Emb Poh

EMB 145
Pilot Operating
Handbook
Volume 2
EMB 145 PILOT OPERATING HANDBOOK
Highlights
Volume 5
Highlights
The following pages will give you a brief synopsis of the major
changes included in this revision.
It points you in the direction where to look for those changes, but
is does not relieve you from your duty to familiarize yourself thor-
oughly with the new policies, procedures and checklists.
1. The change bars next to the text indicate revised material

compared to the previous revision; change bars at the bottom
of the page next to the page number indicate a formatting
change on that page or material moved from a different page.
2. LEP, TOC, IDX, and Highlights Page are completely updated.
3. All Chapters where applicable:
• Bulletins E145-06-02 thru E145-07-02, E145-07-04, E145-
07-06, E14507-08 thru EMB145-07-14, EMB145-07-16
thru E145-08-02 have been incorporated.
• Corrected clerical errors, reformatted text, and rearranged
paragraphs.
• Removed information for EMB 145 MP model.
• Added information for EMB 145 LR2 model where
applicable. These are EMB 145 LR with structural
improvements to increase MZFW (only on Continental
colors).
4. Chapter 1 General Policies:
• Reformatted text to better highlight important passages.
• Added new guidelines for crew coordination when one
crew member has to leave the communication loop, e.g.
for Company calls or passenger announcements.
• Changed RNAV A and B to RNAV 1 procedures.
• Moved the general taxi procedures and guidelines from
Chapter 4 to Chapter 1.
• Removed GPU information.
REV. 6, 01 MAY 2008 HGH-1

Highlights
Volume 5
5. Chapter 2 Limitations:
• Combined Operational Limits for A1P and A1/3
• Rearranged fuel quantities to show pounds before US
gallons.
• Max Continuous thrust is for single engine operation only.
6. Chapter 3 Normal Checklists:
• Updated checklists.
• Added mandatory briefing guide and generic holdover time
tables.
7. Chapter 4 Normal Procedures:
• Added Security Checklist.
• Added procedure for checking oxygen quantity and PBE.
• Added proper gust lock engage and release procedure.
• Added proper parking brake engage and release
procedure.
• Briefings moved to Chapter 3.
• Split after start checklists into single engine versus two
engine after start options.
• Moved the general taxi procedures and guidelines to
Chapter 1.
• Combined Brakes and Brake temperature in the Before
Takeoff Check.
• Added Runway Heading confirmation to the Line Up
Check.
• Added RNAV 1 difference to takeoff procedures.
• Revised early turn instructions to comply with AeroData
requirements.
• Changed acceleration altitude to 1000 feet AFE.
• Defined crew coordination sequence of events before,
during and after the Approach Briefing to positively ensure
someone is flying the aircraft.
• Stabilized Approach will be 1000 feet for all approaches.
• Changed DH to DA.
REV. 6, 01 MAY 2008 HGH-2

Highlights
Volume 5
• Removed the After Landing Check and replaced with After
Landing Flow. The Checklist items will be accomplished in
the Shutdown Check. This will reduce distraction during
taxiing.
• Added new configuration during strong winds and gust to
prevent damage to elevator and horizontal stab.
8. Chapter 5 Emergency and Abnormal Checklists:
• General updates to Chapter 5 and the QRH with this
revision.
9. Chapter 6 Abnormal Procedures:
• Added Flaps 22º approach procedures as an abnormal
condition for approaches when the calculated VTGT based
on Flaps 45º VREF + Wind Correction is within 5 knots of
the maximum allowable speed for Flaps 45º.
• Changed DH to DA.
• Added requirement to run the Enhanced Ground Proximity
Warning emergency checklist after an EGPWS recovery.
10. Chapter 7 Weather Operations:
• Added Infrared radiant heat deicing information.
• Added requirement to run the Windshear Prevention/
Recovery emergency checklist after a windshear recovery.
11. Chapter 8 Training Maneuvers:
• Added High Altitude Stall Recovery training.
12. Chapter 9 Performance:
• Replaced APG performance with AeroData.
13. Chapter 10 Weight and Balance:
• Inserted new Passenger Count Form and Load Manifest
bulletin. Do not use old forms.
14. Chapter 11 Equipment and Systems:
• Added Infant Life Vest location and number.
• Added refueling and defueling procedures.
• Added TAMDAR information
15. Chapter 12 Differences:
• Removed EMB 145 MP information.
• Added EMB LR2 information.
REV. 6, 01 MAY 2008 HGH-3

Highlights
Volume 5
This Page Intentionally Left Blank
REV. 6, 01 MAY 2008 HGH-4

Record of Revisions
Volume 5
Record of Revisions
Record the revision number and date of insertion on this page. All
additions, corrections, or changes to manuals will be issued as
manual revisions and will be numbered in ascending numerical
sequence. Revisions shall be incorporated into the manual as
soon as possible, but no later than the published effective date,
and shall not be inserted out of numerical sequence unless so
instructed on the Instruction page that accompanies the revision.
REVISION NUMBER DATE ENTERED YOUR INITIALS

Original-1 SEP, 2003 09/01/03 MSD
1 10/15/03 MSD
2 4/1/04 TJR
3 7/15/04 TJR
4 8/13/05 MSD
5 2/15/06 KL
6 05/01/08 KL, DM, & BAC
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Note: This manual is FAA approved and bears a signed

and dated stamp in the lower right-hand section on
the List of Effective Pages.
REV. 4, 13 AUG 2005 ROR-1

Record of Revisions
Volume 5
REV. 4, 13 AUG 2005 ROR-2

Manual Revision Status

Volume 5

Manual holders are provided multiple ways to access current man-
ual and revision status information. The various platforms are
detailed as follows:
A. Airline Reservation System Listing/Entries

Each airline we operate for has a proprietary reservation system
with a location for posting our publication’s revision status. The
system must first be signed in with a valid ID/password that is
authorized for using these entries.
System/Listings: Entry
American Airlines Computer System (SABRE)
For Chautauqua N*RPREVISIONS
Delta Airlines Computer System (DELTAMATIC)
For Chautauqua G.RP*178
United Airlines Computer System (APOLLO)
For Chautauqua S*UAX/RPRP
US Airways Computer System (SABRE)
For Chautauqua N*JNREVISIONS
B. Through the Company Intranet

All publications issued and tracked by the Publications Depart-
ment are posted in these reports. The procedure to access them
is as follows:
• Log onto the Chautauqua Airlines, Inc. Intranet page.
(www.flychautauqua.com, click on “Employee Login”)
• Click on the “Tech Pubs” link.
• Click on the “Manual Revision Status Reports” link.
REV. 4, 13 AUG 2005 RST-1


Volume 5
C. Email Status Report

The Chautauqua Airlines - Current Manual Status report is distrib-
uted, via E-mail, by the Publications Department on a regular
basis (normally each week, but no more than two weeks). This
report, in addition to listing the current revision for company and
selected maintenance/operations publications, serves as a tool for
tracking the status of work in progress and submitted to the FAA
for approval.
The distribution dates are also listed for each publication. This
report is used by the Dispatch Department for updating the Flight
Release Document.
This report is also the official list of the Primary and Secondary
contacts for each applicable publication. This serves as an aid for
other Contacts to use in coordinating publications related respon-
sibilities.
Note: This information is kept up to date by the Manager of
Publications or a designee, IND, at (317) 484-6038.
(This is also a Dialnet number).
D. Through Flight Release Document:
Flight crews can find the relevant revision status information in the
“REMARKS” section of the flight release.
It is the flight and cabin crew’s responsibility to ensure that their
manuals are up-to-date BEFORE commencing the flight. Crew
members must have available during flight duty all publications
listed in the manual revision status provided in the remarks section
of the flight release.
Note: The Flight Release is kept up to date by Dispatch
upon receipt of the Manual/Revision Status Report.
E. Bulletins
Bulletins will be issued on an as needed basis to convey timely
information. Bulletin information may supersede current opera-
tional information found in the EMB SOP or introduce new proce-
dures due to changes in the regulatory or operating environment.
Bulletins will have either a verbal or written FAA acceptance or
approval prior to distribution.
Bulletins are to be inserted in the area so designated on the first
page of the bulletin. Record the receipt of each bulletin on page
OBS-3. Bulletins will be removed once the material covered is
incorporated in a future EMB-145 POH revision or it is no longer
valid. Bulletins will be numbered consecutively unless otherwise
specified.
The flight release will list current bulletins in the “REMARKS” area.
REV. 4, 13 AUG 2005 RST-2


Volume 5
F. Required Reading
Memos issued from the Operations, Flight, and Inflight Depart-
ments take on two new concepts, 1) they become required
reading and 2) they are sequentially numbered in their category of
memo.
From a crewmember perspective you must have read any new
memo(s) prior to your next trip. You will have no sign-in obligation,
but you will be held in compliance with the content of the memo.
All memos will be placed on the pilot bulletin board at each base
and on the Company’s Intranet web site under Department News.
For the LGA crews, the memos will be placed on the bulletin board
in the agent’s break room.
EMB Memos E145-05-000
The number 04 refers to the year and the next three numbers
denote the memo sequence.
REV. 4, 13 AUG 2005 RST-3


Volume 5
REV. 4, 13 AUG 2005 RST-4

Operations Bulletin Summary Record

Volume 5

Bulletins are issued on an as needed basis to convey timely informa-
tion to flight crewmembers. Bulletin information may supersede cur-
rent information found in this manual or introduce new procedures due
to changes in the regulatory or operating environment. Bulletins will
have either a verbal or written FAA acceptance or approval prior to
distribution. Bulletins are to be inserted in the area so designated on
the first page of the Bulletin. Their insertion or removal is to be
recorded below. Bulletins will be removed once the material covered
is incorporated into a Company manual revision (usually the next revi-
sion), or is no longer valid. Bulletins will be numbered consecutively
unless otherwise noted. It will be the responsibility of the crew mem-
ber to insert the bulletins by the date specified on the bulletin. Current
bulletin status is available in Sabre. See Page ROR-1 for more infor-
mation on revisions
A. Instructions:
1. Bulletin No.
Enter number of bulletin as indicated on the bulletin and/or the
instructions sheet.
2. Date Issued
Enter Effective Date of the bulletin as indicated on the bulletin
and/or the instructions sheet.
3. Subject:
Enter title of bulletin as indicated on the bulletin and/or the
instruction sheet.
4. Date removed
Enter the date on which you removed the bulletin.
5. Chapter/Page Location
Enter the chapter and page number(s) where the bulletin has
been inserted (e.g. 2-34, 7-11)
REV. 4, 13 AUG 2005 OBS-1


Volume 5
REV. 4, 13 AUG 2005 OBS-2


Volume 5
Chapter/
Bulletin Effective Date
Subject Page
No. Date Removed
Location
E145-08-03 05-01-08 Visual Control Check of Elevator 08/06/08 4-7
REV. 5, 15 FEB 2006 OBS-3


Volume 5
Chapter/
Bulletin Effective Date
Subject Page
No. Date Removed
Location
REV. 4, 13 AUG 2005 OBS-4

Table of Contents
Volume 5
Table of Contents
Highlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HGH-1
Record of Revisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROR-1
Manual Revision Status . . . . . . . . . . . . . . . . . . . . . . . . . . . RST-1
Operations Bulletin Summary Record . . . . . . . . . . . . . . . OBS-1
Listing of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . LEP-1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOC-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO-1
Chapter 1 General Policies

Section 1. General Statement ............................................................. 1-1
A. Scope .........................................................................................1-1
B. Standard Operating Procedures ..................................................1-1
C. Deviation from Standard Operating Procedures ..........................1-2
Section 2. Definition of Terms ............................................................. 1-3
A. Checklist .....................................................................................1-3
B. Expanded Checklist ....................................................................1-3
C. Recommended Flows .................................................................1-3
D. Procedures .................................................................................1-3
E. Special Advisories ......................................................................1-3
Section 3. Checklist Philosophy .......................................................... 1-4
A. Do Verify.....................................................................................1-4
B. Challenge-Do-Verify....................................................................1-5
C. Challenge and Response under
Normal Operating Conditions ......................................................1-5
D. Checklist Interruption ..................................................................1-6
E. Checklist “Hold” ..........................................................................1-6
F. “First Flight” Items.......................................................................1-7
G. “If Installed” Items .......................................................................1-7
H. Checklist Responses ..................................................................1-7
REV. 6, 01 MAY 2008 TOC-1

Table of Contents
Volume 5
Section 4. Workload Sharing .............................................................. 1-8
A. Primary Task .............................................................................. 1-8
B. Automation Statement ................................................................ 1-8
C. Autopilot Operation .................................................................... 1-9
D. Altitude Preselect ....................................................................... 1-9
E. Flight Guidance Controller (FGC) Management ........................ 1-10
F. Automation Workload Functions ............................................... 1-11
G. FMS and Radios ...................................................................... 1-13
H. Altimeter Setting....................................................................... 1-14
I. Altitude Callouts ....................................................................... 1-14
J. Flight Crewmembers at their Stations ....................................... 1-15
K. Crew Coordination during Control Transfer .............................. 1-15
L. Crew Coordination when a pilot
leaves the communication loop. ............................................... 1-16
Section 5. Sterile Cockpit ................................................................. 1-16
Section 6. Company Related Communications ................................... 1-16
Section 7. Cabin Signs ..................................................................... 1-16
Section 8. Flight Crew Procedures prior to and during
Taxi Operations ............................................................... 1-17
A. Conduct Pre-Taxi Planning....................................................... 1-17
B. Write Down Taxi Instructions .................................................... 1-17
C. Taxiway Diagram ..................................................................... 1-17
D. Maintain Situational Awareness................................................ 1-17
E. Maintain CRM .......................................................................... 1-18
F. Cockpit Coordination ................................................................ 1-18
G. Crossing Taxiways and Runways ............................................. 1-18
H. Taxi Thrust ............................................................................... 1-19
I. Taxi Speed ............................................................................... 1-19
J. Taxi Turns ................................................................................ 1-19
K. Brake Usage ............................................................................ 1-20
L. Anti Skid................................................................................... 1-20
M. Thrust Reversers...................................................................... 1-20
N. Departure Delays ..................................................................... 1-20
O. Cabin Announcements ............................................................. 1-20
REV. 6, 01 MAY 2008 TOC-2

Table of Contents
Volume 5
Section 9. Airworthiness Release ...................................................... 1-21
Section 10. Aircraft Discrepancies ...................................................... 1-21
Section 11. System Operations ........................................................... 1-22
A. Exterior Lights........................................................................... 1-22
B. Display Unit Brightness .............................................................1-22
C. Windshield Heat........................................................................1-23
D. Thrust Lever Positions .............................................................. 1-23
Section 12. APU Operation ................................................................. 1-24
A. Originating Flights..................................................................... 1-24
B. Thruflights................................................................................. 1-24
C. Terminating Flights ................................................................... 1-25
D. Special Circumstances.............................................................. 1-25
E. APU Start and Shutdown Considerations ..................................1-26
Section 13. Navigation Policy ............................................................. 1-27
Section 14. U.S. Terminal and En Route Area Navigation
(RNAV) Operations .......................................................... 1-29
A. Introduction............................................................................... 1-29
B. Minimum Equipment Required .................................................. 1-29
C. Flight Release........................................................................... 1-30
D. Preflight Procedures ................................................................. 1-30
E. RNAV Operating Procedures .................................................... 1-31
F. GPS Predictive RAIM
(Receiver Autonomous Integrity Monitoring)..............................1-34
G. Contingency Procedures ........................................................... 1-38
Section 15. Formats used in “Normal Procedures” and in
“Abnormal Procedures” .................................................... 1-39
A. Profiles ..................................................................................... 1-39
B. Actions and Callouts Tables...................................................... 1-43
C. Recommended Flows ............................................................... 1-44
D. Expanded Checklists ................................................................ 1-45
Section 16. Formats used in the
“Emergency and Abnormal Checklists” .............................. 1-46
REV. 6, 01 MAY 2008 TOC-3

Table of Contents
Volume 5
Chapter 2 Limitations
Section 1. Preface.............................................................................. 2-1
Section 2. General ............................................................................. 2-1
A. Category and Use of Aircraft ...................................................... 2-1
B. Minimum Crew ........................................................................... 2-1
C. Instrument Markings ................................................................... 2-1
Section 3. Operational Limitations ...................................................... 2-2
A. Operational Envelope ................................................................. 2-2
B. Weight....................................................................................... 2-3
C. EMB-145 LR Model: Takeoff with Flaps 9º ................................. 2-4
D. EMB-145 LR Model: Takeoff with Flaps 22º................................ 2-5
E. EMB-145 LR2 Model: Takeoff with Flaps 9º................................ 2-6
F. EMB-145 LR2 Model: Takeoff with Flaps 22º ............................. 2-7
G. EMB-145 EP Model: Takeoff with Flaps 9º ................................. 2-8
H. EMB-145 EP Model: Takeoff with Flaps 22º ............................... 2-9
I. EMB-140 LR Model: Takeoff with Flaps 9º or 18º
Standard CG ............................................................................ 2-10
J. EMB-135 LR Model: Takeoff with Flaps 9º or 18º
Standard CG ............................................................................ 2-11
K. Loading .................................................................................... 2-12
L. Maneuvering Flight Load Factors ............................................. 2-13
M. Runway Limits.......................................................................... 2-13
Section 4. Airspeeds ........................................................................ 2-13
A. Landing Gear Operation/Extended Speed (VLO and VLE).... 2-13
B. Minimum Control Speed ........................................................... 2-13
C. Windshield Wiper Operation ..................................................... 2-13
D. Maximum Operating Speed ...................................................... 2-14
E. Maneuvering Speed (VA) ......................................................... 2-15
F. Turbulent Air Penetration Speed .............................................. 2-15
G. Maximum Flap Extended Speed (VFE) ..................................... 2-15
H. Authorized Types of Takeoffs ................................................... 2-15
I. Tailwind.................................................................................... 2-15
J. Demonstrated Crosswind ......................................................... 2-15
Section 5. Fuel ................................................................................. 2-16
A. Fuel Tank Temperature ............................................................ 2-16
REV. 6, 01 MAY 2008 TOC-4

Table of Contents
Volume 5
Section 6. Auxiliary Power Unit ......................................................... 2-17
A. Operational Limits ..................................................................... 2-17
B. APU Starter Limits .................................................................... 2-17
Section 7. Power Plant ..................................................................... 2-18
A. Engines ....................................................................................2-18
B. Starter Limits ............................................................................2-18
C. Automatic Takeoff Thrust Control System (ATTCS) .................. 2-18
D. Takeoff Thrust Mode ................................................................. 2-18
E. Thrust Reversers ...................................................................... 2-18
F. Engine Warm-Up and Cool-Down Limitations............................ 2-18
G. Operational Limits ..................................................................... 2-19
Section 8. Operation In Icing Conditions ........................................... 2-20
Section 9. Electrical ......................................................................... 2-21
Section 10. Pneumatic, Air Conditioning and Pressurization ................ 2-21
A. Pressurization ........................................................................... 2-21
Section 11. Flight Controls ................................................................. 2-21
A. Electromechanical Gust Lock System ....................................... 2-21
B. Flaps ........................................................................................ 2-21
C. Pitch Trim ................................................................................. 2-21
Section 12. Navigation and Communication Equipment ........................ 2-22
A. Radar........................................................................................ 2-22
B. Attitude and Heading Reference System................................... 2-22
Section 13. Enhanced Ground Proximity Warning System (EGPWS) .... 2-23
Section 14. Autopilot .......................................................................... 2-25
Section 15. Integrated Standby Instrument System (ISIS): ................... 2-25
Section 16. Oxygen ............................................................................ 2-26
A. Minimum Oxygen Pressure for Dispatch ................................... 2-26
B. Cabin Portable O2 Bottles.........................................................2-26
Section 17. Ozone Concentration ....................................................... 2-27
A. North America - Maximum Ozone Criteria ................................ 2-27
B. North America - Time Weighted Average (TWA)
Ozone Criteria .......................................................................... 2-28
Section 18. Flight Management System (FMS) .................................... 2-29
A. Honeywell SPZ-2000 ................................................................ 2-29
B. Universal UNS-1k ..................................................................... 2-30
REV. 6, 01 MAY 2008 TOC-5

Table of Contents
Volume 5
Section 19. Domestic Reduced Vertical Separation Minimum (DRVSM)
Minimum Equipment Required .......................................... 2-31
Section 20. Tolerances between Altimeter Indications ......................... 2-32
A. General Description ................................................................. 2-32
B. Additional Parameters .............................................................. 2-32
C. Maximum Acceptable Difference between Altimeters ............... 2-32
Section 21. Intrusion Resistant Cockpit Door ....................................... 2-34
A. Operating Limitations ............................................................... 2-34
Section 22. PRIMUS II Radios ............................................................ 2-35
A. Flight Limitations with regards to the
Instrument Landing System (ILS) ............................................. 2-35
Chapter 3 Normal Checklists

Section 1. Exterior Inspection Checklist .............................................. 3-3
Section 2. Normal Checklist ................................................................ 3-5
Section 3. Mandatory Briefings ........................................................... 3-7
A. EMB 145 Jump seat Briefing ...................................................... 3-7
B. EMB 145 Jump seat Briefing Card.............................................. 3-8
C. Operation of the Intrusion Resistant Cockpit Door ...................... 3-9
D. Crew Briefing ........................................................................... 3-11
E. Washington National (DCA) Briefing......................................... 3-13
F. Release Briefing....................................................................... 3-14
G. Takeoff Briefing ........................................................................ 3-15
H. Approach Briefing..................................................................... 3-16
I. Emergency Crew Coordination Briefing (NTSB) ....................... 3-21
Section 4. Holdover Time Tables ...................................................... 3-22
A. Generic Type I Fluid ............................................................... 3-22
B. Generic Type II Fluid .............................................................. 3-23
C. Generic Type III Fluid ............................................................. 3-24
D. Generic Type IV Fluid ............................................................. 3-25
E. Ice Pellet Allowance Times....................................................... 3-26
REV. 6, 01 MAY 2008 TOC-6

Table of Contents
Volume 5
Chapter 4 Normal Procedures

Section 1. Preflight ............................................................................ 4-1
A. Pre-Power Up Inspection ............................................................4-1
B. Security Inspection .....................................................................4-2
C. Exterior Inspection ......................................................................4-3
D. Safety Inspection ........................................................................4-9
E. Airplane Power Up ................................................................... 4-13
F. Set Up Check Recommended Flow ........................................... 4-22
G. Set Up Check Expanded Checklist ............................................ 4-25
H. Thruflight Set Up Check Expanded Checklist ............................ 4-34
Section 2. Before Start ..................................................................... 4-37
A. Release Briefing ....................................................................... 4-37
B. Required Release Briefing Items............................................... 4-37
C. Jump Seat Briefing ................................................................... 4-37
D. Before Start Recommended Flow.............................................. 4-38
E. Before Start Check Expanded Checklist.................................... 4-39
F. Cockpit Setup prior to Taxi ........................................................ 4-40
Section 3. Pushback and Towing ...................................................... 4-43
A. General..................................................................................... 4-43
B. Pushback Actions and Callouts .................................................4-44
C. Powerback ................................................................................4-44
Section 4. Starting Engines .............................................................. 4-45
A. General..................................................................................... 4-45
B. External Air Start ...................................................................... 4-47
C. Crossbleed Start ....................................................................... 4-47
D. Starting Engine Procedures ...................................................... 4-48
Section 5. After Start ........................................................................ 4-51
A. Single Engine versus Two Engine After Start Options ............... 4-51
B. Restrictions............................................................................... 4-51
C. Single Engine After Start Option ............................................... 4-51
D. Two Engine After Start Option................................................... 4-58
REV. 6, 01 MAY 2008 TOC-7

Table of Contents
Volume 5
Section 6. Taxiing out ....................................................................... 4-63
A. General .................................................................................... 4-63
B. Single Engine Taxi from the Gate ............................................. 4-63
C. Engine Warm Up Prior to Takeoff ............................................. 4-64
D. Chautauqua Standard Takeoff.................................................. 4-65
E. Takeoff Briefing ........................................................................ 4-65
F. Deicing/Anti-Icing ..................................................................... 4-66
G. 1Ice Protection Test ................................................................. 4-66
H. Air Conditioning Configuration for Takeoff ................................ 4-67
I. Ice Panel Configuration for Takeoff .......................................... 4-67
Section 7. Before Takeoff ................................................................. 4-69
A. Before Takeoff Flow (Recommended) ...................................... 4-69
B. Before Takeoff Check Expanded Checklist ............................... 4-70
Section 8. Line-Up ........................................................................... 4-73
A. Line-Up Check Expanded Checklist ......................................... 4-73
Section 9. Takeoff ............................................................................ 4-75
A. General .................................................................................... 4-75
B. Flaps 9º Takeoff Procedure ...................................................... 4-76
C. Flaps 18º/22º Takeoff Procedure .............................................. 4-84
D. Acceleration Altitude and Takeoff Flight Path ........................... 4-93
E. 1500 Feet AGL Recommended Flow ........................................ 4-95
Section 10. Climb ............................................................................... 4-97
A. General .................................................................................... 4-97
B. Chautauqua Climb Profiles ......................................................4-100
C. Vertical Speed Control ............................................................4-100
D. 10,000 Feet Flow and Climb Check .........................................4-100
E. 18,000 Feet Recommended Flow ............................................4-102
F. Climb Actions & Callouts .........................................................4-102
Section 11. Enroute/Cruise ............................................................... 4-103
A. General ...................................................................................4-103
B. Cruise Check Expanded Checklist...........................................4-103
C. RVSM .....................................................................................4-104
D. TCAS ......................................................................................4-104
E. VOR Check .............................................................................4-104
F. Standard Arrival Routes (STAR)..............................................4-105
REV. 6, 01 MAY 2008 TOC-8

Table of Contents
Volume 5
Section 12. Descent ......................................................................... 4-107
A. General................................................................................... 4-107
B. Landing Data and Performance............................................... 4-108
C. Vertical Speed Control ............................................................ 4-109
D. Descent Planning Guide ......................................................... 4-109
E. Descent Recommended Flows................................................ 4-112
F. Descent Check Expanded Checklist........................................ 4-113
G. Approach Briefing ................................................................... 4-114
H. 10,000 Feet ............................................................................ 4-115
I. Approach Recommended Flow ............................................... 4-115
J. Approach Check Expanded Checklist ..................................... 4-116
Section 13. Holding .......................................................................... 4-117
A. General................................................................................... 4-117
Section 14. Approach ....................................................................... 4-119
A. General................................................................................... 4-119
B. Final Approach and Landing Speeds....................................... 4-120
C. Descent below Minimum Safe Altitude (MSA) or
Minimum Vectoring Altitude (MVA).......................................... 4-123
D. Stabilized Approach ............................................................... 4-124
E. Visual Descent Point (VDP) .................................................... 4-125
F. Callouts during Approach ........................................................ 4-126
G. Use of Flight Director and/or Autopilot during Approach .......... 4-127
H. Landing Clearance .................................................................. 4-130
I. Clearance Reminders ............................................................. 4-130
J. Precision Approaches ............................................................. 4-131
K. Non-Precision Approaches...................................................... 4-145
L. Visual Approaches .................................................................. 4-158
Section 15. Missed Approach / Go-Around / Rejected Landing ........... 4-163
A. When to go missed ................................................................. 4-163
B. Identifying the Missed Approach Point .................................... 4-163
C. Procedure ............................................................................... 4-164
D. Missed Approach Actions & Callouts ....................................... 4-166
E. Missed Approach Profile ........................................................ 4-167
F. Go-around / Rejected Landing ................................................ 4-168
REV. 6, 01 MAY 2008 TOC-9

Table of Contents
Volume 5
Section 16. Landing ......................................................................... 4-169
A. Landing Procedures ................................................................4-169
B. Landing Flow...........................................................................4-170
C. Callouts for the Landing Check................................................4-170
D. Landing Check Expanded Checklist ........................................4-171
E. Transfer of Control after Landing .............................................4-172
F. Landing Roll Out Action and Callouts ......................................4-172
G. Use of Thrust Reverse and Brakes ..........................................4-172
H. Land And Hold Short Operations (LAHSO) ..............................4-174
Section 17. After Landing ................................................................. 4-183
A. After Landing Flows ................................................................4-183
B. Engine Cool Down after Landing .............................................4-185
C. Taxiing in ................................................................................4-185
Section 18. Shut-down ..................................................................... 4-187
A. Shutdown Recommended Flow ...............................................4-187
B. Shutdown Check Expanded Check..........................................4-188
C. Shutdown Action & Callouts ....................................................4-190
D. Terminating Recommended Flow ............................................4-191
E. Terminating Check Expanded Checklist ..................................4-192
F. Cockpit Voice Recorder (CVR) Deactivation after a
Reportable Event ....................................................................4-194
G. Aircraft Configuration during Strong Winds and Gusts .............4-194
Section 19. Post Flight Duties .......................................................... 4-195
A. Leaving the Aircraft .................................................................4-195
Chapter 5 Emergency and Abnormal Checklists

Section 1. Alphabetical Index of EICAS Messages .............................. 5-2
Section 2. Alphabetical Table of Contents ...................................... 5-12
A. Emergency & Abnormal Checklists ........................................... 5-12
Section 3. Table of Contents by Systems ...................................... 5-19
A. Emergency Checklists .............................................................. 5-19
B. Abnormal Checklists................................................................. 5-21
Section 4. Introduction ..................................................................... 5-29
A. Formats.................................................................................... 5-29
B. Procedures contained herein assume:...................................... 5-33
Section 5. Emergency Checklists ....................................................... E-1
REV. 6, 01 MAY 2008 TOC-10

Table of Contents
Volume 5
Section 6. Abnormal Checklists ....................................................... A-1
A. Equipment and Furnishings ....................................................... A-1
B. Crew Awareness......................................................................... A-3
C. Electrical .................................................................................... A-6
D. Lighting .................................................................................... A-11
E. Fire Protection .......................................................................... A-12
F. Fuel ......................................................................................... A-14
G. Auxiliary Power Unit.................................................................. A-22
H. Powerplant ............................................................................... A-24
I. Hydraulic Power ....................................................................... A-44
J. Landing Gear and Brakes ....................................................... A-50
K. Flight Controls......................................................................... A-60
L. Air Conditioning, Pneumatics and
Pressurization ........................................................................... A-69
M. Ice Protection System.............................................................. A-80
N. Oxygen .................................................................................... A-91
O. Navigation ................................................................................ A-92
P. Autopilot ................................................................................. A-108
Q. Miscellaneous......................................................................... A-111
Chapter 6 Abnormal Procedures

Section 1. Starting Engines ................................................................ 6-1
A. Engine Start Abort ......................................................................6-1
B. Hung Start ..................................................................................6-1
C. Engine Dry Motoring ...................................................................6-1
Section 2. Takeoff Emergencies ......................................................... 6-3
A. Rejected Takeoff / Abort .............................................................6-3
B. Takeoff with Engine Failure, Flaps 9º ..........................................6-9
C. Takeoff with Engine Failure, Flaps 18º/22º ................................ 6-14
D. Engine Failure associated with an Engine Fire Indication .......... 6-19
Section 3. Inflight Emergencies ........................................................ 6-22
A. EICAS Abnormal or Emergency Crew Coordination .................. 6-22
B. EICAS Advisory Crew Coordination .......................................... 6-22
C. Inflight Engine Fire Crew Coordination ...................................... 6-23
D. Rapid Depressurization and/or
Emergency Descent (Maximum Rate) ....................................... 6-24
REV. 6, 01 MAY 2008 TOC-11

Table of Contents
Volume 5
Section 4. Approach Abnormal & Emergency Procedures ................... 6-27
A. Flaps 22º Approaches .............................................................. 6-27
B. Precision Approach - One Engine Inoperative .......................... 6-45
C. Non-Precision Approach - One Engine Inoperative
(with depicted FAF) .................................................................. 6-50
D. Non-Precision Approach - One Engine Inoperative
(without depicted FAF) ............................................................. 6-54
E. Approach and Landing with an Engine Failure.......................... 6-54
F. Approach Pattern with Known Flap Malfunction ........................ 6-54
G. Missed Approach - One Engine Inoperative.............................. 6-57
Section 5. Enhanced Ground Proximity Warning System (EGPWS)
Caution/Warning Escape Maneuvers ................................. 6-61
A. EGPWS CAUTION ................................................................... 6-61
B. EGPWS WARNING .................................................................. 6-61
C. EGPWS Input Sources ............................................................. 6-62
D. Use of the EGPWS................................................................... 6-62
E. EGPWS Recovery .................................................................... 6-63
F. Other EGPWS Alerts ................................................................ 6-64
Section 6. Traffic Alert and Collision Avoidance System
(TCAS) Operation ............................................................ 6-65
A. Acquire Visual Contact ............................................................. 6-65
B. Traffic Advisory ........................................................................ 6-65
C. Resolution Advisory ................................................................. 6-65
D. TCAS Warning Action and Callouts ......................................... 6-66
Section 7. Wake Turbulence ............................................................. 6-67
A. Recognition .............................................................................. 6-67
B. Wake Turbulence Recovery Actions and Callouts..................... 6-67
REV. 6, 01 MAY 2008 TOC-12

Table of Contents
Volume 5
Chapter 7 Weather Operations

Section 1. Cold Weather Operations ................................................... 7-1
A. Exterior Inspection and Thruflight Inspection...............................7-2
B. Engine Start ................................................................................7-2
C. Start and Taxi .............................................................................7-3
D. Deicing/ Anti-Icing.......................................................................7-4
E. Before Takeoff ............................................................................7-8
F. Takeoff .......................................................................................7-8
G. Climb ..........................................................................................7-8
H. Enroute .......................................................................................7-8
I. Descent ......................................................................................7-9
J. Landing..................................................................................... 7-10
K. Missed Approach/Go-Around .................................................... 7-10
L. After Landing ............................................................................7-10
M. Parking ..................................................................................... 7-10
N. PIREPS relating to Airframe Icing .............................................7-11
Section 2. Operation in Turbulence ................................................... 7-13
A. Airspeeds.................................................................................. 7-13
B. Altitude ..................................................................................... 7-13
C. Attitude ..................................................................................... 7-14
D. Aircraft Systems........................................................................7-14
E. Secure the Airplane .................................................................. 7-14
F. Definitions of Turbulence Intensity ............................................ 7-15
Section 3. Windshear ....................................................................... 7-16
A. Definition .................................................................................. 7-16
B. Flight Crew Actions ................................................................... 7-16
C. Windshear Recovery Technique ............................................... 7-23
D. Windshear Encounter Action and Callouts ................................ 7-25
Section 4. Thunderstorms ................................................................. 7-27
A. General..................................................................................... 7-27
B. Use of Weather Radar .............................................................. 7-27
Section 5. Volcanic Ash .................................................................... 7-28
A. General..................................................................................... 7-28
B. On Ground Operations .............................................................. 7-29
C. In Flight Operations ................................................................. 7-29
REV. 6, 01 MAY 2008 TOC-13

Table of Contents
Volume 5
Chapter 8 Training Maneuvers
Section 1. General Training Procedures .............................................. 8-1
A. Steep Turns ............................................................................... 8-2
B. Approach to Stalls / Stall Recovery ............................................ 8-4
C. Inflight Engine Shutdown / Restart ........................................... 8-12
Section 2. Flight Training Acceptable Performance ............................ 8-13
A. Steep Turns ............................................................................. 8-13
B. Approach to Stall ...................................................................... 8-13
C. Departure, Enroute, Holding, and Arrival .................................. 8-13
D. Precision Instrument Approaches (ILS) .................................... 8-14
E. Nonprecision Instrument Approaches (VOR/NDB/LOC) ............ 8-14
F. Missed Approach ..................................................................... 8-15
G. Landing .................................................................................... 8-15
H. Normal, Abnormal, and Emergency Procedures ....................... 8-16
Section 3. Unusual Attitude (Upset) Recovery ................................... 8-17
A. Recognition .............................................................................. 8-17
B. Recovery.................................................................................. 8-17
Chapter 9 Performance
Section 1. General ............................................................................. 9-1
A. FAR 121.191 Enroute Limitations: One Engine Inoperative ........ 9-1
B. FAR 121.161 Airplane Limitations: Type of Route ...................... 9-1
C. FAR 121.617 Alternate Airport for Departure .............................. 9-2
D. Fuel Computations ..................................................................... 9-2
E. Diversions to Airports ................................................................. 9-3
F. Performance Requirements ........................................................ 9-3
Section 2. Performance Definitions and Abbreviations ......................... 9-5
A. Airspeeds ................................................................................... 9-5
B. Determination of Maximum Allowable Takeoff Weight ................ 9-6
C. Definitions
Balanced vs. Unbalanced Field Length....................................... 9-8
D. AeroData Specific Abbreviations ............................................... 9-9
REV. 6, 01 MAY 2008 TOC-14

Table of Contents
Volume 5
Section 3. AeroData Performance Reports ........................................ 9-11
A. Naming Conventions................................................................. 9-11
B. Takeoff and Landing Report (TLR) - General Layout ................. 9-12
C. Takeoff Data - General Principles .............................................9-15
D. Runway Conditions ................................................................... 9-22
E. Ground Vehicle Runway Friction Readings ............................... 9-23
F. Takeoff on Wet or Contaminated Runways ............................... 9-24
G. Runway Naming Conventions ................................................... 9-26
H. Static versus Rolling Takeoff.....................................................9-28
I. Reduced Thrust Takeoff (ALT T/O-1) ........................................ 9-28
J. Takeoff Speeds......................................................................... 9-29
Section 4. Takeoff Performance ........................................................ 9-33
A. Takeoff Runway Analysis Report (TLR)..................................... 9-33
B. Takeoff Runway Analysis Report (TLR) Sections ......................9-33
C. Contamination Display (Single Section Display) ........................ 9-40
D. Special Engine Failure Procedure Section ..............................9-41
E. Rules for Reading the Takeoff Report ....................................... 9-41
F. Takeoff Report – Runway Notes ............................................... 9-41
Section 5. Enroute Performance Analysis .......................................... 9-43
A. General..................................................................................... 9-43
B. Method 1................................................................................... 9-44
C. Method 2 - Driftdown................................................................. 9-46
D. Airport Suitability....................................................................... 9-49
E. Enroute Engine Failure Procedures .......................................... 9-50
Section 6. Landing Performance ....................................................... 9-57
A. General..................................................................................... 9-57
B. Runway Naming Conventions ................................................... 9-57
C. Landing Speeds ........................................................................9-58
D. Landing Report Layout.............................................................. 9-58
E. Landing Data Section Destination ........................................... 9-59
F. Landing Data Section Distance ............................................... 9-62
Section 7. Crosswind Performance ................................................... 9-65
A. Demonstrated Crosswind .......................................................... 9-65
B. Wind Components .................................................................... 9-65
C. Wind Component Chart.............................................................9-66
REV. 6, 01 MAY 2008 TOC-15

Table of Contents
Volume 5
Section 8. Takeoff Speed Charts ...................................................... 9-67
A. EMB 145 Takeoff Speeds ALT T/O-1, Flaps 9º ......................... 9-68
B. EMB 145 Takeoff Speeds T/O, Flaps 9º ................................... 9-69
C. EMB 145 Takeoff Speeds T/O, Flaps 22º ............................. 9-70
D. EMB 140 Takeoff Speeds ALT T/O-1 ....................................... 9-71
E. EMB 140 Takeoff Speeds T/O, Flaps 9º ................................... 9-72
F. EMB 140 Takeoff Speeds T/O, Flaps 18º ................................. 9-73
G. EMB 135 Takeoff Speeds ALT T/O-1 ....................................... 9-74
H. EMB 135 Takeoff Speeds T/O, Flaps 9º ................................... 9-75
I. EMB 135 Takeoff Speeds T/O, Flaps 18º ................................ 9-76
Section 9. Driftdown Tables .............................................................. 9-77
A. On Route Procedure ................................................................ 9-77
B. Off Route Procedure ................................................................ 9-77
Section 10. Enroute Performance - Net Ceiling .................................... 9-85
Section 11. Landing Speed Charts ...................................................... 9-86
A. EMB 145LR/LR2/EP Landing Speeds Flaps 45º ..................... 9-87
B. EMB 145LR/LR2/EP Landing Speeds Flaps 22º ..................... 9-88
C. EMB 140 Landing Speeds Flaps 45º ........................................ 9-89
D. EMB 140 Landing Speeds Flaps 22º ........................................ 9-90
E. EMB 135LR Landing Speeds Flaps 45º ................................... 9-91
F. EMB 135LR Landing Speeds Flaps 22º ................................... 9-92
Section 12. Weight Charts .................................................................. 9-93
A. Approach Climb Limit Weight ................................................... 9-93
B. Required Landing Field Length Chart ....................................... 9-97
C. EMB 135LR Required Landing Field Length
Destination Airport (Factored Landing Distance) ....................9-101
D. Actual Landing Field Length Chart
(Unfactored Landing Distance) ................................................9-102
Section 13. Quick Turn Around Weight Tables ................................... 9-106
REV. 6, 01 MAY 2008 TOC-16

Table of Contents
Volume 5
Chapter 10 Weight and Balance

Section 1. See GeeTM Calculator Method ......................................... 10-1
A. General..................................................................................... 10-1
B. Basic Operating Index............................................................... 10-2
C. Passenger Index ....................................................................... 10-3
D. Cargo Index .............................................................................. 10-4
E. Fuel Index................................................................................. 10-5
F. Observer Index ......................................................................... 10-5
G. Passenger and Cargo Additions and Removals......................... 10-5
H. Final Index (CG) ....................................................................... 10-6
I. Fuel Burn Off ............................................................................10-6
J. Aft Limit and Inflight Movement .................................................10-7
K. Forward Limit for Takeoff with Flaps 9º or Flaps 22º ................. 10-8
L. Caution Zones ......................................................................... 10-8
M. SEE GEETM Calculator for EMB 145 LR ................................ 10-10
N. SEE GEETM Calculator for EMB 145 LR2 ........................... 10-11
O. SEE GEETM Calculator for EMB 145 EP ............................... 10-12
P. Weight Tables for EMB 145LR/LR2/EP .................................. 10-13
Q. SEE GEETM Calculator for EMB 140 ..................................... 10-14
R. Weight Tables for EMB 140 ................................................... 10-15
S. SEE GEETM Calculator for EMB 135 ..................................... 10-16
T. Weight Tables for EMB 135 ................................................... 10-17
Section 2. Establishment of Weights and Indexes ............................ 10-18
A. Flight Crew and Flight Attendant Weight/Index........................ 10-18
B. Crew Bags .............................................................................. 10-18
C. Observer Weight Index ........................................................... 10-21
D. Passenger Weight Index ......................................................... 10-21
E. Child Count ............................................................................. 10-21
F. Baggage Weight/Index ............................................................ 10-22
Section 3. Chautauqua Airlines Passenger Count Form ................... 10-23
A. Passenger Count Form Procedure .......................................... 10-23
B. Passenger Count Form Instructions ........................................ 10-23
C. Sample Passenger Count Form ............................................. 10-25
Section 4. EMB 145/140/135 Weight and Balance Load Manifest ..... 10-27
A. General................................................................................... 10-27
B. Sample Load Manifest ........................................................... 10-28
C. Load Manifest Instructions ...................................................... 10-29
REV. 6, 01 MAY 2008 TOC-17

Table of Contents
Volume 5
Chapter 11 Equipment and Systems
Section 1. EMB 135/145 Series Minimum Equipment List (MEL) ......... 11-1
A. General .................................................................................... 11-1
B. Discrepancies After Departure.................................................. 11-1
C. Distribution ............................................................................... 11-2
Section 2. Auxiliary Power Unit (APU)
Hamilton Sundstrand T-62T-40C14 ................................... 11-3
A. General Description ................................................................. 11-3
B. Control System......................................................................... 11-3
Section 3. Integrated Standby Instrument System (ISIS) .................... 11-4
A. General Description ................................................................ 11-4
B. Attitude Function ...................................................................... 11-5
C. Altitude Function ...................................................................... 11-5
D. Heading Information ................................................................. 11-6
E. Display Control......................................................................... 11-6
Section 4. Turbulence Detection Radar ............................................. 11-7
A. General .................................................................................... 11-7
B. Weather Radar Controls and Indications .................................. 11-7
Section 5. Aircraft Communications Addressing and
Reporting System (ACARS) UniLink UL-600 .................... 11-10
Section 6. Aircraft Communications Addressing and
Reporting System (ACARS) Honeywell Mark III
(Aircraft Numbers N846RP and N847RP) ........................ 11-10
A. System Description .................................................................11-10
B. CMU Operation .......................................................................11-11
C. ACARS Applications................................................................11-12
D. ACARS Window Pages ...........................................................11-13
E. Free Text Functionality ............................................................11-18
F. Uplink Messages .....................................................................11-20
Section 7. Tropospheric Airborne Meteorological Data
Reporting (TAMDAR) System ......................................... 11-21
A. Equipment Description ............................................................11-21
B. Limitations...............................................................................11-21
C. Normal Operating Procedures .................................................11-22
D. Abnormal or Emergency Procedures .......................................11-25
E. Performance ...........................................................................11-25
REV. 6, 01 MAY 2008 TOC-18

Table of Contents
Volume 5
Section 8. Location of Emergency Equipment .................................. 11-26
A. EMB 145 Emergency Equipment Diagram ............................. 11-26
B. EMB 140 Emergency Equipment Diagram ............................. 11-27
C. EMB 135 Emergency Equipment Diagram ............................. 11-28
Section 9. EMB 145/140/135 Pressure Refueling/Defueling .............. 11-29
A. General................................................................................... 11-29
B. Pressure Refueling/Servicing .................................................. 11-30
C. Pressure Defueling/Servicing .................................................. 11-35
Section 10. EMB 145/140/135 Gravity Refueling/Servicing ................. 11-37
A. General................................................................................... 11-37
B. Gravity Refueling/Servicing ..................................................... 11-37
Chapter 12 Differences
Section 1. Auxiliary Power Units T-62T-40C11 vs. T-62T-40C14 ........ 12-1
Section 2. EMB 145 MARK 1 Cockpit ................................................ 12-2
A. EMB 145 ORIGINAL COCKPIT vs.
EMB 145 MARK 1 COCKPIT ................................................... 12-2
B. Mark 1 Cockpit Differences ....................................................... 12-4
Section 3. EMB 145 vs. EMB 140 Differences .................................. 12-7
Section 4. EMB 145 vs. EMB 135 Differences ................................ 12-13
Section 5. EMB 145 vs. EMB 145 EP
(N977RP and N978RP) Differences ............................... 12-17
Section 6. EMB 145 LR vs. EMB 145 LR2 Differences .................... 12-18
Chapter 13 Abbreviations and Acronyms

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDX-1
REV. 6, 01 MAY 2008 TOC-19

Table of Contents
Volume 5
REV. 6, 01 MAY 2008 TOC-20

Introduction
Introduction
The information contained in this publication represents the EMB 145
Pilot Operating Handbook (EMB 145 POH) for Chautauqua Airlines
and replaces the aircraft manufacturer’s Airplane Flight Manual (AFM)
in accordance with FAR 121.141(b).
The EMB 145, EMB 140 and EMB 135 all fall under a common type
and the information presented in this manual is comprehensive and
pertains to all three aircraft. Differences are noted where applicable.
The Airplane Operators Manual (AOM), which contains detailed
system information, will be retained in each aircraft under a separate
cover.
REV. 4, 13 AUG 2005 INTRO-1

Introduction
A. Overview of EMB 145 Pilot Operating Handbook

(EMB 145 POH), Volume 5
Chapter 1 - General
Outlays a brief discussion of various aspects of the EMB 145
POH. Topics include checklist philosophy, crew coordination,
flight automation, sterile cockpit concept, maintenance inspec-
tions and definition of terms.
Chapter 2 - Limitations
Contains FAA, Chautauqua Airlines, and Manufacturer imposed
airplane and systems limitations.
Chapter 3 – Normal Checklists

Lists all items for each normal checklist from preflight inspection
to the terminating check. Also identifies the appropriate crew-
member making a challenge or response and the EXACT phrase
to be given. These checklists will also serve as a backup to those
carried separately onboard the aircraft.
Chapter 4 - Normal Procedures

Presents a logical sequence of events from preflight to post flight.
Sections include expanded checklists, recommended flows,
actions, callouts and flight profiles. Details are also provided on
the use of automation, briefings and crew coordination.
Chapter 5 – Emergency & Abnormal Checklists

Includes an alphabetical index of EICAS messages and Emer-
gency and Abnormal Procedures. A third index is organized by air-
craft systems. This chapter is identical to the Emergency and
Abnormal Checklist in the aircraft and will be referred to in case
the onboard checklist is missing or damaged.
Chapter 6 - Abnormal Procedures

Outlines the procedures, flight profiles and crew coordination to be
followed under abnormal conditions. This chapter will be a main
focus during initial and recurrent training.
REV. 4, 13 AUG 2005 INTRO-2

Introduction
Chapter 7 – Weather Operations

Outlines procedures, guidelines and considerations for cold
weather operations, turbulence, wind shear, and thunderstorms.
Chapter 8 – Training Maneuvers

Explains the maneuvers required during initial and recurrent train-
ing and check flights as well as the applicable performance stan-
dards.
Chapter 9 – Performance
Explains the use of data provided by AeroData as well as informa-
tion derived from the FAA approved Embraer AFM. Takeoff and
landing speed cards are also provided as a backup to those car-
ried separately onboard the aircraft.
Chapter 10 – Weight and Balance

Explains the use of the SeeGeeTM Wheel and methods of calcu-
lation.
Chapter 11 – Equipment and Systems

Contains a brief explanation of the MEL, which is kept in a sepa-
rate binder in each aircraft, and procedures for the discovery of a
discrepancy after departure. Also included are descriptions of the
APU variants, ISIS, ACARS, TAMDAR, and diagrams with the
emergency equipment locations in the different EMB models.
Chapter 12 – Differences
Contains a list and pictorials of the different EMB 145/140/135 air-
craft configurations.
Chapter 13 – Abbreviations and Acronyms

Contains alphabetical abbreviations and acronyms listing.
Index
Alphabetical listing by subject
REV. 6, 01 MAY 2008 INTRO-3

Introduction
B. Questions
Chautauqua Airlines encourages all flight crewmembers to
address any questions or concerns regarding this manual to either
the Flight Standards Department, the EMB 145 Program Manager
or the Chief Pilot.
Program Manager EMB 145

Chautauqua Airlines
8909 Purdue Rd, Suite 300
Indianapolis, IN 46268
Phone: (317) 484-6025
REV. 6, 01 MAY 2008 INTRO-4

Section 1 General Statement
Volume 5
Chapter 1
General Policies
A. Scope
The information contained in this publication represents the EMB
145 Pilot Operating Handbook (EMB 145 POH) for Chautauqua
Airlines and replaces the aircraft manufacturer’s Airplane Flight
Manual (AFM) in accordance with FAR 121.141(b).
The EMB 145, EMB 140 and EMB 135 all fall under a common
type and the information presented in this manual is comprehen-
sive and pertains to all three aircraft. Differences are noted where
applicable.
The Airplane Operators Manual (AOM), which contains detailed
system information, will be retained in each aircraft under a sepa-
rate cover.
B. Standard Operating Procedures
Central to the EMB 145 POH is the institution of Standard Operat-
ing Procedures (SOP) for the EMB 145 regional jet fleet. Research
has shown that standardized procedures and defined cockpit
communications are significant factors in maintaining flight safety.
The SOP form the shared mental model that flight crewmembers
need to perform their tasks effectively as a team. Promoting team
performance also accomplishes the main objective of Crew
Resource Management (CRM). Chautauqua Airlines is therefore
committed to providing SOP that are clear, comprehensive, and
readily available to its flight crewmembers.
At the same time, however, the SOP presented in this manual aim
to reduce as much as possible the operational shortcomings com-
mon to human interaction. These may include improper coordina-
tion among flight crewmembers, improper coordination between
flight and cabin crewmembers, distraction from basic flying skills
and misunderstandings.
REV. 5, 15 FEB 2006 1-1

Volume 5
The information contained in this publication is based on flight

tests, and accumulated airline and flight training experience, and
embraces current industry philosophies of aircraft operation.
Through strict adherence to the procedures contained in this man-
ual, flight crewmembers will achieve the objectives of Chautauqua
Airlines which are to place safety, standardization, passenger
comfort, schedule reliability and economy in their proper order.
C. Deviation from Standard Operating Procedures
On a routine basis, non-standard procedures are unacceptable in
a professional cockpit. However, the pilot-in-command has the
final authority as to the disposition of the aircraft and may deviate
from standard procedures as circumstances warrant.
In this case, the pilot-in-command must file an Irregularity
Report explaining the circumstances leading to the deviation
from standard procedures.
REV. 5, 15 FEB 2006 1-2

Section 2 Definition of Terms
Volume 5
Section 2 Definition of Terms
A. Checklist
A formal printed list used to identify, schedule, compare, or verify
a group of elements or actions.
B. Expanded Checklist
A detailed and sequential description of every checklist item and
an explanation of how each element shall be completed.
C. Recommended Flows
A systematic approach to accomplishing action items pertaining to
specific phases of flight prior to calling for a checklist.
D. Procedures
An itemized or narrative format utilized to describe how to com-
plete action items which are not covered by a formal checklist but
are inherent to the operation of aircraft systems and/or flight oper-
ations.
E. Special Advisories
WARNING: Operating procedures, techniques and other related
information, which may result in personal injury or
loss of life, if not followed.
CAUTION: Operating procedures, techniques and other related
information, which may result in damage or destruction
of equipment, if not followed.
Note: Operating procedures, techniques and other related
information, which are considered essential to
emphasize.
REV. 5, 15 FEB 2006 1-3

