOR / SWITCH
X
FCSOV
TSS
COCKPIT
A BLEED LINE
RAV HEAT
EXCHANGER OVERBOARD
DE-ICING TSS
CABIN
B BLEED LINE
S E R V I C E S
GCF FCSOV
CONDITIONED BLEED AIR SUPPLY
TO COCKPIT AND CABIN FOR
PRESSURIZATION
Y REFRIGERANT LINE
COMPRESSOR AND DC
PRSOV
Bleed Air
April 2009
TEMPERATURE MODULATING
VALVE(S) RIGHT ENGINE
28-2
Pressurization
WINDSHIELD
DEFOG
FOOT FOOT FO
GRILL GRILL GR
COCKPIT COCKPIT COCKPIT
VENT VENT VENT
COCKPIT
EVAPORATOR
RETURN
AIR
SIDELEDGE PASSENGER
PASSENGER PASSENGER
DOWNWARD GASPERS
GASPERS GASPERS
INFLOWS
CABIN
EVAPORATOR
RETURN
AIR
COCKPIT
REFRIGERANT EMER REFRIGERANT REFRIGERANT EMER
BLEED
VENTIL- A B Y VENTIL-
LINE CABIN LINE LINE
LINE
X X
ATION BLEED ATION
LINE
OVERBOARD
ENGINE FCSOV FCSOV ENGINE ENGINE FCSOV
TMV
TMV
PRSOV PRSOV PRSOV
COMPRESSOR AND DC
EXCHANGER
CONDENSER
LEGEND: LEGEND:
PRESSURE REGULATOR VALVE PRESSURE REGULATOR VALVE
SHUTOFF VALVE SHUTOFF VALVE
CHECK VALVE CHECK VALVE
GCF
CONDITIONED AIR FOR CONDITIONED AIR FOR
CABIN PRESSURIZATION RAV CABIN PRESSURIZATION
PRESSURIZATION 1
MODE BLEED
BOTH
AUTO 1 2
MAN OFF
VENT
DN
L 2
#1 and #2 engine and opens the ram air valve to provide emergency ven- #1 and #2 engine and opens the r
tilation into the cabin. tilation into the cabin.
2 – Dump Button (Guarded) 2 – Dump Button (Guarded)
This is a guarded switch to prevent inadvertent actuation. To activate dump This is a guarded switch to prevent
function in AUTO mode, the pilot raises the DUMP switch guard and function in AUTO mode, the pilot
depresses the DUMP switch. This provides a "manual/dump" 28Vdc signal to depresses the DUMP switch. This pr
ECMU. ECMU.
The DUMP button provides rapid cabin depressurization by opening the out- The DUMP button provides rapid ca
flow valve and disables the recirculation fans. When the DUMP button is flow valve and disables the recircul
pressed, a white striped bar illuminates on the button. When pressed a sec- pressed, a white striped bar illumina
ond time, the system will return to normal operations (MAN or AUTO). ond time, the system will return to no
Dump Function Set Points Dump Function Set Points
Parameter Limit Tolerance Parameter
DUMP function - AUTO control 12,000 ft Cabin Altitude DUMP function - AUTO control
DUMP function - MANUAL control 14,500 ft Cabin Altitude DUMP function - MANUAL control
In the auto channel, the manual/dump signal is read by software and causes In the auto channel, the manual/dump sig
automatic control to be disabled. Further, the motor command shutoff logic is automatic control to be disabled. Further,
positively disabled so that erroneous software commands cannot access the positively disabled so that erroneous soft
motor driver electronics and auto motor. motor driver electronics and auto motor.
If an altitude limit condition is experienced, the altitude limit function overrides If an altitude limit condition is experienced
the dump function within the altitude limit/manual motor control switch. In this the dump function within the altitude limit
event, when altitude limit detection logic determines that the altitude limit event, when altitude limit detection logi
threshold is no longer exceeded, the dump function is re-enabled and the threshold is no longer exceeded, the du
OFV is commanded open again. OFV is commanded open again.