Section 3 Checklist Philosophy
Volume 5

Chautauqua Airlines’ checklists are essential equipment neces-
sary for the safe operation of the aircraft. Normal, Abnormal and
Emergency checklists are the primary documents for confirming
the aircraft is configured properly for all phases of flight. It is man-
datory the checklists furnished are completed for every flight seg-
ment and utilized in a manner consistent with company
procedures.
Crewmembers will refrain from accomplishing action items
assigned to other crewmembers. Alternatively, crewmembers
should verbally prompt each other to complete their respective
duties.
A detailed description of each checklist item can be found in the
Normal Procedures of the POH under its respective Expanded
Checklist section.
A. Do Verify
Under normal operating conditions the Do Verify (DV) method (or
“clean-up” method) will be utilized to accomplish a checklist in a
variable sequence without a primary challenge.
After all checklist actions have been completed, the NORMAL
CHECKLIST is then read aloud while each item is verified. The
POH provides recommendations for pilot actions or “flows” that aid
in the completion of checklist items prior to actually calling for the
appropriate checklist. Detailed descriptions of how to accomplish
flow items are contained within their respective expanded check-
list or procedure section. Upon completion of the flow, the corre-
sponding checklist must be read as soon as workload permits to
ensure that all checklist items have been performed and the air-
craft is in the proper configuration. These flows were developed to
mirror the natural progression of a particular checklist under nor-
mal circumstances. By using the flows set forth in the POH, check-
lists will be executed in a predictable and efficient method, thereby
reducing pilot distraction or confusion in critical phases of flight.
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Volume 5
B. Challenge-Do-Verify
The Challenge-Do-Verify (CDV) method will be utilized for the
LINE UP CHECK. This requires the First Officer (FO) first make
the challenge before the appropriate crewmember completes the
action. Then the CA or FO as required will verify that the action
has been accomplished and give the proper checklist response.
In abnormal situations – especially during emergencies – the
Challenge-Do-Verify (CDV) method will be utilized. This requires
the Pilot Monitoring (PM) to first make a challenge before an action
is initiated, complete the action, and then verify that the action has
been accomplished.
The primary advantage of the CDV method is the deliberate and
systematic manner in which each action item must be accom-
plished. The CDV method also facilitates teamwork, provides for
concurrence from the Pilot Flying (PF) before a critical action is
taken, and attains positive confirmation that the action was
accomplished. A checklist shall be called for once it is ascertained
that the checklist can be completed in its entirety without interrup-
tion.
C. Challenge and Response under Normal Operating Conditions
1. On the Ground:
With the exception of the TERMINATING CHECK, all
checklists on the ground will be read by the First Officer (FO)
and responded to by the Captain (CA). The CA may
accomplish the TERMINATING CHECK alone.
2. In Flight:
The PM will read each item and the PF will make the standard
response, after both pilots have checked that the action has
been accomplished. The only exception is the CLIMB
CHECK. This checklist is completed by the PM utilizing the DV
method.
With regard to emergency and abnormal situations, as soon
as practical after the aircraft is stabilized, the crew will utilize
the appropriate checklist to assure all subsequent actions are
accomplished correctly. When using the emergency,
abnormal, and subsequent normal checklists, the PM will
confirm with the PF that the correct checklist is being
addressed for the specific situation. The PM will accomplish
the checklist(s) in accordance with the CDV method.
REV. 6, 01 MAY 2008 1-5

Volume 5
The response must be stated EXACTLY as indicated in the

checklist. It is the responsibility of both crewmembers to
ensure that this policy is followed. In the case where an item’s
response is not specifically listed, clearly state the position or
condition of a switch, control or instrument indication.
Upon completion of a particular check on the Normal,
Abnormal and Emergency checklists, a “COMPLETE” callout
is required. An example would be “AFTER START CHECK
COMPLETE.”
In several instances on the Normal Checklist a pilot is required
to stipulate that an item was executed without actually
conducting the check him/herself. An example would be the
Exterior Inspection on the SET UP CHECK. In this event,
communication between pilots should be clear beforehand in
order to facilitate a checklist’s completion.
D. Checklist Interruption
A checklist shall be called for once it is ascertained that the check-
list can be completed in its entirety without interruption. If the com-
pletion of a checklist is interrupted, the crew will repeat the last
checklist item before the interruption. If the crew is unsure at which
point the checklist was interrupted, the whole checklist must be
repeated from the beginning.
E. Checklist “Hold”
It is NOT permissible to commence a checklist with the express
intent of holding at a particular checklist item. Again, checklists are
to be completed in their entirety without interruption.
Exception:
1. On the LANDING CHECK, a pause - marked by a solid line
before the item AUTOPILOT/YAW DAMPER - is permitted until
shortly prior to landing.
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Volume 5
F. “First Flight” Items
Items marked with a “1” will be completed on the first flight of the
day only. If there is a crew change the “1” items need not be com-
peted if it can be ascertained from the logbook that the aircraft has
flown that day. The PIC is responsible for ensuring that the aircraft
is properly configured prior to the BEFORE START CHECK.
G. “If Installed” Items

Checklist items marked with a “2” indicate that this system may not
be installed in all aircraft. The checklist item need not be
addressed if the system is not installed.
H. Checklist Responses
1. “TESTED” means that a specific test is defined in the
expanded checklist and that this test has been accomplished
successfully.
2. “CHECKED” means that the crew verified the proper function
of a particular aircraft system (e.g. trim). It also means that a
review of aircraft documentation (e.g. logbook, manuals, etc.)
was completed.
3. “COMPLETE” means the task of a specific procedure as
defined in this manual have been accomplished.
4. “SET” addresses switches etc. that have been set as defined
in the respective expanded checklists of the POH and need to
be verified by the crew or when a certain value has been
entered (i.e. “_____” SET for flight number).
5. “_____” A blank line between quotation marks indicates that
the crewmember must respond by stating the actual switch
setting as appropriate for the existing conditions, instrument
indication, or numeric value called for by the checklist.
6. When specific conditions are required, the checklist will spell
out the correct response (examples: “AUTO”, “OFF”,
“NORMAL”, “STOP”, etc.)
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Section 4 Workload Sharing
Volume 5

Optimal performance on the flight deck depends on cooperation
among crewmembers and the use of interpersonal communica-
tion and technical skills by all crewmembers.
A. Primary Task
1. Pilot Flying (PF)
a. The primary task of the Pilot Flying is to fly the aircraft.
b. Under normal condition, the PF will respond to checklist
challenges as defined in the Normal Checklist.
2. Pilot Monitoring (PM)
a. The primary task of the Pilot Monitoring is to monitor and
assist the Pilot Flying as well as manage systems and
radio communications.
b. The PM is responsible to monitor the actions of the PF and
advise the PF anytime the aircraft deviates from assigned
parameters.
c. The PM will read the checklists and respond where
required by the Normal Checklist. In Abnormal/Emergency
situation, the PM will read, accomplish and give the correct
response to the respective Abnormal or Emergency
Checklist.
B. Automation Statement
1. Proper use of automation reduces the pilots workload to allow
freedom to complete other tasks. Improper use of automation
will do just the opposite.
2. Use of automation for all phases of flight promotes safety,
heightened situational awareness for both crew members,
and passenger comfort.
3. For special situations or unusual occurrences briefings shall
include automation duties and responsibilities for each
crewmember during each phase of flight.
4. It is imperative both crewmembers maintain situational
awareness. Avoid the tendency for both crewmembers to be
distracted by the automation/autopilot systems.
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Volume 5
C. Autopilot Operation
1. Use the autopilot system to the maximum extent possible
during all phases of flight as this promotes heightened
situational awareness for both crew members.
2. While CHQ encourages every pilot to maintain their hand
flying skills, it is Company policy to conduct coupled
instrument approaches under normal conditions with the
autopilot engaged whenever weather conditions are either:
• ceiling below 500 feet, or
• visibility below 1 SM.
D. Altitude Preselect
1. Autopilot ON
The PF will set the altitude preselect. This task may be
delegated to the PM.
a. Verification
The PM will read back the altitude to ATC while the PF sets
the altitude preselect. The PF will not remove his/her hand
from the preselect knob until the PM visually checks and
verbally confirms the correct altitude is set.
Event PF PM
New assigned • Set new altitude in the Alti- • Repeat altitude assignment
altitude by ATC tude Preselect. to ATC.
• Do not remove hand from • Visually check the ASEL.
the ASEL knob until PM con- • Confirm altitude set by stat-
firms altitude. ing the new altitude.
“_____ ” “_____”
2. Autopilot OFF
The PM will set the altitude preselect when:
• a change in altitude is issued by ATC. A specific prompting
by the PF is not necessary in this case.
• or the PF commands a new altitude.
REV. 5, 15 FEB 2006 1-9

Volume 5
a. Verification
The PM will read back the altitude to ATC and
simultaneously set the altitude preselect. The PM will not
remove his/her hand from the preselect knob until the PF
visually checks and verbally confirms the correct altitude is
set.
Event PF PM
New assigned • Repeat altitude assignment
altitude by ATC to ATC,
• Simultaneously set new alti-
tude in the Altitude Prese-
lect.
• Visually check the ASEL. • Do not remove hand from
• Confirm altitude set by stat- the ASEL knob until PF con-
ing the new altitude. firms altitude.
“_____ ” “_____ ”
E. Flight Guidance Controller (FGC) Management

1. Autopilot ON
a. Pilot Flying
The PF sets the appropriate modes on the FGC. The PF
may command or brief the PM to perform these tasks.
b. Pilot Monitoring
The PM will make the necessary inputs into the FGC when
commanded by the PF.
2. Autopilot OFF
a. Pilot Monitoring
The PM will make the necessary inputs into the FGC when
commanded by the PF or ATC.
b. Pilot Flying
The PF is responsible to ensure that the PM sets the
correct modes on the FGC.
Exception: The PF may set the FGC if the PM is task
saturated and the PF’s workload permits.
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Volume 5
F. Automation Workload Functions
This table shows who will manipulate the FGC functions with the
autopilot ON or OFF.
FGC
Autopilot ON Autopilot OFF
Function
Altitude Pre- PF PM
select Knob When workload permits When ATC assigns a new altitude
(ASEL) or without specific command by PF
May ask PM to set altitude or
When PF asks for an altitude
or
As per crew briefing
Heading PF PM
Select Knob When workload permits When ATC assigns a new heading
(HDG), or without specific command by PF
May ask PM to set heading or
Sync Button or center When PF asks for a heading or
centering
Exception:
PF when PM is unable to perform
task and workload permits
Course PF PM
Selector When workload permits When ATC assigns a new course
Knob (CRS) or without specific command by PF
May ask PM to set a course or
1(2), or center When PF asks for a new course or
Sync Button centering
Exception:
task and workload permits
Vertical PF PM
Speed Con- When workload permits When PF asks for a selection
trol Knob or
May ask PM to set a
(SPD), function Exception:
SPD, FLC, PF when PM is unable to perform
VS, ALT, task and workload permits
IAS/M But-
tons
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Volume 5
FGC
Function
Autopilot/ PF PM
Flight Direc- When workload permits When PF asks for a selection
tor Func- or
May ask PM to set a func-
tions tion
(FD 1(2),
HDG, NAV,
APR, BNK, Exception:
AP, CPL, task and workload permits
YD)
REV. 5, 15 FEB 2006 1-12

Volume 5
G. FMS and Radios
1. Autopilot ON or OFF
Navigation inputs to the FMS, communication frequencies
and transponder codes are handled in flight by the PM.
FMS PM PM
(in flight) When commanded by PF When commanded by PF
Exception: Exception:
PF when PM is unable to perform PF when PM is unable to perform
task and workload permits task and workload permits
RMU’s PM PM
(in flight) When ATC assigns a new fre- When ATC assigns a new fre-
quency/transponder code with- quency/transponder code without
out specific prompt by PF specific prompt by PF
or or
When commanded by PF When commanded by PF
RMU’s PM PM
(approach) Tunes and identifies approach Tunes and identifies approach
NAV radios, when commanded NAV radios, when commanded
by PF by PF
2. RMU Setup
a. COM 1 will be used as the primary radio for communication
with ATC.
b. COM 2 is the secondary radio used for "Company Radio"
communication or ATIS.
c. Cross-side Transfer Button (1/2 Button)
When using the Cross-side Transfer Button to tune the
cross-side RMU, ensure the on-side RMU is re-selected
immediately.
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Volume 5
H. Altimeter Setting
Whenever a new altimeter setting has been received, both pilots
must set the new setting and confirm that all altimeters are set
correctly.
Event PF PM
Change of • Repeats Altimeter Setting to
Altimeter ATC.
Setting • CA sets new Altimeter Set- • FO sets new Altimeter Set-
ting left and center. ting right.
• CA announces, • FO announces,
“____ SET LEFT AND CEN- “____ SET ON THE RIGHT
TER.” AND CROSS-CHECKED.”
I. Altitude Callouts
The PM will call out 1,000 feet prior to any assigned altitude and
the assigned altitude. An example would be “FIVE THOUSAND
FOR FOUR THOUSAND”, thereby indicating the current and
expected level-off altitude. The callout “1,000 TO GO” will not be
used.
Event PF PM
At 1000 feet to • Announces altitude passing
an assigned for assigned altitude; e.g,:
Altitude “3000 FOR 4000” OR
“FL 240 FOR 250.”
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Volume 5
J. Flight Crewmembers at their Stations
1. Both pilots must be seated in the cockpit whenever the aircraft
is moving during ground operations.
2. Each required flight crewmember shall remain at their station
while the aircraft is in the takeoff or landing phase.
3. They must also remain at their station while enroute unless
the absence of one crewmember is necessary for the
performance of duties in connection with the operation of the
aircraft or in connection with physiological needs.
4. When a pilot leaves the cockpit, follow the “Intrusion Resistant
Cockpit Door Procedure” as per GOM Chapter 2.
5. If a pilot leaves his/her station and the aircraft is operating
above FL 250, the remaining pilot must don and use
supplemental oxygen until the other pilot returns to his/her
position.
K. Crew Coordination during Control Transfer
Event PF PM
Control • State heading, altitude, and
transfer is airspeed that will be main-
needed by PF tained.
“____, YOUR CONTROLS.”
“MY CONTROLS.”
When PF is • State any changes to head-
ready to resume ing, altitude, and airspeed;
control of the “____, YOUR CONTROLS.”
aircraft • or
“NO CHANGE, YOUR CON-
TROLS.”
“MY CONTROLS.”
REV. 6, 01 MAY 2008 1-15

Section 5 Sterile Cockpit
Volume 5
L. Crew Coordination when a pilot leaves the communication

loop.
1. The pilot leaving the communication loop shall coordinate with
the other pilot before leaving.
2. When ATC assigns a different altitude, heading, speed, etc.,
the remaining pilot is not expected to wait before
accomplishing the new clearance.
3. Upon return to the communication loop, the returning pilot
shall be briefed of any changes and pertinent information
relating to operation of the flight such as changes to route,
heading, altitude, or airplane status prior to resuming his/her
duties. If a new ALTITUDE assignment was received
during his/her absence, the crew will confirm the new
altitude with ATC.
4. If there is no change, it should be so stated.
Section 5 Sterile Cockpit
Sterile cockpit begins when the flight attendant closes the cockpit
door prior to taxi. Sterile cockpit must be maintained at all times
below 10,000 feet, except during cruise flight below 10,000 feet.
The Sterile Cockpit light, if installed, will be ON at all times during
the sterile cockpit period.
Section 6 Company Related Communications
Reference the General Operations Manual (GOM).
Section 7 Cabin Signs
1. The NO SMOKING signs (NO SMKG switch) are to remain
ON at all times, except when required for cockpit-cabin
communication.
2. The FASTEN SEAT BELT signs (FSTN BELTS switch) will be
ON prior to engine start and turned OFF after the aircraft has
safely parked at the gate.
3. The FSTN BELTS switch may be turned OFF during flight
when conditions permit at the Captain’s discretion to allow
passengers to move about the cabin. If turned OFF, a flight
crewmember will make an announcement stating that while
passengers are seated they are to keep their seat belts
fastened.
REV. 6, 01 MAY 2008 1-16

Section 8 Flight Crew Procedures prior to and during
Volume 5 Taxi Operations

Taxi Operations
In an effort to prevent runway and taxiway incursions, the Com-
pany has adopted the following general guidelines for all aircraft
surface movement.
A. Conduct Pre-Taxi Planning
- Listen to ATIS and note expected takeoff runway and taxiway/
runway conditions or closures.
- Study airport diagram before taxiing from the gate or before
landing.
- Identify complex intersections and “Hot Spots”.
- Plan timing of checklists.
- Plan timing of Company communications.
B. Write Down Taxi Instructions
- Copy taxi instructions to reduce the chance for pilot error.
C. Taxiway Diagram
- Both crewmembers must have the current airport plan view
(taxiway diagram) out and in plain view during all taxi
operations.
- During reduced visibility operations, you must use the low
visibility taxi route diagram if published.
- While the CA is taxiing, the FO must continuously monitor the
aircraft’s position with respect to taxiways, runways and the
taxiway diagram and advise the CA of the correct taxi route.
- If any doubt exists as to the taxi clearance or your position on
the airport, stop and verify.
D. Maintain Situational Awareness
- Know where you are and where you’re going.
- Monitor ATC instructions to other aircraft.
- Look before crossing intersecting taxiways or runways.
- Be vigilant if instructed to “taxi into position and hold”.
- Use extra caution at night or during reduced visibility.
- Be extremely cautious when directed to use a runway as
taxiway.
- Use utmost caution when exiting the ramp area if the exit
taxiway will shortly intersect a runway.
- Use utmost caution when exiting the runway after landing if
the exit taxiway will shortly intersect another runway.
REV. 6, 01 MAY 2008 1-17

E. Maintain CRM
- Maintain “Sterile Cockpit”.
- Use standard ATC phraseology.
- Read back all hold short and crossing instructions with ATC
and verify with each crewmember.
- Always clarify any misunderstandings concerning ATC
instructions or clearances.
F. Cockpit Coordination
- Both crewmembers will coordinate all taxi maneuvers and
maintain constant vigilance in terminal ramp areas and when
crossing taxiways and runways.
- Taxiing on the marked taxi-line/centerline does not guarantee
obstacle and/or wing tip clearance.
- Continuously be aware of wing tip clearance and use both
crewmembers' vigilance and judgment to keep well clear of
obstacles.
WARNING: Company communications will be minimized and
checklists will be held until ALL active runways are
cleared and the possibility of a runway incursion is
minimized.
G. Crossing Taxiways and Runways
- Both pilots check their respective side of the runway for
conflicting traffic and state, “Clear left (right)”. In addition,
when the crew is satisfied that the runway to be crossed is
clear in both direction, both state, “Cleared to Cross”. They
should both look in the opposite direction to double check
each other.
- If either crew member is in doubt about the clearance to cross
a runway, reaffirm with ATC the clearance to enter or cross a
runway before crossing the hold short line.
- Turn on strobes and/or other lights when crossing a runway.
The use of exterior lights should take into account current
weather conditions.
WARNING: An ATC clearance to taxi to an active runway does
NOT include authorization to “taxi onto” or “cross”
the assigned runway at any point. (AIM 4-3-18)
REV. 6, 01 MAY 2008 1-18

a. Crossing Runways Actions and Callouts

Event CA FO
Approaching • Check left side for conflicting • Check right side for conflict-
taxiway traffic ing traffic
intersections “CLEAR ON THE LEFT” “ CLEAR ON THE RIGHT”
Approaching • Check left side for conflicting • Check right side for conflict-
runway traffic ing traffic
intersections “CLEAR ON THE LEFT - “CLEAR ON THE RIGHT -
CLEARED TO CROSS” CLEARED TO CROSS”
• Cross check other side. • Cross check other side.
IF IN DOUBT • Confirm with ATC clearance to enter/cross a runway
before crossing the hold short line!
H. Taxi Thrust
- Under normal operating conditions, the EMB requires very
little thrust forward of Idle to begin moving the aircraft.
- Thrust requirements are increased when taxiing single engine
or the taxi is begun in a turn.
- When possible, initiate the taxi straight ahead and then reduce
power prior to beginning a turn.
- Use only the minimum power required to reduce the possibility
of injury to persons and damage to property from jet blast.
I. Taxi Speed
- Always taxi at a safe pace.
- When taxiing on ramp areas, or taxiways with ice, slush or wet
surfaces, reduce taxi speed to anticipate adverse braking or
sliding.
J. Taxi Turns
- When turning, overshoot the centerline slightly to allow for the
aft position of the main gear.
- Make all turns with as large a radius as possible. Minimum
radius turns cause heavy side loads and unnecessary
scrubbing of the tires.
- Slow the airplane as much as possible before turning.
- After completing a turn and before stopping, return the
nosewheel steering control to center, and roll forward to allow
the nose and main wheels to align, relieving tire twisting
stresses.
- Limit use of asymmetrical braking to sharp turns only.
REV. 6, 01 MAY 2008 1-19

K. Brake Usage
- Once the aircraft is moving the amount of thrust required to
maintain a constant speed is small. Care should be taken to
ensure speed does not increase above that appropriate for
safe taxi.
- It is not desirable to continuously apply the brakes to prevent
acceleration. Very little air-cooling takes place when the
brakes are in continuous contact. Allow the airplane to
accelerate, and then brake to a very slow taxi speed. Release
the brakes and repeat the sequence. Intermittent brake use
provides a cooling period between brake applications. Do not
taxi with either engine in reverse to reduce taxi speed.
- Airplane gross weight influences stopping distance. Heavier
aircraft will require a longer distance in which to stop.
L. Anti Skid
Anti skid is inhibited below 10 knots.
M. Thrust Reversers
Operating with thrust reversers while taxiing is prohibited. Dirt and
loose objects may be thrown forward during use of reverse and
could be drawn into the engine causing damage.
N. Departure Delays
In the event a takeoff delay cannot be absorbed at the gate or is
incurred after leaving the gate, the Captain should evaluate the
estimated holding time and if the APU is available, shut down both
engines to conserve fuel.
Restarting the engines should be accomplished in sufficient time
to allow proper completion of all applicable checklists and engine
warm-up.
O. Cabin Announcements
Courtesy information to the passengers such as an explanation for
ground delays, expected holding time, expected time enroute etc.
will only be relayed if the aircraft is not in motion.
REV. 6, 01 MAY 2008 1-20

Section 9 Airworthiness Release
Volume 5
Section 9 Airworthiness Release
The sign-off is good for an interval of 14 calendar days. Interval
means the span of calendar time between successive inspections.
Counting of an interval begins the day after the inspection is
accomplished. The day of accomplishment is not counted for cal-
culating the next inspection due date. The next airworthiness sign-
off must be accomplished on the 14th day after the sign-off before
midnight (11:59 PM) local time at the location of the aircraft, or
prior to flight on the 15th day. The aircraft is legal to depart on the
14th day prior to midnight local time and continue to fly past mid-
night. It is not legal to depart on the 15th day after the sign-off until
a new inspection has been accomplished and signed off.
Counting backwards from the day of intended flight, you must find
the airworthiness release within the previous 15 days counting the
current day first.
Example:
Airworthiness release signed off after a routine inspection on
1-May = legal to depart until midnight local time on 15-May. The
next sign-off must be accomplished before the first flight on 16-
May.
Section 10 Aircraft Discrepancies

Refer to General Operations Manual (GOM) Chapter 5 “Mainte-
nance Irregularities.”
REV. 6, 01 MAY 2008 1-21

Section 11 System Operations
Volume 5

A. Exterior Lights
The exterior lights must be checked for proper operation every
time a SETUP CHECK is performed.
The basic principle for the use of lights is to "see and be seen."
Maximum use of exterior lights is recommended when crossing
active runways and for takeoff and landing.
The use of exterior lights should take into account current flight
conditions and courtesy towards other pilots and ground person-
nel.
1. Navigation Lights
Navigation lights will be on whenever the aircraft is powered.
2. Red Beacons
The red beacons will be turned on prior to main engine start
and remain on until the main engines are shut down.This also
activates the Digital Flight Data Recorder (DFDR).
All remaining exterior lights will be used at the discretion of the
flight crew.
B. Display Unit Brightness
Display units (PFD, MFD, & EICAS) should be dimmed between
flights to extend the life of the unit. Statistics have shown that
every hour that a display is operated at its higher intensity of
brightness; its life-expectancy is reduced by two hours. By turning
down the displays between flights when they are not needed, we
will increase the life of our Display units dramatically.
Note: Controlling brightness of displays has typically only been
associated with sunrise/sunset. Remember that the
displays will now be dimmed between flights unless the
information presented on that screen needs to be
monitored by the flightcrew.
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Volume 5
C. Windshield Heat
The windshield heat is used to prevent fog formation on the inner
surface and to prevent ice accumulation on the exterior of the
windshield.
In all phases of flight, the windshield heat will be selected ON
whenever operating in icing conditions (+10ºC and lower in visible
moisture).
Note: To determine “icing conditions” on the ground, SAT is
the relevant temperature. TAT is pertinent during flight.
If icing conditions are not encountered during flight, the windshield
heat will be selected ON when beginning the initial descent from
cruise altitude to avoid fogging of the windshield.Once the wind-
shield heat has been selected ON, it will not be turned off until after
landing.
D. Thrust Lever Positions
Throughout the manual, the following thrust lever positions are
defined as:
1. “Idle”
Idle is the mechanical gate (EP Model - mechanical stop) at
aft end of the forward flight range. The gate must be lifted to
allow the thrust lever to move into the reverse range.
2. “Reverse”
The reverse range starts when the thrust lever has been lifted
back over the gate. Reverse can be modulated.
3. “Thrust Set”
The Thrust Set position is the detent at the 75º Thrust Lever
position.
4. “Max Thrust”
The Max Thrust position is the most forward thrust lever
position at the mechanical stop. Any movement of the thrust
levers above the Thrust Set position results in the scheduling
of the maximum takeoff thrust, regardless of current thrust
mode.
REV. 6, 01 MAY 2008 1-23

Section 12 APU Operation
Volume 5

The objective of our APU policy is twofold:
1) Reduce the number of operating hours per APU.
2) Minimize the number of cycles per hour of operation.
We will accomplish this by limiting the use of the APU to ground
operations for no more than 45 minutes per flight. In general, the
APU will be started at the gate and shut down after engine(s) start.
The following information will be used during normal operations:
A. Originating Flights
We have 45 minutes to “work with.” Once you start the APU, mon-
itor the time so that within the next 45 minutes you will have the
passengers boarded and engine(s) started. After completing
engine(s) start, reconfigure the bleeds and shut the APU down.
B. Thruflights
At your destination, the APU may be started by the First Officer at
the Captain’s command when in the immediate gate area (top of
the taxi line to the parking position). The marshaller MUST be in
place and give the signal to move forward.
CAUTION: Before starting the APU, the First Officer must visually
ascertain and communicate to the Captain that
sufficient obstacle clearance exists during the move to
the parking position. If you have any doubt, start the
APU after the parking brake has been set.
The Captain must consider several factors before deciding to use
the APU at all.
1. If the next departure is scheduled out within 45 minutes:
Turn the APU on and utilize it to power the aircraft.
Note: During a crew swap, make sure the arriving crew is
aware of how long the APU has been running.
2. If the next departure is scheduled to leave in more than 45
minutes:
a. If a GPU is available, use it to power the aircraft. Make
sure that the GPU is plugged in and ready to provide power
on engine shutdown. Analyze how long the aircraft will be
on the ground.
REV. 6, 01 MAY 2008 1-24

Volume 5
b. If a GPU is not available, start the APU at the gate for
power while deplaning the passengers, then shut every-
thing down. The next flight can still have 45 minutes of
APU usage to “work with”.
C. Terminating Flights
Upon arriving at the gate, determine if a GPU is available. If one is
available, we will use it as a power source. If not, start the APU
and use it to power the aircraft until all the passengers have
deplaned, then shut everything down.
D. Special Circumstances
There will be special circumstances where using the APU outside
of the previous parameters is acceptable.
1. Ground Stops
If you receive a ground stop while taxiing out, you may shut
down both engines and power the aircraft via the APU for the
duration of the “Stop.”
2. Starting an engine after an extended single engine taxi
In some instances you might taxi out single engine due to long
lines before takeoff (i.e. at least a 30-minute wait before
departure). It is acceptable to make a cross-bleed start, OR
start the APU for the sole purpose of starting the opposite
engine. The APU will only be run for the time needed to start
the engine. (Keep in mind that the APU must operate 3
minutes prior to selecting it as a bleed source.) After a
successful engine start, shut the APU down.
Note: These procedures reference APU usage during normal
operations only. If any emergency, abnormal, or
operational requirement (MEL) predicate its use, USE
IT!
Note: Once the APU has been started, at least one pilot must
be in the immediate vicinity of the aircraft at all times,
performing preflight functions.
REV. 6, 01 MAY 2008 1-25

Volume 5
E. APU Start and Shutdown Considerations

APU operating cost and turbine wheel life is highly dependent
upon operating practices. Procedures utilized for application and
removal of load on an APU will significantly impact the fatigue life
of a turbine wheel.
1. APU Start
During start, the rim of the turbine wheel heats more rapidly
than the hub section which generates thermal stress in the
wheel. Pneumatic (bleed) loads applied immediately after
start up will compound this undesirable stress.
Therefore:
Under normal operating conditions, allow a minimum of
three (3) minutes warm up time after the APU is started
before applying a pneumatic load.
2. APU Shutdown
Likewise, during an off-load transient, the turbine wheel rim
cools more rapidly than the hub portion of the wheel which
induces maximum tensile stress. The time between off-load
and shutdown determines the magnitude of stress generated
in the wheel.
Therefore:
The APU should be shut down immediately after the
pneumatic load is removed (within ten seconds).
However, if the APU bleed was off for an extended period
before shutting down the APU, DO NOT apply a pneumatic
load just for the purpose of shut-down.
This would actually put another undesirable thermal cycle on
the turbine wheel.
3. APU Emergency Shutdown
If an emergency procedure calls for closing of the APU Fuel
Shutoff Valve, use the guarded FUEL SHUTOFF button
located on the APU Control Panel.
REV. 6, 01 MAY 2008 1-26

Section 13 Navigation Policy
Volume 5
1. Navigation charts, departure or arrival plates must be out and
in plain view during the respective phase of flight.
2. The PM will consciously and continuously monitor the aircraft
position throughout every phase of flight utilizing all available
resources including charts, nav radios, and FMS.
3. The PF may use the FMS for departure, enroute, and arrival
navigation. The programmed route in the FMS must be
verified with the ATC clearance before switching to FMS
navigation.
4. For RNAV Departures ensure that the correct runway
identifier is programmed into the FMS.
5. Whenever the PF uses the FMS for navigation, the PM will
continuously monitor the FMS navigation performance and
verify the present position and route using ground based
navigation systems.
The use of the FMS is not authorized for instrument approaches.
REV. 6, 01 MAY 2008 1-27

Volume 5
REV. 6, 01 MAY 2008 1-28

Section 14 U.S. Terminal and En Route Area
Volume 5 Navigation (RNAV) Operations
Section 14 U.S. Terminal and En Route Area Navigation (RNAV)

Operations
A. Introduction
RNAV or Area Navigation System is a method of navigation which
permits aircraft operation on any desired path within the coverage
of station-referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
1. U.S. RNAV SID Departure Procedures (DP) and STAR
procedures are designated as RNAV 1.
2. RNAV Q routes and T route are designated RNAV 2.
3. RNAV requires the procedure to be programmed into the FMS
from the FMS database. You are not permitted to manually
program in each waypoint or fix. With these procedures
having tighter tolerances you must check and double check to
verify that you have the proper information programmed in
and you are familiar with the procedure before proceeding to
fly it.
B. Minimum Equipment Required
1. The display of navigation data.
2. Capability to continuously display to the pilot flying the
computed RNAV path.
3. Means for the Pilot Monitoring to verify the desired path and
aircraft position.
4. A Navigational data base containing current navigational data.
5. Means to display the validity period.
6. Means to retrieve and display the data stored in the data base.
7. Capacity to load entire RNAV segment from the database into
the RNAV system.
8. Display of the active navigation sensor type.
9. Display of the identification of the active (To) waypoint.
10. Display of distance and bearing to the active (To) waypoint in
pilot's field of view.
Note: The Honeywell and Universal FMS in the EMB 145
family meet the criteria of the minimum equipment
required.
REV. 6, 01 MAY 2008 1-29

C. Flight Release
1. Aircraft equipment code in the flight plan of the release is key
for dispatching into RNAV operational procedure.
2. Chautauqua Airlines will utilize the following aircraft
equipment suffixes for the EMB 145:
a. Normal operation:............... .............. ........................"/L"
b. FMS (GPS) deferred, but RVSM capable: .............. "/W"
c. Non-RVSM, but advanced RNAV capable:..............."/G"
d. Non-RVSM, non-RNAV:........................................... "/A"
3. Check the MEL listing on the flight release to verify that none
of the required navigational equipment needed for RNAV
operation is MEL'd.
D. Preflight Procedures
1. Review the maintenance log to ensure that all required
equipment for RNAV operations is operational.
2. Verify the appropriate flight plan suffix code is designated on
the flight release.
3. Confirm the availability of onboard navigation equipment
necessary for the route, DP, STAR, or RNAV (GPS) Approach
to be flown.
4. Ensure the onboard navigation data base in the FMS is
current and will remain current for the duration of the flight.
5. Ensure there is no degradation of the FMS system prior to
flight; i.e. there are no EICAS or FMS messages that relate to
the abnormal operation of the FMS and/or the GPS system.
6. Before any RNAV operations (DP, STAR, RNAV Approaches)
can be used, both crewmembers must be trained and
qualified.
REV. 6, 01 MAY 2008 1-30

E. RNAV Operating Procedures

1. When loading the route of the flight into the FMS and using an
RNAV DP:
a. The DP must be retrievable by procedure name from the
FMS database.
Note: Manual entry of any published procedure waypoints into
the aircraft system is not permitted and pilots must not
change any RNAV DP or STAR waypoint type from a fly-
by to a fly-over or vice versa.
b. Both pilots must verify:
1) The correct departure airport.
2) Correct departure runway.
3) RNAV DP and initial waypoint are properly entered
from the FMS database for the active flight plan.
Note: The FMS may not show the flight path to the first
waypoint until the aircraft is actually airborne. In addition,
the UNIVERSAL FMS may show a course line that
appears to be going in the opposite direction.
4) That any discontinuities are resolved (deleted) with
respect to the departure procedure.
5) The route of flight is verified either on the MFD map or
the Flight Plan on the FMS.
c. The information regarding the RNAV DP will be included
as part of the Departure Review briefing when covering
“Clearance and DP”.
d. The information regarding the RNAV DP will be included
as part of the Departure Review briefing when covering
“Clearance and DP”.
e. When utilizing a RNAV 1 DP with Radar Vectors to the first
RNAV fix:
1) The correct departure runway must be programmed
in the FMS prior to taking the active runway.
2) Takeoff in FMS mode with HDG selected and the
Flight Director displayed.
3) The auto pilot must be engaged (if operable) after
passing 500’ AFE.
4) Upon reaching the first fix on the RNAV departure and
no longer under radar vectors, select NAV mode.
REV. 6, 01 MAY 2008 1-31

5) Any changes to the departure clearance by ATC must

be loaded in the FMS by the PM on the command of
the PF.
6) The flight crew must use the Flight Director and/or
autopilot, in lateral navigation mode.
f. When utilizing a RNAV 1 DP without Radar Vectors to the
first RNAV fix:
1) The correct departure runway must be programmed
in the FMS prior to taking the active runway.
2) No later than 500’ AFE, the FMS mode and NAV must
be selected, Flight Director displayed.
3) The auto pilot must be engaged (if operable) after
passing 500’ AFE.
4) Any changes to the departure clearance by ATC must
be loaded in the FMS by the PM on the command of
the PF.
5) The flight crew must use the Flight Director and/or
autopilot, in lateral navigation mode.
RNAV STAR:
a. The STAR must be retrievable by procedure name from
the FMS database.
change any RNAV STAR waypoint type from a fly-by to
a fly-over or vice versa.
1) The correct arrival STAR.
2) RNAV STAR and initial waypoint are properly entered
from the FMS database.
3) That any discontinuities are resolved.
the Flight Plan on the FMS.
REV. 6, 01 MAY 2008 1-32

c. The information regarding the RNAV STAR shall be

reviewed and briefed before reaching the first waypoint on
the published STAR.
RNAV (GPS) Approach:
a. The RNAV Approach must be retrievable by procedure
name from the FMS database.
change any RNAV Approach waypoint type from a fly-by
to a fly-over or vice versa.
1) The correct RNAV (GPS) Approach.
2) RNAV Approach and initial waypoint are properly
entered from the FMS database for the planned
approach.
3) That any discontinuities are resolved.
the Flight Plan on the FMS from the RNAV approach
plate.
c. FMS mode must be selected on the display control panel.
1) If one side has selected FMS, the course deviation
bar is presented in Magenta.
2) if both pilots select FMS, the course deviation bar is
presented in Yellow.
d. A RNAV (GPS) approach is considered a non-precision
approach. Use all call-outs and procedures as published
for a non-precision approach.
4. Crosscheck the cleared flight plan against the Jeppesen
charts or other applicable resources, as well as the navigation
system textual display and the aircraft map display.
5. Any RNAV operation is not authorized if the GPS Predictive
RAIM indicates RAIM unavailable or unsatisfactory for the
type procedures to be used.
REV. 6, 01 MAY 2008 1-33

F. GPS Predictive RAIM (Receiver Autonomous Integrity

Monitoring)
1. If no GPS satellites are scheduled to be out-of-service, the
aircraft can depart without further action.
2. Dispatch should be monitoring these NOTAMs. If satellites
are scheduled out-of-service, then the availability of GPS
integrity (RAIM) must be confirmed for the intended flight
(route and time).
Note: The FAA is developing a RAIM prediction service for
general use. Until this capability is operational, a RAIM
prediction does not need to be done for any RNAV route
conducted where ATC provides radar monitoring or
RNAV departure/arrival procedure which has an
associated “RADAR REQUIRED” note charted.
3. In addition to RAIM for current conditions, the GPS receiver
predictive RAIM calculation gives the pilot an indication as to
whether the GPS satellite geometry will be satisfactory for
approach at the selected or expected arrival time.
4. In both the Honeywell and Universal FMS the testing for
satisfactory availability of the FMS RAIM is automatic.
5. If the need should arise that you need to check the RAIM, the
procedures for both systems are outlined in the following
paragraphs.
REV. 6, 01 MAY 2008 1-34

a. Honeywell FMS
1) The predictive RAIM page is accessed by selecting
the NAV mode, POS SENSORS, GPS, STATUS; line
select PRED RAIM prompt from any GPS STATUS
page. When selected, the PREDICTIVE RAIM page,
shown below, is displayed.
2) YES indicates RAIM is predicted to be within

approach criteria. NO indicates RAIM is predicted to
be unacceptable or unavailable. The ETA on the
PREDICTIVE RAIM page is updated when the ETA
from the active flight plan changes by more than 10
minutes.
3) Should the GPS fail or the interface between the FMS
and GPS not work properly, the FMS displays the
message PREDICTIVE RAIM UNAVAILABLE on the
PREDICTIVE RAIM page.
4) Predictive RAIM is calculated using GPS almanac
information. The almanac within the GPS is automat-
ically updated whenever the GPS is on and tracking
satellite. The almanac within the GPS is set to invalid
if it is older than 3.5 days. Should this occur; the
message ALMANAC EXPIRED is displayed on the
PREDICTIVE RAIM page. The almanac takes 12-25
minutes to update once the GPS is tracking satellite.
REV. 6, 01 MAY 2008 1-35

RAIM predictions are not possible with an expired

almanac. Selecting DEST prompt from the PREDIC-
TIVE RAIM page displays the DESTINATION RAIM
page, as shown below.
5) As the GPS is computing the predictive RAIM at the

destination of pilot selected waypoint, the FMS
displays the message COMPUTING RAIM on the
DESTINATION RAIM and PILOT SELECT RAIM
page.
6) If the GPS receiver is not generating RAIM, the FMS
will generate an ALERT message GPS RAIM
UNAVAILABLE.
REV. 6, 01 MAY 2008 1-36

b. Universal FMS
1) GPS satellite geometry changes with position and
time. When the APPROACH arms, the FMS will auto-
matically notify the pilot if suitable GPS accuracy will
be unavailable at the FAF at the time of arrival. If
RAIM will not be available, a CDU message "NO
RAIM AT FAF" is displayed.
2) During the enroute phase of flight the pilot may review
the RAIM available accuracy at the destination for the
period of time, 15 minutes before to 15 minutes after
ETA. Guidances are:
- Enroute ........................................... ENR<2.0 NM
- Terminal........................................TERM<1.0 NM
- Non-Precision Approach............... APPR<0.3 NM
3) A manual RAIM prediction program is available under
the Flight Plan Menu. This program should be used if
a stand alone or overlay GPS non-precision approach
is planned.
4) To access RAIM prediction press FPL key and then
the MENU key. FPL MENU ½ will be displayed. As
shown below:
5) Press the line select key for "RAIM PRED" and the
RAIM PREDICTION page will be displayed.
6) If any RAIM availability is shown to be other than
APPR for the +/- 15 minute window then the pilot
should plan for a non GPS approach and not plan to
rely on the GPS for aircraft position during the non-
precision approach.
REV. 6, 01 MAY 2008 1-37

7) The display presented above, APPR, TERM, ENR, or

NONE is determined by the size of the circle of the
position certainty as determined from the number of
satellites and their geometry. These labels meet the
GPS Horizontal Integrity Limit (HIL) for that phase of
flight.
- APPR.................................................... <. 0.3 NM
- TERM .............................................. >0.3<1.0 NM
- ENR ................................................. >1.0<2.0 NM
- NONE. ..................................... GPS not available
G. Contingency Procedures
1. While on the ground and prior to takeoff request an amended
clearance from ATC if you are unable to comply with an RNAV
DP.
2. During flight, the pilot must notify ATC of any loss of the RNAV
capability, together with the proposed course of action. If
unable to comply with the requirements of an RNAV
procedure (e.g. an RNAV DP or STAR) the pilot must advice
ATC as soon as possible.
3. The following messages displayed in the aircraft would not
allow RNAV to be used:
• INTEG annunciator on
• Honeywell or Universal FMS in DEAD RECKONING
MODE
• Honeywell FMS in NAVIGATION PERFORMANCE
DEGRADE
REV. 6, 01 MAY 2008 1-38

Section 15 Formats used in “Normal Procedures” and
Volume 5 in “Abnormal Procedures”
Section 15 Formats used in “Normal Procedures” and in

“Abnormal Procedures”
A. Profiles
1. Introduction
Chapter 4 contains flight profiles for normal procedures and
Chapter 8 profiles for training maneuvers. The profiles present
a pictorial representation of Callouts, Actions, Limitations, and
Events that occur during the maneuver. Most profiles are self-
explanatory, but a solid knowledge of aircraft systems,
procedures, and company policies is required.
When studying the profiles, the following points must be kept
in mind:
• The normal line flying maneuvers depicted are designed to
allow a maximum of flexibility in complying with ATC and
traffic restrictions or in dealing with varying weather
conditions.
• Any power settings provided are for reference purposes
only. Actual power settings required will most likely vary for
the existing conditions.
2. Format of Profiles
a. Flight Path Line
The maneuver itself is represented by a flight path line
which provides a time-line reference for the sequence of
events during the progression of the aircraft along the
profile. The flight path is depicted as a heavy solid arrow
with aircraft symbols located at various locations along the
flight path.
REV. 6, 01 MAY 2008 1-39

b. Callouts
Required CALLOUTS are depicted as flags above the
flight path. The verbiage is specific for that callout.
Symbol Meaning
Calls to be made by the Captain

(CA) or the Pilot Flying (PF) are
placed in a BLACK FLAG with white
lettering.
Calls to be made by the First Officer

(FO) or the Pilot Monitoring (PM) are
in a WHITE FLAG with black letter-
ing.
Seat specific callouts have notations

above the flag indicating which
crewmember makes that call.
The exact timing of calls is difficult to

depict on the profile. The first callout
is listed on top of the flag arrow, with
subsequent calls beneath. Addi-
tional calls that enhance crew coor-
dination are recommended, but not
depicted in the profiles.
REV. 6, 01 MAY 2008 1-40

c. Actions
Actions are placed in a box below the line depicting the
flight path, with individual actions set off by bullets.
Symbol Meaning
Actions that are closely associated

with callouts are immediately below
PM the callout arrow. If necessary seat
x Gear handle – UP specific actions (Captain or First
x Monitor gear indications Officer, Pilot Flying or Pilot Monitor-
ing) have notations above the flag
indicating which crewmember
makes that call.
d. Indications
Symbol Meaning
Cockpit indications are displayed as

italic text individually or inside the
same box as action items and high-
lighted by an asterisk.
REV. 6, 01 MAY 2008 1-41

e. Sample Profile
REV. 6, 01 MAY 2008 1-42

B. Actions and Callouts Tables- Description of columns and

symbols:
The first column indicates the event during a certain procedure or
portion of flight.
The second column is either titled CA (Captain) or PF (Pilot Flying)
depending on who is performing the action or callouts at that par-
ticular moment.
The third column is either titled FO (First Officer) or PM (Pilot Mon-
itoring) depending on who is performing the action or callouts at
that particular moment.
CALLOUTS are shown in "BOLD TEXT" inside quotation marks.
INDICATION shown with an asterisk (*) in plain text, ACTIONS
with bullets (•) in plain text, and FLOWS with arrows (→) in plain
text.
Event CA (PF) FO (PM)
First Column Second Column shows Third Column shows

shows event. either the Captain's (CA) either the First Officer's
or the Pilot Flying (PF) (FO) or the Pilot Monitor-
callouts and actions as ing (PM) callouts and
applicable. actions as applicable.
CALLOUTS SHOWN IN * INDICATION shown with

“BOLD TEXT” an asterisk (*) in italic text.
• ACTIONS shown with bul-

lets (•) in plain text.
→ FLOWS shown with

arrows (→) in plain text.
REV. 6, 01 MAY 2008 1-43

C. Recommended Flows
The following standard formats apply to the Recommended
Flows.
→ The flow title is indicated in BOLD CAPS centered in a box to
highlight the title from the rest of the text.
→ The individual flow item bulleted with an arrow symbol (→).
→ Flow graphics show the cockpit layout with arrows
representing the sequence of actions.
→ The CA/PF flows are depicted with solid arrows.
→ The FO/PM flows are depicted with dashed arrows.
1. Example:
CA SET UP CHECK FLOW (Recommended)
OVERHEAD PANEL (1)

→ CVR
→ Electrical Panel
→ Emergency Lights
REV. 6, 01 MAY 2008 1-44

D. Expanded Checklists
The following standard formats apply to the Normal Checklist pro-
cedures.
- The checklist title is indicated in BOLD CAPS centered in a
box to highlight the title from the rest of the text.
- The individual checklist item (the challenge) is outlined by
number (e.g. 1., 2., 3. etc).
- The appropriate checklist response is presented to the right
after a dotted line (...........).
- The crewmember who is expected to give the response
follows on the far right.
‘CA’ stands for Captain, ‘FO’ for First Officer, ‘B’ for both
crewmembers, ‘PF’ for Pilot Flying, and ‘PM’ for Pilot
Monitoring. The same notations are used in the laminated
normal checklist in the aircraft.
- A blank line between quotation marks (“____”) indicates that
the crewmember must respond by stating the actual switch
setting or instrument indication called for by the checklist.
- Any explanations or checklist subpoints are indented below
their respective checklist items and denoted by dashed
“bullets” ( - ).
- An optional checklist such as the “Delayed Engine After Start
Check” is shown with a box around the checklist items.
Example:
AFTER START CHECK
1. External Power ................................................. REMOVED CA
- If a GPU is connected, deselect the GPU and signal
the Ramp Crew to remove it.
- If an Air Cart is connected, signal the Ramp Crew to
remove it.
REV. 6, 01 MAY 2008 1-45

Section 16 Formats used in the “Emergency and
Volume 5 Abnormal Checklists”
Section 16 Formats used in the “Emergency and Abnormal

Checklists”
The introduction to Chapter 5 Abnormal and Emergency Check-
lists contains a detailed explanation of all terms and symbols used
throughout that chapter.
REV. 6, 01 MAY 2008 1-46

Section 1 Preface
Volume 5
Chapter 2
Limitations
Section 1 Preface
The Limitations Chapter of the POH is FAA approved and contains
FAA, Chautauqua Airlines and Manufacturer imposed airplane
and systems limitations.
Flight crewmembers are required to be thoroughly familiar with,
and comply with all limitations in this section. The airplane must
be operated at all times in accordance with the limitations pre-
sented in this Chapter.
Section 2 General
A. Category and Use of Aircraft
The airplane is certificated in the Transport Category and approval
for the following kinds of flight and operation, both day and night,
when the appropriate equipment and instruments required by
airworthiness and operating regulations are approved, installed,
and in operable condition:
• Visual (VFR)
• Instrument (IFR)
• Icing Conditions
B. Minimum Crew
Minimum Flight Crew ...........................PILOT AND COPILOT
C. Instrument Markings
Minimum or maximum limits ............................................RED
Caution, temporary, or idle range ...............................AMBER
Normal operating range ..............................................GREEN
REV. 4, 13 AUG 2005 2-1

Section 3 Operational Limitations
Volume 5

A. Operational Envelope
40000
-65°C - 21.5°C
37000 ft
35000
30000
25000
ALTITUDE - FT .
ISA + 35°C
20000
15000
10000
8000 ft
5000

0 -1000 ft
-54°C -40°C 52°C

-5000
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
STATIC AIR TEMPERATURE - °C

145FAA47 - 08OCT98
TAKEOFF, LANDING
NOTE: - In the event of a landing below –40°C, the airplane may

not takeoff without further maintenance inspection.
- Total Air Temperature in cruise flight above 25000 ft is
limited to -45°C.
REV. 4, 13 AUG 2005 2-2

Volume 5
B. Weight
Maximum
Maximum Maximum Maximum Zero
Landing
Aircraft Type Ramp Weight Takeoff Weight Fuel Weight
Weight
(MRW) (MTOW) (MZFW)
(MLW)
EMB-145 LR 48722 48501 42549 39462
EMB-145 LR2 50044 49823 43651 40564
EMB-145 EP 46495 46275 41226 37698
EMB-140 46738 46517 41226 37698
EMB-135 44312 44092 40785 35274
To comply with the performance and operating limitations of the

regulations, the maximum allowable takeoff and landing opera-
tional weights may be equal to, but not greater than design limits.
The takeoff weight (weight at brake release or at start of takeoff
run) is the lowest among MTOW and the following weights:
• Maximum takeoff weight for altitude and temperature
determined from Maximum Takeoff Weight - Climb Limited
chart.
• Maximum takeoff weight, as limited by runway length and
determined from Maximum Takeoff Weight - Field Length
Limited chart.
• Maximum takeoff weight, as limited by brake energy and
determined from Maximum Takeoff Weight - Brake Energy
Limited chart.
• Maximum takeoff weight, as limited by obstacle clearance,
enroute, and landing operating requirements.
The landing weight is the lowest among MLW and the following
weights:
• Maximum approach and landing weight for altitude and
temperature determined from Maximum Landing Weight -
Climb Limited chart.
• Maximum landing weight as limited by runway length and
determined from Maximum Landing Weight - Field Length
Limited chart.
REV. 6, 01 MAY 2008 2-3

Volume 5
C. EMB-145 LR Model: Takeoff with Flaps 9º
INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS
54000
52000
18.4% 39.5%
16.2
50000
MRW
48000 MTOW
46000
44000
MLW 42549 lb
42000
15.7%
WEIGHT - lb
40000
MZFW
38000 14.3% 37698 lb
36000
34000 34170 lb
32000
30000
29542 lb 29542 lb
28000 43%
12% 27337 lb
26000
30%
145FAA108 - 13APR1998
24000
22000
0 10 20 30 40 50 60
CG POSITION - %MAC
REV. 6, 01 MAY 2008 2-4

Volume 5
D. EMB-145 LR Model: Takeoff with Flaps 22º
REV. 6, 01 MAY 2008 2-5

Volume 5
E. EMB-145 LR2 Model: Takeoff with Flaps 9º
INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS
52000
19.0% 38.5%
16.7%
50000 49823 lb
48000
46000
44000
42549 lb
42000
WEIGHT - lb
40000 39.5%
38482 lb
38000 37698 lb
36000
34000 34170 lb
32000
30000 29542 lb 29542 lb
28000 12.0% 43.0%

145FAA108B - 16FEB2006
27337 lb
26000 30.0%
24000
0 5 10 15 20 25 30 35 40 45 50 55 60
CG POSITION - %MAC
REV. 6, 01 MAY 2008 2-6

Volume 5
F. EMB-145 LR2 Model: Takeoff with Flaps 22º
54000
52000
30.1% 38.5%
50000
49823 lb
48000
46000
44000
42549 lb
42000
40000 39.5%
WEIGHT - lb
38000 37698 lb
36000
34000 34170 lb
32000
30000 29542 lb 29542 lb
28000
145FAA575B- 09JAN2006
12.0% 43.0%
27337 lb
26000
30.0%
24000
0 5 10 15 20 25 30 35 40 45 50 55
CG POSITION - %MAC
REV. 6, 01 MAY 2008 2-7

Volume 5
G. EMB-145 EP Model: Takeoff with Flaps 9º
REV. 6, 01 MAY 2008 2-8

Volume 5
H. EMB-145 EP Model: Takeoff with Flaps 22º
CENTER OF GRAVITY LIMITS

TAKEOFF WITH FLAPS 22°
50000
48000 26% 39.5%

MRW
43%
46000 MTOW
45414 lb
44000
42000 MLW
WEIGHT - lb
40000
MZFW
38000
36000
34000 34170 lb
32000
30000
28660 lb 28660 lb
28000
12%
145FAA576 - 18SEP2003
43%
26000 26455 lb
40%
24000
0 10 20 30 40 50 60
CG POSITION - %MAC
REV. 4, 13 AUG 2005 2-9

Volume 5
I. EMB-140 LR Model: Takeoff with Flaps 9º or 18º - Standard CG
REV. 4, 13 AUG 2005 2-10

Volume 5
J. EMB-135 LR Model: Takeoff with Flaps 9º or 18º - Standard CG
REV. 4, 13 AUG 2005 2-11

Volume 5
K. Loading
Individual Overhead Compartment Capacity.................. 60 lbs.*
Forward Closet Capacity .............................................. 154 lbs.*
* above weights are limiting unless placarded otherwise
Note: The floor loading placard in the forward closet will most
likely be significantly less than 154 pounds.
Aft Closet Capacities

Left Hand .................................................................. 77 lbs.
Right Hand ................................................................ 99 lbs.
Baggage Compartment Capacity
EMB -145/140 ....................................................... 2646 lbs.
EMB-135 ............................................................... 2205 lbs.
Note: The horizontal cargo restraint nets in the EMB 135/140/
145 are NOT required for cargo and baggage weights up
to 2182 lbs.
Only the amount of cargo and baggage that exceeds this

value must be secured by the cargo restraint net. The
remaining cargo and baggage (up to 2182 lbs.) may be
loaded on top of the net.
Cargo must not become a hazard to the airplane structure

or systems as a result of shifting under operational loads.
Sharp edges like wooden or metallic containers, or dense
cargo which weighs significantly more than typical pas-
senger baggage, must be placed under the cargo
restraint net to prevent shifting, even at weights lower
than 2182 lbs.
Baggage and cargo should be evenly distributed over the

baggage compartment to avoid load concentration.
The airplane must be loaded in accordance with the information

contained in the Weight and Balance Manual (WB-145/1161) or
approved Chautauqua Airlines Weight and Balance program.
REV. 4, 13 AUG 2005 2-12

Section 4 Airspeeds
Volume 5
L. Maneuvering Flight Load Factors
These corresponding accelerations limit the bank angle during
turns and limit the pull-up maneuvers.
FLAPS DOWN
LOAD FACTOR LIMIT FLAPS UP
(9°, 18°, 22° and 45°)
Positive 2.56 g 2.00 g
Negative -1.00 g 0g
M. Runway Limits
Runway Slope ...................................................... -2% TO +2%
Runway Surface Type ................................................... PAVED
Section 4 Airspeeds
A. Landing Gear Operation/Extended Speed (VLO and VLE)
VLO for retraction ........................................................ 200 KIAS
VLO for extension ........................................................ 250 KIAS
VLE ............................................................................. 250 KIAS
Note: VLO is the maximum speed at which the landing
gear can be safely extended and retracted.
Note: VLE is the maximum speed at which the airplane can be
safely flown with the landing gear extended and locked.
B. Minimum Control Speed
Refer to Section 9 - Performance for VMCA, VMCG and VMCL val-
ues of the EMB Manufacturer’s AFM located in the Program Man-
ager’s office at the Company’s Headquarters.
C. Windshield Wiper Operation
Maximum Airspeed for Wiper Operation..................... 170 KIAS
REV. 4, 13 AUG 2005 2-13

Section 4 Airspeeds
Volume 5
D. Maximum Operating Speed

40000
35000
MMO=0.78
30000
25000
ALTITUDE - FT
20000
VMO
15000
10000
5000
145CTA49 - 27JAN1997
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
AIRSPEED - KIAS
Note: The VMO/MMO may not be deliberately exceeded in any

regime of flight (climb, cruise, or descent).
REV. 4, 13 AUG 2005 2-14

Section 4 Airspeeds
Volume 5
E. Maneuvering Speed (VA)
VA ............................................................................... 200 KIAS
Note: Maneuvers that involve angle of attack near the stall or
full application of rudder, elevator, and aileron controls
should be confined to speeds below VA. In addition, the
maneuvering flight load factor limits, presented in this
Section, should not be exceeded.
F. Turbulent Air Penetration Speed
At or below 10,000 ft................................................... 200 KIAS
Above 10,000 ft.... 250 KIAS/0.63M (WHICHEVER IS LOWER)
G. Maximum Flap Extended Speed (VFE)
Flaps 9°....................................................................... 250 KIAS
Flaps 18°..................................................................... 200 KIAS
Note: The use of 18º of flaps is for TAKEOFF only. Selection
of 18º of flaps during any other phase of flight is not
permitted.
Flaps 22°..................................................................... 200 KIAS
Flaps 45°..................................................................... 145 KIAS
H. Authorized Types of Takeoffs
Flap EMB-145 EMB-145 EMB- EMB-

Setting LR/EP LR2 140 135
ALT T/O-1 ALT T/O-1 ALT T/O-1 ALT T/O-1
Flaps 9º
T/O T/O T/O T/O
Flaps 18º NA N/A T/O T/O
Flaps 22º T/O T/O NA NA
I. Tailwind
Maximum Takeoff and Landing Tailwind Component..........10kt
J. Demonstrated Crosswind
See Performance, Section 9, “Wind Components”
REV. 6, 01 MAY 2008 2-15

Section 5 Fuel
Volume 5
Section 5 Fuel
AIRPLANE MODEL LR EP
Maximum usable 5717 lbs 4600 lbs

quantity per tank (844.9 US Gal) (679.8 US Gal)
Unusable quantity 39 lbs 48 lbs
per tank (5.8 US Gal) (7.1 US Gal)
Maximum permitted imbalance between tanks ................... 800 lbs

Note: When the EICAS fuel quantity is zero in level flight,
any fuel remaining in the tanks cannot be used
safely in flight.
Note: Unusable fuel increases to 365 lb in the LR and 266 lb in
the EP in each tank if any of the associated electric fuel
pumps is inoperative.
Note: Fuel density may range from 6.550 to 6.770 lb/US Gal.
The values above have been determined for an adopted
fuel density of 6.767 lb/US Gal.
Note: When performing pressure refueling, the usable fuel
quantity in each tank is reduced by 89 lbs (13.2 US Gal)
maximum in the LR and 53 lbs (7.9 US Gal) maximum in
the EP.
Note: Fuel Specification
Brazilian Specification ..................................................... QAV1
ASTM Specification ............................ D1655-JET A and Jet A1
American Specification ................................ MIL-T-83133A-JP8
A. Fuel Tank Temperature
Minimum ............................................................................-40°C
Maximum ............................................................................52°C
Note: If fuel does not contain an icing inhibitor, the temperature
of fuel leaving FCOC must be above 4ºC (refer to FUEL
LOW TEMPERATURE Procedure).
REV. 6, 01 MAY 2008 2-16

Section 6 Auxiliary Power Unit
Volume 5
Section 6 Auxiliary Power Unit
A. Operational Limits
Sunstrand Sunstrand
APU MODEL
T-62T-40C11 T-62T-40C14
PARAMETER MIN MAX MIN MAX
TEMPERATURE -54°C - - -
ALTITUDE FOR START - 25,000 ft - 30,000 ft.
ALTITUDE FOR - 37,000 ft - 37,000 ft

OPERATION
ROTOR SPEED - 108% - 108% (1)
EGT:
- START - 884°C - 884°C
- CONTINUOUS - 680°C (2) - 680°C (2)
BATTERY TEMPERA- -20ºC - -20ºC -

TURE FOR APU START
Note: (1) The APU Model T-62T-40C14 will automatically

shut down at 104% rotor speed.
Note: (2) The APU EGT may be exceeded up to 717°C for

a maximum of 5 minutes.
Note: Refer to Fuel Tank Temperature limitations for other

APU starting related limits.
B. APU Starter Limits

Cooling period between each starting event:
After first attempt ..................................... 60 SECONDS OFF
After second attempt................................ 60 SECONDS OFF
After third attempt ...................................... 30 MINUTES OFF
REV. 5, 15 FEB 2006 2-17

Section 7 Power Plant
Volume 5

A. Engines
Two Rolls-Royce (Allison) Engines AE3007A series.
B. Starter Limits
1. On the Ground:
Starting or
Dry Motoring: ....... Up to 5 MINUTES ON, 5 MINUTES OFF
OR
First to Fourth Cycles..........1 MINUTE ON, 1 MINUTE OFF
Following Cycles.............. 1 MINUTE ON, 5 MINUTES OFF
2. In Flight:
Maximum Continuous Operation Time: ..... 5 MINUTES ON
Note: No cool-down time is required should an inflight start be
re-attempted.
C. Automatic Takeoff Thrust Control System (ATTCS)
ATTCS must be armed for takeoffs using T/O or ALT T/O-1
modes.
D. Takeoff Thrust Mode
Only T/O and ALT T/O-1 modes are allowed for takeoff.
Using T/O RSV is not permitted for a two engine takeoff.
E. Thrust Reversers
Thrust reversers are intended for use during rejected takeoff or
landing only. Do not attempt a go-around procedure after deploy-
ment of the thrust reversers following a landing.
F. Engine Warm-Up and Cool-Down Limitations
Prior to takeoff, the engines must be allowed to run at idle or taxi
thrust to stabilize the engine temperature before takeoff thrust is
set. Before a takeoff is attempted, the engines must run at idle or
taxi thrust for 4 minutes for cold engines or 2 minutes for warm
engines.
Note: The engine is considered cold if it has been shutdown for
more than 90 minutes.
The engines must run for at least 2 minutes at idle or taxi thrust
prior to engine shutdown.
REV. 6, 01 MAY 2008 2-18

Volume 5
G. Operational Limits
1. AE3007A1/3 and A1P Engines
PARAMETER (6) MIN MAX
N1: - 100%
N2: - 102.4%
ITT:
- START - 800°C
- TAKEOFF MODES (1) - 948°C
- MAX CONTINUOUS (2) - 901°C
OIL PRESSURE:
- BELOW 88% N2 34 psi 110 psi (3)(7)
- AT OR ABOVE 88% N2 50 psi (8) 110 psi (7)
OIL TEMPERATURE: 21°C (4) 126°C
FUEL TEMPERATURE: -54°C 52°C
VIBRATION (LP & HP SPOOL) - in AMBER Range (5)
Note: (1) Takeoff thrust mode is time limited to 5 minutes.

Note: (2) Max Continuous thrust mode is for single engine
operation only.
Note: (3) May be exceeded during starts if oil temperature
is below 21°C. The engine must remain at IDLE
until the oil pressure is less than 110 psi.
Note: (4) Minimum oil temperature for starting is -40°C
Note: (5) Vibration in the AMBER range below 2.5 inches
per second (IPS) is time limited to 5 minutes
during the takeoff or go-around phases or to 10
seconds during the remaining flight phases.
Note: (6) If any engine limitation is exceeded, the peak
must be written up in the logbook.
Note: (7) Operation in oil pressure amber range 111 and
115 psi in all operational modes time limited to 5
minutes, or between 116 and 155 psi in all
operational modes time limited to 2 minutes.
Total time above 110 psi may not exceed 5
minutes.
Note: (8) While this is an abnormal condition, operation
between 50 and 34 psi is permitted during takeoff
and go-around phases.
REV. 6, 01 MAY 2008 2-19

Section 8 Operation In Icing Conditions
Volume 5
Section 8 Operation In Icing Conditions

Minimum Temperature for
Manual Anti-icing Operation ......................................... -40°C*
*There is no temperature limitation for anti-icing system automatic operation.
Maximum Temperature for Anti-icing Operation..............10°C
Holding configuration:
Landing Gear ...............................................................UP
Flaps ............................................................................UP
Minimum Airspeed ............................................ 200 KIAS
Note: (1) Use Static Air Temperature (SAT) on ground or
for takeoff operations and Total Air Temperature
(TAT) for operations in flight.
Note: (2) Icing conditions may exist whenever the Static Air
Temperature (SAT) on the ground or for takeoff,
or Total Air Temperature (TAT) inflight, is 10°C or
below and visible moisture in any form is present
(such as clouds, fog with visibility of one mile or
less, rain, snow, sleet, and ice crystals).
Note: (3) Icing conditions may also exist when the SAT on
the ground and for takeoff is 10°C or below when
operating on ramps, taxiways, or runways where
surface snow, ice, standing water, or slush may
be ingested by the engines, or freeze on engines,
nacelles, or engine sensor probes.
CAUTION: On the ground, do not rely on visual icing evidence or

ice detector actuation to turn on the anti-icing system.
Use the temperature and visual moisture criteria as
specified above. Delaying the use of the anti-icing
system until ice build-up is visible from the cockpit may
result in ice ingestion and possible engine damage or
flame-out.
CAUTION: Do not use the APU Bleed as pneumatic source for Anti-
icing System.
REV. 6, 01 MAY 2008 2-20

Section 9 Electrical
Volume 5
Section 9 Electrical
Maximum load on main generator ................................. 400 A
Maximum load on APU generator:
up to 30,000 FT ....................................................... 400 A
above 30,000 FT ..................................................... 300 A
Maximum battery temperature........................................ 70°C
Section 10 Pneumatic, Air Conditioning and Pressurization

A. Pressurization
Maximum differential pressure......................................7.8 psi
Maximum differential overpressure ..............................8.1 psi
Maximum differential negative pressure .....................-0.3 psi
Section 11 Flight Controls

A. Electromechanical Gust Lock System
WARNING: Immediately prior to each takeoff when the gust lock
lever is set to the unlocked position, the elevator
movement must be checked. This check must be
performed no sooner than ten (10) seconds after
positioning the gust lock lever to the fully forward
unlocked position by moving the control column from
the full up stop and to the full down stop and back to
the full up stop.
B. Flaps
Maximum Altitude for Flap Extension ..................... 20,000 ft.
C. Pitch Trim
Maximum Airspeed after Takeoff / During Climb
without retrimming ................................................... 160 KIAS
REV. 6, 01 MAY 2008 2-21

Section 12 Navigation and Communication Equipment
Volume 5
Section 12 Navigation and Communication Equipment

A. Radar
Do not operate weather radar during refueling, near fuel spills or
people.
B. Attitude and Heading Reference System
1. Airplane must not be moved until all attitude and heading
information presented on the PFD is valid.
2. For AH-900 AHRS version, the following limits are applicable:
a. Maximum latitude for alignment – 78.25° Northern and
Southern
b. AHRS alignment will complete only after a valid aircraft
present position (latitude and longitude) is received from
the FMS
c. Time to Alignment:
REV. 6, 01 MAY 2008 2-22

Section 13 Enhanced Ground Proximity Warning
Volume 5 System (EGPWS)
d. The airplanes may not be operated within the North and

South magnetic polar cut-out regions below:
MAGNETIC CUT-OUT
LATITUDE LONGITUDE
REGIONS
North Between 70°N and Between 80°W and

82°N 135°W
North of 82°N Between 0° and 180°W/E
South Between 60°S and Between 118.5°E and
82°S 160°E
South of 82°S Between 0° and 180°W/E
Note: Within the magnetic polar cutout regions AHRS heading

data is not available.
Section 13 Enhanced Ground Proximity Warning System

(EGPWS)
The following limitations are applicable to the Enhanced Ground
Proximity Warning System (EGPWS):
1. The Allied-Signal Enhanced Ground Proximity Warning
System Pilot’s Guide, Document Number 060-4241-000,
March 1997 edition (or later revision of the manual) or FAA
accepted Operating Manual, must be immediately available to
the flight crew.
2. Allied-Signal Application Software version 202 and
Configuration Software version 202 or later must be installed.
3. Navigation is not to be predicated on the use of the Terrain
Awareness Display.
4. The EGPWS data base, displays, and alerting algorithms
currently do not account for man made obstructions.
REV. 6, 01 MAY 2008 2-23

Section 13 Enhanced Ground Proximity Warning
Volume 5 System (EGPWS)
5. Pilots should inhibit the Terrain Awareness Alerting and

Display function by pressing the TERRAIN SYS OVRD button
when within 15 nm of takeoff, approach, or landing at an
airport when any of the following conditions apply:
a. The airport has no approved instrument approach proce-
dure.
b. The longest runway is less than 3500 ft in length.
c. The airport is not included in the Allied-Signal data base.
6. Terrain Display must be inhibited when using QFE altimeter
settings.
7. Pilots are authorized to deviate from their current Air Traffic
Control (ATC) clearance to the extent necessary to comply
with an EGPWS warning.
8. The Terrain Display is intended to be used as a situational tool
only and may not provide the accuracy and/or fidelity on which
to solely base terrain avoidance maneuvering.
9. In the event that accuracy of the airplane position data from
the FMS becomes inadequate for navigation (Dead
Reckoning Mode), the Terrain Awareness Alerting and
Display functions must be inhibited. This will not affect the
basic GPWS functions (modes 1 to 7). If the FMS is restored
after a period of inadequacy, the Terrain Awareness may be
enabled by pressing again the TERRAIN SYS OVRD button.
10. In case of a conflict between the terrain alerts and an auto-
popped-up picture, pilots must check the sweeping marker
movement on the horizontal line below the terrain picture. If
the marker is frozen, the MFD terrain indication must be
deselected on the MFD bezel panel.
11. In case of a conflict between the terrain alerts and an auto-
popped-up picture, pilots must check the MFD 2 terrain
information. If the terrain picture bus fail is not annunciated
(TERR amber annunciation), the MFD 2 must be used as
terrain picture reference.
REV. 6, 01 MAY 2008 2-24

Section 14 Autopilot
Volume 5
Section 14 Autopilot
1. Minimum Altitude During ILS Approach ................... 200 ft.
2. Minimum Engagement Height .................................. 500 ft.
3. Autopilot coupled approaches are approved down to 200 ft
AGL.
4. Descent below Minimum Decision Altitude on a non-precision
approach with autopilot engaged is prohibited.
5. Single engine go-around with autopilot engaged is prohibited.
6. Approach mode selection during localizer capture is allowed
only when airplane is inbound.
Note: Coupled go-around height loss is 75 ft.
Note: Coupled Go-Around Height Loss may be 95 feet on the
EMB-140.
Section 15 Integrated Standby Instrument System (ISIS):

1. Maximum duration of ISIS when operating on batteries is only
40 minutes.
Note: The maximum duration of battery power can be
extended to 45 minutes if the Pitot 3 Sensor Heating
Button is turned off when not operating in icing
conditions.
2. Airplane must not be moved during power-up initialization.
3. Do not cage attitude in turning flight.
4. Do not cage the ISIS instrument after flight.
REV. 6, 01 MAY 2008 2-25

Section 16 Oxygen
Volume 5
Section 16 Oxygen
A. Minimum Oxygen Pressure for Dispatch
Crew comprising pilot and copilot................................ 1,100 psi
Crew comprising pilot, copilot, and observer............... 1,500 psi
Note: The minimum oxygen pressure for dispatch was
calculated at an ambient temperature of 70ºF (21ºC).
For other temperatures, refer to the Oxygen Pressure
Correction chart as a function of the cylinder
compartment temperature.
B. Cabin Portable O2 Bottles
Minimum dispatch pressure.......................................... 1200 psi
REV. 6, 01 MAY 2008 2-26

Section 17 Ozone Concentration
Volume 5
The tables below show the airplane altitude limitations due to
ozone concentration in atmosphere.
Note: (1) These tables are based on FAA ADVISORY
CIRCULAR 120.38.
Note: (2) The tables show altitude limitations calculated for
constant ozone concentration, cabin stabilized at
8000 ft, and both recirculation fans turned on.
Note: (3) For conditions other than those specified in the
Note (2) above, an optimized flight plan must be
approved by regulatory agencies.
Note: (4) For longitudes, the following apply:
W = Western
E = Eastern
Reference = 100°W longitude.
A. North America - Maximum Ozone Criteria
FLIGHT
LEVEL JAN FEB MAR APR MAY JUN
LATITUDE W E W E W E W E W E W E
80°N - 330 - 330 - 320 - 320 - - - 340
75°N - 330 - 330 - 330 - 320 - 320 - 340
70°N - 350 - 330 - 330 - 330 - 320 - 340
65°N - 360 340 330 330 340 330 330 330 330 340 350
60°N - - 360 350 340 340 330 330 340 330 350 350
55°N - - - 360 350 350 340 340 340 340 350 -
50°N - - - - - 360 340 350 340 350 - -
45°N - - - - - - 360 360 360 - - -
40°N - - - - - - - - - - - -
35°N - - - - - - - - - - - -
FLIGHT
LEVEL JUL AUG SEP OCT NOV DEC
80°N - 350 - - - - - - - - - -
75°N - 360 - - - - - - - - - -
70°N - - - - - - - - - - - -
65°N 360 - - - - - - - - - - -
60°N 360 - - - - - - - - - - -
55°N - - - - - - - - - - - -
50°N - - - - - - - - - - - -
45°N - - - - - - - - - - - -
40°N - - - - - - - - - - - -
35°N - - - - - - - - - - - -
REV. 6, 01 MAY 2008 2-27

Volume 5
B. North America - Time Weighted Average (TWA) Ozone

Criteria
NOTE: Values below are the altitude limitations which the airplane is
allowed to fly more than 3 continuous hours.
FLIGHT
LEVEL JAN FEB MAR APR MAY JUN
80°N - 290 - 290 - - - - - - - 270
75°N - 290 - 290 - 270 - 270 - - - 270
70°N - 300 - 290 - 270 - 270 - - - 290
65°N 320 310 310 270 310 290 300 270 270 270 310 290
60°N 330 310 310 290 310 300 290 270 270 270 310 290
55°N 340 310 330 300 310 300 290 290 290 290 310 300
50°N 350 320 350 310 320 310 270 290 290 290 310 320
45°N 350 330 320 320 320 320 290 310 310 310 330 330
40°N 340 350 - 320 320 330 310 310 330 330 350 350
35°N - - - - 350 - - 350 - 350 - -
30°N - - - - - - - - - - - -
FLIGHT
LEVEL JUL AUG SEP OCT NOV DEC
80°N - 270 - 310 - 310 - 310 - 300 - 310
75°N - 290 - 330 - 320 - 310 - 310 - 310
70°N - 290 - 330 - 330 - 320 - 310 - 310
65°N 310 310 340 340 350 330 330 330 350 310 330 310
60°N 310 320 340 350 350 350 330 330 350 310 330 320
55°N 310 320 340 350 - 350 350 350 350 330 350 330
50°N 320 330 340 350 - - - - 350 350 - 350
45°N 330 350 - - - - - - - - - 350
40°N - - - - - - - - - - - 350
35°N - - - - - - - - - - - -
30°N - - - - - - - - - - - -
REV. 6, 01 MAY 2008 2-28

Section 18 Flight Management System (FMS)
Volume 5
A. Honeywell SPZ-2000
1. General
a. The Honeywell Flight Management System (FMS) Pilot’s
Operating Manual, Honeywell Publication Number A28-
1146-122-00, August, 1997 edition (or later revision of the
manual) or FAA accepted Operating Manual, must be
immediately available to the flight crew whenever naviga-
tion is predicated on the use of the FMS. (see AOM 2)
b. The software status stated in the Pilot’s Manual must
match that displayed on the FMS Control Display Unit
(CDU). Honeywell software version NZ4.8 (or later
approved version) must be installed.
c. Operation above 72º 30.0’ north latitude and below 59º
30.0’ south latitude is prohibited due to unreliable magnetic
heading.
d. The FMS is approved for those oceanic and North Atlantic
(NAT) Minimum Navigation Performance Specification
(MNPS) routes requiring only a single FMS and a single
GPS in accordance with AC 20-130A.
e. The airplane must have other navigation equipment
installed and operating, appropriate to the route of flight.
2. Pilot Procedures
a. The pilot monitoring will back up the FMS system utilizing
conventional radio navigation whenever possible.
b. The pilot must check for leg gaps in the Flight Plan Display
on the EFIS and input waypoints to fill in any gaps as
necessary.
c. IFR enroute and terminal navigation is prohibited unless
the pilot verifies the currency of the data base or verifies
each selected waypoint for accuracy by reference to
current approved data.
d. The fuel flow and fuel used presented on the FMS are
supplementary information only. The flight crew must use
fuel information primarily from the MFD and EICAS
display.
REV. 6, 01 MAY 2008 2-29

Volume 5
e. Coupled FMS vertical guidance is not available. Therefore,

during FMS operation with Autopilot coupled, the pilot
must use the Flight Guidance Controller for vertical control.
Advisory vertical guidance is available only in descent.
f. During oceanic, North Atlantic (NAT) Minimum Perfor-
mance Specification (MNPS), enroute and terminal area
operation with DR or DGR annunciated on the PFD, the
flight crew must verify the FMS position using VOR/DME
raw data or other appropriate means.
g. The FMS approaches and missed approaches are prohib-
ited.
B. Universal UNS-1k
1. General
a. The Universal UNS1 Operator's Manual, Report
2423vs603, January 98 edition (or later revision of the
manual) or FAA accepted Operating Manual, must be
immediately available to the flight crew whenever naviga-
tion is predicated on the use of FMS. The software status
stated in the Operator's Manual must match that displayed
on the FMS Control Display Unit (CDU)
b. Universal FMS Software version 603.0 (or later approved
version) must be installed.
c. Operation above 73º north latitude and below 60º south
latitude is prohibited due to unreliable magnetic heading.
d. The airplane must have other navigation equipment
installed and operating, appropriate to the route of flight.
2. Pilot Procedures
a. VNAV is advisory only, and the aircraft altimeter will be the
primary source of altitude information at all times.
b. Approaches, using the FMS for guidance, are prohibited.
c. When conducting FMS guided missed approach proce-
dures, autopilot coupled operation is prohibited until the
flight crew has established a rate of climb that ensures all
altitudes requirements of the procedure will be met.
REV. 6, 01 MAY 2008 2-30

Section 19 Domestic Reduced Vertical Separation
Volume 5 Minimum (DRVSM) Minimum Equipment Required
d. When an alternate airport is required by the applicable

operating rules, the alternate airport must be served by an
approach based on a navigation aid other than GPS. The
navigation aid must be operational and the aircraft must
have operational equipment capable of using that naviga-
tion aid.
e. IFR enroute and terminal navigation is prohibited unless
the pilot verifies the currency of the database or verifies
each selected waypoint for accuracy by reference to
current approved data.
f. The fuel flow and fuel used presented on the FMS are
supplementary information only. The flight crew must use
fuel information primarily from MFD and EICAS display.
g. Coupled FMS vertical guidance is not available. There-
fore, during FMS operation with Autopilot coupled, the pilot
must use the Flight Guidance Controller for vertical control.
Advisory vertical guidance is available only in descent.
h. FMS PVOR outbound function is prohibited.
i. FMS missed approach using the CDU mode Select
Buttons is prohibited.
Section 19 Domestic Reduced Vertical Separation Minimum

(DRVSM) Minimum Equipment Required
The EMB-145 family requires a defined set of equipment that must
be operational prior to operations within DRVSM airspace. All of
the following equipment must be in proper operating condition
before dispatching into DRVSM airspace.
Note: For the purposes of this document, DRVSM=RVSM.
The “D” represents “Domestic” and refers to RVSM
operations in the United States.
Minimum Equipment For RVSM
- 2 Primary Altitude Measurement Systems;
- 1 Autopilot with Altitude Hold Mode operative;
- 1 Altitude Alerter;
- 1 Transponder
If any of this minimum equipment becomes inoperative while
enroute, the pilot will notify ATC and request an altitude below FL
290.
Note: Standby Instruments can not be used for RVSM
operations.
REV. 6, 01 MAY 2008 2-31

Section 20 Tolerances between Altimeter Indications
Volume 5

A. General Description
1. The pitot/static systems supply dynamic and static pressures
to the pilot’s and copilot’s instruments. These systems also
supply information to other equipment whose operation is
based on the total air and atmospheric information.
2. For the EMB-145, ERJ-140 and EMB-135 models, there are
two pitot probes, four static probes and one pitot static probe.
Pitot probes 1 and 2 and the static ports send information to
ADC’s 1 and 2. The third (auxiliary) pitot probe sends
information directly to the standby indicators.
3. The standby altimeter system is a back-up navigation source
to be used in the event of a total loss of the primary source
(ADC). The differences between the readings of ADC 1 and
2 altimeters and between these and the standby system
altimeter, with the airplane on ground or in flight, can occur
due to a number of reasons and may vary with altitude,
airspeed and airplane configuration. In addition, the static port
for the standby system and the static port for the primary
system are located in different positions.
B. Additional Parameters
1. The new criterion, adopted by Embraer, considers additional
parameters, as follows: measurement errors, installation
deviations, internal and skin waviness distortions and airplane
sideslip condition that bear an influence on data variations
when comparing the two systems. The new range of values is
applicable to both the Integrated Standby Instrument System
and the Conventional Standby System.
C. Maximum Acceptable Difference between Altimeters
1. For all EMB-145, ERJ-140 and EMB-135 models, the
maximum acceptable difference between both ADC altimeter
indications and between the ADC altimeters and the Standby
System are as shown in the table on the next page.
2. To proceed with the comparison between altimeter
indications, the following conditions must be achieved:
- Airplane leveled (+/- 50 feet of tolerance);
- Speed stabilized (+/- 5 knots of tolerance);
- Comparison started 15 seconds after leveling and
stabilizing the airplane.
Note: Autopilot use is recommended.
REV. 6, 01 MAY 2008 2-32

Volume 5
3. Maximum Acceptable Difference between Altimeters
Table
MAXIMUM
MAXIMUM
DIFFERENCE
DIFFERENCE
BETWEEN PILOT
ALTITUDE BETWEEN PILOT
OR COPILOT’S
(ft) AND COPILOT’S
STANDBY
ALTIMETER
ALTIMETER
(ft)
(ft)
0 50 150
5000 60 200
10000 60 280
15000 70 320
20000 70 500
25000 100 600
30000 120 750
35000 150 750
37000 160 750
39000 180 800
4. Differences greater than the values in the table must be

verified by maintenance checks.
5. In flight, if a discrepancy is reported between the values
shown in the table, a double check must be performed using
the previous and the next referenced altitude level.
REV. 6, 01 MAY 2008 2-33

Section 21 Intrusion Resistant Cockpit Door
Volume 5
Section 21 Intrusion Resistant Cockpit Door

A. Operating Limitations
1. An operational check of the cockpit door must be
accomplished once each flight day.
2. The cockpit door must be kept closed and locked at all times
during flight except to permit access and egress in
accordance with the FAA approved procedure (see GOM
Chapter 2) for opening, closing and locking the door.
3. Any time the cockpit door is opened in flight, a challenge-and-
response closing and locking verification procedure must be
used to verify that the door is closed and locked.
4. Any time one of the required flight crew leaves the cockpit
another crewmember must remain in the cockpit to ensure the
leaving flight crewmember is not locked out of the cockpit.
REV. 6, 01 MAY 2008 2-34

Section 22 PRIMUS II Radios
Volume 5
A. Flight Limitations with regards to the Instrument Landing
System (ILS)
1. When crossing the Outer Marker on the glideslope, the
altitude must be verified with the value on the published
procedure.
2. For aircraft with a single operating glideslope receiver, the
approach may be flown using normal procedures no lower
than Localizer Only Minimum Descent Altitude (MDA).
3. For aircraft with two operating glideslope receivers, the aircraft
may be flown to the published minimums for the approach
using normal procedures if both glideslope receivers are
tuned to the approach and both crew members are monitoring
the approach using independent data and displays.
REV. 6, 01 MAY 2008 2-35

Volume 5
REV. 4, 13 AUG 2005 2-36

Section
Volume 5
Chapter 3
Normal Checklists
This chapter contains copies of the laminated checklists found in

each cockpit. The flight crew can use the POH checklists in case
the laminated checklists are lost or unusable.
Included in this Chapter are:
• Exterior Inspection Checklist
• Normal Checklist
• Mandatory Briefing Guides
• Generic Holdover Time Tables
REV. 6, 01 MAY 2008 3-1

Section
Volume 5
REV. 4, 13 AUG 2005 3-2

Section 1 Exterior Inspection Checklist
Volume 5
REV. 6, 01 MAY 2008 3-3

RIGHT WING Rear Electronic Compartment Fuel Tank NACA Vent..................No Obstructions
Access Door .........................Closed & Secured Refueling Valve Vent....................No Obstructions
Right Fuselage, Windows, Cabin Air Outflow Vent. ............... No Obstructions Direct Measuring Sticks ........................... Secured
Emergency Exits .....................Check Condition APU Air Inlet. ............................... No Obstructions Wing De-ice Vents .......................No Obstructions
Refueling Panel ........................ Closed & Secured APU Starter-Generator Inlet Left Main Gear ............................ Check Condition
ECU Pack Inlets & Vents............. No Obstructions & Exhaust Vent ......................... No Obstructions
Left Leading Edge ....................... Check Condition
Ldg & Insp Lights.... Check Condition & Operation APU Compartment Vent ............ No Obstructions Left Engine Intake and Fan ......... Check Condition
Emergency Light .........................Check Condition APU Exhaust Outlet..................... No Obstructions
Volume 5
Ldg & Insp Lights ....Check Condition & Operation

Right Engine Intake and Fan.......Check Condition
TAIL Emergency Lights ....................... Check Condition
Right Leading Edge .....................Check Condition
ECU Pack Inlets & Vents .............No Obstructions
Right Main Gear ..........................Check Condition Horizontal Stabilizer.................... Check Condition
Left Fuselage, Windows,
Wing De-Ice Vents ...................... No Obstructions Elevators & Trim Tabs ................ Check Condition
& Emergency Exits................... Check Condition
REV. 6, 01 MAY 2008

Direct Measuring Sticks............................Secured Rudders ...................................... Check Condition
Static Wicks (11) ..........................................Check END OF EXTERIOR INSPECTION
Refueling Valve Vent ................... No Obstructions
Fuel Tank NACA Vent ................ No Obstructions Logo, Nav &
Vortilons (4) .................................Check Condition Strobe Lights........ Check Condition & Operation
Wingtip Nav & LEFT REAR FUSELAGE
Strobe Lights. ...... Check Condition & Operation
Cargo Door ................................. Check Condition
Static Wicks (5)............................................ Check
Left Pressurization Static Port ..... No Obstructions
Overwing Vortex
Generators (12) .......................Check Condition Engine Pylon & Left Rear
Fuselage .................................. Check Condition PRE-DEICING/ANTI-ICING CHECK
Aileron & Flaps. ...........................Check Condition
Engine Nacelle............................ Check Condition
Spoilers................ Check Condition and Retracted Parking Brake........................................ SET CA
Generator Inlets & Vents ............. No Obstructions
Right Main Gear .........................Check Condition Engines ............................................... “____” CA
Nacelle Drain Ports...................... No Obstructions
Wheels & Tires ............................Check Condition Gust Lock .................................... ENGAGED CA
Gear Pin .................................................Removed LEFT WING Doors.............................................. CLOSED CA
Gear Uplock............................................ Unlocked Flaps......................................................... UP CA
Hydraulic Service Panel............Closed & Secured
Brake Wear Indicators ................................. Check Pitch Trim .............................................. 4 UP CA
Left Main Gear ............................ Check Condition
Exterior Inspection Checklist (Page 2)
Right Hydraulic Service Panel.. Closed & Secured APU ..................................................... “____” CA
Wheels & Tires ........................... Check Condition
RIGHT REAR FUSELAGE Brake Wear Indicators .................................Check Bleeds .................................................... OFF CA
Gear Pin................................................. Removed Packs 1 & 2 ............................................ OFF CA
Toilet Service Door .................. Closed & Secured
Gear Uplock ............................................Unlocked Pre-Deicing/Anti-Icing Check Complete
Potable Water Service Door..... Closed & Secured
Spoilers ................Check Condition and Retracted POST-DEICING/ANTI-ICING CHECK
Engine Pylon & Right Rear
Fuselage...................................Check Condition Ailerons & Flaps.......................... Check Condition
Overwing Vortex Bleeds ................................................. OPEN CA
Engine Nacelle ............................Check Condition
Generators (12) ....................... Check Condition Packs 1 & 2 ......................................... OPEN CA
Generator Inlets & Vents ............. No Obstructions
Static Wicks (5) ............................................Check Ice Detect Override Knob.....AUTO (or) ENG CA
Nacelle Drain Port ...................... No Obstructions
Wingtip Nav & Pitch Trim ............................................ “____” CA
Thrust Reverser Panels...............Check Condition
Strobe Lights........ Check Condition & Operation Flaps.................................................... “____” CA
Right Pressurization Static Port... No Obstructions
Vortilons (4)................................. Check Condition Post-Deicing/Anti-Icing Check Complete
-4- -5- -6-

3-4
Section 2 Normal Checklist
Volume 5
REV. 6, 01 MAY 2008 3-5

SINGLE ENGINE AFTER START CHECK CLIMB CHECK LANDING CHECK
External Power ............................REMOVED CA Landing Gear ............................................UP PM Flight Attendant ............................ NOTIFIED PM
Electrical Panel/Shed Bus CHECKED/OVRD CA Flaps .........................................................UP PM Speed Brake ........................................CLSD PF
T/O Data & Bugs .................................... SET CA Thrust Rating ..........................................CLB PM Landing Gear .........DOWN, THREE GREEN PF
FADECs...........................RESET/ALTN/SET CA Pressurization .............................. CHECKED PM .VERIFIED PM
Hydraulic Pumps ................................. AUTO CA Bleeds & Packs.......................................SET PM Flaps......................................................... 45º PF
Ice Panel................................................. SET CA Exterior Lights ..............................REDUCED PM
Air Conditioning ...................................... SET CA Flight Attendant.............................NOTIFIED PM Landing Check to the Line
Volume 5
APU ........................................................OFF CA Climb Check Complete Yaw Damper / Autopilot ......................... OFF PF
Flight Guidance .................................... "___" CA
Altimeters......... "___" SET LEFT & CENTER CA Landing Check Complete
. "___" RIGHT & CROSS-CHECKED FO CRUISE CHECK
Trims............................................... "___" UP CA
Thrust Rating ......................................... CRZ PF SHUTDOWN CHECK
REV. 6, 01 MAY 2008

Transponder ..........................................“___” CA
Fuel Balance ................................ CHECKED PF
Single Engine After Start Check Complete Parking Brake....................... SET/LIGHT ON CA
Altimeters ......... "___" SET LEFT & CENTER CA
"___" RIGHT & CROSS-CHECKED FO Thrust Levers ........................................ IDLE CA
DELAYED ENGINE AFTER START CHECK Gust Lock .................................... ENGAGED CA
Cabin Signs ........................................ “____” PF
Electrical Panel/Shed Bus CHECKED/AUTO CA Flaps......................................................... UP CA
Cruise Check Complete Transponder/RADAR ................ STBY/STBY CA
X-Feed....................................................OFF CA
APU ........................................................OFF CA Trims ......................................... THREE SET CA
FADECs...........................RESET/ALTN/SET CA Steering ................................. DISENGAGED CA
DESCENT CHECK Ice Panel ................................................ OFF CA
Thrust Rating .................. ALT T/O-1 (or) T/O CA
Windshield Heat....................................... ON PF Air Conditioning...................................... SET CA
Normal Checklist (Page 2)
Delayed Engine After Start Check Complete

Exterior Lights .......................................... ON PF Hydraulic Pumps .................................... OFF CA
BEFORE TAKEOFF CHECK Pressurization .............................. CHECKED PF Exterior Lights ........................................ NAV CA
Ldg Data & Speeds......... REVIEWED & SET PF Shed Bus............................................. OVRD CA
Takeoff Briefing ......................... COMPLETE PF Altimeters ......... "___" SET LEFT & CENTER CA GPU/APU ............................................ “____” CA
¹Ice Protection Test ..................... COMPLETE CA "___" RIGHT & CROSS-CHECKED FO Start/Stop Selectors .............................STOP CA
Instruments.................................. CHECKED B Shoulder Harness ...................... FASTENED B Cabin Signs............................................ OFF CA
Flaps, Spoilers, Trim ....... "___" /CLSD/”___” CA
Descent Check Complete Shutdown Check Complete
Brakes & Temperatures .............. CHECKED B
EICAS.......................................... CHECKED CA
Gust Lock &
APPROACH CHECK TERMINATING CHECK
Flight Controls ......RELEASED & CHECKED FO
2
Flight Attendant ............................ NOTIFIED FO Descent Announcement ............COMPLETE PM Mechanical Stby Att. Indicator.......... CAGED CA
Before Takeoff Check Complete Approach Briefing ......................COMPLETE PF Emergency Lights .................................. OFF CA
X-Feed ................................................... OFF PF Avionics .................................................. OFF CA
2
LINE UP CHECK Cabin Signs ............................................. ON PF Video Master Switch............................... OFF CA
Radios............................ SET & IDENTIFIED PM GPU/APU ............................................... OFF CA
Min. Fuel................. "____" LBS REQUIRED FO Air Conditioning...................................... OFF CA
................. "____" LBS ON BOARD CA Approach Check Complete
Fuel Pumps ............................................ OFF CA
Transponder/Radar .... TA/RA/STBY (or) WX CA Shed Bus............................................. AUTO CA
Takeoff Config ............................. CHECKED CA Batteries ................................................. OFF CA
Exterior Lights......................................... SET CA NTSB REPORTABLE EVENT CHECK
Takeoff Runway...................................“____” CA Terminating Check Complete
HEADING “____” FO CVR Circuit Breaker (B-31) ..................PULL CA
Logbook Entries .........................COMPLETE CA
Line Up Check Complete
NTSB Reportable Event Check Complete
-4- -5- -6-

3-6
Section 3 Mandatory Briefings
Volume 5
A. EMB 145 JUMP SEAT BRIEFING
Welcome aboard. To deploy the jump seat for use, stand in the
cockpit facing the cockpit door. The jump seat is stowed behind
the First Officer’s seat. Raise the retaining ring and rotate the seat
90º clockwise. Ensure that the bar on the right side fits into it’s u-
shaped support. Disconnect the strap between the seat back and
bottom. Extend the back of the seat, placing the pins at the top of
the seat back into the slots on either side of the door frame.
The seat belt and shoulder harness are to be worn at all times
while occupying the jump seat.
Observe sterile cockpit procedures during critical phases of flight
(all operations below 10,000 feet except cruise flight).
There is a set of smoke goggles in a compartment to your right
(when seated). Also on the right is an oxygen mask for your use.
To use the mask, grab the red tabs, pull out the mask, and while
holding the red tabs together place the harness over your head.
Releasing the red tabs will allow the harness to constrict, securing
the mask to your face.
In the event of an emergency landing, if there is a seat available,
time permits, and the crew does not need your assistance, you will
be instructed to stow the jump seat and occupy a regular passen-
ger seat in the cabin. Otherwise, after an emergency landing,
when the aircraft has come to a stop, stow the jump seat and
assist the passengers in deplaning.
If, for any reason, the cockpit door cannot be opened or the cabin
is inaccessible, follow a crewmember through one of the cockpit,
side window emergency exits. An escape rope is located above
each window exit.
REV. 6, 01 MAY 2008 3-7

Volume 5
B. EMB 145 Jumpseat Briefing Card
REV. 6, 01 MAY 2008 3-8

Volume 5
C. Operation of the Intrusion Resistant Cockpit Door
1. Normal Operation
To secure the door before taxi and during flight, slide the Slam
Latch into the locked position.
a. Should anytime during flight one of the flight crew leave the
cockpit, the other crewmember will lock the door when they
are gone and verify it is locked. For the crewmember to
leave or return to the cockpit, use the Company approved
challenge-and-response procedure.
b. The Deadbolt Lock is for use by maintenance only. A key
will operate it from the cabin side. From the cockpit side, it
operates by turning the lock handle 90 degrees. (See
placard by handle on cockpit side of door) DO NOT LOCK
THE COCKPIT DOOR WHEN LEAVING THE AIRCRAFT.
2. Emergency Operation
Emergency Egress Procedure can be used in case the door is
jammed and unable to open normally. You will have to go
through the “Blowout Panel”.
a. First stow the Observer seat if it is deployed.
b. Remove Pressure Sensitive Latch cover. This is located at
the bottom of the door and is secured by Velcro.
c. The bottom retainer which secures the Blowout Panel in
place with the Pressure Sensitive Latch needs to be
rotated either clockwise or counter-clockwise so that the
panel is no longer restricted by the Pressure Sensitive
Latch tongue.
d. Now pull on the Egress Handle Assembly at the top of the
Blowout Panel (This will disengage the pins holding the
panel). Put your other hand on the lower panel strap for
support.
e. Pull and rotate the panel towards the cockpit about 15
degrees so the panel will then slide out.
f. Place the panel on the cockpit floor and exit through the
opening.
g. There is a placard on the Blowout Panel below the top
strap outlining this procedure.
In the event the crew is trapped in the cockpit or incapacitated,
rescue personnel can enter the door using normally available
non-powered hand-carried tools.
REV. 6, 01 MAY 2008 3-9

Volume 5
3. Intrusion Resistant Cockpit Doors Layout
REV. 6, 01 MAY 2008 3-10

Volume 5
D. CREW BRIEFING
• Crewmember Verification and Introduction
• Required Documents
- ID, Passport
- Current Manual Revision Status
• Security Briefing
- Pre- and post-flight Cabin Security checks
- Challenge-and-Response procedure and Code Word
for opening the cockpit door during flight
- Armed Persons on board (FAM, LEO, FFDO).
• Flight Deck Entry/Exit Procedures
- Cockpit door, ACM jumpseat and ACM oxygen mask
- Cabin-to-Flight Deck Communications
- Alternate means of communication should the
interphone fail
• Operational Issues
- Estimated Time Enroute
- Delays
- Departure/Arrival Airport Specifics
- MEL’s that could affect cabin service
- Explanation of flight conditions
- Weather Turbulence
• Cabin Service
• Pilot Announcements
• Abnormal and Emergency Situations and
Evacuation Plan
• Optional items
- Logbook and Cabin Maintenance
- Any other Consideration
• Questions
Note: On subsequent flights, briefing items should be, but are
not limited to, expected flight time, enroute weather, and
turbulence.
REV. 6, 01 MAY 2008 3-11

Volume 5
1. Crew Briefing Cards
REV. 6, 01 MAY 2008 3-12

Volume 5
E. Washington National (DCA) Briefing
Departing TO and FROM DCA
• The pilots are not permitted to leave the flight deck
during the last hour of flight approaching DCA and the
first hour departing DCA for other than operational
emergency.
• The pilots must be given a briefing that includes all
new information available.
• The pilots must be given a briefing of any additional
procedures that are provided by Federal Aviation
Administration Air Traffic Control and Flight
Standards.
• Reinforce the requirement for all passengers to
remain seated during takeoff and landing when the
“FASTEN SEAT BELT” sign is on.
SENSITIVE SECURITY INFORMATION
WARNING: THIS DOCUMENT CONTAINS SENSITIVE SECURITY INFORMATION THAT IS CONTROLLED UNDER 49 CFR PART 1520. NO
PART OF THIS DOCUMENT MAY BE RELEASED TO PERSONS WITHOUT A NEED TO KNOW, AS DEFINED IN 49 CFR 1520, EXCEPT WITH
THE WRITTEN PERMISSION OF THE ADMINISTRATOR OF THE TRANSPORTATION SECURITY ADMINISTRATION, WASHINGTON, D.C.
20590. UNAUTHORIZED RELEASE MAY RESULT IN CIVIL PENALTY OR OTHER ACTION. FOR U.S. GOVERNMENT AGENCIES, PUBLIC
AVAILABILITY IS GOVERNED BY 5 U.S.C. 552.
REV. 6, 01 MAY 2008 3-13

Volume 5
F. RELEASE BRIEFING
All asterisk (*) items must be briefed while in the Cockpit.
• Authorized departure time (in Zulu Time) and date
• *Flight number
• Destination
• Takeoff and Destination Alternate/s as required
• *Minimum Fuel (MIN)
• *Aircraft tail number
- When the PIC reads aloud the N-Number from the flight
release, the SIC will verbally confirm the correct N-
Number from the aircraft placard.
• *Preferred Fuel (RAMP)
• Aircraft Equipment Code (e.g./G, /L, /W)
- The PIC is responsible to verify the aircraft status with
regard to RVSM operation.
• *Filed flight plan / ATC clearance / RNAV Procedure
- Special emphasis if ATC clearance is different than the
filed flight plan
• MEL/CDL (if any)
• Remarks
• Any remarks that affect the flight
• Verify proper crew
• Pertinent Weather and Notams
• Performance
REV. 6, 01 MAY 2008 3-14

Volume 5
G. TAKEOFF BRIEFING
• Pilot Flying
• Takeoff Speeds
• Acceleration Altitude
• Initial takeoff Clearance
• Initial Course and Altitude
• Departure Procedure
• MSA
• Verify Nav radios and altitude preselect are in agreement
with ATC clearance
• Verify Heading bug to runway heading
• Emergency Return Plan Consideration
• Change to the Chautauqua Standard Takeoff
• Additional Briefing Items
- For RNAV 1 DP with radar vectors to the first fix, brief
PM when to switch from HDG mode to NAV mode and
the Auto Pilot engagemnet altitude of 500 feet.
- For RNAV 1 DP with NO radar vectors to first fix, brief
and verify that the flight guidance is coupled to PF side,
TO Submode, NAV, and FMS selected on the Display
Controller Panel.
CAUTION: For RNAV Departures ensure that the correct departure
airport, active runway, RNAV DP and initial waypoints
are programmed correctly into the FMS.
- Rejected Takeoff considerations due to field length or
surface contamination
- Takeoff with less than landing minimums
- Takeoff alternate(s)
- 18º/22º Takeoff flap setting
• Initial pitch attitude and control forces of aircraft
during takeoff
• Flap retraction schedule
• Pitch attitude change during flap retraction
REV. 6, 01 MAY 2008 3-15

Volume 5
H. APPROACH BRIEFING
1. Approach Briefing - Instrument Approaches
The approach briefing must be tailored to the specific
approach situation and should include the items listed below
as appropriate.
• Specific approach to be flown (page number and date).
• NAV radio set up.
• Courses to be flown.
• Altitudes:
- Glideslope Intercept or FAF,
- DA / MDA,
- Airport Elevation and Touchdown Zone Elevation.
• Missed Approach.
- including the Acceleration Altitude (1000’ AGL).
• Applicable Notes.
• Minimum Safe Altitude (MSA).
• Timing.
• Notams.
• Callouts.
- Specify if visual or instrument callouts are expected from
the PM.
• Additional crew coordination items such as:
- Requesting the PM to select step-down altitudes in the
altitude preselector during a non-precision approach,
- Controlled Flight into Terrain (CFIT) items pertinent to
the approach being flown.
REV. 6, 01 MAY 2008 3-16

Volume 5
2. Approach Briefing - ILS/LDA PRM Approaches
as appropriate.
• Specific approach to be flown (page number and date).
• Altitudes:
- DA / MDA,
• Timing.
• Notams.
• Callouts.
the PM.
• Additional crew coordination items such as
• ILS/LDA Approach specific briefing:
- Set up and brief frequencies, tuning, and volume of both
radios.
- Brief TCAS RA response.
- Review and brief hand flown breakout procedures.
- Brief crew coordination during the breakout.
Note: In addition to the normal approach briefing, additional
items must be covered to ensure both pilots have
increased situational awareness and realize what is
required for the specific ILS/LDA PRM approach to be
flown.
REV. 6, 01 MAY 2008 3-17

Volume 5
3. Approach Briefing - Visual Approaches - Day

as appropriate.
• Airport elevation.
• Pattern altitude (typically 1500 feet AGL).
• Highest terrain point or man-made structure in the charted
planview.
• Navigation facilities available as backup and their usage.
- Specific approach to be used as backup
(page number and date).
- NAV radio set up.
- Courses to be flown.
- Altitudes:
• Glideslope Intercept or FAF,
• DA / MDA,
• Airport Elevation and Touchdown Zone Elevation.
• Notams.
• Callouts.
the PM.
REV. 6, 01 MAY 2008 3-18

Volume 5
4. Approach Briefing - Visual Approaches - Night or
whenever IMC may be encountered
For visual approaches in Night VMC or whenever IMC might
be encountered during the visual approach, a full instrument
approach briefing will be conducted for an instrument
approach that is used as a backup.
as appropriate.
• Airport elevation.
• Pattern altitude (typically 1500 feet AGL).
• Minimum Safe Altitude (MSA) or Minimum Vectoring
Altitude (MVA).
• Highest terrain point or man-made structure in the charted
planview.
• Specific approach to be flown as a backup
(page number and date).
• Altitudes:
- DA / MDA,
• Timing.
• Notams.
• Callouts.
the PM.
REV. 6, 01 MAY 2008 3-19

Volume 5
5. Approach Briefing - Land And Hold Short Operations

(LAHSO)
as appropriate.
Effective communication between cockpit crewmembers is
critical. There have been several instances where the pilot
working the radios accepted a LAHSO clearance but then
forgot to tell the pilot flying the aircraft.
• Perform approach briefing applicable to the approach to be
flown as defined on the previous pages.
• If LAHSO is in effect for the planned landing runway, the
flight crew will include the following items with the
approach briefing:
- LAHSO Runway and Hold Short Point(s).
- Available Landing Distance (ALD).
- Will ALD permit landing in actual configuration/weight?
- Stabilized Approach Criteria.
- Rejected Landing Procedure.
REV. 6, 01 MAY 2008 3-20