3 – Cabin Altitude Selector Switch 3 – Cabin Altitude Selector Switch
Momentary switch: Momentary switch:
DOWN: Manually closes the outflow valve, decreasing cabin altitude at an
DOWN: Manually closes the outflow va
initial rate of ±300 ft/min. initial rate of ±300 ft/min.
UP: Manually opens the outflow valve, increasing the cabin altitude at an
UP: Manually opens the outflow valve,
initial rate of ±300 ft/min. initial rate of ±300 ft/min.
Note: It will take 6 seconds to fully open or fully close the outflow valve. Note: It will take 6 seconds to fully op
The cabin rate will increase/decrease exponentially as a function of The cabin rate will increase/decr
time until the valve is fully open or closed. Embraer strongly rec- time until the valve is fully open
ommends that the pilot momentarily depress the switch for .5 sec- ommends that the pilot moment
onds and wait for the rate response then repeat if necessary.. onds and wait for the rate respo
must input LFE through the MFD. The CPCS receives all required information must input LFE through the MFD. Th
inputs via the integrated avionics system. inputs via the integrated avionics sys
Automatic cabin pressure control is considered “normal” airplane operation. Automatic cabin pressure control is
The automatic control function is overridden by the positive pressure relief, The automatic control function is ov
negative pressure relief, altitude limit, manual, and dump functions whenever negative pressure relief, altitude limit
required. required.
While on the ground and the throttles are advanced to TO/GA, the ECMU While on the ground and the throttl
commands the outflow valve to close. This allows the cabin to pre-pressurize commands the outflow valve to close
to 200 ± 150 ft below field elevation to help minimize any pressurization to 200 ± 150 ft below field elevatio
"bumps" in the cabin during takeoff. "bumps" in the cabin during takeoff.
Cabin pressurization information (cabin altitude and rate of change, differen- Cabin pressurization information (ca
tial cabin pressure) is shown along with the Landing Field Elevation (LFE) tial cabin pressure) is shown along
and oxygen system pressure. The trend of cabin pressure altitude rate and oxygen system pressure. The
change is indicated by a green arrow beside the rate readout. change is indicated by a green arrow
The LFE is set automatically based on the destination in the active flight plan The LFE is set automatically based o
by pressing the FMS LFE Softkey, but can also be adjusted manually by the by pressing the FMS LFE Softkey, b
pilot. Automatically entered values appear in green; if the value is entered by pilot. Automatically entered values a
the pilot, it changes to light blue until accepted. Pilot selected LFE flashes yel- the pilot, it changes to light blue until
low for 30 seconds when a difference of >5 feet occurs. A red "X" is displayed low for 30 seconds when a difference
if the LFE is out of range or the data source is invalid. if the LFE is out of range or the data
If the landing field elevation is high enough (over 9600’), the indication "HI If the landing field elevation is high
FIELD" is shown at the top of the Pressurization Display and the cabin alti- FIELD" is shown at the top of the P
tude caution and warning thresholds are increased 14500 ft to avoid genera- tude caution and warning thresholds
tion of nuisance alert indications. tion of nuisance alert indications.
If the decision is made to return the takeoff location, the system will descend If the decision is made to return the
the cabin to the memorized takeoff field elevation if: the cabin to the memorized takeoff fi
The aircraft decends 1000’ from the maximum altitude achieved during
The aircraft decends 1000’ from th
flight flight
The aircraft never climbs higher that 6000’ from takeoff field elevation
The aircraft never climbs higher th
The aircratt flight time is less than 10 minutes to this point. The aircratt flight time is less than 10 m
Note: During MFD reversionary mode, it is not possible to change the Note: During MFD reversionary mode
planned LFE. If a change is required, the pressurization manual planned LFE. If a change is re
(MAN) function must be used. (MAN) function must be used.