Volume 5
I. EMERGENCY CREW COORDINATION BRIEFING (NTSB)
During an in flight emergency, time permitting, one of the flight
deck crew members (preferably the Captain) will brief the Flight
Attendant of the following items:
• N - Nature of emergency
• T - Time to prepare cabin
• S - Special Instructions
- Inform the flight attendant if an emergency evacuation
and the associated 12 steps are necessary.
- Include any deviations from normal procedures
- Cockpit door opening procedure
• B - Brace and Evacuation signal
- Who will give the signal.
- What will be the signal.
REV. 6, 01 MAY 2008 3-21

FAA TYPE I HOLDOVER TIME GUIDELINE
TABLE 1. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE I FLUID MIXTURES AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE
Section 4
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.
Outside Air Approximate Holdover Times Under Various Weather Conditions
Volume 5
Temperature (hours: minutes)
Snow/Snow Grains Light

Degrees Freezing Rain on Cold
Degrees Fahren- Active Freezing
Drizzle* Freezing Soaked Other‡
REV. 6, 01 MAY 2008

Celsius Frost Fog Very
heit Light Moderate Rain Wing**
Light
-3 and 27 and
0:45 0:11-0:17 0:18-0:22 0:11-0:18 0:06-0:11 0:09-0:13 0:02-0:05 0:02-0:05
A. Generic Type I Fluid
above above
below -3 below 27
0:45 0:08-0:13 0:14-0:17 0:08-0:14 0:05-0:08 0:05-0:09 0:02-0:05
to -6 to 21 CAUTION: No holdover time
below -6 below 21 guidelines exist
Holdover Time Tables
0:45 0:06-0:10 0:11-0:13 0:06-0:11 0:04-0:06 0:04-0:07 0:02-0:05

to -10 to 14
below below 14
-10 0:45 0:05-0:09 0:07-0:08 0:04-0:07 0:02-0:04
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
* Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
** This column is for use at temperatures above 0 degrees Celsius (32 degrees Fahrenheit) only
‡ Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail

TO USE THESE TIMES, THE FLUID MUST BE HEATED TO A MINIMUM TEMPERATURE OF 60 qC (140 qF) AT THE NOZZLE AND AT LEAST 1
LITER/M2 (| 2 GALS/100FT2) MUST BE APPLIED TO DEICED SURFACES
SAE Type I fluid/water mixture is selected so that the freezing point of the mixture is at least 10 qC (18 qF) below OAT.
CAUTIONS:
x THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH
MOISTURE CONTENT, HIGH WIND VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME
BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS
LOWER THAN OAT.
x SAE TYPE I FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING
FLIGHT.
Section 4 Holdover Time Tables
August 2007
3-22
FAA TYPE II HOLDOVER TIME GUIDELINE
TABLE 2. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE II FLUID MIXTURES AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE
Volume 5
Outside Air Type II Fluid Approximate Holdover Times Under Various Weather Conditions (hours: minutes)
Temperature Concentration
Neat-Fluid/Water
‡
REV. 6, 01 MAY 2008

Degrees Degrees (Volume %/Volume %) Active Freezing Fog Snow/ Freezing Light Freezing Rain on Cold Other
Celsius Fahrenheit Frost Snow Grains Drizzle* Rain Soaked Wing**
100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 0:05-0:40

-3 and 27 and
above above 75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 0:05-0:25
B. Generic Type II Fluid
50/50 3:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10
below below 100/0 8:00 0:20-1:05 0:15-0:30 ***0:15-0:45 ***0:10-0:20 CAUTION:

No holdover time
-3 to -14 27 to 7 75/25 5:00 0:20-0:55 0:10-0:20 ***0:15-0:30 ***0: 05-0: 15 guidelines exist
below below 100/0 8:00 0:15-0:20 0:15-0:30
-14 to -25 7 to -13
below below 100/0 SAE Type II fluid may be used below -25 °C (-13 °F) provided the freezing point of the fluid is at least 7 qC (13 °F) below the OAT
and the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type II fluid cannot be used.
-25 -13
** This column is for use at temperatures above 0 °C (32 °F) only
*** No holdover time guidelines exist for this condition below -10 qC (14 qF)
‡ Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
CAUTIONS:
x THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND
VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN
AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.
x SAE TYPE II FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.
August 2007

3-23
FAA TYPE III Holdover Time Guideline
TABLE 3. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE III FLUID MIXTURE AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE.
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRETAKEOFF CHECK PROCEDURES.
Outside Air Temperature Approximate Holdover Times Under Various Weather Conditions (hours: minutes)
Volume 5
Type III Fluid Snow/Snow Grains

Degrees Degrees Concentration Light Rain on Cold
Active Freezing
Celsius Fahrenheit Neat Freezing Fog Freezing Soaked Other‡
Frost Very Light Light Moderate Drizzle*
Fluid/Water Rain Wing**
REV. 6, 01 MAY 2008

(Volume %/Volume %)
-3 and 27 and 100/0 2:00 0:20 - 0:40 0:35 - 0:40 0:20 - 0:35 0:10 - 0:20 0:10 - 0:20 0:08 - 0:10 0:06 - 0:20
above above 0:02 - 0.10
75/25 1:00 0:15 - 0:30 0:25 - 0:35 0:15 - 0:25 0:08 - 0:15 0:08 - 0:15 0:06 - 0:10
50/50 0:30 0:10 - 0:20 0:15 - 0:20 0:08 - 0:15 0:04 - 0:08 0:05 - 0:09 0:04 - 0:06
C. Generic Type III Fluid
below -3 below 27 100/0 2:00 0:20 - 0:40 0:30 - 0:35 0:15 - 0:30 0:09 - 0:15 0:10 - 0:20 0:08 - 0:10
to -10 to 14 75/25 1:00 0:15 - 0:30 0:25 - 0:30 0:10 - 0:25 0:07 - 0:10 0:09 - 0:12 0:06 - 0:09
below below 100/0
-10 14 CAUTION:
2:00 0:20 - 0:40 0:30 - 0:35 0:15 - 0:30 0:08 - 0:15 No holdover time
guidelines exist
SAE Type III fluid may be used below -10 qC (14 qF), provided the freezing point of the fluid is at least 7 qC (13 qF) below OAT and aerodynamic acceptance criteria are met.
Consider the use of SAE Type I when Type III fluid cannot be used.
*Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
**This column is for use at temperatures above 0 °C (32 °F) only
‡Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
CAUTIONS:
VELOCITY, OR JET BLAST WILL REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN AIRCRAFT SKIN
TEMPERATURE IS LOWER THAN OAT.
x SAE TYPE III FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR - AND DOES NOT PROVIDE - PROTECTION DURING FLIGHT.
August 2007
3-24
FAA TYPE IV HOLDOVER TIME GUIDELINE
TABLE 4. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE IV FLUID MIXTURES AS A FUNCTION OF
WEATHER CONDITIONS AND OUTSIDE AIR TEMPERATURE
Volume 5
Outside Air Temperature Type IV Fluid Approximate Holdover Times Under Various Weather Conditions (hours: minutes)
Concentration
‡
REV. 6, 01 MAY 2008

Degrees Degrees Neat-Fluid/Water Active Freezing Fog Snow/Snow Freezing Light Freezing Rain on Cold Other
Celsius Fahrenheit (Volume %/Volume %) Frost Grains Drizzle* Rain Soaked Wing**
100/0 12:00 1:15-2:30 0:35-1:15 0:40-1:10 0:25-0:40 0:10-0:50

-3 and 27 and 75/25 5:00 1:05-1:45 0:20-0:55 0:35-0:50 0:15-0:30 0:05-0:35
above above
50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10 CAUTION:
D. Generic Type IV Fluid
No holdover time
below below 100/0 12:00 0:20-1:20 0:20-0:40 ***0:20-0:45 ***0:10-0:25 guidelines exist
-3 to -14 27 to 7 75/25 5:00 0:25-0:50 0:15-0:35 ***0:15-0:30 ***0:10-0:20
below below 100/0 12:00 0:15-0:40 0:15-0:30

-14 to -25 7 to -13
below -25 below -13 100/0 SAE Type IV fluid may be used below -25 °C (-13 °F) provided the freezing point of the fluid is at least 7 °C (13 °F)
below the OAT and the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type IV fluid
cannot be used.
** This column is for use at temperatures above 0 °C (32 °F) only
*** No holdover time guidelines exist for this condition below -10 qC (14 qF)
‡ Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
CAUTIONS:
VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN
AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.
x SAE TYPE IV FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.
August 2007

3-25
Volume 5
E. Ice Pellet Allowance Times

For Operation in
• Light and Moderate Ice Pellets and
• Light Ice Pellets mixed with other forms of precipitation
WARNING: The Ice Pellet Allowance Times may only be used for
the listed precipitation conditions and corresponding
temperatures if the restrictions and limitations of
GOM Chapter 2 are complied with.
Ice Pellet Allowance Time Table
OAT -50 C OAT Colder

or Warmer Than -50 C
Light Ice Pellets 50 Minutes 30 Minutes
Moderate Ice Pellets 25 Minutes 10 Minutes
Light Ice Pellets Mixed 25 Minutes Operations

with Light or Moderate Not
Snow Authorized
Light Ice Pellets Mixed 25 Minutes 10 Minutes
with Light or Moderate (Operations
Freezing Drizzle, or Not
Light Freezing Rain Authorized
(Operations Not below -10C
Authorized below -10C OAT)
OAT)
Light Ice Pellets Mixed 25 Minutes (Operations
with Light Rain (Operations Not
(Operations Not Not Authorized
Authorized below 0C Authorized below 0C
OAT) below 0C OAT
OAT)
REV. 6, 01 MAY 2008 3-26

Section 1 Preflight
Volume 5
Chapter 4
Normal Procedures
Section 1 Preflight
Flight crews will perform the PRE-POWER UP INSPECTION,
(the SECURITY INSPECTION, if required), the detailed
EXTERIOR INSPECTION, the SAFETY INSPECTION and the
SET UP CHECK as soon as possible, when receiving a new
aircraft assignment, when the aircraft returns to service from
maintenance, or anytime the aircraft has been powered down.
On subsequent flights, a THRUFLIGHT EXTERIOR INSPECTION
will be accomplished to verify aircraft condition.
A laminated checklist is provided as a tool to the flight crew to ver-
ify all items have been checked.
A. Pre-Power Up Inspection
Either crewmember will check the following items before turning
on any power to the airplane.
PRE-POWER UP INSPECTION
1. Logbook .................................. CHECK FOR DEFERRALS
2. Circuit Breakers................................................................IN
3. Fire Handles.....................................................................IN
4. Hydraulic Pumps .......................................................... OFF
5. Start/Stop Selectors .................................................. STOP
6. Gear Handle................................................................... DN
7. Parking Brake............................................................... SET
8. Radar .......................................................... STBY (or) OFF
9. Fueling ...............................................NOT IN PROGRESS
At this point, it is safe to apply electrical power to the aircraft
(Battery/GPU).
REV. 6, 01 MAY 2008 4-1

Section 1 Preflight
Volume 5
B. Security Inspection
1. As the In-Flight Security Coordinator, the Captain is
responsible to ensure the security and aircraft search policy
according to GOM Chapter 2 is complied with.
2. The flight crew must conduct an aircraft security inspection to
include opening compartment doors and inspecting the
compartment for tampering or foreign items that do not
belong.
3. The inspection must include all compartments as listed in the
Security Inspection checklist that are reachable from the
ground without assistance of ground equipment and designed
to be opened without a tool.
4. Due to flight safety concerns the following areas are
exempted from the Security Inspection:
- Radome.
- Engine cowlings.
- Compartments that are pressurized in flight.
- Avionics Compartments (forward/aft).
5. The Security Inspection may be accomplished simultaneously
with the Exterior Inspection.
1SECURITY INSPECTION
COCKPIT
1. Abnormal gear extension
access door ...........................................OPEN & INSPECT
2. Main door alternate opening
panel......................................................OPEN & INSPECT
3. Crew Oxygen bottle door.......................OPEN & INSPECT
EXTERIOR
4. Main door closing control.......................OPEN & INSPECT
5. External power receptacle
(ramp interphone) door..........................OPEN & INSPECT
6. Battery compartment door .....................OPEN & INSPECT
7. Main hydraulic system door...................OPEN & INSPECT
REV. 6, 01 MAY 2008 4-2

Section 1 Preflight
Volume 5
8. Oxygen charging door........................... OPEN & INSPECT
9. Ground air conditioning door................. OPEN & INSPECT
10. Fuel door ............................................... OPEN & INSPECT
11. Hydraulic filter doors ............................. OPEN & INSPECT
12. Hydraulic level doors............................. OPEN & INSPECT
13. Hydraulic system service doors ............ OPEN & INSPECT
14. Potable water service door.................... OPEN & INSPECT
15. Ramp interphone door .......................... OPEN & INSPECT
16. Ground pneumatic engine starting door OPEN & INSPECT
CAUTION: Do not open any panels that require tools or are
placarded “Maintenance only”.
CAUTION: The Waste Water Door requires special protective tools
to open due to the potential health hazard.
Note: If the station supplied Security Checklist indicates
that a compartment has already been inspected, the
flight crew is not required to open the panel again.
C. Exterior Inspection
The Exterior Inspection and Thruflight Inspection will normally be
accomplished by the First Officer and do not require the presence
of both crewmembers.
When checking the engine nacelle and fan blades make sure that
the blades have stopped or are windmilling at low speed that
allows the pilot to visually check the blades for damage.
Take time to assess the area where the airplane is parked. Evalu-
ate if there is sufficient maneuvering room to taxi-out or perform a
push-back. Make sure that there will be enough clearance
throughout the required maneuver.
Also take time to inspect the airplane as a whole from a reason-
able distance. See if the airplane looks physically sound and is
level and normal. Experience has shown that this "initial look" can
reveal details that will otherwise go unnoticed such as fluid spots
on the ground, unexpected things attached to the airplane, bent or
unaligned airframe components, etc.
REV. 6, 01 MAY 2008 4-3

Section 1 Preflight
Volume 5
1. Exterior Inspection
The First Officer will normally accomplish the Exterior
Inspection, although either or both crewmembers may
complete the inspection.
EXTERIOR INSPECTION
NOSE
1. FWD Entry Door ........................................................Check
2. Door Control Panel .................................Closed & Secured
3. Static Ports #1 & #3...............................No Obstructions or
Damage to Critical Area
4. Left Cockpit Side Window..........................................Check
5. AOA Sensor...............................................................Check
6. Pitot Tube # 1 ............................................................Check
7. Left TAT Probe ..........................................................Check
8. Ice Detector # 1 .........................................................Check
9. Battery Compartment Access Panel.......Closed & Secured
10. Battery Compartment Inlets & Vent .......... No Obstructions
11. Lt. Avionics Comp. Inlet & Vent ................. No Obstructions
12. Windshield Wipers.....................................................Check
13. Radome ...................................................Check & Secured
14. Nose Gear .................................................................Check
15. Landing & Taxi Lights ........... Check Condition & Operation
16. Wheels & Tires ..........................................................Check
17. Gear Pin .............................................................. Removed
18. Gear Uplock..........................................................Unlocked
19. Forward Avionics Access Hatch .............Closed & Secured
20. Right Avionics Compartment Inlet & Vent . No Obstructions
21. Hydraulic Lockout Pin.......................................... Removed
22. Hydraulic Compartment Door .................Closed & Secured
23. Pitot Tube #2 & TAT Probe .......................................Check
REV. 6, 01 MAY 2008 4-4

Section 1 Preflight
Volume 5
24. Pitot/Static Tube #3................................... No Obstructions
25. Ice Detector #2.......................................................... Check
26. AOA Sensor .............................................................. Check
27. TAMDAR Sensor....................................................... Check
28. Right Cockpit Side Window....................................... Check
29. Oxygen Blowout Disk. .................................... Check Green
30. Static Ports #2 & #4 .............................. No Obstructions or
Damage to Critical Area
31. Oxygen Recharge Panel ..........................................Secure
32. Service Door. ............................................................ Check
33. Bottom Fuselage & Antennas ................................... Check
RIGHT WING
1. Right Fuselage, Windows,
Emergency Exits ....................................Check Condition
2. Refueling Panel...................................... Closed & Secured
3. ECU Pack Inlets & Vents .......................... No Obstructions
4. Landing & Inspection Lights ..Check Condition & Operation
5. Emergency Light .......................................Check Condition
6. Right Engine Intake & Fan ........................Check Condition
7. Right Leading Edge...................................Check Condition
8. Right Main Gear ........................................Check Condition
9. Wing De-Ice Vents .................................... No Obstructions
10. Direct Measuring Sticks .........................................Secured
11. Refueling Valve Vent................................. No Obstructions
12. Fuel Tank NACA Vent............................... No Obstructions
13. Vortilons (4)...............................................Check Condition
14. Wingtip Nav & Strobe Lights .Check Condition & Operation
15. Static Wicks (5) ......................................................... Check
16. Overwing Vortex Generators (12) .............Check Condition
17. Aileron & Flaps..........................................Check Condition
18. Spoilers ............................. Check Condition and Retracted
19. Right Main Gear ........................................Check Condition
REV. 6, 01 MAY 2008 4-5

Section 1 Preflight
Volume 5
20. Wheels & Tires ......................................... Check Condition
21. Gear Pin .............................................................. Removed
22. Gear Uplock..........................................................Unlocked
23. Brake Wear Indicators ...............................................Check
24. Right Hydraulic Service Panel ................Closed & Secured
RIGHT REAR FUSELAGE

1. Toilet Service Door .................................Closed & Secured
2. Potable Water Service Door ...................Closed & Secured
3. Engine Pylon & Right Rear Fuselage ....... Check Condition
4. Engine Nacelle ......................................... Check Condition
5. Generator Inlets & Vents ........................... No Obstructions
6. Nacelle Drain Port ..................................... No Obstructions
7. Thrust Reverser Panels............................ Check Condition
8. Right Pressurization Static Port................. No Obstructions
9. Rear Electronic Compartment
Access Door ...........................................Closed & Secured
10. Cabin Air Outflow Vent .............................. No Obstructions
11. APU Air Inlet .............................................. No Obstructions
12. APU Starter-Generator Inlet &
Exhaust Vent ............................................. No Obstructions
13. APU Compartment Vent ............................ No Obstructions
14. APU Exhaust Outlet................................... No Obstructions
TAIL
1. Horizontal Stabilizer.................................. Check Condition
2. Elevators & Trim Tabs .............................. Check Condition
3. Rudders .................................................... Check Condition
4. Static Wicks (11)........................................................Check
5. Logo, Nav & Strobe Lights.... Check Condition & Operation
LEFT REAR FUSELAGE

1. Cargo Door ............................................... Check Condition
2. Left Pressurization Static Port ................... No Obstructions
REV. 6, 01 MAY 2008 4-6

Section 1 Preflight
Volume 5
3. Engine Pylon & Left Rear Fuselage ..........Check Condition
4. Engine Nacelle ..........................................Check Condition
5. Generator Inlets & Vents........................... No Obstructions
6. Nacelle Drain Ports ................................... No Obstructions
LEFT WING
1. Hydraulic Service Panel ......................... Closed & Secured
2. Left Main Gear ..........................................Check Condition
3. Wheels & Tires..........................................Check Condition
4. Brake Wear Indicators............................................... Check
5. Gear Pin ...............................................................Removed
6. Gear Uplock ......................................................... Unlocked
7. Spoilers ............................. Check Condition and Retracted
8. Ailerons & Flaps ........................................Check Condition
9. Overwing Vortex Generators (12) .............Check Condition
10. Static Wicks (5) ......................................................... Check
11. Wingtip Nav
& Strobe Light ......................Check Condition & Operation
12. Vortilons (4)...............................................Check Condition
13. Fuel Tank NACA Vent............................... No Obstructions
14. Refueling Valve Vent................................. No Obstructions
15. Direct Measuring Sticks .........................................Secured
16. Wing De-ice Vents .................................... No Obstructions
17. Left Main Gear ..........................................Check Condition
18. Left Leading Edge .....................................Check Condition
19. Left Engine Intake & Fan...........................Check Condition
20. Landing
& Inspection Light.................Check Condition & Operation
21. Emergency Lights .....................................Check Condition
22. ECU Pack Inlets & Vents .......................... No Obstructions
23. Left Fuselage, Windows,
& Emergency Exits....................................Check Condition
REV. 6, 01 MAY 2008 4-7

Section 1 Preflight
Volume 5
2. Thruflight Exterior Inspection
THRUFLIGHT EXTERIOR INSPECTION
During all THRUFLIGHT EXTERIOR INSPECTIONS make a
visual inspection of all surfaces, windows, antennae, engines,
cowlings, etc., and the following items:
1. Chocks, Warning Flags
2. Tires and Struts
3. Fluid leakage
4. Access Panels and Fasteners
5. Doors, Emergency Exits
6. Structural Damage
7. Engine Intake and Fans
8. Aerodynamic Surfaces clear of
- Ice
- Snow
- Frost or other contamination
9. Clear of obstructions on or around the aircraft
10. Condition of Exterior Lights
11. Forward Static Ports and Critical Areas
REV. 6, 01 MAY 2008 4-8

Section 1 Preflight
Volume 5
D. Safety Inspection
The SAFETY INSPECTION is part of the SET UP CHECK and
must be carried out by either crewmember prior to the first
flight of the day or whenever the crew-airplane combination
changes.
SAFETY INSPECTION
1. Logbook & Manuals ...........................................CHECKED
- Check that the following manuals are on board:
- Maintenance Logbook
- Review the Maintenance Log for MEL'd items,
CDL'd items, open write-ups, and a current
Airworthiness Release.
- Minimum Equipment List (MEL)
- EMB Operations Manual (AOM Vol.2)
- EMB Supplemental Performance Manual
Note: Should the EMB Supplemental Performance Manual be
missing from the aircraft, the flight crew must inform
Dispatch and Maintenance Control immediately and
have a copy of the Long Range Cruise data transmitted
before departure.
- Universal FMS Manual (where applicable)
- Normal Checklists (2), Pre-Power Up/Security/Exterior
Inspection/Safety/Pre- & Post Deicing/Anti-Icing Checklist
(1)
- Quick Reference Handbook (QRH)
- EMB 145 Data Cards
Note: Should the Laminated Checklists, Data Cards, or Quick
Reference Handbook (QRH) be lost, mutilated, or
otherwise unusable, the EMB POH may be used until a
replacement is made.
- CG Calculator (1)
Note: Should the CG Calculator be missing from the aircraft,
the flight crew must inform the Dispatcher who will
provide CG and trim data until a replacement is made.
- Registration and Certificate of Airworthiness
REV. 6, 01 MAY 2008 4-9

Section 1 Preflight
Volume 5
2. Cockpit Emergency Equipment ......................... CHECKED
- Check for the availability, status and proper location
of the following equipment:
- Oxygen bottle (1) - ON
- Minimum Oxygen Pressure for Dispatch
is 1500 psi based on 70º F/21ºC.
- Temperatures lower (higher) than 70º F/
21ºC at the oxygen cylinder (use the
cockpit temperature indication on the
EICAS) will result in a lower (higher)
pressure reading.
- If the cockpit temperature differs from
70º F/21ºC the oxygen pressure reading
must be adjusted for temperature. The
“Oxygen Pressure Correction Chart” is
located on the inside of the oxygen
service panel door, in the AOM 2 and in
the charts section of the MEL.
- If oxygen pressure adjusted for actual
cockpit temperature is below 1500 psi a
logbook entry is required and the
jumpseat must be deferred.
- Oxygen masks and Smoke goggles (3 each)
- Portable Breathing Equipment (PBE) (1)
- Check the PBE is present and the
vacuum pack is intact and not tampered
with. Look for obvious damage.
- Plastic cover on the PBE hardshell
container, seals/stickers/date plates on
the cover or PBE are NOT required
items for the crew to check.
- If the plastic cover fell off the PBE, any
crewmember may put it back in place.
- Fire extinguisher (1)
- Crash axe (1)
- Flashlights (2)
- Life vests (3)
- Headsets (3) on board and operable
REV. 6, 01 MAY 2008 4-10

Section 1 Preflight
Volume 5
3. Cockpit Door ......................................................CHECKED
- Perform a functional check of the door locking
mechanism:
- Close the door from the cockpit side
- With the door closed and locked, push on the
door to verify it is locked
- Open the Cockpit Door Vent Louver
4. Overhead/Main/Pedestal Panels........................CHECKED
- Visually check all circuit breakers on the overhead
panel and the panels located on the lower bulkhead
behind each pilot seat for PROPER position.
- Check that all CB's are IN and that all pulled/
collared CB's are noted in the Maintenance
Logbook as MEL'd and deactivated or written-up.
- If a CB is discovered tripped when accepting an
airplane, a logbook entry will be made and
maintenance will be notified.
- If any CB is pulled/collared verify reason for it and
advise the other crewmember if there are any
operational implications.
- Overhead panel switches and knobs must be set
as follows:
- Electrical Panel
- Generators.................................... IN
- GPU .......................................... OUT
- APU GEN ..................................... IN
- BATT 1 & 2 .....................ON or OFF
- Essential Power ..... GUARDED/OUT
- Bus Ties & Shed Buses ..........AUTO
- AC PWR ....................................... IN
- Backup.......................................... IN
- Avionics Master 1 & 2 ............... OUT
- Emerge Lt............................................. OFF
- Fire Extg Handle 1.................................... IN
- Fuel Panel
- Fuel XFeed ............................... OFF
- Pump Pwr 1 & 2........................ OFF
- ICU Panel............................................. OUT
- Exterior Lights
- NAV ............................................ ON
REV. 6, 01 MAY 2008 4-11

Section 1 Preflight
Volume 5
- Fire Panel
- APU Fire Extg ........GUARDED/OUT
- BAGG.....................GUARDED/OUT
- APU Control Panel
- APU Master............................... OFF
- APU Fuel Shutoff ...GUARDED/OUT
- Powerplant Panel
- Ignitions.................................. AUTO
- Start/Stop Selectors ............... STOP
- Fire Extg Handle 2 ....................................IN
- Flight Controls Panel
- Ailerons & Rudders Shutoff...........IN
- Hydraulic Panel
- Eng Pumps Shutoff GUARDED/OUT
- Elec Hydraulic Pumps ............... OFF
- Logo Light ............................................. OFF
- Dome Light .................................... AS RQD
- Pax Signs................................................ON
- Ice Protection Panel
- Ice Protection Buttons ...................IN
- Sensors .....................................OUT
- Windshield Heating ...................OUT
- Ice Detection Override Knob .. AUTO
- Air Conditioning / Pneumatic Panel
- Recirc & Gasper............................IN
- Packs 1 & 2 ...............................OUT
- Eng Bleeds & APU Bleed..........OUT
- Sterile Cockpit Sign .............................. OFF
- Windshield Wipers ................................ OFF
- Main panel switches must be set as follows:
- AHRS 800...................................... SLAVED
- MFD Reversion.............................NORMAL
- ADC, AHRS, SG Reversion..................OUT
- DAU 1 & 2 ............................................OUT
5. Radar......................................................................... STBY
6. ELT ....................................................... ARMED (or) AUTO
7. Passenger Oxygen ....................................................AUTO
REV. 6, 01 MAY 2008 4-12

Section 1 Preflight
Volume 5
8. Gust Lock .......................................................... ENGAGED
CAUTION: If the accepting crew finds the gust lock NOT engaged
AND the aircraft was exposed to wind conditions
exceeding 45 knots from a direction ± 30º on the tail of
the aircraft, make a write-up in the logbook and have
Maintenance personnel inspect the elevator.
9. Speed Brake ........................................................ CLOSED
10. Flaps ..................................................................CHECKED
- Make sure that the selected position is consistent
with the flap position observed during external
inspection.
- If not, be aware that once the airplane is
energized if the handle is lifted from the detent
the flaps will move to the commanded position.
CAUTION: Never move control surfaces such as Flaps and
Spoilers without first making sure that the area is clear.
11. Free Fall .............................................................CHECKED
- Check Abnormal Gear Extension access door.
- Ensure Override Switch is in the NORMAL position.
- Check the emergency free fall lever is in the normal
(DOWN) position.
- Close access door.
E. Airplane Power Up
1. APU Start Recommended Flow
APU START FLOW (Recommended)
→ Batteries
→ Avionics switches
→ Battery/GPU voltage
→ GPU (if available)
→ Fire test
→ Avionics switches
→ Right fuel pump
→ APU switch
→ APU bleed switch
→ APU switch
REV. 6, 01 MAY 2008 4-13

Section 1 Preflight
Volume 5
2. APU Start with Batteries Procedure
This procedure should be used anytime the APU is started
with Batteries only on initial power-up.
APU START WITH BATTERIES
1. Batteries 1&2 .............................................................AUTO
- Place the Battery Master switches to AUTO
position.
- Aural Warning Unit must indicate "Aural Unit OK".
- If this response is not heard, consult the
Emergency and Abnormal Checklists chapter of
the POH.
2. Avionics Master 1 & 2.................................................... ON
- Push both Avionics Master buttons to ON.
Note: Do not turn on the UNIVERSAL FMS at this time.
Note: Ensure the airplane is not moved until the AHRS is
aligned.
3. Battery Voltage ................................... CHECKED/MIN 24V
- Select the ELEC page on the MFD.
- Check the battery voltage to ensure 24 Volts for a
battery-start.
- If the battery voltage is below 19 V, it must be
removed from the airplane to be recharged by
maintenance.
- Ensure BAT is greater than -20°C.
- If the battery is colder than -20°C it must be
warmed before use.
4. Fire Detection ........................................................TESTED
- Activate the Fire Detection Test by depressing the
TEST button for at least two (2) seconds.
The following indications and EICAS messages
should occur:
- Fire Bell activates
- Both Master Warning and Caution Lights (4) are
activated.
- Fire Handles are illuminated
- Baggage Fire Detect Light indicates WARN
REV. 6, 01 MAY 2008 4-14

Section 1 Preflight
Volume 5
- WARNINGS: E1-2 FIRE, APU FIRE, BAGG
SMOKE
- CAUTIONS: E1-2 FIREDET FAIL, APU
FIREDET FAIL,
- On the ground, if the Fire Detection Test button
is held for more than 10 seconds with the APU
running, it will cause automatic APU shutdown.
Note: If it is necessary to repeat the test, wait at least 6
seconds before pressing the test button again.
Note: If the Fire Detection Test button is held for less than 2
seconds, the BAGG EXTG button may remain
illuminated. In this case, repeat the test.
5. Avionics Master 1&2 .................................................... OFF
Note: For AHRS 900 equipped aircraft, wait a minimum of 30
seconds after the Avionics Masters were turned ON and
until a steady (not blinking) AHRS 1/2 ALN advisory
message appears on the EICAS before starting the
APU.
6. TANK 2 PUMP PWR......................................................ON
7. APU Bleed............................................................ CLOSED
- Check that the APU Bleed is closed.
8. APU Master....................................................... ON/START
- Turn the APU Master to ON and wait for the amber
APU RPM box to cease blinking.
- Rotate the APU Master to START momentarily,
allow the switch to return to ON.
- Monitor the EGT and RPM on the EICAS.
- The APU generator should come on-line after the
APU RPM exceeds 95% for more than seven (7)
seconds.
- Start the time to calculate the three-minute warm-up
prior to APU BLEED - ON.
REV. 6, 01 MAY 2008 4-15

Section 1 Preflight
Volume 5
9. Avionics Master 1&2...................................................... ON
- Bring both Avionics Masters to ON.
Note: Turn on the UNIVERSAL FMS at this time.
initialized.
10. Shed Bus .................................................................. OVRD
- Switch to the ELECTRICAL page on the MFD.
Once the APU GEN is indicating below 400 A,
switch the Shed Bus to OVRD.
11. APU Bleed (after 3 minutes)......................................OPEN
- Switch the APU bleed to OPEN.
12. Packs and Crossbleed...................................... ON / OPEN
- Once the APU Bleed is OPEN:
- Ensure GASPER fans are ON.
- Select RECIRC fans ON for normal and cold
soaked airplane, OFF for a hot day on the
ground.
Note: On very cold days, it is recommended to warm the cabin
gradually:
- Set air conditioning control to manual mode
- Put the cockpit and cabin temperature selection
knobs in the 9 o’clock position;
- Wait approximately 3 minutes;
- Change control to automatic mode;
- Wait another 2 minutes before controlling
temperature as required.
- In order to operate the right pack, the
Crossbleed must be in the OPEN position.
- You may select the Pack(s) to the OPEN
position.
REV. 6, 01 MAY 2008 4-16

Section 1 Preflight
Volume 5
3. APU Start with GPU Available Procedure
This procedure should be used anytime the APU is started
with GPU assistance.
APU START WITH GPU
1. Batteries 1&2............................................................. AUTO
position.
the POH.
2. Avionics Master 1 & 2 ....................................................ON
- Push both Avionics Master buttons to ON.
Note: Do not turn on the UNIVERSAL FMS at this time.
aligned.
3. Battery Voltage...................................................CHECKED
- Check the battery voltage.
maintenance.
warmed before use.
4. GPU ......................................................... "AVAIL" and ON
- While on the ELEC screen on the MFD, check GPU
voltage and amperage.
- Voltage must be 28.0 V (-2.0 V/+1.0 V)
- Push GPU Button to bring GPU on line.
- GPU AVAIL message goes out and white stripe
appears.
5. Fire Detection........................................................ TESTED
REV. 6, 01 MAY 2008 4-17

Section 1 Preflight
Volume 5
- The following indications and EICAS messages
should occur:
- Fire Bell Activates
activated.
- WARNINGS: E1-2 FIRE, APU FIRE, BAGG
SMOKE
FIREDET FAIL,
Note: On the ground, if the Fire Detection Test button is held
for more than 10 seconds with the APU running, it will
cause automatic APU shutdown.
6. Avionics Master 1&2.....................................................OFF
Note: For AHRS 900 equipped aircraft, wait a minimum of 30
seconds after the Avionics Masters were turned ON and
until a steady (not blinking) AHRS 1/2 ALN advisory
message appears on the EICAS before starting the
APU.
7. TANK 2 PUMP PWR ..................................................... ON
8. APU Bleed ............................................................ CLOSED
- Check that the APU Bleed is closed.
9. APU Master .....................................................ON / START
- Turn the APU Master to ON and wait for the amber
APU RPM box to cease blinking.
- Rotate the APU Master to START momentarily,
allow the switch to return to ON.
- Monitor the EGT and RPM on the EICAS.
- The APU generator should come on-line after the APU
RPM exceeds 95% for more than seven (7) seconds.
- Start the time for the three-minute warm-up prior to
APU BLEED - ON.
REV. 6, 01 MAY 2008 4-18

Section 1 Preflight
Volume 5
10. Avionics Master 1&2 ......................................................ON
initialized.
11. GPU ............................................. OFF / DISCONNECTED
- Select the ELEC page on the MFD and ensure that
the APU GEN is functioning normally, then switch
the GPU off.
- Have the GPU disconnected.
12. Shed Bus...................................................................OVRD
- Check the ELEC page on the MFD.
- Once the APU GEN is indicating below 400 A,
switch the Shed Bus to OVRD.
13. APU Bleed (after 3 minutes) ..................................... OPEN
- Switch the APU bleed to OPEN.
14. Packs and Crossbleed ......................................ON / OPEN
- Once the APU Bleed is OPEN:
- Ensure GASPER fans are ON.
- Select RECIRC fans ON for normal and cold
soaked airplane, OFF for a hot day on the
ground.
Note: On very cold days, it is recommended to warm the cabin
gradually:
- Set air conditioning control to manual mode
- Put the cockpit and cabin temperature selection
knobs in the 9 o’clock position;
- Wait approximately 3 minutes;
- Change control to automatic mode;
- Wait another 2 minutes before controlling
temperature as required.
- In order to operate the right pack, the
Crossbleed must be in the OPEN position.
- You may select the Pack(s) to the OPEN
position.
REV. 6, 01 MAY 2008 4-19

Section 1 Preflight
Volume 5
4. GPU Power (No APU) - Procedure
When APU is unserviceable, it is recommended that an
external Ground Power Unit (GPU) be used in conjunction
with an external pneumatic source. Starts relying on the
airplane batteries as the sole source of electrical power are
possible but they place a heavy stress on them due to the
amount of time required to power the airplane systems. If the
batteries are not properly charged spurious messages and
indications may occur as battery voltages drop below
minimum acceptable levels.
GPU POWER (NO APU)

1. Batteries 1&2 .............................................................AUTO
position.
this POH.
2. Avionics Masters 1&2 .................................................... ON
aligned.
3. Battery Voltage .................................................. CHECKED
- Check the battery voltage.
maintenance.
warmed before use.
REV. 6, 01 MAY 2008 4-20

Section 1 Preflight
Volume 5
4. GPU ......................................................... "AVAIL" and ON
- While on the ELEC screen on the MFD, check GPU
voltage
- Voltage must be 28.0 V (-2.0 V/+1.0 V)
- Push GPU Button to bring GPU on line.
- GPU AVAIL message goes out and white stripe
appears.
5. Fire Detection........................................................ TESTED
- The following indications and EICAS messages
should occur:
- Fire Bell Activates
activated.
- WARNINGS: E1 -2 FIRE, APU FIRE, BAGG
SMOKE
FIREDET FAIL,
Note: On the ground, if the Fire Detection Test button is held
for more than 10 seconds with the APU running, it will
cause automatic APU shutdown.
REV. 6, 01 MAY 2008 4-21

Section 1 Preflight
Volume 5
F. SET UP Check Recommended Flow
The recommended flow for the SET UP Check starts with the top
overhead panel and works up and down each panel. Normally the
Captain will do most of the setup check, while the FO completes
the preflight. From the overhead panel work down to the Flight
Guidance Panel, then to the pilots panel, starting on the left side.
1. Graphic
1 2 3 4 5
CA Flow
FO Flow
REV. 6, 01 MAY 2008 4-22

Section 1 Preflight
Volume 5
CA SET UP CHECK FLOW (Recommended)
OVERHEAD PANEL (1)

→ 2Video Surveillance System
→ CVR
→ Electrical Panel
OVERHEAD PANEL (2)
→ Fuel Pumps
→ Fire T Handle 1
OVERHEAD PANEL (3)
→ Ignition
→ Start/Stop Selectors
→ Exterior Lights
FLIGHT GUIDANCE PANEL
→ Autopilot
→ Display Control Panel
CAPTAIN’S PANEL
→ O2 Mask & Goggles
→ AHRS
→ Flight Number
→ Reversionary Panel
→ PFD
→ MFD Systems Pages
→ Standby Instruments
→ ELT
→ EICAS
CENTER CONSOLE
→ EICAS Reversionary Panel
→ RMU
→ TBCH
→ Disconnects
→ Trims
→ Pressurization
→ SPS
→ FMS
→ 2ACARS
→ 2Video Surveillance System
REV. 6, 01 MAY 2008 4-23

Section 1 Preflight
Volume 5
FO SET UP CHECK FLOW (Recommended)

OVERHEAD PANEL (4)
→ Fire T Handle 2
→ Ailerons and Rudder
→ Hydraulic Panel
→ Lights and Signs
OVERHEAD PANEL (5)
→ Air-conditioning Panel
→ Ice Protection Panel
FLIGHT GUIDANCE PANEL
→ Autopilot
→ Display Control Panel
FIRST OFFICER’S PANEL
→ O2 Mask & Goggles
→ Pax Oxygen
→ AHRS
→ Reversionary Panel
→ PFD
→ MFD Systems Pages
CENTER CONSOLE
→ RMU
→ Freefall Actuator
→ Gear Pins
REV. 6, 01 MAY 2008 4-24

Section 1 Preflight
Volume 5
G. SET UP CHECK Expanded Checklist
The SET UP CHECK will be accomplished anytime a crew
accepts an aircraft, when an aircraft returns to service from main-
tenance or the aircraft has been completely powered down.
SET UP CHECK
1. Exterior Inspection .......................................... COMPLETE B
- An EXTERIOR INSPECTION will be performed by a
flight crewmember. This inspection is the Captain's
responsibility, but may be delegated to the First
Officer.
- This includes the SECURITY INSPECTION if
required.
2. Safety Inspection............................................. COMPLETE B

- The SAFETY INSPECTION is an integral part of the
SET UP CHECK and is covered in detail earlier in
this chapter.
3. Cockpit Door .....................................................CHECKED CA
- See SAFETY INSPECTION.
4. Logbook & Manuals ...........................................CHECKED CA
- See SAFETY INSPECTION.
5. Batteries .................................................................... AUTO CA
6. Fire Detection........................................................ TESTED CA
- See AIRCRAFT POWER UP section
7. 2VideoMaster Switch....................................................ON CA
- If the system is deactivated, it is considered “Not
Installed”.
8. CVR....................................................................... TESTED CA
- Depress the CVR TEST button. The Status LED will
illuminate for approximately one second.
9. Electrical Panel ............................................................ SET CA
- GEN 1,2,3,4 buttons..........................................ON
- APU GEN button ...............................................ON
- ESSENTIAL POWER button .....GUARDED / OUT
- BUS TIES knob ............................................ AUTO
- SHED BUSES knob (if the APU is on-line) .OVRD
- AC PWR button .................................................ON
- BACKUP button ................................................ON
- AVIONICS 1 & 2 buttons ...................................ON
REV. 6, 01 MAY 2008 4-25

Section 1 Preflight
Volume 5
10. Emergency Lights...................................................ARMED CA
- Ensure EICAS message “EMER LTS NOT ARMD”
disappears.
CAUTION: If the lights are selected ON through either the
overhead switch or the FA control panel in the cabin,
the Emergency Lights will be powered by their own
internal batteries and will not be charged.
11. Fuel Pumps ............................................. CHECKED / SET CA
- Select the FUEL page on the MFD.
- TANK 1 & 2 PUMP PWR ................................. ON
- Check the operation of each pump on the FUEL
page via the overhead PUMP SEL switch.
- Wait a minimum of 6 seconds between
selection of each pump.
Note: Alternate between ALL electrical fuel pumps for each
flight.
- XFEED........................................................ LOW 1
- Observe the "FUEL XFEED OPEN" message
on the EICAS, and the Tank 1 Fuel Pump OFF
indication on the fuel page.
- XFEED........................................................ LOW 2
- Observe the "FUEL XFEED OPEN" message
on the EICAS and the Tank 2 Fuel Pump off
indication on the fuel page.
- Set XFEED switch to the desired position.
12. Ignition .......................................................................AUTO CA
- Ensure the IGNITION knobs are in the AUTO
position.
13. Start/Stop Selectors................................................... STOP CA
14. Aileron/Rudder Systems................................................ ON CA
15. Hydraulics................................................ CHECKED / OFF FO
- Select the HYD page on the MFD
- Check the hydraulic quantity.
- ELEC PUMP switches ..................................AUTO
- Check for pressure and the ON indication on the MFD
- ELEC PUMP switches ...................................... ON
- Check for pressure and the ON indication on the MFD
- ELEC PUMP switches .................................... OFF
REV. 6, 01 MAY 2008 4-26

Section 1 Preflight
Volume 5
16. Windshield Heat & Sensors ......................................... OFF CA
- Verify the Windshield Heat and electrically heated
sensor pushbuttons are deselected and the stripes
are illuminated.
17. Air Conditioning............................................................ SET CA
- CKPT & PASS CABIN temp. control knobs . AUTO
- Ensure the PASS CABIN temp.control knob is in
the ATTD detent position, which allows the FA to
control the cabin temperature.
CAUTION: Do not use the Manual Mode unless the AUTO mode is
deferred. Improper use of the Manual Mode could
damage the Packs. Should the Manual Mode be used,
avoid the full COLD or full HOT positions.
18. Autopilot .............................................................CHECKED B
- Release the Gust Lock.
- Lift the safety lock device and move the gust
lock lever to its intermediate detented position.
- At this position, the locking pins are
commanded to open and the elevators will be
unlocked after approximately 8 seconds. The
indication lights will illuminate during the
unlocking cycle, remaining off after that. After
the indication lights go off, pull the control
column backwards to any position from neutral
to full nose up.
- Lift the safety lock device and push the gust lock
lever from the intermediate position to its full
forward inflight resting position, completing the
unlocking cycle.
Note: Gust lock lever command from the intermediate to the
unlocked (FREE) position is not possible prior to pulling
column rearward.
- Each pilot will complete the following steps:
- Center the Control Column.
- Couple the F/D to the side of the pilot doing the
test.
- Observe proper arrow indication on the
Primary Flight Display (PFD) and Flight
Guidance Controller (FGC).
REV. 6, 01 MAY 2008 4-27

Section 1 Preflight
Volume 5
- Engage the A/P and verify all A/P and Y/D
engagement indications are present on the
FGC and PFD.
- Depress the QUICK DISCONNECT button.
- Verify the proper autopilot disconnect
indications and aural warning (AP and
YD flash yellow, then disappear, and
aural "Autopilot" message).
- Engage Gust Lock.
- Pull the control column backwards to any
position from neutral to full nose up.
- Lift the safety lock device and move the gust
lock lever from the unlocked (FREE) to the
locked position.
- Push the control column fully forward until the
control column movement is restricted. Locking
is completed.
- During the locking operation, indication lights
remain off.
19. Displays Control ...........................................................SET B
- Select the desired display format on the PFD.
20. O2, Masks & Goggles......... CHECKED 100% / CHECKED B
- Check condition and proper location of the Smoke
Goggles.
- Ensure straps are sufficiently extended to allow
quick-donning.
- Select ECS A/I page on the MFD and verify the
minimum oxygen pressure for dispatch.
- Minimum oxygen pressure 1500 psi based on 70ºF/21ºC
flight deck temperature and must be adjusted for lower/
higher temperature to get a corrected value.
- For temperature corrections, refer to the correction chart
located in either AOM, MEL or Oxygen Access Panel.
- On the Digital Audio Panel (DAP), select the MASK
position on the boom/mask pushbutton. Place the
PTT yoke switch to the HOT position.
REV. 6, 01 MAY 2008 4-28

Section 1 Preflight
Volume 5
- Press the TEST/SHUTOFF switch. Verify the flow
indication in the upper right corner of the door and
the oxygen flow is heard momentarily over the
speaker.
- Ensure the O2 mask is set to 100%.
- Return the DAP to normal.
21. AHRS (800/900).............................SLAVED (or) ALIGNED B
- AHRS 800:
- Ensure the AHRS switch is in the SLAVED
position.
- AHRS 900:
- Enter the present position and ensure the
AHRS has aligned.
22. Flight Number....................................................“____” SET CA
- On the Captain's Clock turn the mode selector to the
FLTNR position.
- Momentarily depress the ET button. This will cause
the first digit to flash.
- Pressing the CHR button will change the number in
the first digit.
- Pressing the ET button will change the flashing digit.
The CHR button will adjust the number being set.
- After the flight number has been set, check that date
and time are correct then select desired mode.
23. Reversionary Panels ......................... TESTED & NORMAL B
- Test the MFD reversion modes by rotating the knob
to the EICAS and PFD positions.
- Verify the selected information appears on the
MFD screen.
- Return the knob to the NORM position.
- Test the ADC, AHRS and SG reversionary modes
by depressing the buttons for each.
- Verify the appropriate reversionary indications
appear on the PFD.
- The ADC mode should indicate ADC 1 (2)
indication.
REV. 6, 01 MAY 2008 4-29

Section 1 Preflight
Volume 5
- The AHRS should indicate ATT 1 (2) and MAG
1 (2). The MAG indication should appear on the
PFD and MFD in the HDG arc.
- The SG mode should combine the above
messages and add “SG”.
- Return the panel to the normal configuration.
24. MFD Systems Pages......................................... CHECKED B
- Set the display brightness according to your preference.
- Check each MFD page and verify all information
is in limits.
25. Standby Attitude Indicator ................................. CHECKED CA
- Mechanical:
- Uncage the Standby Attitude indicator.
- Observe that the Red Flag is removed and the
horizon is steady.
- Verify that the pitch displayed matches the pitch
displayed by both EADIs.
- ISIS:
- Ensure initialization process is complete.
26. ELT ....................................................... ARMED (or) AUTO CA
- Verify the ELT switch is in the ARMED or AUTO
position as appropriate for the unit installed.
- Ensure the LED is not lit.
27. EICAS................................................................ CHECKED CA
- Check the EICAS for normal indications and
messages.
- Rotate knob to verify that the scroll function works.
28. EICAS Reversionary Mode................................ CHECKED CA
- Press the DAU 1 button.
- White stripe in the button and EICAS message
"DAU 1 REVERSION" will appear.
- Release the DAU 1 button.
- Press the DAU 2 button.
- White stripe in the button and EICAS message
"DAU 2 REVERSION" will appear.
- Release the DAU 2 button.
REV. 6, 01 MAY 2008 4-30

Section 1 Preflight
Volume 5
29. RMUs .......................................................... TESTED / SET CA
- Set the appropriate COMM and Transponder Code.
- Enter the NAV frequencies, which will provide local
area navigation and the current instrument
approach at the departure airport in the active and
standby displays of the NAV portion of the RMUs.
- The TCAS should be set with the appropriate range
and ABOVE mode.
- Test the TCAS by highlighting (Yellow Box) either
the range or mode annunciation then push the RMU
TST button for 5 to 7 seconds.
30. TBCH ...................................................................NORMAL CA
- Verify NORMAL mode has been selected and the
displayed frequencies match the frequencies in
RMU 2.
31. Parking Brake........................................... SET / LIGHT ON CA
- Ensure the Parking Brake is set and the BRAKE ON
light is illuminated.
- Apply the parking brake by first pressing brake
pedals to full deflection and then pulling the
emergency/parking brake handle. When releasing
the parking brake, first press the brake pedals to full
deflection then release the emergency/parking
brake handle.
Note: To prevent transfer of hydraulic fluid from one system to
the other, brake pressure should be applied and held
while the parking brake is fully applied or released.
32. Trims ..................................................................CHECKED B
- Actuate the Pilot's and Copilot's pitch trim switches,
backup pitch trim switch, roll, and yaw trim switches
in both directions for at least three seconds for
proper operation and to check the trim timer cutout
function.
- You may hear an aural “TRIM” caution message
when depressing the trim switch longer than 3
seconds (depending on aircraft mod.).
- Place the elevator trim on the EICAS in the green
takeoff band.
- Place the yaw and roll trims in the neutral position.
- Verify both PITCH TRIM CUTOUT switches are
guarded and dark.
REV. 6, 01 MAY 2008 4-31

Section 1 Preflight
Volume 5
CAUTION: Never operate only half of the split trim switches at a
time.
33. Pressurization.......................................... CHECKED / SET CA
- Confirm the AUTO pushbutton is guarded and dark.
- Confirm the manual controller is set to the green
mark.
- Set the digital controller to landing field elevation,
always rounding DOWN to the nearest 100 feet.
34. Stall Protection System .........................................TESTED CA
- Hold the control column slightly aft of neutral.
- Momentarily depress the SPS TEST button on the
pedestal.
- The stick shaker and pusher will activate, the
clacker will sound.
- MASTER CAUTION and MASTER WARNING
Lights will illuminate.
- The TEST button light will extinguish.
- After the test, verify the light on the TEST button is
not illuminated.
- Engage the Gust Lock.
35. FMS ...................................................... INITIALIZED / SET B
- Verify current database.
- Ensure the database in the FMS is current and
will remain current for the duration of the flight.
- Honeywell: Enter NAV, NEXT to page 2,
enter IDENT on that page. This will
display dates of database.
- Universal: Enter DATA, then DATA/NAV
(1L button), NEXT to page 2/2. This will
display dates of database.
- Verify FMS present position is accurate.
- Either pilot may select or enter a position and the
route to be flown and the other pilot must verify the
programmed route with the ATC clearance.
- RNAV DP or STAR must be retrieved by procedure name
REV. 6, 01 MAY 2008 4-32

Section 1 Preflight
Volume 5
WARNING:Manual entry of any published procedure
waypoint is not permitted and pilots must not
change any waypoint type from a fly-by to a fly-
over or vice versa.
- Both pilots must verify:

- Correct departure airport and
- Active runway and
- RNAV DP and initial waypoint are properly entered into
the FMS for the active flight plan.
- Any discontinuities are resolved (deleted)
- The route of flight is verified either on the MFD map
display or the Flight Plan on the FMS.
2
- ACARS initialized.
- See Chapter 11 Equipment and Systems for
details.
36. 2Video System ...................................................CHECKED CA
- If the system is deactivated, it is considered “Not
Installed”.
- Select each camera to ensure proper operation.
- Adjust the brightness of display.
- Turn the Monitor/Brightness knob OFF to save LCD life.
37. Gear Pins .................................. REMOVED & ON BOARD B
- Confirm all 4 Gear Pins are on board and properly
stowed in their holder.
Note: The aircraft may be dispatched without the gear pins in
the cockpit, however, the crew must ensure that the pins
have been removed from the landing gear and hydraulic
compartment.
"SET UP CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-33

Section 1 Preflight
Volume 5
H. THRUFLIGHT SET UP CHECK Expanded Checklist
The THRUFLIGHT SET UP CHECK should be completed when a
crew continues with the same airplane, provided one crewmem-
ber remains on board. If an airplane swap is made, the flight crew
changes, or the APU or GPU is not providing uninterrupted elec-
trical power, the SET UP CHECK must be completed.
THRUFLIGHT SET UP CHECK
1. Exterior Inspection........................................... COMPLETE B
- A THRUFLIGHT EXTERIOR INSPECTION will be
performed to verify aircraft condition.
2. Logbook & Manuals........................................... CHECKED CA
- Make sure the correct logbook is on board the
aircraft and has been reviewed and signed before
starting this checklist.
- Make sure the manuals are on board the aircraft.
3. O2, Masks ............................................... CHECKED 100% B
- Select ECS A/I page on the MFD and verify the
minimum oxygen pressure for dispatch.
- On the Digital Audio Panel (DAP), select the MASK
position on the boom/mask pushbutton. Place the
PTT yoke switch to the HOT position.
- Press the TEST/SHUTOFF switch. Verify the flow
indication in the upper right corner of the door and
the oxygen flow is heard momentarily over the
speaker.
- Ensure the O2 mask is set to 100%.
- Return the DAP to normal.
4. Flight Number ................................................... “____” SET CA
- On the Captain's Clock turn the mode selector to the
FLTNR position.
- Momentarily depress the ET button. This will cause
the first digit to flash.
- Pressing the CHR button will change the number in
the first digit.
- Pressing the ET button will change the flashing digit.
The CHR button will adjust the number being set.
- After the flight number has been set, return the
mode selector to the desired mode.
REV. 6, 01 MAY 2008 4-34

Section 1 Preflight
Volume 5
5. MFD Systems Pages .........................................CHECKED B
- Set the display brightness according to your
preference.
- Check each MFD page and verify all information
is in limits.
6. RMUs ........................................................................... SET CA
- Set the appropriate COMM and Transponder Code.
- Enter the NAV frequencies, which will provide local
area navigation and the current instrument
approach at the departure airport in the active and
standby displays of the NAV portion of the RMUs.
- The TCAS should be set with the appropriate range
and ABOVE mode.
- Ensure the Parking Brake is Set and the BRAKE ON
- Apply the parking brake by first pressing brake
pedals to full deflection and then pulling the
emergency/parking brake handle. When releasing
the parking brake, first press the brake pedals to full
deflection then release the emergency/parking
brake handle.
8. Trims ..................................................................CHECKED B
- Actuate the Pilot's and Copilot's pitch trim switches,
backup pitch trim switch, roll, and yaw trim switches
in both directions for at least three seconds for
proper operation and to check the trim timer cutout
function.
- You may hear an aural “TRIM” caution message
when depressing the trim switch longer than 3
seconds (depending on aircraft mod.).
- Place the elevator trim on the EICAS in the green
takeoff band.
- Place the yaw and roll trims in the neutral position.
- Verify both PITCH TRIM CUTOUT switches are
guarded and dark.
REV. 6, 01 MAY 2008 4-35

Section 1 Preflight
Volume 5
9. Pressurization.......................................... CHECKED / SET CA
- Confirm the AUTO pushbutton is guarded and dark.
- Confirm the manual controller is set to the green
mark.
- Set the digital controller to landing field elevation,
always rounding DOWN to the nearest 100 feet.
10. Stall Protection System .........................................TESTED CA
- Hold the control column slightly aft of neutral.
- Momentarily depress the SPS TEST button on the
pedestal.
- The stick shaker and pusher will activate, the
clacker will sound.
- MASTER CAUTION and MASTER WARNING
Lights will illuminate.
- The TEST button light will extinguish.
- After the test, verify the light on the TEST button is
not illuminated.
- Engage the Gust Lock.
11. FMS ..............................................................................SET B
- Either pilot may select or enter a position and the
route to be flown and the other pilot must verify the
programmed route with the ATC clearance.
- RNAV DP or STAR must be retrieved by procedure name
WARNING:Manual entry of any published procedure
waypoint is not permitted and pilots must not
change any waypoint type from a fly-by to a fly-
over or vice versa.
- Both pilots must verify:
- Correct departure airport and
- Active runway and
- RNAV DP and initial waypoint are properly entered into
the FMS for the active flight plan.
- any discontinuities are resolved (deleted)
- the route of flight is verified either on the MFD map
display or the Flight Plan on the FMS.
- 2ACARS initialized.
"THROUGH FLIGHT SET UP CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-36

Section 2 Before Start
Volume 5
A. Release Briefing
The PIC shall brief the SIC after having received the
ATC CLEARANCE and prior to starting the BEFORE START
CHECK.
Both flight crew members shall become familiar with the contents
of the flight release and all attachments.
Both pilots will hold a copy of the flight release portion of the
paperwork while the PIC reads the required briefing items and the
SIC will confirm. As each required item on the release is briefed
and verified, each flight crew member will put a mark by that item.
The flight crew must ensure that no other activity or distractions
(i.e. getting ATIS, clearance, weight & balance, etc) occur during
the briefing.
B. Required Release Briefing Items
Refer to the EMB 145 POH Chapter 3 or the EMB 145 Data Cards
for a list of the required release briefing items.
C. Jump Seat Briefing

When a person is occupying the jump seat, the Captain is respon-
sible to brief the jump seat occupant/additional crew member
before each takeoff on the items listed on the JUMP SEAT BRIEF-
ING CARD in the EMB 145 Data Cards.
REV. 6, 01 MAY 2008 4-37

Volume 5
D. Before Start Recommended Flow
When the Captain calls for the Before Start Check, the recom-
mended flows will be accomplished followed by the BEFORE
START CHECK.
CA BEFORE START FLOW (Recommended)
→ Fuel Pumps
→ Ignition
→ Beacon
→ Doors & Windows
→ Steering
→ Seat Belts & Shoulder Harness
FO BEFORE START FLOW (Recommended)
→ Cabin Signs
→ Doors & Windows
→ Seat Belts & Shoulder Harness
REV. 6, 01 MAY 2008 4-38

Volume 5
E. BEFORE START CHECK Expanded Checklist
The BEFORE START CHECK must be completed prior to main
engine start or pushback. This checklist will be performed when
aircraft loading has been completed, the main cabin door is closed
and the FA has announced that the cabin is secure for taxi. It is
conducted as a challenge-and-response check. The crewmember
giving the response to the checklist challenge is listed on the right
BEFORE START CHECK

- Ensure the parking brake is set and the BRAKE ON
2. Release Brief................................................... COMPLETE B
- The release briefing is required to be completed
prior to the "Before Start Check".
- Both pilots must acknowledge the completion of the
briefing.
3. Cabin Signs....................................................................ON CA
- Verify the NO SMOKING, FASTEN SEATBELT and
STERILE COCKPIT (if installed) signs are on.
- The STERILE COCKPIT (if installed) light is to be
illuminated anytime that sterile cockpit is in effect.
4. Fuel Pumps ....................................................................ON CA
- Ensure Tank 1&2 PUMP PWR switches are ON.
5. Beacon ...........................................................................ON CA
- Turn on the RED BCN to alert the ground crew that
you are ready to start main engines.
6. Doors & Windows.............................. CLOSED & LOCKED B
- Cockpit Door secure.
- Lock the cockpit door.
- Select the T/O page of the MFD, verify all doors are
closed on the airplane.
- Each flight crewmember shall physically ensure
their respective cockpit window is fully closed.
REV. 6, 01 MAY 2008 4-39

Volume 5
7. Fuel Quantity ................................ "____" LBS REQUIRED FO
"____" LBS ON BOARD CA
- The FO will state MFUEL and the CA will state the
fuel on board from the FUEL Page of the MFD.
- Both confirm that the quantity on board meets the
requirements of the flight release and is within the
limits for maximum fuel imbalance.
8. Steering .......................................................DISENGAGED CA
- Verify the STEER INOP message is on the EICAS.
9. Seat Belts & Shoulder Harness ........................FASTENED B
- The Lap Belt, Crotch Strap, and Shoulder Harness
will be fastened during all operations below 18,000
feet.
"BEFORE START CHECK COMPLETE"
F. Cockpit Setup prior to Taxi

Before initiating pushback or taxiing from the gate, the cockpit
should have been configured as listed below.
1. Flight Director Setup for Departure
On the Flight Guidance Controller (FGC), use the Couple
(CPL) button to transfer control of the autopilot to the Pilot
Flying.
Prior to departure, the takeoff submode should be selected by
pressing the go-around button on the thrust lever. The
Heading Select button and Low Bank button on the FGC
should also be selected. Set the heading bug to runway
heading. These procedures will cause the command bars to
present a wings-level and display 14° pitch-up for Flaps 9º,
13º pitch-up for Flaps 18º, or 12º for Flaps 22º.
a. PFD Settings for Departure
- CPL to PF
- Vertical Modes: T/O submode
- Lateral Modes: HDG and BNK
b. Altitude Preselect
The initial altitude to be flown should be set with the ASEL
(altitude preselect) on the FGC. The altitude selected will
then be displayed on the PFD.
REV. 6, 01 MAY 2008 4-40

Volume 5
2. RMU Setup
a. COM 1
COM1 will be used as the primary radio for communication
with ATC.
b. COM 2
COM 2 is the secondary radio used for "Company Radio"
communication or ATIS.
c. NAV Active Window
Both pilots select the navigation fixes for the expected
departure route to be flown.
d. NAV Standby Window
Set to the expected approach in use at the departure
airport in case of an emergency return.
e. Transponder / TCAS
Ensure assigned transponder code is entered, TCAS is set
to ABOVE and a range appropriate for conditions.
3. RNAV DP Setup
In addition to paragraphs 1. and 2., the following items will be
accomplished:
a. FMS
The correct departure runway must be programmed into
the FMS prior to taking the active runway
CAUTION: Ensure that the correct departure airport, active
runway, RNAV DP and initial waypoint are programmed
correctly into the FMS.
b. PFD
FMS selected as navigation source (magenta display)
4. Reference Speed Bugs for Takeoff
Normally the CA will enter the Reference Speed Bugs after
the FO has computed the weight & balance. The Reference
Speed Bugs on the MFD sub-menu should be set as follows:
a. V1 Reference Bug (Magenta) ................................. V1
b. VR Reference Bug (Cyan) ....................................... VR
c. V2 Reference Bug (White) ...................................... V2
d. VAPP Reference Bug (Green) ................................ VTGT
e. IAS Speed Bug on the PFD...................................... VFS
REV. 6, 01 MAY 2008 4-41

Volume 5
REV. 6, 01 MAY 2008 4-42

Section 3 Pushback and Towing
Volume 5
A. General
The following procedures should be used when conducting push-
back operations. It is imperative that both flight and ground per-
sonnel are familiar with these procedures to ensure a safe
pushback operation.
1. Gear pins need not be installed when conducting this
operation.
2. The SET UP, or the THRUFLIGHT SET UP and BEFORE
START CHECKS must be completed prior to initiating the
pushback. All paperwork must also be completed and given
to the ramp agent. Passengers must all be seated and carry-
ons stowed prior to pushback. Once the pushback has
started, the aircraft is considered to have departed.
3. All pushbacks must be accomplished using the ground crew
interphone system. This is the normal procedure. If the
handset/interphone is found to be inoperative or unavailable,
the exception as defined in the GOM applies.
4. The ramp agent shall initiate the procedure by first contacting
the flight crew through the interphone system to ensure they
are ready for the pushback. The appropriate ground control
facility should then be contacted requesting the pushback as
necessary. After permission has been received, the crew will
ensure the nosewheel steering is disarmed ("Steer Inop"
EICAS message) and the parking brake is released ("Brake
On" light not illuminated and handle is in down position). The
crew will then verbally state to ramp personnel that "Brakes
are released, steering is disengaged, ready for pushback".
The crew should use extreme diligence not to apply the
brakes during this procedure. The captain should keep both
hands and any other objects clear of the steering tiller so as to
not accidentally engage the steering during the pushback.
5. Engines may be started during the pushback procedure but
only after receiving a clear signal from the ramp personnel
over the ground interphone system. If an engine is started,
the captain shall monitor the engine start and the first officer
shall monitor the pushback procedure.
REV. 6, 01 MAY 2008 4-43

Volume 5
WARNING: A crossbleed start is NOT allowed during pushback.
The forward force opposing the pushback may
damage the towbar and/or the nosewheel.
6. When the pushback is complete, ramp personnel shall advise
the crew. At this point the crew shall set the parking brake and
advise the ramp personnel that it is O.K. to disconnect the tow
bar by stating "Brakes are set. O.K. to disconnect."
7. When the equipment is clear of the aircraft the ramp
personnel shall give a "CLEAR TO PROCEED" signal and the
crew shall call for taxi clearance from ATC.
B. Pushback Actions and Callouts
Event Cockpit Ground Personnel

Prior to • Before Start Check complete. • Connect tow bar.
Pushback • Ensure cabin is secure. • Connect tug.
• Set nosewheel steering INOP. • Tug is in PARK and BRAKES
• Ensure main hydraulic system set.
is NOT pressurized. • Remove all wheel chocks.
• Ensure equipment, personnel,
and passengers clear for push-
back.
• Wing-walkers present and
ready.
When • Obtain pushback clearance
Pushback is and repeat pushback instruc-
desired tions.
“CLEARED TO PUSH, TAIL __”
“CONFIRM STEERING INOP,
BRAKES RELEASED”
“BRAKES ARE RELEASED,
STEERING IS DISENGAGED,
READY FOR PUSHBACK”
• Push the aircraft in the desired
direction.
Push Back “SET BRAKES”
Complete “BRAKES ARE SET - OK TO
DISCONNECT” • Disconnect tow bar and inter-
phone cable.Give appropriate
hand signal.
C. Powerback
Powerback is not authorized.
REV. 6, 01 MAY 2008 4-44

Section 4 Starting Engines
Volume 5
A. General
During gate operations, wait for the start signal from the ramp
agent.
The captain will start the engines using the APU or an external air
source. Before each start, a crewmember will visually check the
engine area to the best of their ability. During all engine starts,
both crewmembers should remain alert to engine start malfunc-
tions and obstructions in the area. The Captain will guard the
START/STOP selector switch and monitor the engine start param-
eters. If the engine start occurs during a pushback, the First
Officer will monitor the pushback operation, while the Captain
monitors the engine start.
Confirm the appropriate fuel pump is ON and the Crossbleed
Valve Selector is not in the CLOSED position. Rotate the START/
STOP selector switch from the OFF position momentarily to
START and back to RUN while simultaneously starting a timer.
This activates the starter air control valve and initiates the start
sequence in the FADEC. Holding the START/STOP switch in
START for more than three (3) seconds will cause the FADEC to
discontinue the start.
After selecting START on the selector, verify N2 rotation within 20
seconds.
At 14.7% N2, verify ignition. At 28.4%, fuel flow will be indicated.
The initial light off fuel flow should be 150 to 250 pph. If tempera-
ture is below -18ºC, NDOT will provide a maximum light off fuel
flow of 350 pph during start. Following light off detection, fuel flow
will be pulled back to minimum for approximately 0.5 seconds.
After that fuel flow is metered according to the predetermined
acceleration schedule.
Monitor ITT for light off.
Note: Starts are faster if ITT is below 210ºC.
So as not to exceed parameters, monitor ITT, N2, N1 and oil pres-
sure throughout the start.
The start cycle is completed at approximately at 63% N2 and takes
approximately 40 seconds. At the end of the start sequence, the
ignition message on the EICAS will extinguish. After start is com-
plete, the engine stabilizes at about 64% N2 and 24% N1.
REV. 6, 01 MAY 2008 4-45

Volume 5
With AUTO ignition selected, only the FADEC in control activates
the ignition system. FADEC in control is alternated with every
subsequent ground start. Only one ignition channel is activated
on ground starts, which is alternated every subsequent start.
1. Engine Oil Quantity
Minimum oil quantity for
dispatch and engine start .....................................8 quarts
Minimum oil quantity after engine start ................6 quarts
Note: If you note that the oil quantity is low, advise
maintenance as soon as possible.
2. Cold Weather Starts
See Chapter 7 Cold Weather Operations.
3. Engine Dry Motoring
Dry Motoring is accomplished by setting the ignition to OFF
and selecting START. In this configuration, the FADEC will
neither activate the ignition nor open the fuel valve.
See the Abnormal Checklist ENGINE DRY MOTORING.
4. Engine Start Abort and Hung Start
Observe engine start limits. Abort start immediately if an
abnormal engine start is detected.
See Chapter 5 Emergency and Abnormal Checklists and
Chapter 6 Abnormal Procedures.
Note: If another start is to be attempted, Engine Dry Motoring
must be performed for at least 30 seconds after an
aborted start in which fuel has been introduced to assure
that no unburned fuel remains in the combustion
chamber and/or to reduce residual ITT.
5. Single Engine Taxi
Either engine may be used for single engine taxi.
REV. 6, 01 MAY 2008 4-46

Volume 5
B. External Air Start
In cases requiring an external air start, the crew should only start
the number two engine using the external air source because
higher pressure and air volume is available to the right side. The
ramp personnel shall disconnect the air start unit prior to the sec-
ond engine start.
The number one engine will be started using cross bleed air from
the number two engine.
Note: Ensure both packs are off and engine bleeds are closed
prior to connecting an external air bottle.
C. Crossbleed Start
To perform a crossbleed start, select bleed open on the operating
engine, ensure that the area behind the aircraft is clear of person-
nel and equipment, set N2 to 83% on the operating engine and
repeat the start procedure.
Note: Ensure both packs are off and the non-operating engine
bleed is closed prior to increasing N2 on the operating
engine.
CAUTION: The parking brake must be set, the towbar
disconnected and the area in front of the aircraft clear
of obstructions.
REV. 6, 01 MAY 2008 4-47

Volume 5
D. Starting Engine Procedures
1. APU Engine Start Procedure
APU ENGINE START
1. APU Bleed ................................................................OPEN

2. Engine Bleeds ........................................................... CLSD
3. XBLEED ......................................................AUTO / OPEN
4. Fuel Pump .................................................................... ON
5. START/STOP Selector ...................... START momentarily
- Less than 3 seconds
6. Start time.
7. Verify:
- N2 rotation within 20 seconds.
- At 14.7% N2, Ignition
- At 28.4% N2, Fuel Flow
- Normal Fuel Flow 150 - 250 pph.
- If temperature is below -18ºC, maximum Fuel
Flow of 350 pph.
- Light Off:
- ITT rise within 10 seconds of Fuel Flow
indication.
- Fuel Flow may decrease to minimum for 0.5
seconds.
- N1 rotation prior to starter cut-out.
- Start cycle will be completed at approximately 63%
N2 and approximately 40 seconds.
- Check for N1, ITT, N2, Fuel Flow, Oil Pressure &
Temperature within limits.
REV. 6, 01 MAY 2008 4-48

Volume 5
2. Air Cart Engine Start Procedure
AIR CART START
1. Packs 1&2 .................................................................... OFF

2. Engine & APU Bleeds ................................................CLSD
3. XBLEED ................................................................... AUTO
4. Air Cart .............................................................. CONNECT
5. Fuel Pump .....................................................................ON
6. Give “AIR ON” signal to ground crew.
7. START/STOP selector .......................START momentarily
8. Start time.
9. Verify:
Flow of 350 pph.
- Light Off:
indication.
seconds.
10. Disconnect Air Cart.
REV. 6, 01 MAY 2008 4-49

Volume 5
3. Cross-Bleed Engine Start Procedure
CROSS-BLEED START
1. Towbar ................................................... DISCONNECTED

2. Clear behind airplane ............................................VERIFY
3. Non-operating Engine Bleed ..................................... CLSD
4. Operating Engine Bleed ...........................................OPEN
5. XBLEED ......................................................AUTO / OPEN
6. Fuel Pump .................................................................... ON
7. N2 ................................................................ SET 83% MIN.
8. START/STOP Selector ...................... START momentarily
9. Start time
10. Verify:
Flow of 350 pph.
- Light Off:
indication.
seconds.
11. Thrust Levers...............................................................IDLE
REV. 6, 01 MAY 2008 4-50

Section 5 After Start
Volume 5
A. Single Engine versus Two Engine After Start Options
Single engine taxi from the gate is the normal procedure whenever
conditions such as weather and airport traffic environment allow.
The After Start Recommended Flows and AFTER START
CHECKS provide two options:
1. Single Engine After Start Check and Delayed Engine After
Start Check
- OR -
2. Two Engine After Start Check
B. Restrictions
Single engine taxi is not permitted if:
- engine anti ice is required; or
- if ramp or taxiway surfaces are found to be slippery, shining
wet, or more than 15% of the taxi surface is contaminated by
ice, snow or slush; or
- any electric hydraulic pump function is inoperative.
C. Single Engine After Start Option
1. Single Engine After Start Recommended Flow
a. The Single Engine After Start Recommended Flows will be
completed after the first engine has been successfully
started, the area is clear, and the towbar removed (if appli-
cable). The Single Engine After Start Recommended
Flows and the Single Engine AFTER START CHECK must
be accomplished before the brakes are released.
b. The Captain and First Officer independently complete their
flow items.
c. The Single Engine After Start Flows must be followed by
the challenge-and-response SINGLE ENGINE AFTER
START CHECK to ensure all checklist items have been
completed correctly.
REV. 6, 01 MAY 2008 4-51

Volume 5
CA SINGLE ENGINE AFTER START FLOW (Recommended)
→ FADEC's
→ Shed Bus
→ Systems pages on MFD
→ Altimeters
→ Trims
→ Rudders
CAUTION: Ensure the tow bar has been disconnected and the
chocks have been removed before checking rudders.
FO SINGLE ENGINE AFTER START FLOW (Recommended)

→ APU Stop Button
→ Bleeds
→ Air Conditioning Pack #1
→ Ice Panel
→ Hydraulic Pumps
→ Altimeter
→ APU Knob
→ Transponder
REV. 6, 01 MAY 2008 4-52

Volume 5
2. SINGLE ENGINE AFTER START CHECK
Expanded Checklist
a. The SINGLE ENGINE AFTER START CHECK is a chal-
lenge-and-response checklist that must be completed with
the First Officer reading the challenge and the crew-
member indicated on the right giving the appropriate
response.
b. The SINGLE ENGINE AFTER START CHECK must be
completed before the brakes are released.
SINGLE ENGINE AFTER START CHECK
1. External Power.................................................. REMOVED CA
remove it.
2. Electrical Panel / Shed Bus.................. CHECKED / OVRD CA
- Select the ELEC page on the MFD and confirm
operating engine’s generators and electrical busses
are online.
- Confirm all lights are out on the electrical panel,
BUS TIE is in AUTO and SHED BUS is in OVRD.
3. T/O Data & Bugs .......................................................... SET CA
- Normally the CA will set the T/O data and the speed
bugs while the FO completes the weight and
balance computations.
- T/O Data set:
- Check to ensure the proper type of
takeoff is entered.
- Enter the proper temperature as given
by ATIS or ATC.
- Check the Anti-Ice reference is properly
set.
- The Reference Speed Bugs on the MFD sub-
menu should be set as follows utilizing the
weight and balance data:
- V1 Reference Bug (Magenta) ..... V1
- VR Reference Bug (Cyan) ......... VR
- V2 Reference Bug (White) .......... V2
- VAPP Reference Bug (Green) .. VTGT
- IAS Speed Bug on the PFD ........VFS
REV. 6, 01 MAY 2008 4-53

Volume 5
4. FADECs.............................................RESET / ALTN / SET CA
- Reset and alternate the FADECs on the operating
engine.
- Select RESET to clear faults in the FADECs.
- Select ALTN to ensure proper operation of the
operating FADECs. If engine flames out or
does not alternate, do not attempt further starts
or takeoff and notify maintenance.
- Set the appropriate FADEC for the Pilot Flying.
- The Captain will use FADEC A.
- The First Officer will use FADEC B.
5. Hydraulic Pumps .......................................................AUTO CA
- Place both electric Hydraulic Pumps to AUTO.
6. Ice Panel.......................................................................SET CA
- ENGINE AIR INLET pushbuttons:
- All conditions: DEPRESSED (dark).
- SENSORS pushbuttons: ON (dark).
- WING and STAB pushbuttons: DEPRESSED (dark).
- WINDSHIELD pushbuttons:
- Normal conditions: OFF (lighted)
- ICE DETECTION OVERRIDE knob:
- Normal conditions: AUTO
7. Air Conditioning ............................................................SET CA
- Pack 1 and 2, GASPER, and RECIRC push buttons
will be dark.
- Operating engine BLEED ............................ OPEN
- XBLEED ...................................................... OPEN
- APU BLEED ............................................ CLOSED
8. APU ..............................................................................OFF CA
- Press the APU STOP button and monitor APU
deceleration through 10% RPM.
- Below 10% RPM select the APU MASTER switch to
the OFF position and verify the EICAS indicates
“APU FUEL SOV CLSD”.
Note: To minimize cooling stresses on the turbine wheel, the
APU should be shutdown while under load or within ten
seconds after the load is removed.
REV. 6, 01 MAY 2008 4-54

Volume 5
9. Flight Guidance .........................................................“____” CA
- The Captain states,
- “Coupled to (Pilot Flying side), T/O submode,
heading, low bank”
or, in case of RNAV 1 departure without Radar vectors,
- “Coupled to (Pilot Flying side), T/O submode,
NAV, FMS.
- Flight Guidance System .................. Coupled to PF
- Go-Around Button ........................................ Press
- This action selects T/O SUBMODE
- Verify:
- Flight Director Bars on the PFD pitch to 14º (13º or
12º respectively) nose up in accordance with flap
setting.
- T/O Mode annunciation is presented as the vertical
mode at the top of the PFD.
- Flight Guidance Panel.. HDG mode and Low Bank
Note: For RNAV 1 DP with radar vectors to the first fix use flight
guidance setup as above.
Note: For RNAV 1 DP with NO radar vectors to first fix set the
flight guidance coupled to PF side, TO Submode, and
NAV, select FMS on the Display Controller Panel.
- Heading Bug ..............Departure Runway Heading
- DO NOT set the heading that may have been
assigned by ATC to be flown after takeoff.
10. Altimeters .............................“____” SET LEFT & CENTER CA
“____” RIGHT & CROSS-CHECKED.................................. FO
- Verify all altimeters are set to the most current
altimeter setting for the departure airport.
- Both pilots state the altimeter setting.
- The difference between the known airport elevation
and the elevation displayed on the PFD altimeters
will not exceed 75 feet and will be within the limits
specified in the Limitations.
REV. 6, 01 MAY 2008 4-55

Volume 5
11. Trims.................................................................. “____” UP CA
- Check the pitch trim for the value assigned from the
weight and balance calculations.
- The FO will verify the correct aileron, rudder, and
elevator trim position.
Note: If the desired trim setting is 8 UP, first trim to 7 UP and
then increase slowly and stop trimming immediately
when 8 UP is displayed.
12. Transponder ............................................................. “____” CA
- Use one of the following transponder modes on the
ground depending on ATC requirements:
- STBY
- ATC ON
Replies on Modes S and A, no altitude reporting.
- ATC ALT
Replies on Modes A, C and S, with altitude reporting.
“SINGLE ENGINE AFTER START CHECK COMPLETE”
3. DELAYED ENGINE AFTER START CHECK

Expanded Checklist
a. The Captain will start the delayed engine.
b. Prior to starting the delayed engine, ensure the parking
brake has been set.
c. Use caution if an engine cross bleed start is to be
completed.
d. If a crossbleed start cannot be accomplished, start the
APU. Remember to observe and consider warm-up limita-
tion times when determining when you will start the APU
and the second engine.
e. After completion of the second engine start, the DELAYED
ENGINE AFTER START CHECK will be performed prior to
moving the aircraft.
REV. 6, 01 MAY 2008 4-56

Volume 5
DELAYED ENGINE AFTER START CHECK

1. Electrical Panel/Shed Bus.......................CHECKED/AUTO CA
- Select the ELEC page on the MFD and confirm all
generators and electrical busses are online.
- Confirm all lights are out on the electrical panel and
BUS TIE and SHED BUS selectors are normal.
2. X-Feed ......................................................................... OFF CA
- Ensure that the crossfeed has been selected off by
appropriate switch position and no EICAS message
is displayed.
3. APU.............................................................................. OFF CA
APU should be shutdown within ten seconds after the
pneumatic load is removed.
4. FADECs ................................................ RESET/ALTN/SET CA
- Reset and alternate the FADECs on the delayed
start engine.
5. Thrust Rating.........................................ALT T/O-1 (or) T/O CA
- Verify the appropriate takeoff thrust has been
selected and is displayed at the top of the EICAS
between the N1 indicators.
"DELAYED ENGINE AFTER START CHECK COMPLETE"
Note: The aircraft may now resume its taxi after the above
checklist has been completed.
REV. 6, 01 MAY 2008 4-57

Volume 5
D. Two Engine After Start Option
1. Two Engine After Start Recommended Flow
a. The Two Engine After Start Recommended Flows will be
completed after both engines have been successfully
started prior to initial taxiing, the area is clear, and the
towbar removed (if applicable). The Two Engine After
Start Recommended Flow(s) and the TWO ENGINE
AFTER START CHECK must be completed before the
brakes are released.
b. The Captain and First Officer independently complete their
flow items.
c. The Two Engine After Start Flows must be followed by the
challenge-and-response TWO ENGINE AFTER START
CHECK to ensure all checklist items have been completed
correctly.
CA TWO ENGINE AFTER START FLOW (Recommended)
→ FADEC's
→ Shed Bus
→ Systems pages on MFD
→ Altimeters
→ Trims
→ Rudder
CAUTION: Ensure the tow bar has been disconnected and the
chocks have been removed before checking rudders.
FO TWO ENGINE AFTER START FLOW (Recommended)
→ APU Stop Button
→ Bleeds
→ Air Conditioning Pack #1
→ Ice Panel
→ Hydraulic Pumps
→ Altimeter
→ APU Knob
REV. 6, 01 MAY 2008 4-58

Volume 5
2. TWO ENGINE AFTER START CHECK
Expanded Checklist
a. The TWO ENGINE AFTER START CHECK is a challenge-
and-response checklist that must be completed with the
First Officer reading the challenge and the crewmember
indicated on the right giving the appropriate response.
b. The TWO ENGINE AFTER START CHECK must be
completed before the brakes are released to commence
taxiing.
TWO ENGINE AFTER START CHECK

1. External Power.................................................. REMOVED CA
remove it.
2. Electrical Panel / Shed Bus...................CHECKED / AUTO CA
- Select the ELEC page on the MFD and confirm all
generators and electrical busses are online.
- Confirm all lights are out on the electrical panel and BUS TIE
and SHED BUS selector knobs are AUTO.
3. T/O Data & Bugs .......................................................... SET CA
- Normally the CA will set the T/O data and the speed
bugs while the FO completes the weight and
balance computations.
- T/O Data set:
- Check to ensure the proper type of
takeoff is entered.
- Enter the proper temperature as given
by ATIS or ATC.
- Check the Anti-Ice reference is properly
set.
- The Reference Speed Bugs on the MFD sub-
menu should be set as follows utilizing the
weight and balance data:
- V1 Reference Bug (Magenta) ..... V1
- VR Reference Bug (Cyan) ......... VR
- V2 Reference Bug (White) .......... V2
- VAPP Reference Bug (Green) .. VTGT
- IAS Speed Bug on the PFD ........VFS
REV. 6, 01 MAY 2008 4-59

Volume 5
4. Thrust Rating ........................................ ALT T/O-1 (or) T/O CA
- Verify the appropriate takeoff thrust has been
selected and is displayed at the top of the EICAS
between the N1 indicators.
5. FADECs.............................................RESET / ALTN / SET CA
- Reset and alternate the FADECs on both engines.
6. Hydraulic Pumps .......................................................AUTO CA

- Place both electric Hydraulic Pumps to AUTO.
7. Ice Panel.......................................................................SET CA
- ENGINE AIR INLET pushbuttons:
- All conditions: DEPRESSED (dark).
- SENSORS pushbuttons: ON (dark).
- WING and STAB pushbuttons: DEPRESSED (dark).
- WINDSHIELD pushbuttons:
- Normal conditions: OFF (lighted)
- ICE DETECTION OVERRIDE knob:

- Normal conditions: AUTO
Note: If icing conditions exist or are forecast, refer to "Cold

Weather Operations".
8. Air Conditioning ............................................................SET CA
- Pack 1 and 2, GASPER, and RECIRC push buttons
will be dark.
- Engine BLEEDs ........................................... OPEN
- XBLEED .......................................................AUTO
- APU BLEED ............................................ CLOSED
REV. 6, 01 MAY 2008 4-60

Volume 5
9. APU.............................................................................. OFF CA
APU should be shutdown while under load or within ten
seconds after the load is removed.
10. Flight Guidance ........................................................."____" CA

- The Captain states,
- "Coupled to (Pilot Flying side), T/O submode,
heading, low bank".
or, in case of RNAV 1 departure without Radar vectors,
- "Coupled to (Pilot Flying side), T/O submode,
NAV, FMS".
- Flight Guidance System ........Coupled to PF
- Go-Around Button ............................. Press
- This action selects T/O SUBMODE
- Verify:
- Flight Director Bars on the PFD pitch to 14º (13º
or 12º respectively) nose up in accordance with
flap setting.
- T/O Mode annunciation is presented as the
vertical mode at the top of the PFD.
- Flight Guidance Panel.. HDG mode and Low Bank
Note: For RNAV 1 DP with radar vectors to the first fix use flight
guidance setup as above.
Note: For RNAV 1 DP with NO radar vectors to first fix set the
flight guidance coupled to PF side, TO Submode, and
NAV, select FMS on the Display Controller Panel.
- Heading Bug ..............Departure Runway Heading
- DO NOT set the heading that may have been
assigned by ATC to be flown after takeoff.
REV. 6, 01 MAY 2008 4-61

Volume 5
11. Altimeters............................. “____” SET LEFT & CENTER CA
“____” RIGHT & CROSS-CHECKED FO
- Verify all altimeters are set to the most current
altimeter setting for the departure airport.
- The difference between the known airport elevation
and the elevation displayed on the PFD altimeters
will not exceed 75 feet and will be within the limits
specified in the Limitations.
12. Trims.................................................................. "____" UP CA
- Check the pitch trim for the value assigned from the
- The FO will verify the correct aileron, rudder, and
elevator trim position.
Note: If the desired trim setting is 8 UP, first trim to 7 UP and
then increase slowly and stop trimming immediately
when 8 UP is displayed.
CAUTION: If deicing has to be accomplished, ensure pitch trim has
been reset prior takeoff to the value assigned from the
13. Transponder ............................................................. “____” CA
- Use one of the following transponder modes on the
ground depending on ATC requirements:
- STBY
- ATC ON
- ATC ALT
“TWO ENGINE AFTER START CHECK COMPLETE”
REV. 6, 01 MAY 2008 4-62

Section 6 Taxiing out
Volume 5
A. General
Only the Captain will taxi the airplane. The left seat pilot controls
the airplane during taxi since the hydraulic steering tiller is located
on the left side of the cockpit.
The Captain will not begin to taxi until both pilots are seated in the
cockpit with seat belt and shoulder harness fastened and the
cabin is secure.
Single engine taxi is strongly encouraged whenever the situation
allows; however, consideration must be given to congested areas,
local regulations and atmospheric conditions when performing sin-
gle engine taxi.
Maneuvering the airplane on the ground is, in most respects, sim-
ilar to maneuvering other conventional tricycle gear airplanes.
Nosewheel steering is used for directional control. Make all turns
at a slow speed.
Good taxi technique requires awareness of the proximity of obsta-
cles, the effects of excessive noise, and the force of the jet
exhaust.
B. Single Engine Taxi from the Gate
In an effort to conserve fuel or to maneuver the aircraft away from
the gate area using one engine only, the following taxi procedures
have been established.
Upon completion of the first engine start, accomplish the SINGLE
ENGINE AFTER START checklist. Caution should be exercised
in the ramp and gate area for any excessive thrust that might be
required to maneuver the aircraft on one engine.
The following considerations should be taken into account when
deciding to start the remaining engine. The remaining engine will
only be started with the parking brake set so as to allow the Cap-
tain to devote their full attention to starting the remaining engine.
If an engine cross-bleed start is being performed, keep in mind
what is directly behind you. Allowance for engine warm-up limita-
tions must also be taken into account.
After successful completion of the remaining engine start, the
DELAYED ENGINE AFTER START CHECK must be performed
prior to moving the aircraft. Once these items are completed, the
Captain may continue to taxi.
REV. 6, 01 MAY 2008 4-63

Volume 5
1. Restrictions
Single engine taxi is not permitted if:
- engine anti ice is required; or
- if ramp or taxiway surfaces are found to be slippery,
shining wet, or more than 15% of the taxi surface is
contaminated by ice, snow or slush; or
2. Nose Wheel Deflection during Single Engine Taxi
When starting from a stop or operating at very slow speeds,
nose wheel deflection beyond 30 degrees into the operating
engine may result in the aircraft stopping. To avoid subjecting
the nose gear, wheel, and steering mechanism to excessive
stress, either initiate forward momentum or start the other
engine.
C. Engine Warm Up Prior to Takeoff

The engines must be allowed to run at taxi thrust to stabilize
engine temperatures before takeoff thrust is selected.
Run the engines at idle or taxi thrust a minimum of four (4) minutes
for cold engines and two (2) minutes for warm engines. An engine
is considered cold if it has been shutdown for more than ninety
(90) minutes.
REV. 6, 01 MAY 2008 4-64

Volume 5
D. Chautauqua Standard Takeoff
The parameters, methods, and configurations listed below define
the CHAUTAUQUA STANDARD TAKEOFF. The purpose of a
standardized takeoff is to foster common understanding among
crew members and to abbreviate the takeoff briefing which should
emphasize important factors that may differ from takeoff to takeoff.
The items listed under the CHAUTAUQUA STANDARD TAKE-
OFF will be accomplished and need not be verbally stated during
the takeoff briefing.
CHAUTAUQUA STANDARD TAKEOFF

1. Takeoff Method.................................................. ROLLING
2. Thrust Rating .................................................... ALT T/O-1
3. Flaps Setting....................................................... FLAPS 9
4. Anti-ice Equipment................................SENSORS ONLY
5. Radar .................................................................STANDBY
6. TCAS Takeoff Setting........................................... ABOVE
E. Takeoff Briefing
1. Who briefs?
The PF will accomplish the takeoff briefing.
2. Takeoff Briefing Contents
Refer to the EMB 145 POH Chapter 3 or the EMB 145 Data
Cards for a list of the required takeoff briefing items.
REV. 6, 01 MAY 2008 4-65

Volume 5
F. Deicing/Anti-Icing
1. For deicing/anti-icing procedures and hold-over tables, see
EMB-145 Data Cards and GOM Chapter 2.
2. For guidance on proper aircraft configuration during deicing,
review the pre- and post-deicing checklists in Chapter 7.
3. Prior to deicing/anti-icing, the “AFTER START CHECK” must
be complete.
CAUTION: If deicing has been accomplished, ensure pitch trim has
been reset to the value assigned from the weight and
balance calculations and the flaps are returned to the
appropriate takeoff flap setting.
4. After deicing/anti-icing, continue with the “BEFORE
TAKEOFF CHECK” at the appropriate time.
G. 1Ice Protection Test
This test is to be completed on the first flight of the day only.
Note: The ice protection test must only be accomplished with
the aircraft stopped and the parking brake set.
The following procedure is used:
1. MFD Systems Page ..................................................... ECS
2. Thrust Levers .......................................................... 83% N2
3. Engine Bleed Air ........................................................OPEN
4. Crossbleed ................................................................. AUTO
5. Ice Detection Override Knob ......................................... ALL
6. Ice Detection Test Knob..................................................... 1
- The TEST knob must be held at least 10 seconds in each
test position but no more than 15 seconds.
- Check that the OPEN inscriptions in the buttons are
illuminated.
- Check that the bleed temp indicator disappears on the
appropriate side of the bleed temperature indicators on the
MFD ECS page.
- Check that the ICE DET 1 (or 2) FAIL, and BLD 1 (or 2)
LOW TEMP caution messages and the ICE CONDITION
advisory message are displayed on the EICAS.
REV. 6, 01 MAY 2008 4-66

Volume 5
- The CROSSBLD OPEN advisory message MAY be
presented.
Note: If the test fails on the first attempt, bring thrust levers
back to Ground Idle, then repeat the ice protection test
as described in this section.
A successful second attempt of the ice protection test
must be documented in the logbook by an “INFO” entry.
See GOM Chapter 5 for details.
If the ice protection test fails during the second attempt,
return to the gate, write up the discrepancy, and contact
Dispatch and Maintenance Control.
7. Ice Detection Test Knob ......................................RELEASE

- Associated EICAS messages.....................Extinguished
8. Ice Detection Test Knob .................................................... 2
- Repeat as above
9. Ice Detection Override Knob ..................................... AUTO
10. Thrust Levers............................................................... IDLE
- Do not reduce thrust levers until at least 3 seconds after
the Ice Detection Override Knob has been returned to the
AUTO position.
CAUTION: The ice detection override knob must not be set to
"ALL" on the ground, except during the test.
H. Air Conditioning Configuration for Takeoff
- Engine bleeds ........................ OPEN
- Crossbleed .............................AUTO
- Packs 1 & 2 ................................ ON
I. Ice Panel Configuration for Takeoff
- Windshield Heat ....................... OFF
- Sensors ..................................... ON
- Override Knob ........................AUTO
REV. 6, 01 MAY 2008 4-67

Volume 5
REV. 6, 01 MAY 2008 4-68

Section 7 Before Takeoff
Volume 5
A. Before Takeoff Flow (Recommended)
The takeoff briefing should be completed prior to leaving the gate
as circumstances permit. Any changes to the takeoff briefing may
be accomplished during taxiing as necessary (e.g. you planned for
23R departure and tower changes runway to 32).
The CA and FO will check their respective brakes as soon as pos-
sible upon leaving the gate when the CA states “Check your
Brakes, Flaps ___ (9º, 18º, or 22º)”.
To eliminate distractions during taxiing and in an ongoing effort to
prevent runway incursions, the BEFORE TAKEOFF FLOWs and
the BEFORE TAKEOFF CHECK will be accomplished at a time
when the crew can devote their full attention to the tasks.
The BEFORE TAKEOFF FLOWs and the BEFORE TAKEOFF
CHECK will be started when no further runway crossings are
expected so as to have all items completed just prior to
reaching the hold-short line.
WARNING: Company communications will be held to a minimum
to preclude the possibility of a runway incursion.
The announcement to the Flight Attendant must be kept short in
order to minimize the time that one pilot is off-frequency.
CA BEFORE TAKEOFF FLOW (Recommended)
→ Instruments
FO BEFORE TAKEOFF FLOW (Recommended)
→ Brake Temperatures
→ Gust Lock
→ Flight Attendant
→ Ailerons and elevator
Note: The First Officer will release the gust lock and, while
waiting the required 10 seconds for the locking pins to
release, notify the flight attendant. Then check full
movement and freedom of the ailerons and elevators.
REV. 6, 01 MAY 2008 4-69

Volume 5
B. BEFORE TAKEOFF CHECK Expanded Checklist
Prior to calling for the BEFORE TAKEOFF CHECK, all checklist
items, including the ice protection test when required, must have
been accomplished. The BEFORE TAKEOFF CHECK will be
started so as to have all items completed just prior to reaching the
hold-short line of the runway of intended departure.
BEFORE TAKEOFF CHECK
1. Takeoff Briefing ............................................... COMPLETE PF
- The takeoff briefing is to be completed by the Pilot
Flying.
- The briefing should include, but is not limited to, the
items listed under "TAKEOFF BRIEFING".
2. 1Ice Protection Test ......................................... COMPLETE CA
3. Instruments........................................................ CHECKED B
- Check the flight instruments for flags and proper
display information.
- Check the engine instruments on the EICAS for
proper indications.
- Check the heading bug is set to runway heading.
- Check the altitude pre-select for the first assigned
altitude.
- Check the navigation setup is in agreement with
departure clearance.
4. Flaps, Spoilers, Trim...................... "____" / CLSD / “____” CA
- The flaps should be selected to 9° (18º, 22º) and
verified on the EICAS display.
- The spoilers will be verified by a CLOSED indication
on the EICAS and by the speed brake handle
position.
- The pitch trim will be verified in the correct position.
- Sample response: "9°, closed, 8 UP."
- First Officer will also verify flap, spoiler, and trim
positions. (no response required)
REV. 6, 01 MAY 2008 4-70

Volume 5
5. Brakes & Temperatures .....................................CHECKED B
- Both flight crewmembers gently test the brakes.
- Captain assures steering is operative.
- If the brakes and steering were used during
movement from the gate area, they can be
considered checked.
- The F/O selects the HYD page on the MFD. Verify
the Brake Temperatures are in the green.
6. EICAS ................................................................CHECKED CA
- Verify any EICAS messages to ensure the
messages are normal.
- Verify the absence of warning and caution
messages and acknowledge any advisory or
caution message associated with a deferred item.
7. Gust Lock and Flight Controls.... RELEASED & CHECKED FO
- The First Officer will release the gust lock and wait 10
seconds for the locking pins to release; then check full
movement and freedom of the ailerons and elevators.
- Also verify Gust Lock captions (2) on the electro-
mechanical gust lock (if installed) are extinguished.
WARNING: Immediately prior to each takeoff when the gust lock
lever is set to the unlocked position, the elevator
movement must be checked. This check must be
performed no sooner than ten (10) seconds after
positioning the gust lock lever to the fully forward
unlocked position by moving the control column from
the full up stop and to the full down stop and back to
the full up stop.
- The Captain will ensure the steering is disengaged and
check full movement and freedom of the rudder pedals.
Note: This part of the checklist item has been accomplished
during the CA’s After Start Flow.
8. Flight Attendant .................................................. NOTIFIED FO
- Announce to the Flight Attendant “_____ please be
seated.”
- This informs the Flight Attendant to assume the
brace position for takeoff.
- Notification should occur prior to crossing the
hold-short line.
"BEFORE TAKEOFF CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-71

Volume 5
REV. 6, 01 MAY 2008 4-72

Section 8 Line-Up
Volume 5
Section 8 Line-Up
A. LINE UP CHECK Expanded Checklist

This checklist is to be completed just prior to takeoff. The Chal-
lenge-Do-Verify (CDV) method will be utilized for the LINE UP
CHECK. This requires the First Officer (FO) first make the chal-
lenge before the appropriate crewmember completes the action.
Then the CA or FO as required will verify that the action has been
accomplished and give the proper checklist response.
LINE UP CHECK
1. Min. Fuel ......................................."____" LBS REQUIRED FO
"____" LBS ON BOARD CA
- The FO will state MFUEL and the CA will state the
fuel on board from the FUEL Page of the MFD.
- Both confirm that the quantity on board meets the
requirements of the flight release and is within the
limits for maximum fuel imbalance.
2. Transponder/RADAR ......................TA/RA / STBY (or) WX CA
- Turn the Transponder to TA/RA and ABOVE mode.
- Set the RADAR as appropriate for conditions.
3. Takeoff Config....................................................CHECKED CA
- Depress the TO CONFIG button to initiate the
takeoff configuration check.
WARNING: Do not reconfigure the aircraft after completing this
checklist item.
4. Exterior Lights .............................................................. SET CA
- Turn on exterior lights as applicable.
5. Takeoff Runway ......................................................."____" CA
HEADING "____"FO
- CA will state takeoff runway verified with the runway
holdshort signage (e.g “23L”).
- FO will confirm that aircraft heading is consistent
with takeoff runway heading and state indicated
heading (e.g. “235º”)
"LINE UP CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-73

Section 8 Line-Up
Volume 5
REV. 6, 01 MAY 2008 4-74

Section 9 Takeoff
Volume 5
Section 9 Takeoff
A. General
The PF's primary responsibility is outside the aircraft during the
takeoff phase, the PM will monitor the cockpit indications. As time
and workload permit, backup the other crewmember.
1. Change of Aircraft Control
When the First Officer is the PF and it is a STATIC TAKEOFF,
the Captain lines up the airplane on the runway, applies
brakes and calls out, "YOUR CONTROLS". The First Officer
responds by applying the brakes and calling out, " MY
CONTROLS ".
When the First Officer is the PF and it is a ROLLING
TAKEOFF, the Captain lines up the airplane on the runway
and calls out, "YOUR CONTROLS". The First Officer
responds by calling out, "MY CONTROLS" without braking the
airplane.
2. Use of Flight Director and/or Autopilot during Takeoff
Takeoffs must be performed with the yaw damper and the
autopilot off. The flight director will be in the takeoff submode.
The yaw damper and autopilot should be engaged after
takeoff (500 feet AGL minimum) with the aircraft properly
trimmed. Prior to autopilot engagement, ensure the PF’s flight
director is in view and the autopilot is coupled to the Pilot
Flying side. When engaged, the autopilot will follow the flight
director command bars.
REV. 6, 01 MAY 2008 4-75

Section 9 Takeoff
Volume 5
B. Flaps 9º Takeoff Procedure
1. Rolling Takeoff
As soon as the aircraft is aligned with the runway and prior to
the takeoff roll, the PF will transition to rudder pedal steering,
aileron control, and thrust lever management. The thrust
levers should be smoothly advanced to the THRUST SET
position and a check made of engine performance on the
EICAS. Do this without pausing. Do not hesitate or "stand up"
the thrust levers prior to the THRUST SET position. The PM
calls, "ATTCS checked" when displayed on the EICAS.
When the THRUST SET position has been reached, the PF
calls out, "Check Thrust." The PM verifies engine
acceleration and responds, "Thrust Set" when the N1 target
thrust is reached.
Note: Performance data are predicated on target N1 being
achieved no later than 500 feet from the start of the
takeoff roll at the beginning of the runway or intersection.
The PM monitors flight and engine parameters during the
initial takeoff roll and calls out, "80 knots", "V1," "Rotate". The
PF will visually confirm 80 knots and keep one hand on the
thrust levers until V1 in case an abort is necessary. Upon
reaching V1, the PF will move both hands to the control wheel.
At VR, a smooth rotation should be initiated to a pitch attitude
of 14º as displayed by the flight director command bars.
Appropriate correction should be applied for any existing
crosswind. After the aircraft becomes airborne, the aircraft
will be initially trimmed prior to 160 knots.
At 35 feet AGL, with a positive rate of climb, the PM calls out,
"Positive Rate." The PF verifies a positive rate and calls out,
"Gear Up." The PM will select the gear lever to the UP
position and monitor gear indications to ensure that the gear
did retract.
[see Flaps 9º Takeoff Profile Part 1]
REV. 6, 01 MAY 2008 4-76

Section 9 Takeoff
Volume 5
The PF maintains 14° of pitch and allows the aircraft to
accelerate. The airspeed should not be less than V2. The PM
monitors aircraft performance and calls out "Acceleration
Altitude" and "V2 + 15." The PF responds by verifying the
airspeed and calls out, "Flaps Up, Climb Thrust." The PM
selects the flap lever to the zero position, presses the CLB
thrust button and turns off the NOSE and TAXI lights. The PM
must ensure that the CLB power setting is displayed on the
EICAS.
At this point, the PF will command any changes to the FGC.
The PF maintains a minimum airspeed of VFS through 1500
feet AGL or MEA.
Passing 1500 feet AGL, the PM will call out “1500 feet” and
ensure that the ICE DETECTION OVERRIDE knob is in
AUTO, reset the packs if necessary, and check
pressurization.
[see Flaps 9º Takeoff Profile Part 2]
2. Static Takeoff
A static takeoff must be performed whenever the aircraft is
runway limited according to the aircraft takeoff performance
data (see EMB 145 POH Chapter 9 for details). In this case,
the brakes should not be released until the engines have
reached the N1 target thrust. From that point on, follow the
procedure for the rolling takeoff.
Note: For all takeoffs, performance data is valid from the point
where takeoff thrust is achieved.
3. Lower Than Standard Visibility Takeoff
There are no procedural changes for lower than standard
visibility takeoffs.
The regulatory restrictions according to the GOM apply.
REV. 6, 01 MAY 2008 4-77

Section 9 Takeoff
Volume 5
4. Flaps 9º Takeoff Actions & Callouts
a. Rolling Takeoff with Flaps 9º
Event CA FO
Line up: “LINE UP CHECK.” • FO Flow
Prior to Takeoff • Read LINE UP CHECK.
“LINE UP CHECK COM-
PLETE.”
Line up: • Taxi onto the runway.
Cleared for • Line up aircraft with runway
Takeoff centerline.
• Both check EICAS. • Both check EICAS.
If First Officer is “YOUR CONTROLS.” • Transition to rudder pedals,
PF aileron control, and thrust
management.
“MY CONTROLS. ”
Aircraft control changes from CA to PF

Event PF PM
Takeoff • Smoothly advance thrust
levers to Thrust Set position.
• Check ATTCS armed.
“ATTCS CHECKED.”
“CHECK THRUST.” • Verify engine acceleration.
* N1 Target Thrust Indication.
“THRUST SET”
• Maintain runway centerline
with rudder steering.
Passing • Crosscheck both airspeed
80 KIAS indicators.
• Visually confirm 80 knots. “80 KNOTS.”
At V1 “V1.”
• Release TL's and place both
hands on the control wheel.
At VR “ROTATE.”
• Smoothly rotate to approxi-
mately 14º FD pitch at a rate
of 2º per second.
REV. 6, 01 MAY 2008 4-78

Section 9 Takeoff
Volume 5
Event PF PM
Airborne, Posi- * Positive vertical speed on the
tive Climb VSI and 35 feet AGL:
Indication “POSITIVE RATE”
• Verify positive rate.
“GEAR UP” • Select GEAR LEVER - UP.
• Climb at 14° to Acceleration * UP Indication on EICAS.
Altitude.
• TRIM before 160 KIAS.
Acceleration “ACCELERATION ALTITUDE,
Altitude V2 + 15.”
AND “FLAPS UP, CLIMB
V2+15 min. THRUST.” • Select Flaps - Up.
• Press CLB button and
ensure CLB is displayed on
EICAS.
• Command FGC change as • Select commanded FGC
desired. modes.
• Maintain speed no less than • Reduce Exterior Lights.
VFS through 1500 feet AGL
or MEA.
1500 feet AGL or “1500 FEET.”
MEA • Establish enroute climb • ICE DETECTION OVER-
speed. RIDE knob AUTO.
• Packs reset if necessary.
• Pressurization check.
REV. 6, 01 MAY 2008 4-79

Section 9 Takeoff
Volume 5
b. Static Takeoff with Flaps 9º
Event CA FO
PLETE.”
Takeoff centerline.
management.
“MY CONTROLS. ”

Event PF PM
“CHECK THRUST.” • Verify engine accelera -
tion.
“THRUST SET”
• Release brakes.
80 KIAS indicators.
• Visually confirm 80 knots. “80 KNOTS”
At V1 “V1.”
At VR “ROTATE”
mately 14º FD pitch at a rate
of 2º per second.
REV. 6, 01 MAY 2008 4-80

Section 9 Takeoff
Volume 5
Event PF PM
tive Climb VSI and 35 feet AGL.
Indication “POSITIVE RATE.”
“GEAR UP” • Select GEAR LEVER - UP.
• Climb at 14° to Acceleration * UP Indication on EICAS.
Altitude.
AND “FLAPS UP, CLIMB
V2+15 min. THRUST.” • Select Flaps - Up.
EICAS.
• Command FGC change as • Select commanded FGC
desired. modes.
• Maintain speed no less than • Reduce Exterior Lights.
or MEA.
REV. 6, 01 MAY 2008 4-81

Section 9 Takeoff
Volume 5
5. Flaps 9º Takeoff Profile
REV. 6, 01 MAY 2008 4-82

Flaps 9q Takeoff
PART 2
Volume 5
1500 FEET
FLAPS UP,
CLIMB THRUST
REV. 6, 01 MAY 2008

ACCELERATION ALTITUDE,
V2 + 15
PF PF
Flaps 9º Takeoff Profile Part 2
x Maintain Speed no less than VFS x Establish Enroute Climb

through 1500 feet AGL or MEA Speed
x Command FGC as desired
PF PM
Normal Takeoff x Select Ice Detection
Procedures x Climb at 14q pitch until Acceleration Altitude
x Speed no less than V2 PM Override knob AUTO
x Reset packs if necessary
x Select Flaps – Up
x Check pressurization
* Positive rate on x Press CLB thrust button
VSI and 35 feet * Acceleration Altitude x Set FGC as requested by PF.
AGL x Reduce exterior lights
PM
x Gear Handle – UP
x Monitor gear
indication
Section 9 Takeoff
4-83
Section 9 Takeoff
Volume 5
6. RNAV Procedural Differences
a. During RNAV departure procedures without radar vectors,
the pilot will engage NAV mode on the Display Control
Panel to follow the FMS flight guidance for lateral RNAV
set on the Flight Guidance Control Panel prior to takeoff.
b. This requires one additional step in the action and callouts
to turn on the AUTOPILOT (if operable) at 500 feet AFE.
c. Refer to EMB 145 POH Chapter 1 for details on RNAV.
RNAV Takeoff Actions & Callouts, Flaps 9º
Event PF PM
Start with Actions and Callouts for Takeoff with Flaps 9º as described earlier
in this Chapter.
500 feet AFE “500 FEET”
“AUTO PILOT ON.”