+500 FT:Increases currently displayed LFE value by 500 ft +500 FT:Increases currently displayed
-500 FT:Decreases currently displayed LFE value by 500 ft -500 FT:Decreases currently displayed
+50 FT: Increases currently displayed LFE value by 50 ft +50 FT: Increases currently displayed
-50 FT: Decreases currently displayed LFE value by 50 ft
-50 FT: Decreases currently displayed
ACCEPT: Confirms the LFE setting and returns to the previous softkey ACCEPT: Confirms the LFE setting an
level level
BACK: Returns display to previous softkey level BACK: Returns display to previous sof
CABIN 1
HI FIELD
ALT 7500 FT 2
RATE 0 FPM
DELTA-P 5.0 PSI 3
LFE 100 FT
4
YELLOW: invalid information or value out of displayable range.
YELLOW: invalid information or
RED: warning operating range (low flow or cabin leak)
RED: warning operating range (
RED X: invalid, out of range or failed.
RED X: invalid, out of range or f
Digital Arrow : Digital Arrow :
GREEN UP or DOWN: Positive or negative cabin rate of change.
GREEN UP or DOWN: Positive
RED UP: warning operating range (low flow or cabin leak)
RED UP: warning operating ran
INHIBITED: invalid or lost information.
INHIBITED: invalid or lost inform
3 – Differential Pressure Indication 3 – Differential Pressure Indication
Displays the differential pressure between the cabin interior and the outside, Displays the differential pressure be
in pound per square inches, regardless of the operating mode. in pound per square inches, regardle
GREEN: normal operating range.
GREEN: normal operating range.
YELLOW: caution operating range. YELLOW: caution operating range
RED: warning operating range. RED: warning operating range.
RED X: invalid, out of range or failed.
RED X: invalid, out of range or fai
4 – Landing Field Elevation Indication 4 – Landing Field Elevation Indica
Displays the destination field elevation in feet, regardless of the operating Displays the destination field elevat
mode. mode.
GREEN: inputs from FMS. GREEN: inputs from FMS.
CYAN: manual inputs from MFD overriding the FMS inputs.
CYAN: manual inputs from MFD o
RED X: invalid, out of range or failed.Synoptic Page RED X: invalid, out of range or fai
Setting the displayed landing field elevation: Setting the displayed landing field ele
1. Select the SYSTEM Softkey. 1. Select the SYSTEM Softkey.
2. Select the LFE Softkey. 2. Select the LFE Softkey.
3. Select the FMS LFE Softkey to set the LFE to the value for the destination 3. Select the FMS LFE Softkey to s
airport in the current flight plan. airport in the current flight plan.
Or: Or:
Use the ±500 and ±50 FT softkeys to set the desired elevation. Use the ±500 and ±50 FT softkeys to
4. To confirm the new LFE value, select the ACCEPT Softkey. 4. To confirm the new LFE value, sel
Synoptic Synoptic
2 2
TEMPERATURE TEMPERATURE
CKPT CABIN 3 CKPT CA
CKPT
o o o
22 C 22 C 22 C 2
o
72 F
SET o
72 F
o
72 F
SET 7
o
35 C
o
35 C EVAP o
35 C 3
o
95 F ACTUAL o
95 F
o
95 F ACTUAL 9
CABIN
25 25 25
PSI PSI PSI
7
HX HX HX HX
PRSOV PRSOV PRSOV
CYAN: used for all set temperature indication. CYAN: used for all set temperatur
RED X: invalid, out of range or failed. RED X: invalid, out of range or fai
3 – Evaporator / Recirculation Fan Status 3 – Evaporator / Recirculation Fan
The evaporator/recirculation fan is shown as a circle and an internal windmill, The evaporator/recirculation fan is sh
representing the fan status. representing the fan status.
ON: a green circle and a green windmill. ON: a green circle and a green wi
OFF: a white circle and a white windmill.
OFF: a white circle and a white wi
FAILED: yellow cross covering the circle and windmill. FAILED: yellow cross covering the
4 – ECS Flow Line 4 – ECS Flow Line
The flow line is shown as a colorful line. The flow line is shown as a colorful li
GREEN: the associated flow line is pressurized. GREEN: the associated flow line i
WHITE: the associated flow line is not pressurized. WHITE: the associated flow line is
5 – RAM Air Valve Status 5 – RAM Air Valve Status
Ram air shutoff valve is shown as a triangle linked with a flow line inside the Ram air shutoff valve is shown as a
green circle. green circle.