• Command Auto Pilot ON (if • Turn on auto pilot.
operable).
Continue with Actions and Callouts for Takeoff with Flaps 9º as described
earlier in this Chapter.
C. Flaps 18º/22º Takeoff Procedure

Prior to taking the runway for takeoff with flaps 18º or 22º, the take-
off briefing must be completed to include the following additional
briefing items:
• Initial pitch attitude
• Initial elevator control force
• Flap retraction schedule
• Change in pitch as the flaps retract
REV. 6, 01 MAY 2008 4-84

Section 9 Takeoff
Volume 5
1. Rolling Takeoff with Flaps 18º/22º
As soon as the aircraft is aligned with the runway and prior to
the takeoff roll, the PF will transition to rudder pedal steering,
aileron control, and thrust lever management. The thrust
levers should be smoothly advanced to the THRUST SET
position and a check made of engine performance on the
EICAS. Do this without pausing. Do not hesitate or "stand up"
the thrust levers prior to the THRUST SET position. The PM
calls, "ATTCS checked" when displayed on the EICAS.
When the THRUST SET position has been reached, the PF
calls out, "Check Thrust." The PM verifies engine acceleration
and responds, "Thrust Set" when the N1 target thrust is
reached.
Note: Performance data are predicated on target N1 being
achieved no later than 500 feet from the start of the
takeoff roll at the beginning of the runway or intersection.
The PM monitors flight and engine parameters during the
initial takeoff roll and calls out, "80 knots", "V1", and "Rotate".
The PF will visually confirm 80 knots and keep one hand on
the thrust levers until V1 in case an abort is necessary. Upon
reaching V1, the PF will move both hands to the control wheel.
At VR, a smooth rotation should be initiated to a pitch attitude
of 13º for flaps 18º takeoff, or 12º for flaps 22º, as displayed
by the flight director command bars. Appropriate correction
should be applied for any existing crosswind. After the aircraft
becomes airborne, the aircraft will be initially trimmed prior to
160 knots.
At 35 feet AGL, with a positive rate of climb, the PM calls out,
"Positive rate." The PF verifies a positive rate and calls out,
"Gear up." The PM will select the gear lever to the UP position
and monitor gear indications to ensure that the gear did
retract.
[see Flaps 18º Takeoff Profile Part 1 or Flaps 22º Takeoff
Profile Part 1]
The PF maintains 13° (flaps 18º) or 12º (flaps 22º) of pitch and
allows the aircraft to accelerate. The airspeed should not be
less than V2. The PM monitors aircraft performance and,
upon reaching acceleration altitude and at a minimum of
V2 + 10 calls out "Acceleration Altitude" and "V2 + 10."
The PF responds by verifying the airspeed and calls out,
"Flaps 9." The PM selects the flap lever to the 9º position.
REV. 6, 01 MAY 2008 4-85

Section 9 Takeoff
Volume 5
Note: When the flaps are moved from 18º/22º to 9º, the
command bars will pitch to the appropriate 14º pitch up.
The PM continues to monitor the airspeed and calls out, “V2 +
30”. The PF verifies the airspeed and calls out, “Flaps up,
Climb thrust”. The PM selects the flap lever to the zero
position, presses the CLB thrust button and turns off the
NOSE and TAXI lights. The PM must ensure that the CLB
power setting is displayed on the EICAS. The PF maintains a
minimum airspeed of VFS through 1500 feet AGL or MEA.
Passing 1500 feet AGL, the PM will call out “1500 feet” and
ensure that the ICE DETECTION OVERRIDE knob is in
AUTO, reset the packs if necessary, and check
pressurization.
[see Flaps 18º Takeoff Profile Part 2 or Flaps 22º Takeoff

Profile Part 2]
2. Static Takeoff with Flaps 18º/22º

A static takeoff must be performed whenever the aircraft is
runway limited according to the aircraft takeoff performance
data (see EMB 145 POH Chapter 9 for details). In this case,
the brakes should not be released until the engines have
reached the N1 target thrust. From that point on, follow the
procedure for the rolling takeoff.
Note: For all takeoffs, performance data is valid from the point
where takeoff thrust is achieved.
3. Lower Than Standard Visibility Takeoff
There are no procedural changes for lower than standard
visibility takeoffs.
The regulatory restrictions according to the GOM apply.
REV. 6, 01 MAY 2008 4-86

Section 9 Takeoff
Volume 5
4. Flaps 18º/22º Takeoff Actions & Callouts
a. Rolling Takeoff with Flaps 18º/22º
Event CA FO
PLETE.”
Takeoff centerline.
management.
“MY CONTROLS. ”

Event PF PM
“CHECK THRUST.” • Verify engine acceleration.
“THRUST SET.”
80 KIAS indicators.
• Visually confirm 80 knots. “80 KNOTS.”
At V1 “V1.”
At VR “ROTATE.”
mately 13º (Flaps 18º) or 12º
(Flaps 22º) FD pitch at a rate
of 2º per second.
REV. 6, 01 MAY 2008 4-87

Section 9 Takeoff
Volume 5
Event PF PM
tive Climb VSI and 35 feet AGL.
Indication “POSITIVE RATE.”
“GEAR UP.” • Select GEAR LEVER - UP.
• Climb at 13º (Flaps 18º) or * UP Indication on EICAS.
12º (Flaps 22º) to Accelera-
tion Altitude.
AND “FLAPS 9.” • Select Flaps - 9º.
V2+10 min. • Maintain speed no less than • Monitor airspeed.
or MEA.
V2 + 30 min. “V2 + 30.”
“FLAPS UP, CLIMB
THRUST.” • Select Flaps - Up.
• Command FGC change as EICAS.
desired. • Select commanded FGC
• Maintain speed no less than modes.
VFS through 1500 feet AGL • Reduce Exterior Lights.
or MEA.
REV. 6, 01 MAY 2008 4-88

Section 9 Takeoff
Volume 5
b. Static Takeoff with Flaps 18º/22º
Event CA FO
PLETE.”
Takeoff centerline.
management.
“MY CONTROLS. ”

Event PF PM
“CHECK THRUST.” • Verify engine accelera -
tion.
“THRUST SET”
• Release brakes.
80 KIAS indicators.
• Visually confirm 80 knots. “80 KNOTS”
At V1 “V1.”
REV. 6, 01 MAY 2008 4-89

Section 9 Takeoff
Volume 5
Event PF PM
At VR “ROTATE.”
mately 13º (Flaps 18º) or 12º
(Flaps 22º) FD pitch at a rate
of 2º per second.
tive Climb • Verify positive rate. VSI and 35 feet AGL.
Indication “GEAR UP.” “POSITIVE RATE.”
• Climb at 13º (Flaps 18º) or
12º (Flaps 22º) to Accelera- • Select GEAR LEVER - UP.
tion Altitude. * UP Indication on EICAS.
AND “FLAPS 9.” • Select Flaps - 9º.
V2+10 min. • Maintain speed no less than • Monitor airspeed.
or MEA.
V2 + 30 min. “V2 + 30.”
“FLAPS UP, CLIMB
THRUST.” • Select Flaps - Up.
• Command FGC change as EICAS.
desired. • Select commanded FGC
• Maintain speed no less than modes.
VFS through 1500 feet AGL • Reduce Exterior Lights.
or MEA.
REV. 6, 01 MAY 2008 4-90

Section 9 Takeoff
Volume 5
5. Flaps 18º/22º Takeoff Profile
REV. 6, 01 MAY 2008 4-91

Flaps 18q/22q Takeoff
PART 2
ACCELERATION ALTITUDE, V2 + 30
V2 + 10 1500 FEET
Volume 5
FLAPS UP,
CLIMB THRUST
FLAPS 9
REV. 6, 01 MAY 2008

PF PF
x Maintain Speed no less than x Establish Enroute Climb
VFS through 1500 feet AGL or Speed
MEA
PF x Command FGC as desired PM
Normal Takeoff x Select Ice Detection
Procedures x Climb at 13q pitch (flaps 18º) or 12q
(flaps 22º) until Acceleration Altitude PM Override knob AUTO
x Speed no less than V2 x Reset packs if necessary
x Select Flaps – Up
Flaps 18º/22º Takeoff Profile Part 2
x Check pressurization
* Positive rate on x Press CLB thrust button
VSI and 35 feet x Set FGC as requested by PF
AGL * Acceleration Altitude x Reduce exterior lights
PM
x Gear Handle – UP PM PF
x Monitor gear x Select Flaps – 9q x Adjust pitch to FD (14q pitch)
indication
Section 9 Takeoff
4-92
Section 9 Takeoff
Volume 5
6. RNAV Procedural Differences
a. During RNAV departure procedures without radar vectors,
the pilot will engage NAV mode on the Display Control
Panel to follow the FMS flight guidance for lateral RNAV
set on the Flight Guidance Control Panel prior to takeoff.
b. This requires one additional step in the action and callouts
to turn on the AUTOPILOT (if operable) at 500 feet AFE.
c. Refer to EMB 145 POH Chapter 1 for details on RNAV.
RNAV Takeoff Actions & Callouts, Flaps 18º/22º
Event PF PM
Start with Actions and Callouts for Takeoff with Flaps 18º/22º as described
earlier in this Chapter.
500 feet AFE “500 FEET”
“ AUTO PILOT ON.”

• Command Auto Pilot ON (if • Turn on auto pilot.
operable).
Continue with Actions and Callouts for Takeoff with Flaps 18º/22º as
described earlier in this Chapter.
D. Acceleration Altitude and Takeoff Flight Path

1. Acceleration Altitude
a. Acceleration Altitude (AALT), also known as Flap Retrac-
tion Altitude (FRA), for all takeoffs is 1,000 feet AFE
unless a Special Departure Procedure prescribes other-
wise.
b. Turns before reaching the acceleration altitude are
permitted if either:
• the prevailing weather conditions are equal to or better
than 1000 feet ceiling and 3 SM visibility; and
• the early turn restrictions published in this Chapter
are complied with.
OR
• the assigned instrument departure procedure
specifically requires a turn before reaching 1000 feet
AFE.
REV. 6, 01 MAY 2008 4-93

Section 9 Takeoff
Volume 5
2. Takeoff Flight Path
a. Published DP without Climb Gradient
When the aircraft is assigned to a Departure Procedure
(DP) that is published in the Jeppesen Airway Manual that
has no minimum climb chart associated with the DP, the
pilot will commence the initial turn out of traffic at 1000 feet
AFE and will accelerate to flap retraction speed
(Acceleration Altitude).
b. Published DP with Climb Gradient
When the aircraft is assigned to a Departure Procedure
(DP) that is published in the Jeppesen Airway Manual that
has a minimum climb chart associated with the DP,
AeroData will provide the Special Departure Procedure for
the applicable runway if the climb gradient requirements
are restrictive to the aircraft performance. The provided
maximum takeoff weights for the planned runway are
based on the pilot complying with the Special Departure
Procedure.
c. No DP assigned
When no DP is assigned to the aircraft for departure, the
PIC will ensure compliance with the Take-Off and Obstacle
Departure Procedure as published in the Jeppesen Airway
Manual (normally located on the back of the airport
diagram page 10-9).
d. Non-radar, No DP, No Special Departure Procedure
In the event that the aircraft is going to fly into a non-radar
environment, is not assigned a DP, and there is no Take-
Off and Obstacle Departure Procedure published in the
Jeppesen Airway Manual, then NO turns shall be
commenced below 1,000' above field elevation (AFE)
when takeoff weather is less than 1,000’ ceiling and 3 sm
visibility.
REV. 6, 01 MAY 2008 4-94

Section 9 Takeoff
Volume 5
e. ATC Instructions
In the event that the aircraft is not assigned a DP but on
departure the aircraft is in a radar environment and
Departure Control assigns a heading, the pilot is allowed
to turn to the assigned heading.
E. 1500 Feet AGL Recommended Flow

The PM performs the following flow, workload permitting, after
passing 1500 feet AGL minimum.
1500 FEET AGL (minimum) Flow (Recommended)
→ ICE DETECTION OVERRIDE knob

→ Packs
→ Pressurization
→ Verify:
- Landing Gear
- Flaps
- Thrust
- Exterior Lights
REV. 6, 01 MAY 2008 4-95

Section 9 Takeoff
Volume 5
REV. 6, 01 MAY 2008 4-96

Section 10 Climb
Volume 5
Section 10 Climb
A. General
1. Early Turns (Two Engine)
a. The Acceleration Altitude is 1000 feet AFE unless speci-
fied differently by a Special Departure Procedure.
b. The Acceleration Altitude dictates the minimum altitude for
a turn out. Turns before this altitude may not guarantee
the required obstacle clearance.
c. DO NOT initiate any turns before passing Acceleration Alti-
tude unless the parameters listed below are met:
- Required by a Special Departure Procedure;
OR
- Required by a Departure Procedure.
OR
- The prevailing weather conditions are equal to or better
than 1000 feet ceiling and 3 SM visibility.
OR
- by request from ATC.
d. When starting an early turn:
- you must be above 200 feet AGL;
AND
- at an airspeed no less than V2;
AND
- you don’t exceed 15º angle of bank (BNK).
2. Early Turns (Engine failure immediately after V1)
The Early Turn (Two Engine) restriction still apply except for:
- The turn to the initial engine failure heading, if part of the
Special Departure Procedure, may be started at 50 feet
AFE.
3. Compliance with Departure Procedure
PM closely monitors and assists the PF to comply with climb
gradient required in departure procedure/special departure
procedures/or noise abatement procedures.
4. Speed Restrictions: (FAR 91.117)
• 200 KIAS at or below 2500 ft AGL within 4NM of the
primary airport of a Class C or Class D airspace.
• 200 KIAS below Class B airspace.
• 250 KIAS below 10,000 feet MSL.
REV. 6, 01 MAY 2008 4-97

Section 10 Climb
Volume 5
5. Use of Automation
Prior to engaging the autopilot or flight director, check the
proper modes have been selected and are shown as captured
(green) on the PFD. Mode selections must be confirmed and
Flight Director (FD) command bars must be displayed prior to
engaging autopilot.
At acceleration altitude, not lower than 1000 feet AGL, de-
select low bank (BNK), engage the yaw damper and select a
vertical mode. The PF commands the desired configuration
and the PM sets up the FGC.
a. Altitude Preselect (ASEL)
To allow the aircraft to climb, set the assigned altitude with
the ASEL and select a vertical mode. When the altitude
selected by the ASEL is reached, the command bars will
initiate a pitch level command to capture and maintain the
desired altitude.
b. Flight Level Change Mode (FLC)
Note: Use caution not to exceed the speed restrictions as
defined in paragraph A.3. of this section.
When the Flight Level Change mode is selected, and if the
altitude preselected is above the current altitude, the FD
provides a speed command at the predetermined climb
schedule. The speed commanded from surface to 10,000
feet is 240 knots. From 10,000 feet to 18,000 feet the
speed is 270 knots, and above 18,000 feet the FLC mode
transitions to Mach .56.
When the airspeed is well above the current FLC speed
schedule, do not select FLC until the speed is near the
computed flight level change speed. This can be
accomplished by using any other vertical mode. Once the
aircraft is slowed, any mode including FLC may be used.
This will help to keep the deck angle at a comfortable angle
by avoiding sudden autopilot pitch changes to capture the
FLC climb schedule.
REV. 6, 01 MAY 2008 4-98

Section 10 Climb
Volume 5
c. Vertical Speed Mode (VS)
The Vertical Speed mode may be used for enroute climbs,
but the flight crew must pay particular attention to the
indicated airspeed. As the aircraft climbs, the vertical
speed selected (annunciated in the lower right corner of
the PFD's) must be adjusted regularly to maintain
adequate airspeed and proper climb profile.
d. Indicated Airspeed Mode (SPD)
The Indicated Airspeed mode may be used for enroute
climbs. The flight crew must pay particular attention to the
vertical speed when using the SPD mode.
e. Low Bank Mode (BNK)
The Low Bank mode limits the bank angle on the FD to
approximately 14° to guarantee second segment climb
performance. BNK is entered automatically when climbing
above 25,000 feet in HDG mode for passenger comfort.
BNK is identified by a green arc on the PFD. During
normal operations, BNK should not be used when
maneuvering in the terminal area due to increased turning
radius.
f. Pitch (PIT)
Use pitch mode to allow the aircraft to climb at a constant
pitch angle. Closely monitor vertical speed and indicated
airspeed.
6. Air Conditioning Procedure during Climb
- Engine bleeds ........................ OPEN
- Crossbleed .............................AUTO
- Packs 1 & 2 ................................ ON
7. Exterior Lights
The TAXI, NOSE, and INSP lights are selected off during the
1500 Feet Flow.
The landing lights (LDG 1 & 2) will remain ON until passing
18,000 feet in the climb.
REV. 6, 01 MAY 2008 4-99

Section 10 Climb
Volume 5
B. Chautauqua Climb Profiles
The manufacturer’s climb profiles for the EMB are:
Profile 1
- Below 10,000 FT .................................... 240 KIAS
- Above 10,000 FT ............. 270 KIAS until .56 Mach
Profile 2
- Below 10,000 FT .................................... 240 KIAS
- Above 10,000 FT ............. 290 KIAS until .65 Mach
The dispatch release and flight plan are predicated on Profile 2.

Chautauqua Airlines will operate utilizing Profile 2 under normal
conditions.
C. Vertical Speed Control
Reduce vertical speed to between 500 and 1500 feet per minute
in the last 1000 feet before level off altitude.
D. 10,000 Feet Flow and Climb Check
The CLIMB CHECK will be called for by the PF and read by the
PM. It shall be accomplished no lower than 10,000 feet MSL or
after levelling off at cruising altitude, and the workload of both flight
crew members permits. The CLIMB CHECK will be performed by
the PM. The PF should concentrate on flying the aircraft while
monitoring the progress of the check.
The time spent for Company communications must be kept to a
minimum in order to reduce the time when one pilot is off-fre-
quency.
1. 10,000 Feet Recommended Flow
The PF will call for the CLIMB CHECK no sooner than 10,000
feet and workload of both crewmembers permitting. At this
time, the PM will perform the 10,000 Feet Flow.
10,000 FEET Flow (Recommended)
→ Flight Attendant
→ Climb Checklist
→ Company Communications
REV. 6, 01 MAY 2008 4-100

Section 10 Climb
Volume 5
2. CLIMB CHECK Expanded Checklist
The CLIMB CHECK is incorporated into the 10,000 Foot Flow.
The PM will read aloud the challenge and give the correct
response.
Climb Check
1. Landing Gear ................................................................. UP PM
- Verify the landing gear handle is up and EICAS
shows three (3) white gear up indications.
2. Flaps .............................................................................. UP PM
- Verify the flaps handle is in the 0° detent and the
EICAS indicates 0° flaps.
3. Thrust Rating................................................................ CLB PM
- Verify the CLB mode is displayed on the EICAS.
4. Pressurization ....................................................CHECKED PM
- Verify a pressure differential is increasing.
5. Bleeds & Packs ............................................................ SET PM
- Bleed 1&2..........................................................ON
- Crossbleed ................................................... AUTO
- Pack 1/2 ....................................................... OPEN
6. Exterior Lights ................................................... REDUCED PM
- Verify the TAXI, NOSE, and INSP lights are
selected off.
7. Flight Attendant .................................................. NOTIFIED PM
- The PM will switch the No-Smoking sign off and on
for 2 chimes.
- 2Sterile Cockpit light ........................................ OFF
"CLIMB CHECK COMPLETE”
REV. 6, 01 MAY 2008 4-101

Section 10 Climb
Volume 5
E. 18,000 Feet Recommended Flow
Passing 18,000 feet, the PM will call out “18,000 Feet” and per-
form the flow. Both pilots will set the altimeters to 29.92 and ver-
bally acknowledge the altimeter setting.
.
18,000 FEET Flow (Recommended)
→ Altimeters
→ Exterior Lights
F. Climb Actions & Callouts
Event PF PM
10,000 feet MSL “10,000 FEET.”
and workload “CLIMB CHECK.” • Accomplish 10,000 Feet
permitting Flow and CLIMB CHECK.
Transition Alti- “18,000 FEET”.

tude • CA sets 29.92 and • FO sets 29.92 and
(18,000 feet announces, announces,
MSL) “29.92 SET LEFT AND CEN- “29.92 SET ON THE RIGHT
• Turn off LDG 1 & 2, and
LOGO lights.
REV. 6, 01 MAY 2008 4-102

Section 11 Enroute/Cruise
Volume 5
A. General
Leveling off at a predetermined altitude requires a pitch decrease
prior to reaching the altitude. Climb rate will determine when the
PF should begin the level off.
After leveling off, the PF accelerates the airplane until the airspeed
has stabilized, then calls for the "Cruise Check". Make sure that
the airspeed stays below VMO/MMO or any ATC restriction. If max-
imum endurance and range is desired, consult the Supplemental
Performance Manual.
B. CRUISE CHECK Expanded Checklist
The CRUISE CHECK is to be run after leveling off at the cruise
altitude, CRZ is selected and workload permits. This checklist will
be completed by both pilots as challenge-and-response.
CRUISE CHECK
1. Thrust Rating................................................................CRZ PF
- Verify CRZ power mode annunciation on the EICAS
and the engine indications are appropriate for cruise
power.
2. Fuel Balance ......................................................CHECKED PF
- Verify the fuel is in balance. If necessary, use the
crossfeed procedure to balance the fuel load.
3. Altimeters .............................“____” SET LEFT & CENTER CA
“____” RIGHT & CROSS-CHECKED FO
- Verify all altimeters are set to 29.92 altimeter
setting, if above FL 180.
- Both pilot state the altimeter setting.
- The difference between the altitude displayed on
the three altimeters must be within the limits
specified in the Chapter 2 Limitations.
4. Cabin Signs...............................................................“____” PF
- Fasten Seatbelt Sign as appropriate for conditions.
"CRUISE CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-103

Volume 5
C. RVSM
1. Autopilot
The autopilot must be operable and engaged for cruise flight
in RVSM airspace.
When climbing or descending to a cleared Flight Level, it is
recommended that the level-off be accomplished using the
autopilot altitude capture.
2. Altimeter
a. At the first level-off altitude above FL 180, the flight crew
must verify the correct altimeter setting and cross-check
between primary altimeters and the stand-by altimeters.
b. During cruise flight and at intervals of approximately 1
hour, cross-checks between the primary altimeters and the
stand-by altimeters must be made.
- Verify all altimeters are set to 29.92.
- The difference between the altitude
displayed on the three altimeters will be
within the limits specified in the Chapter
2 Limitations.
- Any failure of the altimeter system to
stay within the required limits must be
reported to ATC and to Maintenance.
D. TCAS
Set TCAS to Normal mode and range as desired.
E. VOR Check
Complete VOR Check and log result in the designated space in
the Maintenance/Flight Log.
REV. 6, 01 MAY 2008 4-104

Volume 5
F. Standard Arrival Routes (STAR)
Enroute, prior to reaching the first waypoint on the scheduled
STAR, both pilots must:
1. Have the appropriate chart open and in clear view.
2. Review the STAR procedure.
3. Verify that the correct STAR is entered properly into the FMS
database.
a. RNAV STAR procedures require the procedure to be
programmed into the FMS from the FMS database. You
are not permitted to manually program in each waypoint or
fix.
b. With these procedures having tighter tolerances you must
check to verify that you have the proper information
programmed in and you are familiar with the procedure
before proceeding to fly it.
4. Resolve any discontinuities.
5. Verify the route of flight either on the MFD map display or the
Flight Plan on the FMS.
REV. 6, 01 MAY 2008 4-105

Volume 5
REV. 6, 01 MAY 2008 4-106

Section 12 Descent
Volume 5
Section 12 Descent
A. General
The preferred and most efficient method for descent is in a clean
configuration at idle thrust.
1. Use of Flight Director and/or Autopilot during Descent
To descend, set the new assigned altitude with the ASEL,
select a vertical mode, and reduce thrust as necessary.
a. Altitude Preselect (ASEL)
To allow the aircraft to descend, set the assigned altitude
with the ASEL and select a vertical mode. When the
altitude selected by the ASEL is reached, the command
bars will initiate a pitch level command to capture and
maintain the desired altitude.
b. Flight Level Change Mode (FLC)
When the Flight Level Change mode is selected, and if the
altitude preselected is below the current altitude, the FD
provides a descent rate of 2,000 feet per minute. Below
10,000 feet, pitch commands will limit the descent rate to
1,000 feet per minute. The command bars will pitch to
capture and maintain the altitude selected by the ASEL.
c. Vertical Speed Mode (VS)
The Vertical Speed mode may be used for descents, but
the flight crew must pay particular attention to the indicated
airspeed or Mach number. As the aircraft descends, the
vertical speed selected (annunciated in the lower right
corner of the PFD's) must be adjusted regularly to maintain
adequate airspeed and proper descent profile.
d. Indicated Airspeed Mode (SPD)
The Indicated Airspeed mode may be used for descents.
The flight crew must pay particular attention to the vertical
speed when using the SPD mode.
e. Pitch (PIT)
Use pitch mode to allow the aircraft to descend at a
constant pitch angle. Closely monitor vertical speed and
indicated airspeed.
REV. 6, 01 MAY 2008 4-107

Section 12 Descent
Volume 5
2. Use of Speed Brakes
Even though clean descents are preferred, the speed brakes
should be used any time when necessary to expedite descent.
Speed reductions should be made using the speed brakes
rather than the flaps whenever practicable.
3. TCAS setting
Switch TCAS to BELOW during the descent, and reduce
range when entering the Terminal Approach Area.
4. Passing 18,000 Feet
a. Transition Altitude/Level Action & Callouts
Event PF PM
Transition Level “FL 180”.
during Descent • CA sets appropriate Altime- • FO sets appropriate Altime-
ter Setting and announces, ter Setting and announces.
“____ SET LEFT AND CEN- “____ SET ON THE RIGHT
• Turn on landing lights.
b. Landing Lights
Turn ON the landing lights (LDG 1 & 2) when passing
18,000 feet in the descent.
B. Landing Data and Performance
During the descent but no later than the commencement of the
approach procedure or visual approach pattern, the Captain is
responsible to review and verify:
1. Landing Data
a. Prior to commencing the approach ensure the actual
landing weight will not exceed the maximum landing
weight (MLW) limitation.
b. Subtract the actual Zero Fuel Weight as calculated on the
Load Manifest from the Maximum Landing Weight in the
performance data. This will provide you with the maximum
amount of fuel on board at touchdown.
1) Example (EMB 145LR):
42,549 lbs (MLW) - 38,850 lbs (ZFW) = 3,699 lbs FOB
at touchdown
REV. 6, 01 MAY 2008 4-108

Section 12 Descent
Volume 5
2. Landing Performance
The crew will review the factored and unfactored landing
distances provided with the performance package, or the EMB
145 Data Cards if not landing at planned destination.
C. Vertical Speed Control

Reduce vertical speed to between 500 and 1500 feet per minute
in the last 1000 feet before level off altitude.
D. Descent Planning Guide

1. Optimum Point to begin Descent
("3° Descent Profile")
The Time/Distance (T/D) should be considered to determine
the optimum point to begin the descent for landing. A 3°
descent profile will help maintain a 300 fpm cabin rate of
descent. Use the following rule-of-thumb:
a. To determine the distance:
1) Step One:
• Determine the altitude difference.
2) Step Two:
• Drop the last three (3) digits.
3) Step Three:
• Multiply by three (3).
4) Step Four:
• For an unrestricted descent to landing, add ten
(10) NM to allow for deceleration.
• For a descent to an intermediate altitude, no
additive is required.
• Adjust the descent point for wind; tailwind - earlier,
headwind - later.
• Add two (2) NM for every ten (10) knots of
tailwind at initial altitude.
• Subtract two (2) NM for every ten (10) knots
of headwind at initial altitude.
REV. 6, 01 MAY 2008 4-109

Section 12 Descent
Volume 5
b. To determine the rate of descent:
1) Step One:
• Multiply the ground speed by six (6).
2) Step Two:
• Continuous cross reference with the DME during
the descent will provide an indication of whether
the descent rate must be adjusted.
2. Other Methods for Descent Planning
There are several other ways to calculate the enroute
descents. Introduced here are the "Constant Descent Rate"
and the "Minimum Descent Rate" methods.
a. "Constant Descent Rate" Method
This method applies generally to airplanes that maintain a
constant vertical speed and a relatively constant
groundspeed during the descent. The result will give a
distance from an altitude fix at which you must begin your
descent at the desired descent rate.
1) Step One:
• Calculate the altitude to lose (e.g. 12,000 feet).
2) Step Two:
• Calculate the time required to descend at a
desired constant descent rate (e.g. 12,000 feet ¸
2,000 ft/min = 6 minutes).
3) Step Three:
• Calculate the distance traveled during the time
needed to make the constant rate descent to the
new altitude. You need to convert groundspeed in
knots to NM/min (60 knots = 1NM/min) and
multiply the result with the time required to
descent (e.g. 240 knots groundspeed equals
4NM/min; 4NM/min x 6minutes = 24 NM distant
traveled).
4) Step Four:
• Add the distance from Step Three to the given
altitude restriction to receive the actual descent
point in relation to that altitude (e.g. for a restriction
at 15 DME; 15 + 24 = 39; the actual point to start
the descent would be 39 DME.)
REV. 6, 01 MAY 2008 4-110

Section 12 Descent
Volume 5
• Also consider the extra distance needed to slow
down the aircraft to comply with FAR or ATC
speed restrictions at the new altitude. A good
estimate would be 1 NM distance traveled for
every 10 knots speed change. Add this to the
above descent point.
b. "Minimum Descent Rate Required" Method

This method applies if you need to figure an appropriate
descent rate that will let you reach the new altitude at the
given fix.
1) Step One:
• Calculate the altitude to lose (e.g. 12,000 feet).
2) Step Two:
• Calculate the distance available to descent to the
new altitude (e.g. 24NM).
3) Step Three:
• Divide the distance from Step Two by your actual
groundspeed in NM/min (60 knots = 1NM/min; e.g.
240 knots groundspeed equals 4NM/min) to get
the time in minutes available to descend. (e.g.
24NM ¸ 4NM/min = 6 minutes)
4) Step Four:
• Then divide the altitude to loose from Step One by
the result of Step Three to receive the required
minimum descent rate. (e.g. 12,000 feet ¸ 6 min =
2,000ft/min)
• In this example, you must initiate a minimum
descent rate of 2,000 ft/min in order to reach the
new altitude at or before the given fix.
REV. 6, 01 MAY 2008 4-111

Section 12 Descent
Volume 5
E. Descent Recommended Flows
This flow will be started when leaving cruise altitude and com-
pleted when passing FL 180.
PM Descent Flows (Recommended)

Top of the Descent
→ Windshield Heat
Passing FL 180
→ Exterior Lights
→ Altimeters
→ Review Landing Data and Performance
→ Set Speed Bugs
→ Pressurization
→ Shoulder Harness
PF Descent Flows (Recommended)

Passing FL 180
→ Altimeters
→ Shoulder Harness
REV. 6, 01 MAY 2008 4-112

Section 12 Descent
Volume 5
F. DESCENT CHECK Expanded Checklist
Normally the PF will call for the DESCENT CHECK when passing
FL 180 in the descent or when leaving cruising altitude if below FL
180, whichever is applicable.
DESCENT CHECK
1. Windshield Heat .............................................................ON PF
2. Exterior Lights ................................................................ON PF
- LDG 1&2, INSP, LOGO, and STROBE lights should
be on as necessary.
3. Pressurization ....................................................CHECKED PF
- Verify the cabin is descending and the landing
elevation is properly set in the digital pressure
controller always rounding down to the nearest 100
feet.
4. Landing Data and Speeds.....................REVIEWED & SET PF
- Review landing performance data considering
runway length, compliance with maximum landing
weight limitations and current conditions.
- Enter the appropriate landing speeds located in the
performance tables into the MFD.
- V1 Reference Bug (Magenta) .................VFS
- VR Reference Bug (Cyan) ................. . VREF
- V2 Reference Bug (White)................ . VGA9
- VAPP Reference Bug (Green).............. VTGT
- The PFD airspeed bug may be used as necessary.
5. Altimeters ............................."____" SET LEFT & CENTER CA

“____” RIGHT & CROSS CHECKED FO
- Set all altimeters to the current local altimeter setting
and cross-check.
6. Shoulder Harness ............................................ FASTENED B

"DESCENT CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-113

Section 12 Descent
Volume 5
G. Approach Briefing
The approach briefing must be completed as soon as possible for
the anticipated landing runway.
Prior to conducting the approach briefing, both pilots will have their
appropriate approach charts out and in plain view until completion
of the approach.
1. Crew Coordination during Approach Briefing
The PF will determine how the approach briefing will be
conducted.
a. OPTION 1 - PF prefers to brief the approach:
1) PM will review the planned approach;
2) PF will positively transfer controls to the PM;
3) PM will assume control and fly the aircraft during the
approach briefing by the PF;
4) PF will review and brief the planned approach;
5) PM will positively transfer control back to the PF;
6) PF will assume control and fly the approach;
7) PM will monitor.
b. OPTION 2 - PF prefers to be briefed on the approach:
1) PM will review and brief the planned approach;
2) PF will maintain control of the aircraft;
2. Approach Charts
Utilize the Jeppesen Briefing Strip whenever available.
REV. 6, 01 MAY 2008 4-114

Section 12 Descent
Volume 5
3. Approach Briefing Content
Refer to the EMB 145 POH Chapter 3 or the EMB 145 Data Cards
for a list of the required approach briefing items.
H. 10,000 Feet
Turn the Sterile Cockpit light ON (if installed) when descending
through 10,000 feet, or leaving cruise altitude if less than 10,000
feet. This is also the latest point at which the Seat Belts sign
should be turned ON.
I. Approach Recommended Flow
The PM will perform this flow when the landing runway and
approach are known, the Approach Briefing has been completed,
and the PM has set and identified both radios.
Approach Flow (Recommended)
→ X-FEED
→ Cabin Signs
→ Radios
→ Descent Announcements & In Range Call
REV. 6, 01 MAY 2008 4-115

Section 12 Descent
Volume 5
J. APPROACH CHECK Expanded Checklist
Normally the PF will call for the APPROACH CHECK when land-
ing runway and approach are known, the descent announcement
and approach briefing have been accomplished, and the radios
are set and identified.
APPROACH CHECK
1. Descent Announcement .................................. COMPLETE PM

- INRANGE Call on Company radio is complete.
- Passengers are briefed.
- PA announcement “FA, prepare the cabin for
landing.”
2. Approach Briefing ............................................ COMPLETE PF
3. X-Feed..........................................................................OFF PF
- Ensure that the crossfeed is turned OFF.
4. Cabin Signs ................................................................... ON PF
- The seat belt sign should be selected ON when
encountering rough air in the descent. At the latest,
it should be on passing through 10,000 feet.
- Upon passing 10,000 feet turn ON the sterile cockpit
light.
5. Radios ................................................. SET & IDENTIFIED PM
- Ensure both PFD's are displaying "NAV"
information (HSI symbols are green) and navigation
radios are tuned to the proper frequencies and
identified prior to beginning the approach.
"APPROACH CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-116

Section 13 Holding
Volume 5
Section 13 Holding
A. General
Proper planning is essential and airspeed must be reduced to
holding speed when the airplane is within 3 minutes of the ETA at
the holding fix.
Report to ATC the time and altitude/flight level upon reaching the
clearance limit, and report leaving the clearance limit. When hold-
ing at a VOR station, the turn to the outbound leg should be made
at the first complete reversal of the TO/FROM indicator.
1. Maximum Holding Speeds (VHOLD)
• Up to 6,000 feet ........................................200 knots
• 6,001 to 14,000 feet .................................230 knots
(210 where published)
• 14,001 feet and above..............................265 knots
Some nonstandard holding patterns may have maximum
holding speeds as low as 175 knots. These nonstandard
speeds will be depicted on the chart.
2. Timing
The inbound leg should be one (1) minute at or below 14,000
feet and one and a half (1½) minutes above 14,000 feet.
3. Configuration and Speed
Holding is conducted in the clean configuration using the
minimum power required to maintain the airspeed published in
the EMB Supplemental Performance Manual. The power
required to maintain this speed will prolong holding time by
increasing fuel economy.
Note: Minimum holding speed in icing conditions is 200 KIAS.
Autopilot must be monitored closely for trim changes due
to ice accumulation.
4. Fuel Consumption
The pilot must always consider the reason for the holding, the
Expect Further Clearance (EFC) time, destination and
alternate fuel, comparing fuel on board versus required fuel.
Dispatch and flight plan fuel consumption during holding is
calculated at 42 lbs/min.
Note: Reference the EMB Supplemental Performance Manual
for additional speed and fuel flow information regarding
holding.
REV. 6, 01 MAY 2008 4-117

Section 13 Holding
Volume 5
REV. 6, 01 MAY 2008 4-118

Section 14 Approach
Volume 5
Section 14 Approach
A. General
1. Instrument Approach
An instrument approach is considered a critical phase of flight.
Each approach is unique and has its own variables such as
weather, terrain, field length, traffic congestion and arrival
headings to the initial approach fix. Plan and brief the
approach before the high task load of the approach begins.
Avoid high sink rates and non-standard maneuvers. Use all
available NAV aids and airplane installed alerting and warning
systems. Make maximum use of all cockpit resources through
active crew coordination. The PM crosschecks flight
instruments and NAV aids for flags and proper settings prior
to the final approach fix. The PM monitors the approach and
aids the PF with altitude calls and any deviations from
electronic guidance. The safest and best landings result from
a well planned and executed, stable approach.
2. Use of navigational aids and systems
The PF’s NAV radio will be tuned to the primary approach
facilities while the PM sets up any additional nav-aids that are
used to identify segments of the approach, i.e. cross-radials.
After passing the last cross-radial, the PM will tune to the
primary approach nav-aid to monitor the approach and assist
the PF.
The PM identifies ALL Nav-Aids prior to beginning the
approach.
Nav-aids required for a Missed Approach will be tuned in the
standby window.
3. Responsibility of the PF/PM
The PF will monitor the instruments until the callout "Runway
in sight", then transition to outside references no later than
100 feet above the touchdown zone (TDZ) elevation.
The PM's responsibility is to monitor the approach, deliver the
proper callouts and visually acquire the runway.
REV. 6, 01 MAY 2008 4-119

Section 14 Approach
Volume 5
B. Final Approach and Landing Speeds
1. Aircraft Approach Category
The EMB regional jet uses Category C approach minimums
based on VTGT.
If it is necessary to maneuver at speeds in excess of the upper
limit of Category C, the minimums for the next higher category
will be used.
2. Airspeed Reference Bug Settings
a. V1 Reference Bug (Magenta)............................. VFS
b. VR Reference Bug (Cyan).................................. VREF
c. V2 Reference Bug (White) ................................. VGA9
d. VAPP Reference Bug (Green) ............................ VTGT
e. The PFD airspeed bug may be used as necessary.
3. Normal Approach Speeds
The following table defines the minimum airspeeds for a
particular aircraft configuration during visual and instrument
approaches and landings.
Condition of Flight Gear/Flap Speed
Maneuvering prior to approach* UP/0°* 180 KIAS*
Maneuvering during approach UP/9° 160 KIAS
Maneuvering during approach DOWN/22° 140 KIAS
Maneuvering during circling DOWN/22° VTGT
Stabilized Approach DOWN/45° VTGT
Crossing Threshold DOWN/45° VREF
* For icing conditions, the speeds above are maintained

except for (UP/0º) configuration, which must be 200 KIAS.
REV. 6, 01 MAY 2008 4-120

Section 14 Approach
Volume 5
a. These speeds allow an inadvertent 15 degrees overshoot
beyond the normal 30 degrees bank and are valid for
weights up to the Maximum Structural Landing Weight.
b. For weights above the Maximum Structural Landing
Weight, the speeds above are maintained except for DN/
22º configurations, which must be 150 KIAS. These
speeds are also valid for icing conditions.
4. Use of Higher Approach Speeds
a. The described airspeed parameters are recommended.
b. Higher airspeeds may be used if required by ATC or other
operational considerations dictate. In such cases the PF
must inform the PM of the planned airspeed during the
approach as part of the approach briefing.
c. Regardless of the speed used during the initial phase of
the approach, the airspeed must be reduced to VTGT in
order to achieve a Stabilized Approach.
5. Approach Speed Corrections
a. Wind Correction
1)VREF = Landing speed without any wind correction.
• This speed is found in the EMB 145 Data Cards.
2)VTGT = VREF + 10 KIAS, or VREF + wind correction
(whichever is higher)
• Wind correction = 1/2 headwind component + gust
value.
- Gust value is the difference between the
maximum gust and the steady state
headwind component.
- Example: Headwind 8G16 yields 12
KIAS to be added to VREF.
• For Flaps 45º landing, the minimum wind
correction is 10 KIAS and the maximum is 15
KIAS, not to exceed 145 KIAS.
• For Emergency and Abnormal procedures using
anything other than Flaps 45º, the minimum wind
correction is 0 KIAS and the maximum is 20
KIAS.
REV. 6, 01 MAY 2008 4-121

Section 14 Approach
Volume 5
b. Malfunction Correction (Adjusted Speeds)
1)VREF = Landing speed without any wind correction.
• This speed is adjusted for malfunction as per
Abnormal or Emergency Checklist.
2) Adjusted VREF = original VREF + malfunction

penalty.
• If more than one malfunction penalty exist, ONLY
the highest, most conservative speed will be
added.
- Example: For a Flap malfunction, the
penalty is 10 KIAS, and for SPS Advance
the penalty is 5 KIAS. This means that
10 KIAS must be added to VREF to get to
Adjusted VREF.
Note: This paragraph discussed only the approach speed
adjustments. There are Abnormal Checklists (such as
“Advanced Stall Protection” - SPS ADVANCED) that
require an adjustment to the go-around and climb
speeds.
3)Adjusted VTGT = Adjusted VREF + 10 KIAS, or
Adjusted VREF + wind correction
(whichever is higher)
• Wind Correction is added to the Adjusted VREF.
- Wind correction = 1/2 headwind component
+ gust value.
- Gust value is the difference between the
maximum gust and the steady state
headwind component.
REV. 6, 01 MAY 2008 4-122

Section 14 Approach
Volume 5
C. Descent below Minimum Safe Altitude (MSA) or
Minimum Vectoring Altitude (MVA)
When cleared for a visual approach at night and a working instru-
ment approach is available to the landing runway, the flight crew
must comply with the following procedures:
1. The instrument approach to the landing runway will be briefed,
dialed in and utilized as a backup to the visual approach.
2. Crews will descend no lower than the Minimum Safe Altitude
(MSA) or Minimum Vectoring Altitude (MVA) when in radar
environment until the aircraft is established on a published
segment of the approach or feeder route.
3. Adhere to the altitude restrictions on the instrument approach.
4. If given vectors to intercept the approach and the crew cannot
achieve a stabilized approach, the full approach procedure
must be accomplished.
5. For night visual approaches where no instrument approach is
available as backup, the flight crew must thoroughly review
and brief obstacle clearance.
6. The maximum descent rate below MSA is 1000 feet per
minute.
REV. 6, 01 MAY 2008 4-123

Section 14 Approach
Volume 5
D. Stabilized Approach
1. Definition and Parameters for Stabilized Approaches
A Stabilized Approach is one of the key features of safe
approaches and landings. It means the aircraft must be in an
approved landing configuration (including a circling
configuration, if appropriate), must maintain the proper
approach speed, and must be established on the proper
flightpath before descending below the minimum "stabilized
approach height" specified for the type of operation being
conducted. These conditions must be maintained throughout
the remainder of the approach. A stabilized approach is
characterized by a constant-angle, constant-rate of descent
approach profile ending near the touchdown point, where the
landing maneuver begins.
2. Minimum Stabilized Approach Heights
a. 1000 feet above the airport or TDZ elevation during instru-

ment flight conditions and visual flight conditions.
b. In any type of abnormal or emergency situation, the
approach must be stabilized no later than 1000 feet above
the airport or TDZ elevation.
If the above conditions are not met a missed approach or
go-around must be executed.
REV. 6, 01 MAY 2008 4-124

Section 14 Approach
Volume 5
E. Visual Descent Point (VDP)
1. When executing a non-precision approach, a VDP marks the
point along the final approach segment where a descent from
the MDA to the runway can be completed using "normal"
maneuvering. Normal is defined as a three-degree glide slope
(300 feet per NM or 800 fpm descent rate).
2. After passing the VDP with the runway not in sight, a missed
approach is likely. Reaching the VDP prior to MDA, or runway
not in sight at the VDP, should alert the flight crew to the
possibility of a missed approach depending on the excess
height at the VDP.
3. A Missed Approach will be initiated at the Missed Approach
Point if runway not in sight or not in a position to land from a
stabilized approach.
4. VDP Calculation
For approaches that do not publish a VDP, use the following
calculation methods to derive your own VDP.
a. Timing
1) Missed Approach Time depending on speed minus
10% of HAT
If you are conducting a “timed approach” without the
benefit of DME, simply take 10% of the published
HAT at the MDA, then subtract that from the time
between the FAF and MAP.
2) Example:
• MDA is a typical 400' HAT; Time for this example
is 2:00 minutes FAF to MAP.
• Calculation: 10% of 400' is 40"; VDP is 2:00'
minus 40" = 1:20
b. DME
1) HAT divided by 300
If DME is available for the approach, simply take the
HAT and divide it by 300 (the altitude per mile lost for
a 3 degree glide slope). Important to note is that the
reference point to subtract the result is the landing
threshold (the MAP may be located differently).
2) Example:
• MDA is a typical 400' HAT;
• Calculation: 400 divided by 300 = 1.3 miles. The
VDP is located 1.3 miles from the landing
threshold.
REV. 6, 01 MAY 2008 4-125

Section 14 Approach
Volume 5
F. Callouts during Approach
1. Visual Callouts
The PM uses standard instrument callouts until reaching VMC
and the runway is in sight. After the “Runway in sight” call
from the PM, the PF will confirm “Runway in sight” and then
may request “Visual Callouts”. After that announcement, all
calls will be visual calls. If the PF does not state “Visual
Callouts”, the PM continues with instrument calls.
2. Speed Callouts
The PM should minimize calls that state normal and standard
approach and speed parameters. The following convention
will be used for speed callouts.
• Speed deviations in excess of +10 KIAS and -0 KIAS from
the planned approach speed must be called.
• Above 200 feet AGL speed callouts will be in reference to
VTGT.
• Below 200 feet AGL speed callouts will be in reference to
VREF.
3. Descent Rate Callouts
The descent rate below MSA must not exceed 1000 feet per
minute to minimize the CFIT danger. The PM must callout any
descending vertical speed in excess of 1000 fpm.
REV. 6, 01 MAY 2008 4-126

Section 14 Approach
Volume 5
G. Use of Flight Director and/or Autopilot during Approach
The preferred approach type for Chautauqua operations is the
fully coupled ILS. If flying a Visual Approach, utilize all available
electronic guidance to back-up the visual approach.
Prior to engaging the flight director or autopilot, check that the
proper modes have been selected and are shown as captured
(green) on the PFD.
1. Precision Approaches (Coupled ILS)
For coupled ILS approaches, the APR mode must be used.
The recommended procedure if being vectored to the final
approach course is to select the APR mode on the FGC when
the aircraft is established on a heading to intercept the final
approach course and cleared for the approach. If a full ILS
procedure is flown (i.e. procedure turn, DME arc, etc.), do not
select APR mode until the aircraft is established on a heading
to intercept the final approach course, i.e. procedure turn
inbound.
If visual contact with ground or runway is achieved prior to
reaching decision height, particularly in low visibility
situations, the autopilot may be left engaged until reaching the
minimum autopilot disconnect altitude to preclude “ducking
under” the glideslope, and to enable better assessment of
runway alignment, drift, etc.
a. FD/AP modes during the approach
1) Prior to final approach course : HDG mode.
2) Cleared to intercept the Localizer: NAV mode.
3) Cleared for the approach and on an intercept heading
or localizer captured: APR mode.
b. AP/FD inherent limitations and common errors
The inbound course must be set on the CDI before
beginning the approach, to ensure that the FD will track the
correct course.
You must be established on an intercept angle for proper
localizer interception to avoid overshooting the desired
course. To establish a proper intercept heading for a
localizer, it may be necessary to switch to the HDG mode.
REV. 6, 01 MAY 2008 4-127

Section 14 Approach
Volume 5
The APR mode limitations of the FD require:
- The localizer must capture prior to the glideslope
capturing; AND
- You must be at or below the glideslope in order for the
glideslope to capture.
c. Use of Radar Altimeter
Use of the radar altimeter (RA) will enhance situational
awareness during the approach.
The RA will be set to the published decision height.
Do not use the RA to determine the height above TDZ
elevation during the approach.
d. Altitude Preselect (ASEL) during Precision
Approaches
No later than after glideslope capture during an ILS
approach, the first published level-off or ATC-assigned
altitude of the missed approach procedure will be set in the
ASEL.
2. Non-Precision Approaches
a. LOC type / VOR / NDB Approaches
Both the NAV and APR modes will provide lateral
guidance for non-precision approaches, with APR utilizing
tighter gains. The tighter gain provides more precision, but
in case of a weak signal, may prove difficult for the
autopilot to follow.
The glideslope capture function is automatically inhibited
when using NAV mode. NAV mode must be used in the
presence of an unreliable glideslope to avoid inadvertent
capture.
When executing either localizer type (SDF, LDA, LOC, ILS
w/o GS, LOC BC) or VOR approaches, the HDG mode
must be used until on an intercept heading to the final
approach course. The NAV or APR mode shall be
selected prior to final approach course intercept.
b. Back Course Approaches
For back course approaches, set the PFD course arrows
to the localizer front course heading. The back course
sensing is automatically corrected for by the FD/AP, and is
annunciated by a green "BC" indication on the PFD. HDG,
NAV or APR mode can be used.
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Section 14 Approach
Volume 5
c. NDB Approaches
There is no possibility to select or couple RMI/HSI
indication when executing an NDB approach. Tracking
must be accomplished through the HDG mode.
d. Vertical Modes during Non-Precision Approaches

VS, IAS, PIT, and FLC modes may be utilized to control
the descent during non-precision approaches. Pay
particular attention to the vertical speed and the Stabilized
Approach criteria.
e. Altitude Preselect (ASEL) during Non-Precision
Approaches
The ASEL is initially set to the procedure turn altitude,
subsequently, to the initial approach segment altitude,
crossing altitude restriction/step-down altitude, and MDA.
If the desired altitude is not an "even" number in hundreds
of feet, round the altitude up to the nearest 100 feet and set
that altitude in the ASEL (e.g. 525 ft rounds up to 600 ft).
In order to descend to 525 feet from 600 feet, the PF
should press and hold the TCS button, fly the airplane to
the desired altitude, then release the TCS button.
The FD/AP ALT mode will be armed for capture of the
selected altitude, and is noted by illumination of the white
ALT message on the PFD. The ALT message will change
to green as the selected altitude is captured.
After capturing the MDA and verifying ALT mode is
engaged, set the missed approach altitude in the ASEL.
REV. 6, 01 MAY 2008 4-129

Section 14 Approach
Volume 5
H. Landing Clearance
1. At the 1,000 foot call-out, the crew will know whether landing
clearance has been received or not.
If not, the PM will take appropriate action.
2. No later than 500 feet AGL, both flight crew members must
verbally confirm they have received the landing clearance.
I. Clearance Reminders
As a reminder, immediately upon receipt of the clearance for the
approach or clearance to land, set the lights as indicated below:
- Cleared for the Approach ....... NOSE Light - On
- Cleared to Land ......................... TAXI Light - On
CAUTION: If either crew member is in doubt with regard to a
clearance, you must confirm the clearance with ATC.
WARNING: Do not land without confirmed landing clearance.
REV. 6, 01 MAY 2008 4-130

Section 14 Approach
Volume 5
J. Precision Approaches
1. ILS (Flaps 45º)
Prior to initiating an approach, the APPROACH CHECK will
be completed. While outbound, flaps 9º will be selected and
the aircraft slowed to 180 knots. The PF will call for, "Flaps 9"
and the PM will select flaps 9º after verifying airspeed within
limits.
When the glide-slope comes alive (no later than 2 miles from
the OM), the PF will call for, "Gear Down, Flaps 22." The PM
will select gear down, flaps 22º after verifying airspeed within
limits, then verify gear down and locked and flaps 22º
indications on the EICAS. The PF will make the appropriate
thrust adjustments to begin slowing the aircraft to VTGT.
At half dot below glide slope intercept and below 145 knots,
the PF will call for, "Flaps 45, Landing Check (to the line)."
The PM will select flaps 45º and accomplish the LANDING
CHECK (TO THE LINE). The PF should slow to VTGT.
CAUTION: No later than 1000’ AFE (IFR or VFR) you must be
stabilized at VTGT and crossing the threshold at VREF.
The final airspeed is VTGT until 200 feet AGL. Cross the
runway threshold at 50 feet AGL and VREF.
During the approach, the PM will provide standard instrument
callouts. Upon reaching decision height, the PM will make
one of the following callouts:
- "Runway in sight ___ o'clock". The PF will make a
transition to visual conditions, call "Landing," and land.
- "Approach lights in sight, continue". The PF may continue
the approach to a height 100 feet above TDZ elevation.
- "Minimums, Runway not in sight". The PF will immediately
execute a missed approach.
The PM will also make callouts for localizer and glide slope
deviations of more than 1/2 dot, airspeed deviations greater
than +10/-0 knots, and sink rates in excess of 1,000 feet per
minute.
A missed approach must be initiated if the approach is not
stabilized or if the aircraft is not in a position from which a
normal landing can be made.
REV. 6, 01 MAY 2008 4-131

Section 14 Approach
Volume 5
a. Precision Approach Flaps 45º (ILS)
Actions & Callouts
Event PF PM
Before Initial • APPROACH CHECK com-
Approach Fix plete.
• NAV Radios set. • NAV Radios identified.
IAF • Slow to 180 KIAS.
Outbound/ • N1 60% to 65%.
Downwind “FLAPS 9“. • Check airspeed indicator for
correct VFL9.
• Select Flaps - 9º.
Localizer • Speed 180 KIAS. * Localizer needle begins to
Inbound/ • N1 60% to 65%. move.
Base Leg “LOCALIZER ALIVE”.
• Intercept and track localizer.
“LOCALIZER CAPTURED”
Glide Slope * Glideslope needle begins to
Alive move.
(no later than 2 “GLIDESLOPE ALIVE”.
NM from OM) “GEAR DOWN, FLAPS 22”. • Check airspeed indicator for
correct VLG.
• Select GEAR - DOWN.
• Check airspeed indicator for
correct VFL22.
• Select Flap - 22º.
At ½ Dot below “½ DOT”.
Glideslope “FLAPS 45, LANDING CHECK • Check airspeed indicator
(TO THE LINE)”. for correct VFL45.
• Accomplish LANDING
CHECK to the line or to the
end if YD/AP are off.
Glideslope Cap- • Speed VTGT. • Ensure proper glideslope
tured • N1 65%. capture.
“GLIDESLOPE CAPTURED”
• Set Missed Approach Alti-
tude in the Altitude Pre-
select.
At Outer Marker • Identify Marker. • Identify Marker.
• Speed VTGT. “MARKER INBOUND”.

• Verify OM crossing altitude. Verify OM crossing altitude.
REV. 6, 01 MAY 2008 4-132

Section 14 Approach
Volume 5
Event PF PM
1000 Feet above “1000 TO DA”.
DA • Landing Clearance received? • Landing Clearance received?
500 Feet above “500 TO DA, CLEARED TO
DA “CLEARED TO LAND.” LAND.”
100 Ft above DA “100 TO DA”.
Arrival at DA, “MINIMUMS, ____IN SIGHT,
Runway • Yaw Damper/Auto Pilot - Off CONTINUE”.
Environment (No later than 200 feet AGL).
in sight “CONTINUING”.
• Continue instrument scan.
• Continue approach to 100
feet above TDZE.
Runway in sight “RUNWAY IN SIGHT
“LANDING”. ____O'CLOCK”.
• Transition from Instrument to
Visual scan. • Monitor approach.
• Slow to VREF. “LANDING CHECK COM-
PLETE”.
• Call:
- Sinkrates in excess of
1000 ft/min.
- Any significant deviation
from a glide slope and/or
localizer.
from a normal landing atti-
tude.
• Inform PF of airspeed at reg-
ular intervals (+10/-0 KIAS).
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Section 14 Approach
Volume 5
Continue with Action & Callouts for Landing - OR -
Event PF PM
Arrival at DA, “MINIMUMS - RUNWAY NOT
Runway envi- IN SIGHT.”
ronment NOT in “MISSED APPROACH”.
sight • Advance Thrust Levers to
Thrust Set.
• Simultaneously press Go-
around button.
“CHECK THRUST, FLAPS 9”.
• Check thrust.
• Rotate to FD command bars
• Select FLAPS - 9°.
(10° without FD).
• Check EICAS for thrust set
and flaps 9° indication.
“THRUST SET”.
Continue with Action & Callouts for Missed Approach

- OR -
Event PF PM
100 Feet above “RUNWAY NOT IN SIGHT.”
TDZE, Runway
NOT in sight “MISSED APPROACH”.
• Advance Thrust Levers to
Thrust Set.
around button.
• Check thrust.
(10° without FD).
“THRUST SET”.
REV. 6, 01 MAY 2008 4-134

FLAPS 9
Precision Approach
2.) IAF Outbound/Downwind
x Slow to 180 KIAS
(Flaps 45º) x N1 60% to 65%
Volume 5
x Flaps - 9q
LOCALIZER ALIVE
IAF 1.) Before IAF
x Approach Check Complete
REV. 6, 01 MAY 2008

LOCALIZER ½ DOT x NAV Radios Set
CAPTURED
FLAPS 45
LANDING LANDING CHECK COMPLETE
GLIDESLOPE CHECK (TO GLIDESLOPE CAPTURED
ALIVE THE LINE)
MARKER INBOUND MINIMUMS, ____ IN
SIGHT, CONTINUE RUNWAY IN SIGHT
GEAR DOWN ___O’CLOCK
FLAPS 22 500 TO DA
1000 TO DA CLEARED TO LAND CONTINUING
LANDING
or
OM CLEARED TO LAND
Procedure Turn Min Alt MINIMUMS, RUNWAY
NOT IN SIGHT
100 TO DA
* Glideslope Alive 4.) Glideslope MISSED APPROACH or
x Gear – Down x Speed VTGT
RUNWAY NOT IN SIGHT
x Flaps - 22q x N1 65% Missed Approach
5.) OM
x Identify Marker DA MISSED APPROACH
* LOC Alive x Start Timing
x Intercept and capture x Verify crossing altitude * 100 feet Missed Approach
Localizer above DA
* LOC Captured 6.) At DA
b. Precision Approach Profile (Flaps 45º)
* ½ Dot below Glideslope and airspeed below

x Insure proper
145 KIAS * No later than 200
localizer capture
x Flaps - 45q feet AGL * 100 feet above TDZE
x Perform Landing Check x YD/AP - Off
* Glideslope captured
3.) Localizer x Set Missed Approach Altitude in the Altitude 7.) Threshold
Inbound/Base Leg Preselect x 50 feet AGL
x Speed 180 KIAS x Ensure proper glideslope capture x Speed VREF
x N1 60% to 65%
Distance and Altitudes NOT TO SCALE
Section 14 Approach
4-135
Section 14 Approach
Volume 5
2. High Speed ILS (Flaps 45º)
This maneuver profile depicts the recommended procedure to
be followed when flying a high speed ILS approach to landing.
This approach profile is used when/if it becomes necessary to
maintain an above normal indicated airspeed during the
arrival phase of the approach.
Consideration of airspeed and airspace limitations must be
complied with.
be completed.
- While outbound, flaps 9º should be selected.
- When intercepting the glide slope or 2 NM from the OM,
the PF will call, "GEAR DOWN".
- At 200 knots or less the PF will call, "FLAPS 22".
- At 145 knots or less the PF will call, "FLAPS 45, LANDING
CHECK (TO THE LINE)".
- If YD/AP is already OFF, complete the LANDING
CHECK at this time.
Airspeed control must be maintained to cross the runway
threshold at VREF and 50 ft. HAT.
REV. 6, 01 MAY 2008 4-136

High Speed ILS
(Flaps 45º)
OM
Volume 5
FLAPS 22
REV. 6, 01 MAY 2008

GEAR DOWN
FLAPS 9
FLAPS 45,
COMPLETE LANDING CHECK
(TO THE LINE)
1.) Approximately 2 NM
from Glideslope Intercept
x Select Flaps - 9q
DA
2.) Intercepting Glideslope

x Select Gear down
x Thrust levers idle 5.) At 1000 AGL
a. High Speed ILS (Flaps 45º) Profile
x Stabilized Approach
3.) At 200 KIAS

x Select Flaps - 22q
6.) Threshold
x 50 feet AGL
x Speed VREF
4.) At 145 KIAS Distance and Altitudes NOT TO SCALE

x Select Flaps - 45q
x Begin Landing Check
Section 14 Approach
4-137
Section 14 Approach
Volume 5
3. ILS/LDA PRM Approaches
ILS PRM approaches are simultaneous close parallel
independent ILS approaches where the runway centerlines
are spaced less than 4300 feet apart. Radar monitoring and
a Precision Runway Monitor System (PRM) are required for
this type of approach.
For pilots, an ILS PRM approach is like any other
simultaneous parallel ILS approach with one exception -
aircraft are flying alongside one another less than 4300 feet
apart. If an aircraft strays toward the adjacent parallel
approach course, the controller has less time to recognize the
danger and keep the two airplanes safely apart. The following
procedure has been devised to accommodate for this reduced
reaction time.
LDA PRM (SOIA) comprises one ILS and one localizer type
directional aid (LDA) with glide slope. The ILS is aligned with
the runway, but the LDA serving the second runway is offset
(no more than 3 degrees) from a parallel track. This offset
permits simultaneous instrument approach operations to
parallel runways spaced less than 3000 feet apart, but no less
than 750 feet. Because of the offset, this operation is also
called simultaneous offset instrument approach (SOIA).
Simultaneous close parallel ILS

Radar monitoring to PRM approaches (Independent)
ensure separation Runway centerlines spaced less
between aircraft on than 4300’, radar monitoring and
parallel localizers. PRM required.
BREAKOUT
with CLIMB Instruction
BREAKOUT
with DESCENT Instruction
REV. 6, 01 MAY 2008 4-138

Section 14 Approach
Volume 5
a. Definitions
1) Precision Runway Monitoring (PRM)

Precision Runway Monitoring (PRM) is a new high
resolution display employing a high update radar.
This equipment allows the controller to recognize
deviations from the localizer more quickly than the
normal approach radar equipment. "ILS/LDA PRM
Approach" is derived from the precision radar and
employing the abbreviation makes it easier to use for
controller-pilot communication.
2) No Transgression Zone (NTZ)

This is a 2000 foot wide rectangular area centered
between approach courses.
3) Breakout Maneuver
Instructions issued by ATC to depart the ILS
approach prior to reaching decision height in order to
avoid collision with another aircraft that strayed into
the NTZ. The breakout instructions begin with the
phrase, "TRAFFIC ALERT".
4) Minimum Vectoring Altitude (MVA)

The MVA provides 1000 feet of obstacle clearance
(2000 feet in mountainous terrain) above the highest
obstacle.
b. Requirements
An airport with ILS/LDA PRM approaches must have two
controllers working each approach course. The extra
controller is called the Runway Monitor. The runway
monitor utilizes the high update radar to monitor airplanes
on simultaneous approaches.
Aircraft on ILS/LDA PRM approaches must be equipped
with dual VHF COM radios.
Aircrews must have received additional training on ILS/
LDA PRM approaches.
Additional approach charts are published for airports with
ILS/LDA PRM approaches entitled "ILS PRM Rwy xy
(Simultaneous Close Parallel)" and an ILS PRM Approach
Information Page. A reference to this page, which is
normally numbered 11-0, is included in a text box in the
applicable approach chart.
REV. 6, 01 MAY 2008 4-139

Section 14 Approach
Volume 5
c. Communications
Airports with ILS/LDA PRM operations in progress will use two
frequencies assigned to each runway. The tower and final
monitor controllers will transmit on both frequencies while the
pilot will transmit only on the primary frequency. The dual
frequency set up makes it possible to transmit break-out
instructions even in the event of a stuck microphone or
blocked frequency. Ensure that the monitoring frequency is
tuned in and that both frequencies are being monitored at the
same volume.
d. ILS/LDA PRM Procedure

An ILS PRM or LDA PRM approach is a normal approach in
most respects. Differences include the additional training and
equipment requirements listed above and a few new
procedures.
1) Radio Set Up
Pilots must tune in the monitoring frequency listed on the
approach chart when told to contact tower. Both
frequencies must be monitored at equal volume. Pilots
will transmit on Tower frequency only.
2) TCAS Set Up
TCAS may be operated in TA/RA mode while executing
ILS PRM or LDA PRM approaches.
Pilots must understand that the final monitor controller’s
instruction to turn is the primary means for ensuring safe
separation from another airplane. TCAS does not
provide separation in the horizontal plane, only in the
vertical plane. Therefore, during final approach only the
final monitor controller has the capability to command a
turn for lateral separation. Flight crews are expected to
follow any ATC instruction to turn.
An operative TCAS is not required to conduct ILS PRM or
LDA PRM approaches.
REV. 6, 01 MAY 2008 4-140

Section 14 Approach
Volume 5
3) Approach Briefing
In addition to the normal approach briefing, a few more
items must be covered to ensure both pilots have
increased situational awareness and realize what is
required for the specific ILS PRM approach.
- When ATIS advises ILS PRM in use, ensure all crew
requirements are met.
- Set up and brief frequencies, tuning, and volume.
- Brief TCAS RA response.
- Review and brief hand flown breakout procedures.
- Brief crew coordination during the breakout.
- Brief the MVA.
4) “Traffic Alert”
The words “Traffic Alert” when used by the PRM final
monitor controller, signal critical instructions that the pilot
must act on promptly to preserve adequate separation.
5) Breakout
A breakout will be issued if the airplane on a parallel
approach deviates into the No Transgression Zone (NTZ).
All breakout maneuvers will be hand flown to ensure the
fastest reaction time. A breakout instruction will consist of
a horizontal command (turn direction), and/or a vertical
command (climb, descent, or maintain altitude) and a new
altitude to maintain.
You will not be expected to descend in excess of 1000 ft/

min. A descending breakout will never require you to
descend below the Minimum Vectoring Altitude (MVA).
Following the breakout, expect holding instructions or
vectors for sequencing.
REV. 6, 01 MAY 2008 4-141

Section 14 Approach
Volume 5
a) ATC Command with TCAS RA
If operating the TCAS in TA/RA mode and the
flight crew receives a TCAS RA at any time while
following the final monitor controller’s commands,
the flight crew will simultaneously continue to turn
to the controller’s assigned heading and follow
the vertical guidance provided by the TCAS RA.
b) TCAS RA alone
In the extremely unlikely event that an RA occurs
without a concurrent breakout instruction from the
final monitor controller, the pilot should follow the
RA and advise the controller of the action taken
as soon as possible. In this instance, it is likely
that a breakout command would follow.
Upon receiving the breakout command, the PF

immediately disconnects the autopilot and hand-flies
the break-out. The PM resets the Flight Guidance
Controller and Altitude Preselector as directed by the
PF. Return the secondary radio to the Company
frequency for monitoring.
If ordered to climb, execute the actions and callouts
as described for a missed approach in this chapter
while complying with the breakout instructions. Do
NOT fly the published missed approach procedure.
If ordered to descend, maintain current configuration
until established on the assigned altitude.
Perform the CLIMB CHECK at level off altitude,
workload permitting, to ensure proper aircraft
configuration.
Before commencing the next approach accomplish
the DESCENT CHECK and APPROACH CHECK.
REV. 6, 01 MAY 2008 4-142

Section 14 Approach
Volume 5
e. ILS PRM Breakout with CLIMB Instruction
Actions & Callouts
Event PF PM
Breakout Com- “TRAFFIC ALERT, (CALL SIGN) TURN (LEFT/RIGHT) IMME-
mand by ATC DIATELY HEADING (DEGREES). CLIMB AND MAINTAIN
(ALTITUDE).”
Immediately “BREAKOUT, CHECK MAX
THRUST, FLAPS 9”.
• Press Autopilot disconnect
button. • Select FLAPS - 9° and verify
• Advance Thrust levers to indication.
MAX THRUST position. • Check ENGINE INDICA-
• Select GA Mode. TIONS for maximum thrust.
• Hand fly the breakout instruc- “MAX THRUST SET”.
tions.
Positive Climb * Positive vertical speed on
Indication the VSI and/or altimeter:
“POSITIVE RATE”.
“GEAR UP”. • Select GEAR HANDLE -UP.
• Observe GEAR IN TRANSIT
and all gear UP indications.
Acceleration “ACCELERATION ALTI-
Altitude TUDE”.
* At or above VGA9. “VGA9”.

“FLAPS UP, SET CLIMB
• Assist PF with altitude call-
THRUST”.
outs.
• Adjust pitch to acquire
Enroute Climb Speed.
Level Off “CLIMB CHECK”. • Complete CLIMB CHECK.
• Accelerate to 200 KIAS or as “CLIMB CHECK COMPLETE”.
assigned by ATC. • Switch secondary radio to
Company frequency.
REV. 6, 01 MAY 2008 4-143

Section 14 Approach
Volume 5
f. ILS PRM Breakout with DESCENT Instruction
Actions & Callouts
Event PF PM
Breakout Com- “TRAFFIC ALERT, (CALL SIGN) TURN (LEFT/RIGHT) IMME-
mand by ATC DIATELY HEADING (DEGREES). DESCEND AND MAINTAIN
(ALTITUDE).”
Immediately “BREAKOUT”. • Assist PF with altitude call-
• Press Autopilot disconnect outs.
button.
• Hand fly the breakout instruc-
tions.
• Maintain aircraft configura-
tion.
• Adjust thrust levers as nec-
essary to establish 1000 ft/
min descent rate (maximum).
• Do not exceed maximum air-
speed for current aircraft
configuration.
• Do not descend below
assigned altitude or MVA,
whichever is higher.
Level Off • Reconfigure aircraft.
• Accelerate to 200 KIAS or as
assigned by ATC.
“CLIMB CHECK”. • Complete CLIMB CHECK
items alone.
“CLIMB CHECK COMPLETE”.
• Switch secondary radio to
Company frequency.
REV. 6, 01 MAY 2008 4-144

Section 14 Approach
Volume 5
K. Non-Precision Approaches
1. Non-Precision Approach with a depicted FAF (Flaps 45º)
Prior to each approach, the APPROACH CHECK will be
completed. While outbound or on downwind, flaps 9º should
be selected and the aircraft slowed to 180 knots. The PF will
call for, "Flaps 9" and the PM will select flaps 9º after verifying
airspeed within limits.
CAUTION: Stay within depicted procedure turn airspace.
When established inbound and prior to the FAF, the PF will
call for, "Gear Down, Flaps 22." The PM will select gear down,
flaps 22º after verifying airspeed within limits. Check on the
EICAS that the gear indicates down and locked, and flaps 22º.
The PF should make the appropriate thrust adjustments to
begin slowing the aircraft to VTGT. Shortly prior to reaching
the final approach fix inbound and below 145 knots, the PF
should call for, "Flaps 45, Landing Check." The PM will select
flaps 45º after verifying airspeed within limits and then
complete the LANDING CHECK. The PF will slow to VTGT.
callouts. Prior to or upon reaching the missed approach point,
the PM will make one of the following callouts if the airport
environment is in sight:
- "Approach lights in sight, continue". The PF acknowledges
with “Leaving MDA” and continue the approach to a height
100 feet above touchdown zone elevation.
- "Runway in sight ___o'clock". The PF will make a
transition to visual conditions, call, "Leaving MDA," and
land.
Upon reaching the missed approach point, the PM will make
the following callout if the airport environment is not in sight:
- "Missed Approach Point". The PF will confirm that the
MAP has been reached and immediately execute a missed
approach.
REV. 6, 01 MAY 2008 4-145

Section 14 Approach
Volume 5
When the runway is in sight and the aircraft is in a position
from which a normal descent and landing can be made, the
PF will call, “Leaving MDA.” The final airspeed is VTGT until
200 feet AGL. Cross the runway threshold at 50 feet AGL and
VREF.
The PM will also make callouts for course deviations of more
than 1 dot, bearing deviations of more than 5 degrees,
airspeed deviations of greater than +10/-0 knots, and sink
rates in excess of 1,000 feet per minute.
A missed approach will be initiated if the approach is not
REV. 6, 01 MAY 2008 4-146

Section 14 Approach
Volume 5
a. Non-Precision Approach with depicted FAF
(Flaps 45º) Actions & Callouts
Event PF PM
Initial Approach • Slow to 180 KIAS.
Fix Outbound • N1 60% to 65%.
“FLAPS 9”. • Check airspeed indicator for
correct VFL9.
• Select Flap - 9.
Final Approach “COURSE ALIVE”.
Course Inbound • Intercept and track Inbound
Course. • Check airspeed indicator for
“GEAR DOWN, FLAPS 22”. correct VLG.
• Slowing to Speed VTGT. • Select GEAR - DOWN.
• N1 35% to 40%. • Check airspeed indicator for
* At VTGT. correct VFL22.
• N1 60% to 65%. • Select Flap - 22.
Shortly prior “FLAPS 45, LANDING CHECK • Check airspeed indicator for
crossing Final (TO THE LINE)”. correct VFL45.
Approach Fix • Select Flap - 45.
• Complete LANDING CHECK
to the line or to the end if
YD/AP are off.
At Final • Identify FAF. • Identify FAF.
Approach Fix “FINAL APPROACH FIX”.
• Start TIME. • Start TIME.
• Speed VTGT.
• Descent Rate approximately
1000 ft/min.
1000 Feet above “1000 TO MDA”.
MDA • Landing Clearance received? • Landing Clearance received?
500 Feet above “500 TO MDA, CLEARED TO

MDA “CLEARED TO LAND.” LAND.”

MDA
REV. 6, 01 MAY 2008 4-147

Section 14 Approach
Volume 5
Event PF PM
Arrival at MDA • Arrive at MDA at the pub- “MINIMUMS”.
lished or computed Visual
Descent Point.
• Level Off at MDA. • Set Missed Approach Alti-
tude in the Altitude Preselect.
Runway “RUNWAY IN SIGHT ____
environment O'CLOCK”.
in sight from “LEAVING MDA”.
MDA • Speed VTGT until 200 feet
AGL.
• Yaw Damper/Auto Pilot - Off “LANDING CHECK COM-
PLETE”.
Crossing • Altitude 50 feet AGL.
Threshold • Speed VREF.
Continue with Action & Callouts for Landing

- OR -
Event PF PM
Missed • Both identify the MAP by tim- • Both identify the MAP by tim-
Approach Point, ing and/or DME. ing and/or DME.
Runway NOT in “MISSED APPROACH POINT,
sight RUNWAY NOT IN SIGHT”.
“MISSED APPROACH”.
Thrust Set.
around button.
“CHECK THRUST, FLAPS 9”. • Check thrust.
• Rotate to FD command bars • Select FLAPS - 9°.
(10° without FD). • Check EICAS for thrust set
“THRUST SET”.
Continue with Actions & Callouts for Missed Approach.
REV. 6, 01 MAY 2008 4-148

FLAPS 9
Non-Precision Approach 2.) IAF Outbound

with depicted FAF (Flaps 45º) x Slow to 180 KIAS
x N1 60% to 65%
IAF 1.) Before IAF
Volume 5
FINAL APPROACH FIX x NAV Radios Set

COURSE ALIVE
1000 TO MDA
GEAR DOWN,
REV. 6, 01 MAY 2008

FLAPS 22 RUNWAY IN SIGHT ___O’CLOCK
500 TO
MDA 100 TO MDA LEAVING MDA
FLAPS 45, CLEARED
LANDING CHECK TO LAND
(TO THE LINE) APPROACH LIGHTS LANDING CHECK COMPLETE
FAF IN SIGHT, CONTINUE
CLEARED
TO LAND MISSED APPROACH POINT,
(Flaps 45º) Profile
CONTINUING RUNWAY NOT IN SIGHT

3.) Final Approach
Course Inbound
MINIMUMS MISSED APPROACH
x Flaps 22q
x Gear - Down Missed Approach
x N1 35% to 40%
M MDA
x Slowing to VTGT 5.) FAF
* At VTGT
x Identify FAF 6.) At MDA
x N1 60% to 65%
x Start Timing * ALTS mode captured
x Speed VTGT x Set ASEL to Missed
x Descent Rate 1000 Approach Altitude
4.) Shortly prior FAF ft/min 7.) MISSED
x Flaps - 45q
APPROACH
x Perform Landing Check (to the line)
x Set ASEL to MDA rounding up to
x Speed VTGT to 200 ft AGL POINT
* 100 feet above MDA
nearest 100 ft x YD/AP – Off
b. Non-Precision Approach with depicted FAF
8.) Threshold
* Course Alive x 50 feet AGL
x Intercept and capture course x Speed VREF
* Course Captured
x Insure proper course capture Distance and Altitudes NOT TO SCALE
Section 14 Approach
4-149
Section 14 Approach
Volume 5
REV. 6, 01 MAY 2008 4-150

Section 14 Approach
Volume 5
2. Non-Precision Approach without a depicted FAF
The procedure for a non-precision approach without a
depicted FAF is similar to one with FAF with two exceptions.
Difference:
- During the procedure turn inbound, slow to VTGT and
select the ASEL to the MDA rounding up to the nearest 100
feet.
- When established on the inbound course and within
depicted procedure turn airspace, select gear down, flaps
22º and 45º in sequence and complete the Landing Check.
REV. 6, 01 MAY 2008 4-151

Section 14 Approach
Volume 5
a. Non-Precision Approach without a depicted FAF
Actions & Callouts
Event PF PM
correct VFL9.
Procedure Turn • N1 60% to 65%.
Inbound
Course Alive “COURSE ALIVE”.
“GEAR DOWN, FLAPS 22”. • Check airspeed indicator for
• Intercept and track Inbound correct VLG.
Course. • Select GEAR - DOWN.
correct VFL22.
Approach “FLAPS 45, LANDING CHECK • Check airspeed indicator for
Course Inbound (TO THE LINE)”. correct VFL45.
• Speed VTGT. • Select Flap - 45º.
• Descent Rate approximately • Complete LANDING CHECK
1000 ft/min. to the line or to the end if
YD/AP are off.


MDA
Descent Point.
Continue with Action & Callouts for non-precision approach, either

for Landing or for Missed Approach.
REV. 6, 01 MAY 2008 4-152

FLAPS 9

without depicted FAF x Slow to 180 KIAS
x N1 60% to 65%
COURSE ALIVE 1.) Before IAF
Volume 5

x NAV Radios Set
GEAR DOWN, IAF
FLAPS 22
REV. 6, 01 MAY 2008

RUNWAY IN SIGHT ___O’CLOCK
Profile
1000 TO MDA
FLAPS 45, 100 TO MDA
LANDING CHECK LEAVING MDA
(TO THE LINE) 500 TO MDA
CLEARED TO APPROACH LIGHTS
LANDING CHECK COMPLETE
LAND IN SIGHT, CONTINUE
MISSED APPROACH POINT,

CLEARED CONTINUING RUNWAY NOT IN SIGHT
TO LAND
x Flaps – 45q MINIMUMS MISSED APPROACH

x Perform Landing Check
(to the line) Missed Approach
M MDA
4.) Approach Course Inbound
* 100 feet above 5.) At MDA
x Gear – Down
MDA * ALTS mode captured
x Flaps - 22q
x Descent Rate 1000 ft/min x Set ASEL to Missed
Approach Altitude
6.) MISSED
APPROACH
3.) Procedure Turn Inbound POINT
x N1 60% to 65% x Speed VTGT to 200 ft AGL
x Set ASEL to MDA rounding up to nearest 100 ft x YD/AP – Off
7.) Threshold
x 50 feet AGL
x Speed VREF
b. Non-Precision Approach without a depicted FAF

Section 14 Approach
4-153
Section 14 Approach
Volume 5
REV. 6, 01 MAY 2008 4-154

Section 14 Approach
Volume 5
3. Circling Approaches
a. Chautauqua Airlines’ Restrictions
1) Chautauqua Airlines flight crews are permitted to
accept instrument approaches that terminate in a
“circle-to-land” maneuver only if the reported visibility
is
• better than 3 SM.
2) The flight crews must use the highest of the following

landing minimums for an instrument approach that
requires a circle-to-land maneuver to align the aircraft
with the runway of intended landing when a straight-
in landing from an instrument approach is not possible
or is not desirable:
• The circling landing minimum specified by the
applicable instrument approach procedure,
or
• 1,000 FT HAA ceiling and 3 Statute Miles
Visibility,
• whichever is higher.
b. Procedure
1) Proper planning is the key to a well-executed circling
approach. The circling approach must be thoroughly
briefed during the approach briefing with emphasis on
crew duties, callouts, times to be used (if any), direc-
tion of circle, and missed approach considerations.
2) Prior to each approach, the APPROACH CHECK will
be completed. While outbound, flaps 9 will be
selected and the aircraft slowed to 180 knots. The PF
will call for, “Flaps 9" and the PM will select flaps 9
after verifying the airspeed within limits.
3) When established inbound and prior to the FAF (or
glide-slope alive), the PF will call for, “Gear Down,
Flaps 22". The PM will select gear down and flaps 22
after verifying airspeed within limits. The PM will
verify gear down and locked and flaps 22 on the
EICAS. The PF will make the appropriate thrust
adjustments to begin slowing the aircraft to VTGT.
REV. 6, 01 MAY 2008 4-155

Section 14 Approach
Volume 5
4) When crossing the final approach fix, thrust must be
reduced to establish a descent rate of 1,000 fpm at
VTGT.
5) At MDA or 1000 feet AFE, whichever is higher, adjust
thrust to maintain VTGT throughout the circling
maneuver. When aircraft is in position from which a
normal descent and landing can be accomplished,
the PF will call, "Leaving MDA, Flaps 45, Landing
Check." The PM will select flaps 45 after verifying
airspeed within limits and complete the LANDING
CHECK. The PF will slow to an airspeed of not less
than VREF.
6) The PM will make the appropriate standard callouts
as previously described in the profiles of the precision
or nonprecision approach.
7) Do not exceed 30° angle of bank during the circling
maneuver.
c. Missed Approach from a Circling Maneuver
1) A missed approach must be initiated at any point if the
approach is not stabilized, if the aircraft is not in a
position from which a normal landing can be made, or
any time visual reference with the airport and runway
is lost.
2) Initially perform a climbing turn toward the landing
runway. Continue turning until established on the
prescribed missed approach course. Then follow the
specific missed approach procedures for that partic-
ular instrument approach that has been flown, unless
an alternate missed approach procedure has been
specified by ATC. Adherence to the procedure will
assure that the aircraft will remain within the circling
and missed approach obstruction clearance areas.
REV. 6, 01 MAY 2008 4-156

NOTE:
Circling
Minimum Approach
for Circling Approaches:
Circling Landing Minimums
or LEAVING MDA,
1000 ft Ceiling, 3 SM Visibility FLAPS 45,
whichever is higher LANDING CHECK
Volume 5
RUNWAY IN SIGHT ___O’CLOCK LANDING CHECK COMPLETE
REV. 6, 01 MAY 2008

GOING VISUAL
1.) Execute Standard Approach
Procedures except: OR
x Arrive at MDA or 1000’ AFE,
whichever is higher, with Gear Down RUNWAY NOT IN SIGHT
x Flaps 22q
x Speed VTGT 15q
MISSED APPROACH
FAF
5.) Landing Assured

d. Circling Approach Profile
45q MDA (1000’) x Leave MDA (1000’)

x Flaps 45q
x Slow to VREF
MDA (1000’) x YD/AP – Off
3.) Decision Point
* Runway in sight
x Maintain visual contact with airport
environment 4.) Circling Maneuver
x Abandon final approach course only x Remain within protected Circling
2.) At MDA or 1000’ AFE when within Circling Approach Area Approach Area for your approach
whichever is higher x Start Timing and turn 45q and maintain category/circling airspeed
x Maintain VTGT heading for approximately 45 seconds x Maintain at or above MDA or 1000’
x Maintain at or above MDA or 1000’ AFE , whichever is higher, until inside
AFE, whichever is higher 15q Final Sector
x Speed VTGT (ensures minimum 300 feet Obstacle
OR Clearance)
* Runway not in sight
x Perform Missed Approach
Section 14 Approach
4-157
Section 14 Approach
Volume 5
L. Visual Approaches
1. Visual Descent Planning
At each airport, ATC has established descent profiles to
vector aircraft to intercept an instrument approach. Visual
approaches, however, leave the descent profile to the
discretion of the pilot. If the pilot's descent profile does not
result in a stabilized visual approach by 1000' AFE, a missed
approach must be executed.
Visual approaches can be difficult. The wide range of
variables, such as position and altitude when cleared for the
approach, the lack of glideslope information, and establishing
separation from a variety of visual traffic all contribute to the
complexity.
Accurate descent planning will yield consistently safe visual
approaches. It requires analysis of flight parameters at
sequential points during the descent and approach, and
making positive corrections to altitude and airspeed.
The Descent Planning Guide provides suggested reference
points or "gates" to assist in analyzing the descent to arrive at
1000' AFE in a stabilized condition. These “Visual Approach
Gates” are predicated on flying distance to the touchdown
point.
As you progress through these "gates," it is important that
any deviations from the previous gate be corrected
immediately to arrive at the next gate within the desired
parameters for that gate.
Configure the aircraft in sufficient time in order to pass the
gate in parameters.
During the early stages of the descent, corrections to altitude
and/or airspeed can usually be done easily. The longer the
delay in making a correction, the greater the chance will be of
arriving at 1000' AFE in an unstabilized condition.
Utilizing available instrument approach facilities and FMS
guidance to reference the landing runway is an excellent
technique for aiding a visual approach. This can easily
establish a DME reference to the landing runway for the
targeted "gates".
The key to a successful visual approach is to plan and make
corrections early.
REV. 6, 01 MAY 2008 4-158

This Descent Planning Guide provides suggested reference “gates” to assist in
analyzing the descent in order to arrive at 1000 feet AGL in a stabilized condition. The
gates are defined by distance from touchdown and altitude above TDZ. Configuration
Approach Gates changes should be completed per respective procedures prior to passing the gates.
The gates only represent the latest point where the aircraft should be in the correct
configuration. As you progress through the gates, it is paramount that any deviations
are corrected immediately to arrive at the next gate within the desired parameters. The
Volume 5
longer a correction is delayed, the greater the chance of arriving at 1000 feet AGL in an
un-stabilized condition.
5000 FT AGL
Speed 250 KIAS
REV. 6, 01 MAY 2008

x
No 1500 FT AGL
x Flaps 9q
x Speed 180 KIAS
3000 FT AGL
x On Glidepath
x Speed 200 KIAS
1000 FT AGL
STABILIZED APPROACH
a. Approach Gates
x Gear Down
x Flaps 45q
x Speed VTGT
x On Glidepath
IF NOT o MISSED APPROACH
3º
FLYING DISTANCE
15 10 5 3
NM NM NM NM

Section 14 Approach
4-159
Section 14 Approach
Volume 5
2. Visual Approaches (Flaps 45º)
completed.
Fly a visual approach with a standard traffic pattern or as
directed by ATC. Enter the traffic pattern at not less than
1,500 feet AFE at an airspeed of not more than 200 knots.
Once established on downwind, select flaps 9º and slow the
aircraft to 180 knots.
Abeam the touchdown point, lower the landing gear, select
flaps 22º, and reduce airspeed to VTGT. Select flaps 45º and
complete the LANDING CHECK before reaching 1000 feet
AFE. The aircraft will be stabilized in the final approach
configuration no less than 1000 feet AFE. The PM will make
the appropriate visual callouts.
Cross the runway threshold at 50 feet AGL and VREF.
Smoothly retard the thrust levers to idle and increase pitch by
2° to 3° in the flare for landing.
In a crosswind, use the crab method for drift correction on
final. Transition to a sideslip for touchdown with increased
control deflection as control effectiveness decreases.
a. Visual Callouts by PM
1) "1000” (Landing Clearance received?)
2) “500, Cleared to Land”
3) Any significant deviation from VFR Approach Gates
4) Speed calls if deviating from standard
REV. 6, 01 MAY 2008 4-160

Visual Approach Pattern (Flaps 45º) FLAPS 9
GEAR DOWN,
Volume 5
1.) Prior Entry

FLAPS 45 FLAPS 22
x Approach Check
LANDING CHECK Complete
x 250 KIAS maximum
REV. 6, 01 MAY 2008

x Slowing to VTGT 3.) Downwind 2.) Pattern Entry
500 FEET x Pattern Altitude or 1500 feet AGL Min.
x Speed 180 KIAS
CLEARED TO LAND x Speed 200 KIAS
x Flaps 9q
1000 FEET
CLEARED TO LAND CA
MY CONTROLS
FO
YOUR CONTROLS
If FO was PF
4.) 1000 FT AGL during landing:
STABILIZED APPROACH
6.) Threshold 8.) After Touchdown

* 50 feet AGL
9.) Rollout
b. Visual Approach Profile (Flaps 45º)
x Maintain directional control * Aircraft slowed to taxi speed

x Speed VREF x Brakes – Apply
x Thrust Reversers – as required CA
x Take Control of Thrust
Levers, Nosewheel Steering,
5.) Landing Assured 7.) Touchdown Rudder Pedals
x Speed VTGT x Speed VREF FO
x YD/AP – Off x Thrust levers – Idle
x Maintain forward pressure on
yoke and aileron into the wind
Section 14 Approach
4-161
Section 14 Approach
Volume 5
REV. 6, 01 MAY 2008 4-162

Section 15 Missed Approach / Go-Around / Rejected
Volume 5 Landing
Section 15 Missed Approach / Go-Around / Rejected Landing

A. When to go missed
1. At the Missed Approach Point or Decision Height with runway
environment not in sight.
2. At full deflection of Localizer and/or Glideslope.
3. After the loss of a required navigation facility, indication, or
instrument.
4. If the successful completion of the approach is ever in doubt.
5. When the Stabilized Approach Criteria cannot be met at 1000
feet above TDZE on instrument approaches and visual
approaches.
B. Identifying the Missed Approach Point
1. Precision Approach
The Missed Approach Point during a precision approach is at
the DA.
2. Non-Precision Approach
The Missed Approach Point during a non-precision approach
is at a published point identified by a fix defined by a Nav aid,
DME and/or timing.
REV. 6, 01 MAY 2008 4-163

Volume 5 Landing
C. Procedure
By definition, a missed approach and a rejected landing are two
separate maneuvers. However, the procedures for execution of
these two maneuvers are identical.
When the decision is made to initiate a missed approach or
rejected landing, the PF will immediately press the go-around but-
ton and advance the thrust levers to the THRUST SET position.
The PF will call out, "Check Thrust, Flaps 9." The PM will check
thrust, select flaps 9 and call out, "Thrust Set." The PM will con-
firm that proper thrust and flaps 9 are indicated on the EICAS.
The PF will initiate a pitch-up as indicated by the flight director
command bars or a 10° pitch up without a flight director. As soon
as a positive rate of climb is indicated, the PM will call out, "Posi-
tive Rate." The PF will verify a positive rate and call out, "Gear
Up." The PM will select the gear lever to the UP position.
The PF will maintain the attitude commanded by the flight director
and maintain a minimum of VGA9. The PM will monitor aircraft per-
formance and call out, "Acceleration Altitude" and “VGA9”. The PF
will respond by verifying the airspeed and call out, "Flaps Up,
Climb Thrust." The PM will select the flap lever to the zero posi-
tion, press the CLB button.
Out of 1500 ft. AGL the PM will call out "1500 Feet". When reach-
ing the missed approach level-off altitude, the PF commands the
"Climb Check." The PM will complete the checklist. The appropri-
ate missed approach procedure must be followed or other ATC
instructions as appropriate.
For a maximum rate of climb, a pitch attitude of approximately 9°
may be used for an airspeed of 200 knots. When required, appro-
priate noise abatement procedures must be followed.
During a missed approach, the acceleration altitude to be
used is 1000 feet AGL, unless the published acceleration
altitude for the runway in use is known. In this case use the
actual acceleration altitude.
REV. 6, 01 MAY 2008 4-164

Volume 5 Landing
2. Use of Flight Director/Autopilot during Missed Approach/

Rejected Landing
Go-Around Mode
The go-around mode (GA) may be engaged by pressing
either of the go-around buttons on the thrust levers when at a
radio altitude below 2500 feet.
The GA mode will initially command the FD command bar and
the autopilot pitch attitude to 10° nose up for twenty (20)
seconds. After twenty seconds, the FD will revert to IAS mode
and provide a pitch command based on the go-around speed
preselected on the airspeed bug. The Speed Target mode will
disengage upon selection of a new vertical mode. The speed
knob will be inhibited while the GA mode is engaged.
CAUTION: At speeds below 1.23Vs, the FD will revert automatically
to IAS speed hold mode at the time the GA button is
pressed or any time the GA mode is engaged.
3. Change of plan when visual
Once a missed approach has been initiated, DO NOT change
your mind.
REV. 6, 01 MAY 2008 4-165

Volume 5 Landing
D. Missed Approach Actions & Callouts
Event PF PM
Missed “MISSED APPROACH”.
Approach • Advance Thrust Levers to
Thrust Set.
around button.
• Check thrust.
(10° without FD).
“THRUST SET”.
Positive Climb * Positive vertical speed on the
Indication VSI and 35 feet AGL mini-
mum.
“POSITIVE RATE”.
“GEAR UP”.
• Climb at VGA9 minimum. • Select GEAR HANDLE - UP.

Altitude VGA9”.
(1000 ft AGL) “FLAPS UP, CLIMB
THRUST”. • Select FLAPS - UP.
• Maintain speed no less than • Press CLB button.
VFS through 1500 feet AGL.
• Command FGC as desired. • Select FGC as requested by
• Proceed on the published or PF.
assigned Missed Approach. • Reduce Exterior Lights.
Out of 1500 Feet “1500 FEET”.
AGL
Level-off “CLIMB CHECK”. • Complete CLIMB CHECK.
REV. 6, 01 MAY 2008 4-166

Missed Approach/Rejected Landing
ACCELERATION ALTITUDE
Volume 5
VGA9 CLIMB CHECK
FLAPS UP, CLIMB THRUST 1500 FEET
REV. 6, 01 MAY 2008

POSITIVE RATE
CHECK THRUST,
FLAPS 9
GEAR UP
MISSED APPROACH
THRUST SET
(GO-AROUND)
* 1500 Feet AGL
E. Missed Approach Profile
* Acceleration Altitude
(1000 ft AGL) and VGA9 PM
* Positive rate observed
x Select Ice Detection
on VSI and 35 feet AGL
Normal Approach PF Override knob AUTO
PF minimum
Procedures x Reset packs if
x Execute published or assigned
x Climb at Speed no less PM necessary
Missed Approach
than VGA9 x Check Pressurization
PF x Gear handle – Up
x Advance TL’s to detent PM
PM * Level Off
x Simultaneously press x Select Flaps – Up
GA Button on TL x Select Flaps 9
x Depress CLB PM
x Rotate to V-bars x Check Thrust
x Select FGC as requested by PF.
(approximately 10q up) x Performs
x Reduce exterior lights
Climb Check
NOTE:
A Rejected Landing uses the same procedures but demands aggressive, precise action due
to the close proximity to the ground. Arrest sink rate immediately. Retract the landing gear
only after no ground contact is assured.
Landing
4-167
Volume 5 Landing
F. Go-around / Rejected Landing
A go-around or rejected landing follows essentially the exact same
procedure as for the missed approach. The only difference is that
during a rejected landing the airplane maneuvers in close proxim-
ity to the ground and on occasion a touch down may not be avoid-
able before climb attitude is achieved. Therefore, a rejected
landing demands aggressive, precise action to arrest the sinkrate
immediately.
A quick review of the Go-around procedure is advisable if any of
the following occurs:
• ATC delays the landing clearance for some reason:
e.g. "Continue approach, landing clearance on short final".
• Animals reported in the vicinity of the landing runway.
• Work in progress at the landing airport.
• High density traffic airport (runway incursions).
• Wind shear advisory in effect.
REV. 6, 01 MAY 2008 4-168

Section 16 Landing
Volume 5
Section 16 Landing
A. Landing Procedures
1. Configuring for Landing
When calling for configuration changes both crewmembers
shall visually confirm gear and flap indication. “In Transit”
calls for gear and flaps are not required as there are sufficient
visual, aural, and tactile clues to the PF.
2. Normal Landing
Plan and fly your approach so as to touchdown at the fixed
distance marker (1000') on runway centerline. The approach
to the threshold should follow a 2 1/2 to 3 degree glide path
angle at a stabilized airspeed. For normal landing
configuration, the descent rate will be 650 to 800 ft/min. A
stabilized speed, power and attitude will facilitate a proper
flare and touchdown. To prevent landing with the brakes
applied inadvertently, keep feet low on the rudder pedals
during landing.
Cross the runway threshold at 50 feet AGL and VREF. No
attempt should be made to hold the airplane off the runway by
further increasing pitch attitude. Thrust should be reduced to
idle at or just before touchdown. With proper airspeed control
and thrust management touchdown will occur at no less then
VREF.
The airplane tends to float in ground effect if flare control and
thrust are excessive. Floating before touchdown will rapidly
consume available runway length. If speed is too high, it is still
preferable to set the airplane down onto the runway as near
the 1000 foot point as possible, rather than allowing it to float
to bleed off speed. Deceleration on the ground is
approximately three (3) times greater than in the air.
Holding the airplane off the runway for speeds below
reference speed similarly increases landing distance.
On touchdown, with the thrust levers at idle, the ground
spoilers will automatically open. Directional control is
maintained with rudder pedal nosewheel steering. Reverse
thrust may be used as required.
It is important to lower the nose wheel to the runway and hold
positive forward pressure on the control column. This
increases rolling friction and brake effectiveness.
REV. 6, 01 MAY 2008 4-169

Section 16 Landing
Volume 5
3. Crosswind Landings
If a crosswind is present, use the crab method for drift
correction on final. Transition to a sideslip for touchdown with
increased control deflection as control effectiveness
decreases.
Note: When on runway surfaces with less than good braking
action, steering may become ineffective. If nosewheel
skidding occurs, reduce steering input. A combination of
differential thrust, reverse, and/or braking may be
required to maintain aircraft control. Be prepared to
decrease or go out of reverse if the airplane starts
veering to one side. Make a positive, non-floating
touchdown and lower the nosewheel onto the runway as
soon as possible. If hydroplaning is a risk, use brakes
when below hydroplaning speed (approximately 95
KIAS ground speed).
4. Runway Contamination for Landing
A grooved runway that is wet without standing water is
considered dry.
B. Landing Flow
1. The aircraft will be configured at the appropriate time as
described in the landing procedures, action and callouts and
profiles followed by the LANDING CHECK.
2. Under normal conditions, the FA should be notified not earlier
than gear down selection.
C. Callouts for the LANDING CHECK

1. When requesting the Landing Check To The Line, the call out
will be:
“LANDING CHECK TO THE LINE”
2. When calling for the rest of the checklist below the line, the call
out will be:
“LANDING CHECK BELOW THE LINE”
3. When requesting the entire landing checklist from start to
finish without interruption, the call out will be:
“LANDING CHECK”
REV. 6, 01 MAY 2008 4-170

Section 16 Landing
Volume 5
D. LANDING CHECK Expanded Checklist
The LANDING CHECK will be initiated by the PF after the final flap
setting has been selected. The LANDING CHECK may be run
either as a complete list or "To the Line". To complete the check-
list using the line, call "Below the Line".
The LANDING CHECK is performed by the Pilot Monitoring
accomplishing the challenge and the crewmember indicated on
the right of each checklist item giving the correct response.
LANDING CHECK
1. Flight Attendant .................................................. NOTIFIED PM
- Push the ATTD CALL button twice slowly.
- This informs the Flight Attendant to assume the
brace position for landing.
- Under normal conditions notification should not
occur earlier than gear down selection.
2. Speed Brake ..............................................................CLSD PF
- The speed brake will be verified by a CLOSED
indication on the EICAS and by the speed brake
handle position.
3. Landing Gear ...............................DOWN, THREE GREEN PF
VERIFIED PM
- The PF will visually confirm and verbally state the
gear handle position and the EICAS indication.
- The PM ensures that the gear handle is down and
verifies the gear indication on the EICAS.
4. Flaps .............................................................................. 45º PF
- The PF confirms the 45º flap indication on the
EICAS.
- The PM will visually confirm that the flap handle is in
the 45º detent and flaps indicate 45º on the EICAS.
"LANDING CHECK TO THE LINE"

5. Yaw Damper/Autopilot ................................................. OFF PF
- Verify Yaw Damper and Autopilot are disengaged.
- The Autopilot will be disengaged no lower than DA
or MDA when landing from an IFR approach.
- The yaw damper will be disengaged on short final.
"LANDING CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-171

Section 16 Landing
Volume 5
E. Transfer of Control after Landing
1. Transfer of control after Captain's landing
The Captain manipulates nose wheel steering tiller and power
levers, while the FO takes over the control column and
maintains slight forward pressure and any crosswind
correction.
2. Transfer of control after First Officer's landing
As the aircraft slows to a taxi speed, the Captain takes over
control of power levers, brakes and nose wheel steering, and
calls "My Controls". FO acknowledges the control transfer
with "Your Controls" and maintains slight forward pressure on
the control column and any crosswind correction until the
aircraft is clear of the landing runway and the AFTER
LANDING FLOW can be accomplished.
F. Landing Roll Out Action and Callouts
Event PF PM
Landing Roll Out * Airspeed 60 knots.
“60 KNOTS”.
• Move thrust levers out of
reverse to Flight Idle.
G. Use of Thrust Reverse and Brakes

Normal landing procedures call for the use of idle reverse and
braking as necessary in the early stage of rollout.
Note: The EMB-145 EP model is not equipped with thrust
reversers.
1. Thrust Reverse
All landing distance performance is predicated on the use of
idle thrust. However, reverse thrust is available when
required. Exercise caution and judgement in the use of
reverse thrust to avoid kicking up runway contamination which
may create FOD potential or restrict visibility.
Thrust reverse is more effective at higher airspeeds after
touchdown than at lower rollout speeds. After the
nosewheel contacts the ground, lift the idle gate latches
and smoothly retard TL's into idle reverse.
REV. 6, 01 MAY 2008 4-172

Section 16 Landing
Volume 5
Reverse in excess of idle should not be used unless deemed
necessary, e.g. rejected takeoff, icy runway, etc. In case of an
emergency or abnormality, maximum reverse thrust may be
used.
Use of thrust reverse below 60 knots greatly increases the
possibility of FOD ingestion by the engines. Therefore, rely on
brakes for deceleration when below 60 knots.
WARNING: Takeoff or go around must not be attempted if thrust
reversers have been deployed.
2. Brakes
To achieve maximum braking effect on dry or wet runways,
apply maximum and steady brake pedal pressure. The anti-
skid system will modulate the brake pressure for each wheel
to give maximum braking for the existing runway conditions.
DO NOT PUMP the brakes. Pumping greatly decreases
brake efficiency by interfering with the anti-skid function. Do
not release pedal pressure until reaching a safe taxi speed.
3. General Policies
- Be as economical with thrust reverse and brakes as
feasible, but always within the limits of safety.
- Resist the temptation to make the first turnoff unless
operationally essential.
- Do NOT use thrust reverse below 60 knots.
- Do not drag the brakes or hold continuous pressure to
control taxi speed.
- Carbon brakes wear more quickly when they are cold. As
the carbon material is heated it becomes harder and more
resistant to wear. Avoid modulating brake application with
the brakes cold.
REV. 6, 01 MAY 2008 4-173

Section 16 Landing
Volume 5
H. Land And Hold Short Operations (LAHSO)
LAHSO is an acronym for "Land And Hold Short Operations."
These operations include landing and holding short of an inter-
secting runway, an intersecting taxiway, or some other designated
point on a runway other than an intersecting runway or taxiway.
1. Approved LAHSO Airports and Runway Configurations
Chautauqua Airlines is authorized to conduct Land and Hold
Short Operations at the destination airports and runway
configurations listed in General Operations Manual (GOM) in
accordance with the Operations Specifications A027.
2. LAHSO Policies and Procedures
The following paragraphs outline specific pilot/operator
responsibilities when conducting LAHSO.
a. Pilot Notification of LAHSO
When LAHSO operations are expected to be utilized, an
announcement will be made on the ATIS; e.g. "LAHSO in
effect" or "Expect landing on Runway 22 to hold short of
Runway 27." The Available Landing Distance (ALD) may
or may not be added to the ATIS message.
When LAHSO is conducted at locations not served by an
ATIS, or the ATIS is out of service, pilots will be advised on
initial contact, or as soon as practical thereafter, to expect
a LAHSO clearance.
Aircraft conducting closed traffic operations need only be
advised once that LAHSO is in effect. Acknowledgement
of the current ATIS meets this requirement.
REV. 6, 01 MAY 2008 4-174

Section 16 Landing
Volume 5
b. Planning
To conduct LAHSO, pilots should become familiar with all
available information concerning LAHSO at their
destination airport. Pilots should have, readily available,
the published ALD and runway slope information for all
LAHSO runway combinations at each airport of intended
landing. Additionally, knowledge about landing
performance data permits the pilot to readily determine
that the ALD for the assigned runway is sufficient for safe
LAHSO. As part of a pilot's preflight planning process,
pilots should determine if their destination airport has
LAHSO. If so, their preflight planning process should
include an assessment of which LAHSO combinations
would work for them given their aircraft's required landing
distance. Good pilot decision making is knowing in
advance whether one can accept a LAHSO clearance if
offered.
Note: The maximum required field length for landing at the
destination airport for EMB 135, EMB 140, and EMB 145
at their respective maximum allowable landing weight is
always within the 6000' minimum landing distance.
Upon receipt of the Automatic Terminal Information
Service (ATIS), or notification by ATC that LAHSO is being
conducted on the expected landing runway, the pilot in
command shall determine the capability to accept the
LAHSO clearance. When the ATIS is acknowledged, and
upon initial contact with the appropriate control tower, the
PIC will advise ATC when unable to accept the LAHSO
clearance.
A LAHSO clearance shall not be accepted by the flight
crew if provided after the aircraft has descended below
1,000 feet above ground level (AGL) on final approach to
the landing runway.
REV. 6, 01 MAY 2008 4-175

Section 16 Landing
Volume 5
c. Minimum Equipment List Requirements
LAHSO is prohibited if the aircraft is subject to any
minimum equipment list item that affects the stopping
capability of the aircraft. The following table shows these
MEL items. If any one of the items listed is deferred, do not
accept a LAHSO clearance.
Aircraft Type Sys/Seq Number Item

EMB 135/140/145 78-30-00 Thrust Reversers
EMB 135/140/145 78-34-00 Eng. 1 (2) Rev Dis-
agree
Note: EMB 145 EP may accept LAHSO.
d. Required Landing Distance for LAHSO

If the computation of LAHSO data interferes with other
cockpit safety of flight duties, the LAHSO shall not be
accomplished.
Required landing distances or maximum weights for
LAHSO are readily available to the PIC in these sources:
- Landing weight cards in the airplane.
- The EMB-145 POH Chapter 9.
- The General Operations Manual (GOM) Chapter 7.
REV. 6, 01 MAY 2008 4-176

Section 16 Landing
Volume 5
e. Importance of a Stabilized Approach and Touchdown
Accuracy when Conducting LAHSO
1) Stabilized Approach
It is essential that a stabilized approach to the landing
runway be flown. A stabilized approach must be
established before descending below 1,000 feet above the
airport or touchdown zone (TDZ) elevation during any
straight-in approach in instrument and visual flight
conditions.
2) Touchdown Accuracy
It is essential that the airplane touch down in the first one-
third of the ALD, but in no case greater than 3,000 feet
down the runway, whichever is less.
3) Rejected Landing
If touchdown in the first one-third of the ALD, but in no case
greater than 3,000 feet down the runway is not assured, a
rejected landing must be executed.
REV. 6, 01 MAY 2008 4-177

Section 16 Landing
Volume 5
3. Limitations and Provisions
a. Only the Captain will perform LAHSO.
b. LAHSO on contaminated runways is prohibited.
c. LAHSO will not be authorized to a runway that does not
have visual or electronic vertical guidance.
d. Flaps 45º approach and landing.
Flaps 22º is not approved for LAHSO.
e. Minimum Weather Requirements:
LAHSO requires the following prevailing weather
conditions:
- Ceiling of no less than 1,500 feet.
- Visibility of no less than 5 statute miles.
Where a Precision Approach Path Indicator (PAPI) or

Visual Approach Slope Indicator (VASI) is installed and
operational, the following weather minima can exist:
- Ceiling of no less than 1,000 feet.