GREEN: normal valve operation in-flight. Open (connected to cabin/cock- GREEN: normal valve operation in
pit) or closed (connected to the heat exchanger). pit) or closed (connected to the he
WHITE: Valve commanded open on ground (non-normal operation). WHITE: Valve commanded open o
FAILED: yellow cross covering the triangle with the ram air valve open or FAILED: yellow cross covering the
closed. closed.
6 – Outflow Valve (OFV) Position Indication 6 – Outflow Valve (OFV) Position Ind
A green pointer and legends indicate the actual OFV position during on A green pointer and legends indic
ground operations only. ground operations only.
OPEN: the OFV is fully open at 90°. OPEN: the OFV is fully open at 90
CLOSED: the OFV is fully closed at 0°. CLOSED: the OFV is fully closed
INTERMEDIATE: the OFV is at any position between 90° and 0°.
INTERMEDIATE: the OFV is at an
7 – Bleed Line Pressure Indication 7 – Bleed Line Pressure Indication
Digital Pressure. Digital Pressure.
GREEN: normal operating range. GREEN: normal operating range.
WHITE: label (PSI).
WHITE: label (PSI).
YELLOW DASHED: invalid information or value out of displayable range.
YELLOW DASHED: invalid inform
CAB RATE
CAB P
April 2009
LFE
CAS MESSAGES
28-14
MFD
Phenom 100
ATMOSPHERE
PRESSURE
PRESSURE
PRESSURIZATION
CABIN
MODE BLEED
BOTH
AUTO 1 2
OFF
MAN
VENT AUTO / MAN
FMS
CABIN ALT DUMP
SDS 34-61 UP
DN
LANDING WOW
GEAR PRESSURE
LANDING STATIC
RELIEF
DATA
CONCENTRATOR
UNIT
ACFT ALTITUDE,
SDS 31-41 BARO CORRECTION, LFE,
RATE LIMIT OR CABIN
ALTITUDE (Pc) TARGET OFV MAN &
ALT LIMIT
ACFT CONTROL; OR OUTFLOW
ALTITUDE VALVE (OFV)
OFV AUTO &
BARO CORR
PRESSURE
RELIEF
S E R V I C E S
CAB RATE
CAB P
April 2009
LFE
CAS MESSAGES
28-14
MFD
Pressurization
Limitations Limitations
Pressurization Pressurization
Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi Maximum Differential Pressure. . . . . . . .
Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi Maximum Differential Overpressure . . . .
Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi Maximum Differential Negative Pressure
Maximum Differential Pressure For Takeoff And Landing . . . . . . . . . . . 0.2 psi Maximum Differential Pressure For Takeo
Servicing Servicing
General General
Instructions are provided for training and familiarization only related to ground Instructions are provided for training
handling and servicing of the airplane. Only the handling and servicing handling and servicing of the airp
actions which can be accomplished by the flight crew are included in this sec- actions which can be accomplished b
tion. For current instructions pertaining the subjects covered in this chapter tion. For current instructions pertain
the Aircraft Maintenance Manual shall be consulted. the Aircraft Maintenance Manual sha
Turn off the batteries by setting the BATT 1 and /or BATT 2 switches to Turn off the batteries by setting the B
OFF position. Turn off the GPU. The AVAIL indication turns off. OFF position. Turn off the GPU. The A
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Ground Power Unit . . . . . . . . . . . . . . . . .
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT Ground Power Unit . . . . . . . . . . . . . . . . .
Disconnect the GPU cable from the aircraft power supply receptacle. Disconnect the GPU cable from the a
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Power Supply Receptacle Door . . . . . . .
Close the aircraft power supply receptacle door. Close the aircraft power supply recep
Towing Towing
Ground towing can be accomplished by using a tow bar coupled to the nose Ground towing can be accomplished by u
landing gear. The towbar incorporates breakable sections (fuse) with the landing gear. The towbar incorporates br
purpose of causing the tow bar to break in case of any towing abnormality, purpose of causing the tow bar to break
to protect the airplane structure or the nose landing gear from damage. to protect the airplane structure or the no
During towing operations, a person properly trained must stay in the cockpit During towing operations, a person prope
to set the emergency/parking brake, if necessary. to set the emergency/parking brake, if ne
Parking Parking
Parking Instructions cover normal parking, i.e. up to 7 days, between flights Parking Instructions cover normal parkin
and overnight stop. In case of prolonged parking i.e 8 to 28 days, or parking and overnight stop. In case of prolonged
in an extremely adverse weather condition, assistance of a maintenance in an extremely adverse weather condi
technician is required. For further details on this please refer to POH 5-15. technician is required. For further detail
When parking, a minimum distance should be kept from other airplanes in When parking, a minimum distance sho
order to permit airplane movement. order to permit airplane movement.
If the parking area has ice or snow, a mat, a thick layer of sand or other appli- If the parking area has ice or snow, a mat
cable material should be placed under the tires in order to prevent them from cable material should be placed under th
freezing. freezing.
Emergency/parking brake should be set to the PARKING position and flaps Emergency/parking brake should be set
retracted if they are extended. retracted if they are extended.
When the airplane is in the desired position, chocks may be placed against When the airplane is in the desired posi
the landing gear wheels and covers for sensors may be installed. the landing gear wheels and covers for se
Note: In order to avoid tire deformation, turn the wheels one-third revolu- Note: In order to avoid tire deformation
tion at each 28 days. This is also necessary when the aircraft is tion at each 28 days. This is a
parked with the tires in an unsatisfactory condition to keep to a min- parked with the tires in an unsati
imum the risk of wheel bearing fretting. imum the risk of wheel bearing f
Mooring Mooring
Mooring is necessary when the weather conditions are bad or unknown. The Mooring is necessary when the weat
area where the airplane is to be parked in and moored must be paved and area where the airplane is to be par
level, with ground tie down anchors available. level, with ground tie down anchors a
Mooring Procedure Mooring Procedure
Parking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH Parking Procedures . . . . . . . . . . . . .
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEED Mooring . . . . . . . . . . . . . . . . . . . . . .
Moor the airplane in the parking area with nylon ropes. Attach the rope to Moor the airplane in the parking a
the mooring attachment point and attach the anchor with a bowline knot. the mooring attachment point and
Main Gear Mooring Point Main Gear Mooring Point
OIL LEVEL
INDICATOR
OIL FILLER NECK AND SIGHT GLASS LEVEL INDICATOR OIL FILLER NECK AND SIGHT GLASS
ACCESS TO
SERVICING PANEL
ACCESS TO ACCESS TO
HYDRAULIC POWERPACK HYDRAULIC POWERPACK
Servicing Access / Nitrogen Servicing Pressure Placard Servicing Access / Nitrogen Servic
A
CH
GRAVITY
FILL CAP
Note: Follow the fluid manufacturer’s specifications to find the additive Note: Follow the fluid manufacturer’s
proportions for each fuel. proportions for each fuel.
Note: Tire pressure must be kept within specified limits for safety opera- Note: Tire pressure must be kept
tion. Nitrogen shall be used to inflate tires. tion. Nitrogen shall be used
TIRE PRESSURE
VALVE VALVE
CAP GAUGE
kg/C
mlbs/
ol
CAP CAP
TIRE TIRE
PRESSURE PRES
GAUGE GAUG
VALVE
0-SV-0010i.
Waste Servicing Waste Servicing
If the aircraft is parked outside a heated hangar in cold weather and the If the aircraft is parked outside a h
expected cabin temperature will decrease below the freezing point, it is rec- expected cabin temperature will dec
ommended that the waste holding tank be emptied. ommended that the waste holding ta
The waste holding tank, after being drained and rinsed, should be The waste holding tank, after b
replenished with clean water and a germicidal deodorant. replenished with clean water and a g
PCU
BOWL
MOTOR
SEAT PUMP
BOWL BOWL
SUPPORT SUPPORT
TANK
CONTROL CONTROL
UNIT HANDLE UNIT
P100-SV-0011i