- Visibility of no less than 3 statute miles.
At locations where a rejected landing procedure is

published, the ceiling and visibility minima will be
established in local flying directives.
f. Pilots will only accept a LAHSO clearance when the above
weather conditions exist as listed above. The intent of
having "basic" VFR weather conditions is to allow pilots to
maintain visual contact with other aircraft and ground
vehicle operations. Pilots should consider the effects of
prevailing inflight visibility (such as landing into the sun)
and how it may affect overall situational awareness.
g. LAHSO is not authorized if windshear has been reported
within the previous 20 minutes prior to the LAHSO clear-
ance being issued.
h. The tailwind on the hold short runway shall be calm (less
than 3 knots).
i. Night LAHSO may only be conducted where an approved
LAHSO lighting configuration is installed and operating.
REV. 6, 01 MAY 2008 4-178

Section 16 Landing
Volume 5
4. Pilot Requirements when conducting LAHSO
Pilots may accept a LAHSO clearance provided that the pilot-
in-command determines that the aircraft can safely land and
stop within the Available Landing Distance (ALD).
Pilots receiving instructions "cleared to land, runway "xx""
from air traffic control are authorized to use the entire landing
length of the runway and should disregard any holding
position markings located on the runway.
Pilots receiving and accepting instructions "cleared to land
runway "xx," hold short of runway "yy" from air traffic control
must either exit runway "xx," or stop at the holding position
prior to runway "yy."
A pilot is expected to promptly inform ATC, ideally even before
the clearance is issued, if for any reason, the pilot elects to
land on the full length of the runway, to land on another
runway, or to decline LAHSO.
A LAHSO clearance, once accepted, must be adhered to, just
as any other ATC clearance, unless an amended clearance is
obtained or an emergency occurs. A LAHSO clearance does
not preclude a rejected landing.
If a rejected landing becomes necessary after accepting a
LAHSO clearance, the pilot should maintain safe separation
from other aircraft or vehicles, and should promptly notify the
controller.
Controllers need a full read back of all LAHSO clearances.
Pilots should read back their LAHSO clearance and include
the words, "HOLD SHORT OF (RUNWAY/TAXIWAY/OR
POINT)" in their acknowledgment of all LAHSO clearances.
In order to reduce frequency congestion, pilots are required to
read back the LAHSO clearance without prompting. Don't
make the controller have to ask for a read back!
REV. 6, 01 MAY 2008 4-179

Section 16 Landing
Volume 5
EXAMPLE-
ATC: "(Aircraft ID) cleared to land runway six right, hold short
of taxiway bravo for crossing traffic (type aircraft)."
Aircraft: "(Aircraft ID), wilco, cleared to land runway six right
to hold short of taxiway bravo."
ATC: "(Aircraft ID) cross runway six right at taxiway bravo,
landing aircraft will hold short."
Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo,
landing traffic (type aircraft) to hold."
5. Rejected Landing Procedure (RLP)
If a rejected landing becomes necessary, the PIC must
promptly notify ATC.
A rejected landing must be initiated immediately if any doubt
exists whether a safe landing will occur within the first one-
third of the ALD, or within 3,000 feet down the runway,
whichever is less.
a. With Published RLP
1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, execute the
published rejected landing procedure and main-
tain clear of clouds.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) If conducting a visual approach and cleared to land
and hold short, and a go around becomes necessary:
a) Below 1000 feet AGL, execute the published
rejected landing procedure and maintain clear of
clouds.
3) Heading and/or altitude assignments must be flown
as published until directed otherwise by ATC.
REV. 6, 01 MAY 2008 4-180

Section 16 Landing
Volume 5
b. Without Published RLP
1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, remain clear of
clouds and maintain visual separation from all
other traffic.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) Upon conducting a visual approach and cleared to
land and hold short, and a go around becomes neces-
sary below 1000 feet AGL, pilots are expected to
remain clear of clouds and maintain visual separation
from all other traffic.
3) The pilot is expected to comply with specific heading
and/or altitude instructions issued by ATC.
6. PIC Final Authority
The pilot-in-command has the final authority to accept or
decline any land and hold short clearance.
7. Use of Antiskid and Thrust Reverse
The anti skid system and/or thrust reverse system must be
functional during a landing under LAHSO conditions. LAHSO
is prohibited if either aircraft system is inoperable that would
adversely affect the stopping capability.
Note: EMB 145 EP may accept LAHSO.
8. Crew Briefing
There have been several instances where the pilot operating
the radios accepted a LAHSO clearance but forgot to tell the
pilot flying the aircraft. Effective communication between
cockpit crewmembers is critical. The approach briefing must
cover the required LAHSO items.
REV. 6, 01 MAY 2008 4-181

Section 16 Landing
Volume 5
REV. 6, 01 MAY 2008 4-182

Section 17 After Landing
Volume 5
A. After Landing Flows
The After Landing Flows will allow the flight crew to configure the
aircraft for taxiing to the gate.
The recommended flows must be performed no sooner than
clear of the landing runway and workload permits.
In an effort to reduce flight crew distraction and prevent runway
incursions, the After Landing checklist items have been moved to
the SHUTDOWN CHECK.
WARNING: Company communications will be held to a minimum

until ALL active runways are cleared and the
possibility of a runway incursion is minimized.
CA - AFTER LANDING FLOW (Recommended)
→ Exterior Lights
- Select LDG 1&2, NOSE, STROBE and INSP
lights off.
- During low visibility or night operations the TAXI
and LOGO lights should remain illuminated.
→ Shed Bus
- Place the SHED BUSES knob to OVRD (even
when expecting to use a GPU).
FO - AFTER LANDING FLOW (Recommended)
→ Gust Lock
- For mechanical gust locks, position the control
column full forward and set the gust lock.
- For electrical-mechanical gust locks, position
the control column full aft, set the gust lock,
position the control column full forward and
observe the gust lock light is extinguished.
REV. 6, 01 MAY 2008 4-183

Volume 5
→ Flaps
- Select the flaps UP and verify the flaps are
retracted on EICAS.
→ Transponder/Radar
- Use one of the following transponder modes on
the ground depending on ATC requirements:
- STBY
- ATC ON
- ATC ALT
Note: If in an ATC mode during taxiing in, select STBY at the
gate.
- RADAR controller(s) are selected to Standby.
→ Trims
- Verify on the EICAS that the aileron and rudder
trims are in their normal positions, and the pitch
trim is in the green band.
→ Ice Panel
- Turn off the windshield heat and sensor heat.
- Deselect any anti-icing not required for ground
operation.
REV. 6, 01 MAY 2008 4-184

Volume 5
B. Engine Cool Down after Landing
Before shutdown, run each engine for a minimum of two (2) min-
utes at idle or taxi thrust.
C. Taxiing in
1. Single Engine Taxi In
Once the cool down has been completed the Captain will
ensure the shed bus switch is in the override position and
ensure the respective thrust lever is in the idle thrust position.
The Captain should then command the First Officer to move
the START/STOP selector to the "STOP" position. Once the
First Officer has moved the selector to the Stop position, the
First Officer will scan the engine instruments to ensure the
respective engine has shut down properly and state, "Left/
Right engine shut down".
Keep in mind, if you as a crew decide it is unsafe to taxi single
engine for any reason, you should always use both engines.
Single engine taxi inbound is permitted at the Captain's
discretion provided all of the limitations listed below are
followed:
2. Restrictions for Single Engine Taxi In
a. A two-minute cool-down must be observed prior to engine
shutdown.
b. If a hard turn is required entering the ramp, consideration

should be given as to whether it will be possible single
engine. The Captain decides which engine will be shut
down during taxiing.
c. Single engine taxi is not permitted if:
- engine anti ice is required;
or
- if ramp or taxiway surfaces are found to be slippery,
shining wet, or more than 15% of the taxi surface is
contaminated by ice, snow or slush;
or
REV. 6, 01 MAY 2008 4-185

Volume 5
REV. 6, 01 MAY 2008 4-186

Section 18 Shut-down
Volume 5
A. Shutdown Recommended Flow
CA - SHUTDOWN FLOW (Recommended)
→ Thrust levers
→ Parking brake
→ GPU (if available)
→ Start/Stop selector(s)
Note: Associated engine BLEED must be CLOSED before
selecting the engine START/STOP selector to STOP.
→ Fuel pumps
→ Shed bus
→ Exterior Lights
→ Steering
FO - SHUTDOWN FLOW (Recommended)

The FO performs the recommended Shutdown Flow after the CA
has set the parking brake.
→ Air Conditioning panel

→ Hydraulic pumps
→ Cabin signs
→ Transponder
REV. 6, 01 MAY 2008 4-187

Volume 5
B. SHUTDOWN CHECK Expanded Check
The SHUTDOWN CHECK will be completed challenge-and-
response after CA and FO have finished their respective Shut-
down Flows.
SHUTDOWN CHECK
1. Parking Brake ...........................................SET / LIGHT ON CA
- Fully depress the brake pedals, then pull and turn
the emergency/parking brake handle to the SET
position.
- Ensure the BRAKE ON light is illuminated
2. Thrust Levers...............................................................IDLE CA
- Verify both thrust levers are at IDLE for engine
shutdown.
3. Gust Lock ..........................................................ENGAGED CA
- For mechanical gust locks, position the control
column full forward and set the gust lock.
- For electrical-mechanical gust locks, position the
control column full aft, set the gust lock, position the
control column full forward and observe the gust
lock light is extinguished.
4. Flaps...............................................................................UP CA
- Verify the flaps are indicated UP on the EICAS.
CAUTION: If flaps are still down when arriving at the gate, ensure area
around the flaps is clear before moving the flap handle.
5. Transponder/RADAR....................................... STBY/STBY CA
- Switch the Transponder to STBY.
- RADAR controller(s) are selected to Standby.
6. Trims................................................................THREE SET CA
- Verify on the EICAS that the aileron and rudder
trims are in their normal positions, and the pitch trim
is in the green band.
7. Steering .......................................................DISENGAGED CA
- Verify the STEER INOP message is on the EICAS.
REV. 6, 01 MAY 2008 4-188

Volume 5
8. Ice Panel ...................................................................... OFF CA
- Verify the anti-icing, windshield heat, and sensor
heat are OFF.
9. Air Conditioning............................................................ SET CA
- If the APU is not operating or the 3 minute warm-up
period not complete:
- BLEED 1&2 ..................................CLOSED
- APU BLEED ..................................CLOSED
- XBLEED .............................................AUTO
- PACK 1&2 .....................................CLOSED
- With APU operating after the 3 minute warm-up
period:
- APU BLEED ...................................... OPEN
- BLEED 1&2 ..................................CLOSED
- PACK 1..........................................CLOSED
- PACK 2.............................................. OPEN
- XBLEED ............................................ OPEN
10. Hydraulic Pumps .......................................................... OFF CA
- Verify both ELEC PUMP knobs are OFF.
11. Exterior Lights ..............................................................NAV CA
- Ensure LDG 1&2, NOSE, STROBE, TAXI and INSP
lights are off.
- Verify the RED BCN is selected OFF to signal ramp
personnel that the main engines are shut down.
12. Shed Bus...................................................................OVRD CA
- Verify the SHED BUSES knob is in OVRD (even
when expecting to use a GPU).
13. GPU/APU ..................................................................“____” CA
- The CA will respond with either “GPU ON” or “APU
ON” depending on utilization of GPU or APU.
- If the flight will be continued within 45 minutes, the
APU may be started to provide electrical power,
heating or cooling, and the air supply for the engine
start.
REV. 6, 01 MAY 2008 4-189

Volume 5
- If no APU is available or the following flight departs
in more than 45 minutes and a GPU is available,
verify the GPU has adequate voltage via the MFD
ELEC page, and the GPU AVAIL caption is
illuminated. Then select the GPU power.
14. Start/Stop Selectors................................................... STOP CA
- Associated engine BLEED must be CLOSED before
selecting the engine START/STOP selector to
STOP.
- Set Start/Stop selector(s) to STOP and verify on the
EICAS that both engines are shut down.
Note: The engine will not shut down with the Start/Stop
Selector unless the associated thrust lever is first moved
to IDLE. If STOP is selected before the thrust lever is
retarded to IDLE, momentarily cycle the Start/Stop
Selector to RUN and back to STOP.
15. Cabin Signs ..................................................................OFF CA

- Turn the FSTN BELTS and STERILE LIGHT
switches OFF.
- This indicates to the FA that it is OK to open the
main cabin door.
"SHUTDOWN CHECK COMPLETE"
C. Shutdown Action & Callouts
Event CA FO
Aircraft at the • Set Parking Brake. • Confirm BRAKE ON is illumi-
Gate • Perform SHUTDOWN FLOW nated.
for the CA. • Perform SHUTDOWN FLOW
for the FO.
Flows “SHUTDOWN CHECK” • Read Shutdown Check
Completed “SHUTDOWN CHECK COM-
PLETE”
REV. 6, 01 MAY 2008 4-190

Volume 5
D. Terminating Recommended Flow
The CA will normally accomplish the TERMINATING FLOW while
the FO performs the assigned post flight duties.
TERMINATING FLOW (Recommended)
→ Standby Attitude Indicator

→ Avionics
→ Shed Buses
→ Cockpit Video Sys Master Switch (if installed)
→ APU Stop Button
→ Air Conditioning
→ APU Master Switch
→ Fuel Pumps
→ Batteries
REV. 6, 01 MAY 2008 4-191

Volume 5
E. TERMINATING CHECK Expanded Checklist
The TERMINATING CHECK is accomplished when the aircraft is
completely powered down or the aircraft is left unattended with a
GPU supplying power.
The PIC is responsible for ensuring that the aircraft is properly
powered down and secured. The TERMINATING CHECK may be
accomplished by the CA alone.
TERMINATING CHECK
1. 2Mechanical Standby Attitude Indicator.................. CAGED CA

- Verify Standby Attitude Indicator is caged on non-
ISIS equipped aircraft.
2. Emergency Lights.........................................................OFF CA
- Verify the EMERG LT switch is selected OFF.
Note: The emergency lights must be selected off prior to
turning off the aircraft main batteries.
3. Avionics ........................................................................OFF CA
- Before turning OFF the avionics, check MFD Systems
pages to ensure that engine oil quantity, hydraulic fluid
quantity, and oxygen system pressure is within limits
required for start up.
- Wait 3 minutes after engine shutdown to check engine
oil quantity. Minimum quantity for engine start is 8
quarts.
- Wait 3 minutes after turning off the hydraulic pumps to
check the hydraulic quantity. Hydraulic quantity must
show in the green.
- Oxygen quantity for dispatch is 1500 psi (adjusted for
ambient temperature).
Note: If any of these parameters is below limits, a logbook
write-up is required and inform Dispatch and
Maintenance Control.
- Ensure the avionics are off by deselecting the
AVIONICS MASTER 1&2 push buttons.
Note: Improper shutdown of the AHRS 900 system with the
Universal FMS can cause alignment problems when the
aircraft is powered back up. The FMS must always be
shutdown through the CDU panels (FMS keyboards)
prior to turning off the Avionics switches.
REV. 6, 01 MAY 2008 4-192

Volume 5
2
4. Video Master Switch.................................................. OFF CA
5. GPU/APU ..................................................................... OFF CA
- If the GPU is online, deselect the GPU.
6. Air Conditioning............................................................ OFF CA
- APU BLEED ............................................ CLOSED
- BLEED 1&2 ............................................ CLOSED
- XBLEED ....................................................... AUTO
- PACK 1&2 .............................................. CLOSED
7. Fuel Pumps .................................................................. OFF CA
- TANK 1&2 ....................................................... OFF
- XFEED ............................................................ OFF
8. Shed Bus................................................................... AUTO CA
- Place the SHED BUSES knob to AUTO.
9. Batteries ....................................................................... OFF CA
- Turn both batteries off.
"TERMINATING CHECK COMPLETE"
REV. 6, 01 MAY 2008 4-193

Volume 5
F. Cockpit Voice Recorder (CVR) Deactivation after a
Reportable Event
The Captain is responsible to deactivate the CVR immediately
upon completion of a flight during which a reportable event
according to NTSB 830 occurred (see GOM Chapter 1 for details).
Thereafter, the CA will inform Dispatch and Maintenance Control
of the reportable event and preserve the CVR data. The CA will
make one logbook entry for the event and a separate one for the
pulled CVR circuit breaker.
NTSB REPORTABLE EVENT CHECK
1. CVR Circuit Breaker (B-31) ........................................PULL CA

- The CVR must be deactivated upon completion of a
flight after reportable event has occurred.
2. Logbook Entries............................................... COMPLETE CA
- Make a logbook entry describing the reportable
event and one for the pulled circuit breaker.
"NTSB REPORTABLE EVENT CHECK COMPLETE"
G. Aircraft Configuration during Strong Winds and Gusts
The Captain is responsible to review the TAF for the RON airport
and determine the forecast wind and gust conditions for the time
the aircraft will be parked unattended.
1. If the forecast wind including gusts exceeds 45 knots
from a direction within ±30º on the tail of the aircraft:
• Option 1:
Request with station operations that the aircraft be parked
with the nose into the wind.
Note: This may not be possible at most stations due to parking
space constraints.
• Option 2:
If Option 1 is not available:
Move the Elevator Trim position all the way NOSE
DOWN. Make sure the gust lock is engaged.
2. Post Flight Inspection
During the post flight inspection observe the elevator for
excessive movement. Small vibration is acceptable.
Excessive movement would indicate that the gustlock pin is
not engaged properly.
REV. 6, 01 MAY 2008 4-194

Section 19 Post Flight Duties
Volume 5
A. Leaving the Aircraft
The airplane will be secured any time the crew is leaving the air-
craft between flights, or at the end of duty day.
Prior to walking away from the aircraft, a flight crewmember must
do a Post Flight Inspection that requires a complete circuit of the
exterior of the aircraft. The intent is to detect any obvious discrep-
ancies and it consists of the same steps as the THRUFLIGHT
EXTERIOR INSPECTION.
Upon termination of a flight, the flight crew must contact Mainte-
nance Control and advise them of any maintenance problem
along with noting the problem in the aircraft logbook.
CAUTION: Ensure that the courtesy lights are OFF before leaving
the aircraft.
1. Gust Lock
It is the Captain’s responsibility to ensure the gust lock is
engage before leaving the cockpit.
WARNING: The Gust Lock must be engaged with power on the
aircraft, otherwise the locking pin in the elevator will
not engage.
2. Chocking the Airplane
It is the crew's responsibility to ensure the airplane is chocked
when left at the gate.
3. Gear pins
Any time the aircraft remains on the ground over night, the
gear pins must be installed.
4. Secure door/entry to the airplane
Any time the crew leaves the airplane unattended, ensure that
no obvious method is available for a non-authorized person to
gain easy access to the airplane.
Do not leave the doors open, stairs down or any mobile stairs
in position against the entrance.
Note: Do not lock the cockpit door.
REV. 6, 01 MAY 2008 4-195

Volume 5
REV. 6, 01 MAY 2008 4-196

Section
Volume 5
Chapter 5
Emergency and Abnormal Checklists
Chapter Table of Contents

Section 1 ALPHABETICAL INDEX of EICAS Messages . . . . 5-2
Section 2 ALPHABETICAL TABLE OF CONTENTS . . . . . . 5-12
A. EMERGENCY & ABNORMAL CHECKLISTS . . . 5-12
Section 3 TABLE OF CONTENTS BY SYSTEMS . . . . . . . . 5-19
A. EMERGENCY CHECKLISTS . . . . . . . . . . . . . . . . 5-19
B. ABNORMAL CHECKLISTS . . . . . . . . . . . . . . . . . 5-21
Section 4 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Section 5 EMERGENCY CHECKLISTS . . . . . . . . . . . . . . . . E-1
Section 6 ABNORMAL CHECKLISTS . . . . . . . . . . . . . . . . . . A-1
REV. 5, 15 FEB 2006 5-1

Section 1 Alphabetical Index of EICAS Messages
Volume 5

WRN = - - - - - - - - - - - - - - - - - - - - EICAS Warning Message
CAU = - - - - - - - - - - - - - - - - - - - - EICAS Caution Message
ADV = - - - - - - - - - - - - - - - - - - - EICAS Advisory Message
LGT =- - - - - - - - - - - - - - - - - - - - - Warning or Caution Light
A-WRN = - - - - - - - - - - - - - - - - - - - - - - - - - - Aural Warning
A-CAU = - - - - - - - - - - - - - - - - - - - - - - - - - - -Aural Caution
A-ADV = - - - - - - - - - - - - - - - - - - - - - - - - - - Aural Advisory
A-INF = - - - - - - - - - - - - - - - - - - - - - - - - - Aural Information
EICAS Message Type Page

115 VAC BUS OFF CAU A-10
A/ICE LOW CAPACITY CAU A-84
A/ICE SW OFF CAU A-86
ACCESS DOORS OPN CAU A-1
AHRS 1 (2) ALN ADV A-101
AHRS 1 (2) ALN FAULT CAU A-100
AHRS 1 (2) ATT MODE ADV A-102
AHRS 1 (2) BASIC MODE ADV A-102
AHRS 1 (2) EXC MOTION ADV A-101
AHRS 1 (2) FAIL CAU A-101
AHRS 1 (2) ON BATT ADV A-102
AHRS 1 (2) OVERHEAT CAU A-101
AHRS 1 (2) NO MAG HDG ADV A-103
AHRS 1 (2) NO PPOS ADV A-103
AIL DISC LGT A-66
AIL SYS 1 INOP CAU A-46, A-63
AIL SYS 2 INOP CAU A-47, A-63
AIL SYS 1-2 INOP CAU A-44
AOA 1 (2) HEAT INOP CAU A-89
REV. 4, 13 AUG 2005 5-2

Volume 5

AP AIL MISTRIM CAU A-110
AP ELEV MISTRIM CAU A-108
APU BLD VLV FAIL CAU A-72
APU CNTOR CLOSED CAU A-10
APU EXTBTL INOP CAU A-13
APU FAIL CAU A-23
APU FIRE WRN E-17
APU FIREDET FAIL CAU A-12
APU FUEL LO PRESS CAU A-20
APU FUEL SOV CLSD ADV A-20
APU FUEL SOV INOP CAU A-19
APU GEN OFF BUS CAU E-9, A-7
APU GEN OVLD CAU A-8
APU OIL HI TEMP CAU A-22
APU OIL LO PRESS CAU A-22
ATTCS FAIL WRN E-22
AURAL UNIT ONE CHANNEL A-ADV A-5
AURAL UNIT ONE POWER INTERRUPT A-ADV A-5
AURAL WARN FAIL CAU A-4
AUTO TRIM FAIL CAU E-30, E-32,
E-36, A-108
AUTOPILOT A-ADV E-48
AUTOPILOT FAIL WRN E-30, E-48
BAGG EXTBTL INOP CAU A-13
BAGG SMOKE WRN E-15
BAGGAGE DOOR OPN CAU A-1
REV. 5, 15 FEB 2006 5-3

Volume 5

BANK ANGLE A-CAU E-3
BATT 1 (2) OFF BUS CAU A-8
BATT 1 (2) OVTEMP WRN E-7
BKUP BATT OFF BUS CAU A-9
BLD 1 (2) LEAK WRN E-45
BLD 1 (2) LOW TEMP CAU A-69
BLD 1 (2) OVTEMP WRN E-46
BLD 1 (2) VLV CLSD ADV A-71
BLD APU LEAK WRN E-45
BLD VLV 1 (2) FAIL CAU A-70
BRAKE DEGRADED CAU A-54
BRAKE ON LGT A-56, A-58
BRAKE OVERHEAT CAU A-57
BRK OUTBD (INBD) INOP CAU A-55
CABIN A-WRN E-46
CAUTION TERRAIN A-CAU E-3
CHECK A1P (A1/3) PERF ADV A-42
CHECK IC 1 (2) SW CAU A-94
CHECK PFD 1 (2) CAU A-95
CHECKLIST MISMATCH ADV A-99
CHK IC CONFIG CAU A-94
CLACKER A-WRN E-6
CMC FAIL ADV A-100
CONFIG MISMATCH ADV A-94
CROSS BLD FAIL CAU A-72
REV. 4, 13 AUG 2005 5-4

Volume 5

CROSS BLD OPEN ADV A-73
CROSS BLD SW OFF CAU A-72
DAU 1 (2) A FAIL CAU A-96
DAU 1 (2) B FAIL ADV A-96
DAU 1 (2) REVERSION ADV A-100
DAU 1-2 ENG MISCOMP CAU A-98
DAU 1-2 SYS MISCOMP CAU A-98
DAU 1-2 WRN MISCOMP CAU A-98
DAU AC ID MISCOMP CAU A-98
DC BUS 1 (2) OFF CAU A-6
DFDR FAIL CAU A-92
DON’T SINK DON’T SINK A-CAU E-3
DOOR BLOCKED CLOSED LGT A-2
DU 1 (2, 3, 4, 5) FAN FAIL ADV A-99
E 1 (2) ADC DATA FAIL ADV A-39
E 1 (2) ATS SOV OPN CAU A-34
E 1 (2) ATTCS NO MRGN WRN E-22
E 1 (2) CTL FAIL CAU A-36

E 1 (2) EXTBTLA INOP CAU A-13
E 1 (2) EXTBTLB INOP CAU A-13
E 1 (2) EXCEEDANCE CAU A-42
E 1 (2) FADEC FAULT ADV A-40
E 1 (2) FIREDET FAIL CAU A-12
E 1 (2) FUEL IMP BYP ADV A-40
REV. 6, 01 MAY 2008 5-5

Volume 5

E 1 (2) FUEL LO PRESS CAU A-14
E 1 (2) FUEL LO TEMP CAU A-15
E 1 (2) FUEL SOV CLSD ADV A-19
E 1 (2) FUEL SOV INOP CAU A-18
E 1 (2) HYD PUMP FAIL ADV A-49
E 1 (2) HYDSOV CLSD ADV A-49
E 1 (2) IDL STP FAIL ADV A-39
E 1 (2) LOW N1 WRN E-21

E 1 (2) NO DISP CAU A-40
E 1 (2) OIL IMP BYP ADV A-40
E 1 (2) OIL LOW PRESS WRN E-24
E 1 (2) SHORT DISP ADV A-42
E 1 HYD PUMP FAIL ADV A-46
E 1-2 HYD PUMP FAIL ADV A-44
E 2 HYD PUMP FAIL ADV A-47
ELEC EMERG ABNORM CAU A-9
ELEC ESS XFR FAIL WRN E-8
ELEKBAY OVTEMP CAU A-78
ELEV DISC LGT A-66
EMERG EXIT OPEN CAU A-1
EMG LTS NOT ARMD CAU A-11
EMRG BRK LO PRES CAU A-58
ENG 1 (2) FIRE WRN E-19
ENG 1-2 OUT WRN E-23
REV. 6, 01 MAY 2008 5-6

Volume 5

ENG 1 (2) REV FAIL CAU E-25
ENG 1 (2) A/ICE FAIL CAU A-83
ENG 1 (2) OUT CAU A-41
ENG 1 (2) REV DISAGREE CAU A-37
ENG 1 (2) TLA FAIL CAU A-38
ENG A/ICE OVERPRES ADV A-84
ENG NO TO DATA CAU A-37
ENG REF A/I DISAG CAU A-35
ENGINE FIRE HANDLE LGT E-19
ESS BUS 1 (2) OFF CAU A-6
FADEC ID NO DISP CAU A-41
FDAU FAIL ADV A-92
FIRE BELL A-WRN E-17, E-19
FLAP FAIL CAU A-64
FLAP LOW SPEED ADV A-68
FUEL 1 (2) LO LEVEL WRN E-16
FUEL EQ XFEED OPN CAU A-21
FUEL IMBALANCE CAU A-16
FUEL TANK LO TEMP CAU A-15
FUEL XFEED FAIL CAU A-16
FUEL XFEED OPEN ADV A-21
FUELING DOOR OPN CAU A-17
GEN 1, (2, 3, 4) BRG FAIL ADV A-10
GEN 1, (2, 3, 4) OFF BUS CAU E-9, A-7
GEN 1, (2, 3, 4) OVLD CAU A-8
REV. 5, 15 FEB 2006 5-7

Volume 5

GLIDE SLOPE A-CAU E-3
GPWS WRN E-3
GPWS INOP CAU A-5, E-9
GUST LOCK LGT A-68
HIGHSPEED A-WRN E-6
HS VLV 1 (2) FAIL CAU A-70
HYD PUMP SELEC OF ADV A-49
HYD SYS 1 (2) OVHT CAU A-48
HYD SYS 1 FAIL CAU A-46
HYD SYS 1-2 FAIL CAU A-44
HYD SYS 2 FAIL CAU A-47
HYD 1 (2) LO QTY ADV A-48
IC 1 (2) FAN FAIL ADV A-99
IC 1 (2) OVERHEAT CAU A-92
IC BUS FAIL CAU A-93
IC 1 (2) CONFIG FAIL ADV A-94
IC 1 (2) WOW INOP CAU A-93
ICE COND-A/I INOP WRN E-47, A-80,
A-81, A-83,
A-84, A-85
ICE DET 1 (2) FAIL CAU A-87
ICE DETECTORS FAIL CAU A-87
INTEG LGT A-105
LATERAL MODE OFF CAU A-109
LAV SMOKE WRN E-14
LG AIR/GND FAIL CAU A-53
REV. 4, 13 AUG 2005 5-8

Volume 5

LG/LEVER DISAGREE WRN E-29, A-51
MAIN DOOR OPN WRN E-1
NO ICE-A/ICE ON CAU A-86
NO TAKEOFF CONFIG WRN E-7
OXYGEN LO PRESS CAU A-91
PACK 1 (2) OVHT CAU A-75
PACK 1 (2) OVLD CAU A-74
PACK 1 (2) VLV CLSD ADV A-77
PACK 1 (2) VLV FAIL CAU A-76
PIT TRIM 1 (2) INOP WRN E-32, E-36
PITOT 1 (2, 3) INOP CAU A-89
PRESN AUTO FAIL CAU A-77
PTRIM MAIN INOP WRN E-32, E-36
PTRIM BACKUP INOP WRN E-32, E-36
PTRIM CPT SW FAIL CAU E-39
PTRIM F/O SW FAIL CAU E-39
PTRIM BKP SW FAIL CAU E-39
PULL UP A-CAU E-3
RAD ALT 1 (2) FAIL ADV A-103
RAD ALT FAIL ADV A-103
RAM AIR VLV FAIL CAU A-73
RUD HDOV PROTFAIL CAU A-62
RUDDER OVERBOOST CAU A-62
RUDDER SYS 1 INOP CAU A-46, A-61
RUDDER SYS 1-2 INOP CAU A-44, A-61
REV. 4, 13 AUG 2005 5-9

Volume 5

RUDDER SYS 2 INOP CAU A-47, A-61
SERVICE DOOR OPN WRN E-1
SHED BUS 1 (2) OFF CAU A-6
SINK RATE A-CAU E-3
SPBK LVR DISAGREE CAU A-65
SPOILER FAIL CAU E-44
SPS 1 (2) INOP WRN E-2, E-2,
E-40
SPS ADVANCED CAU A-3
STAB A/ICE FAIL CAU A-81
STALL PROTECTION TEST BUTTON LGT A-5
STEER INOP CAU A-59
STICK PUSHER FAIL CAU E-2, E-40,
A-4
TAKEOFF w/Flaps, Trim, Spoiler, or Brakes A-WRN E-7
TAT HEAT INOP CAU A-90
TERRAIN INOP CAU A-4
TERRAIN TERRAIN PULL UP A-CAU E-3
TOO LOW FLAP A-CAU E-3
TOO LOW GEAR A-CAU E-3
TOO LOW TERRAIN A-CAU E-3
TRAFFIC A-WRN E-5
VERTICAL MODE OFF CAU A-109
WDSHEAR WRN E-4
W/S 1 (2) HEAT FAIL CAU A-88
WG 1 (2) A/ICE FAIL CAU A-80
REV. 4, 13 AUG 2005 5-10

Volume 5

WG A/ICE ASYMETRY CAU A-85
WG A/ICE FAIL CAU A-80
WINDSHEAR A-WRN E-4
WINDSHEAR INOP CAU A-5
YAW DAMPER FAIL CAU A-110
REV. 4, 13 AUG 2005 5-11

Section 2 Alphabetical Table of Contents
Volume 5

A. EMERGENCY & ABNORMAL CHECKLISTS
115V AC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10
ABNORMAL ENGINE START . . . . . . . . . . . . . . . . . . . . . . A-26
ABNORMAL LANDING GEAR EXTENSION . . . . . . . . . . . A-50
ADC DATA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-39
ADVANCED STALL PROTECTION . . . . . . . . . . . . . . . . . . . A-3
AHRS ALIGNMENT FAULT . . . . . . . . . . . . . . . . . . . . . . . A-100
AHRS ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS ATTITUDE MODE . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS BASIC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS EXCESSIVE MOTION . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS ON BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS NO MAGNETIC HEADING . . . . . . . . . . . . . . . . . . . . A-103
AHRS NO PRESENT POSITION . . . . . . . . . . . . . . . . . . . . A-103
AILERON ARTIFICIAL FEEL INOPERATIVE . . . . . . . . . . A-66
AILERON OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . A-110
AILERON SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . A-63
AILERON / ROLL TRIM RUNAWAY . . . . . . . . . . . . . . . . . E-41
AIR CONDITIONING SMOKE . . . . . . . . . . . . . . . . . . . . . . E-14
AIRPLANE OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . E-6
ANTI-ICING INOPERATIVE IN ICING CONDITIONS . . . E-47
ANTI-ICING LOW CAPACITY . . . . . . . . . . . . . . . . . . . . . . A-84
ANTI-ICING ON WITHOUT ICING CONDITIONS . . . . . . . A-86
ANTI-ICING SWITCH OFF . . . . . . . . . . . . . . . . . . . . . . . . . A-86
AOA SENSOR HEATING FAILURE . . . . . . . . . . . . . . . . . A-89
APU AUTOMATIC SHUTDOWN . . . . . . . . . . . . . . . . . . . . A-23
APU BLEED VALVE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . A-72
APU CONTACTOR CLOSED . . . . . . . . . . . . . . . . . . . . . . . A-10
APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-17
APU FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . A-20
APU FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . . . . A-20
APU FUEL SHUTOFF VALVE FAILED . . . . . . . . . . . . . . A-19
REV. 6, 01 MAY 2008 5-12

Volume 5
APU OIL LOW PRESSURE /

OIL HIGH TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . A-22
APU OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . E-18
ASYMMETRIC RUDDER OPERATION . . . . . . . . . . . . . . A-67
AURAL WARNING FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A-4

AURAL WARNING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
AUTOPILOT FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-48
AUTOPILOT TRIM FAILED . . . . . . . . . . . . . . . . . . . . . . . A-108
BACK-UP BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . A-9
BAGGAGE COMPARTMENT SMOKE . . . . . . . . . . . . . . . E-15
BAGGAGE/ACCESS DOOR OPEN . . . . . . . . . . . . . . . . . . A-1
BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
BATTERY OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . E-7
BIRD IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-111
BLEED LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-45
BLEED LOW TEMPERATURE . . . . . . . . . . . . . . . . . . . . . A-69
BLEED VALVE CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . A-71
BLEED VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A-70
BLEED OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . . . E-46
BOTH HYDRAULIC SYSTEMS FAILURE . . . . . . . . . . . . A-44
BRAKES DEGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-54
BRAKES INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . A-55
BRAKES OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-57
CENTRAL MAINTENANCE COMPUTER FAILURE . . . A-100

CHECK ENGINE PERFORMANCE . . . . . . . . . . . . . . . . . . A-42
CHECK IC SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . A-94
CHECKLIST MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
COCKPIT/CABIN FIRE OR SMOKE . . . . . . . . . . . . . . . . . . E-10
CROSSBLEED FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-72
CROSSBLEED OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-73
CROSSBLEED SELECTED OFF . . . . . . . . . . . . . . . . . . . A-72
CROSSFEED OPERATION . . . . . . . . . . . . . . . . . . . . . . . . A-17
DAU FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-96
DAU MISCOMPARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-98
DAU AIRPLANE ID MISCOMPARE . . . . . . . . . . . . . . . . . . . A-98
REV. 6, 01 MAY 2008 5-13

Volume 5
DAU REVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-100

DC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6
DISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-95
DISPLAY FAN FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-51
DUAL ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . E-23
EGPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
ELECTRIC ESSENTIAL TRANSFER FAILURE . . . . . . . . . E-8
ELECTRICAL EMERGENCY ABNORMAL TRANSFER . . . A-9
ELECTRICAL SYSTEM FIRE OR SMOKE . . . . . . . . . . . E-11
ELECTRONIC BAY OVERTEMPERATURE . . . . . . . . . . . A-78
EMERGENCY BRAKING TECHNIQUE . . . . . . . . . . . . . . . A-56
EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . E-49
EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . E-53
EMERGENCY EXIT OPEN . . . . . . . . . . . . . . . . . . . . . . . . . A-1
EMERGENCY LIGHTS NOT ARMED . . . . . . . . . . . . . . . . A-11
EMERGENCY / PARKING BRAKE HANDLE DISAGREE . A-56
EMERGENCY / PARKING BRAKE LOW PRESSURE . . . A-58
EMERGENCY EGRESS
(for Intrusion Resistant Cockpit Doors). . . . . . . . . . . . . . . . E-53
ENGINE ABNORMAL VIBRATION . . . . . . . . . . . . . . . . . . A-39
ENGINE AIRSTART ENVELOPE DIAGRAM . . . . . . . . . . A-30
ENGINE AIRSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-31
ENGINE ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . . . . . A-83
ENGINE ANTI-ICING OVERPRESSURE . . . . . . . . . . . . . . A-84
ENGINE ATS SHUTOFF VALVE OPEN . . . . . . . . . . . . . A-34
ENGINE ATTCS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . E-22
ENGINE ATTCS NO MARGIN . . . . . . . . . . . . . . . . . . . . . . . E-22
ENGINE CONTROL FAILURE . . . . . . . . . . . . . . . . . . . . . . A-36
ENGINE DRY MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . A-28
ENGINE FADEC FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . A-40

ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-24
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION . . E-19
ENGINE FUEL FILTER IMPENDING BYPASS . . . . . . . . A-40
ENGINE FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . A-19
ENGINE FUEL SHUTOFF VALVE FAILURE . . . . . . . . . . A-18
REV. 6, 01 MAY 2008 5-14

Volume 5
ENGINE HIGH OIL TEMPERATURE . . . . . . . . . . . . . . . . A-33

ENGINE LIMITS EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . A-42
ENGINE LOW N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-21
ENGINE LOW OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . A-34
ENGINE LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . E-24
ENGINE NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . A-37
ENGINE NOT DISPATCHABLE . . . . . . . . . . . . . . . . . . . . A-40
ENGINE OIL FILTER IMPENDING BYPASS . . . . . . . . . A-40
ENGINE OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-41
ENGINE OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . A-35
ENGINE REFERENCE ANTI-ICE DISAGREE . . . . . . . . . A-35
ENGINE REVERSER FAILURE . . . . . . . . . . . . . . . . . . . . E-25
ENGINE ROTOR BURST . . . . . . . . . . . . . . . . . . . . . . . . . A-26
ENGINE SHORT DISPATCHABLE . . . . . . . . . . . . . . . . . . A-42
ENGINE THRUST REVERSER DISAGREE . . . . . . . . . . A-37
ENGINE HIGH OIL PRESSURE . . . . . . . . . . . . . . . . . . . . A-33
ENHANCED GROUND PROXIMITY WARNING . . . . . . . . E-3
ERRONEOUS STALL PROTECTION ACTUATION . . . . . . A-3
ESSENTIAL BUS OFF OR SHED BUS OFF . . . . . . . . . . A-6
FADEC NOT DISPATCHABLE . . . . . . . . . . . . . . . . . . . . . A-41
FD LATERAL MODE FAILURE . . . . . . . . . . . . . . . . . . . A-109
FD VERTICAL MODE FAILURE . . . . . . . . . . . . . . . . . . . A-109
FDAU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-92
FIRE DETECTION FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-12
FIRE EXTINGUISHING INOPERATIVE . . . . . . . . . . . . . . A-13
FLAP LOW ACTUATION SPEED . . . . . . . . . . . . . . . . . . . A-68
FLAP SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A-64
FLIGHT DATA RECORDER FAILURE . . . . . . . . . . . . . . . A-92
FORCED LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-50
FUEL CROSSFEED FAILURE . . . . . . . . . . . . . . . . . . . . . A-16
FUEL CROSSFEED OPEN . . . . . . . . . . . . . . . . . . . . . . . . A-21
FUEL LEVEL AMBER RANGE . . . . . . . . . . . . . . . . . . . . . A-20
FUEL LOW LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-16
FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
FUEL LOW TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . A-15
FUEL CROSSFEED MISCOMMAND . . . . . . . . . . . . . . . . . . A-21
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-16
REV. 6, 01 MAY 2008 5-15

Volume 5
FUEL PUMP FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-21

GEAR LEVER CANNOT BE MOVED TO UP
AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-50
GENERATOR BEARING FAILURE . . . . . . . . . . . . . . . . . . A-10
GENERATOR OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7
GENERATOR OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
GPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
GUST LOCK FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-68
HIGH STAGE VALVE FAILURE . . . . . . . . . . . . . . . . . . . . A-70
HONEYWELL FMS IN DEAD RECKONING MODE . . . . A-104
HONEYWELL FMS NAVIGATION PERFORMANCE
DEGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-105
HYDRAULIC ENGINE PUMP FAILURE . . . . . . . . . . . . . . A-49
HYDRAULIC PUMP SELECTED OFF . . . . . . . . . . . . . . . A-49
HYDRAULIC SHUTOFF VALVE CLOSED . . . . . . . . . . . . A-49
HYDRAULIC SYSTEM LOW QUANTITY . . . . . . . . . . . . . A-48
HYDRAULIC SYSTEM OVERHEAT . . . . . . . . . . . . . . . . . A-48
HYDRAULIC SYSTEM 1 FAILURE . . . . . . . . . . . . . . . . . . A-46
IC AIR / GROUND CONDITION
SIGNAL INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-93
IC CONFIGURATION FAILURE . . . . . . . . . . . . . . . . . . . . . A-94
IC FAILURE / IC BUS FAILURE . . . . . . . . . . . . . . . . . . . . A-93
IC FAN FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
IC OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-92
IC’S CONFIGURATION MISMATCH . . . . . . . . . . . . . . . . . A-94
ICE DETECTOR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-87
IMPAIRED OR CRACKED WINDSHIELD . . . . . . . . . . . . A-112
INADVERTENT SPOILER OPENING IN FLIGHT . . . . . . . . E-44
INTEG ANNUNCIATOR ON . . . . . . . . . . . . . . . . . . . . . . . A-105
JAMMED AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-42

JAMMED ELEVATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-40
JAMMED RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-43
LANDING GEAR AIR / GROUND
SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-53
LANDING GEAR / LEVER DISAGREE . . . . . . . . . . . . . . . E-29
REV. 6, 01 MAY 2008 5-16

Volume 5
LANDING BELOW -40ºC . . . . . . . . . . . . . . . . . . . . . . . . . . A-114

LAVATORY SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-14
LOSS OF ALL GENERATORS . . . . . . . . . . . . . . . . . . . . . . E-9
LOSS OF ENGINE INDICATIONS . . . . . . . . . . . . . . . . . . A-43
LOSS OF PITCH OR ROLL COMMAND . . . . . . . . . . . . A-65
LOSS OF PRESSURIZATION INDICATION . . . . . . . . . . A-79
MAIN DOOR BLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
MAIN OR SERVICE DOOR OPEN . . . . . . . . . . . . . . . . . . . E-1
MESSAGE MISCOMPARISON . . . . . . . . . . . . . . . . . . . . . A-99
NAV / FLIGHT INSTRUMENT FAILURE . . . . . . . . . . . . . . A-106
ONE ENGINE INOPERATIVE APPROACH
AND LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25
ONE ENGINE INOPERATIVE GO-AROUND . . . . . . . . . . A-25
OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . A-113
OXYGEN LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-91
OXYGEN LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . A-91
PACK OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-75
PACK OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-74
PACK VALVE CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . A-77
PACK VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-76
PARKING BRAKE RESIDUAL PRESSURE . . . . . . . . . . . A-58
PARTIAL OR GEAR UP LANDING . . . . . . . . . . . . . . . . . A-51
PITCH TRIM INOPERATIVE (EMB-145 AND EMB-135) E-32
PITCH TRIM INOPERATIVE (EMB-140 ONLY) . . . . . . . E-36
PITCH TRIM RUNAWAY . . . . . . . . . . . . . . . . . . . . . . . . . . E-30
PITCH TRIM SWITCH INOPERATIVE . . . . . . . . . . . . . . . . E-39
PITOT SENSORS HEATING FAILURE . . . . . . . . . . . . . . A-89
PRECAUTIONARY ENGINE SHUTDOWN . . . . . . . . . . . . A-29
PRESSURIZATION AUTOMATIC SYSTEM FAILURE /
CABIN DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . . A-77
RADIO ALTIMETER FAIL . . . . . . . . . . . . . . . . . . . . . . . . A-103
RAM AIR VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-73
RAPID CABIN DEPRESSURIZATION . . . . . . . . . . . . . . . E-46
REFUELING COMPARTMENT DOOR OPEN . . . . . . . . . . A-17
REJECTED TAKEOFF (AT OR BELOW V1) . . . . . . . . . E-26
RUDDER ARTIFICIAL FEEL INOPERATIVE . . . . . . . . . . A-67
RUDDER HARDOVER PROTECTION FAILURE . . . . . . A-62
REV. 6, 01 MAY 2008 5-17

Volume 5
RUDDER OVERBOOST . . . . . . . . . . . . . . . . . . . . . . . . . . A-62

RUDDER SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . A-61
RUDDER / YAW TRIM RUNAWAY . . . . . . . . . . . . . . . . . . A-60
SENTRY ONE - VIDEO SURVEILLANCE SYSTEM. . . . . . A-114
SINGLE ENGINE OR SINGLE BLEED OPERATION
IN ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . A-84
SMOKE EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-11
SPEED BRAKE LEVER DISAGREE . . . . . . . . . . . . . . . . . A-65
STABILIZER ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . . A-81
STABILIZER OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . A-108
STALL PROTECTION INOPERATIVE . . . . . . . . . . . . . . . . . E-2
STALL PROTECTION SYSTEM UNTESTED . . . . . . . . . . . A-5
STALL RECOVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-6
STEERING SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . A-59
STICK PUSHER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . E-2
STICK PUSHER JAMMING . . . . . . . . . . . . . . . . . . . . . . . . . A-4
STRUCTURAL DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . A-113
TAKEOFF CONFIGURATION WARNING . . . . . . . . . . . . . . E-7
TAKEOFF WITH ENGINE FAILURE ABOVE V1
FLAPS 18º/22º . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-28
FLAPS 9º . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-27
TAT SENSORS HEATING FAILURE . . . . . . . . . . . . . . . . A-90
THRUST LEVER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . A-38
THRUST LEVER STOP FAILURE . . . . . . . . . . . . . . . . . . A-39
TIRE BURST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-58
TRAFFIC AND COLLISION AVOIDANCE . . . . . . . . . . . . . . E-5
UNCOMMANDED ELEVATOR OR AILERON
DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-66
UNIVERSAL FMS IN DEAD RECKONING MODE . . . . . A-105
VIDEO SURVEILLANCE SYSTEM . . . . . . . . . . . . . . . . . . . A-114
WINDSHEAR DETECTION INOPERATIVE . . . . . . . . . . . . . A-5
WINDSHEAR PREVENTION / RECOVERY . . . . . . . . . . . . . E-4
WINDSHIELD HEATING FAILURE . . . . . . . . . . . . . . . . . . A-88
WING ANTI-ICE ASYMMETRY . . . . . . . . . . . . . . . . . . . . . A-85
WING ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . . . . . . A-80
YAW DAMPER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A-110
REV. 6, 01 MAY 2008 5-18

Section 3 Table of Contents by Systems
Volume 5

A. EMERGENCY CHECKLISTS
MAIN OR SERVICE DOOR OPEN . . . . . . . . . . . . . . . . . . . E-1
STALL PROTECTION INOPERATIVE . . . . . . . . . . . . . . . . . E-2
STICK PUSHER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . E-2
ENHANCED GROUND PROXIMITY WARNING . . . . . . . . E-3
WINDSHEAR PREVENTION / RECOVERY . . . . . . . . . . . . E-4
TRAFFIC AND COLLISION AVOIDANCE . . . . . . . . . . . . . . E-5
STALL RECOVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-6
AIRPLANE OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . E-6
TAKEOFF CONFIGURATION WARNING . . . . . . . . . . . . . . E-7
BATTERY OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . E-7
ELECTRIC ESSENTIAL TRANSFER FAILURE . . . . . . . . . E-8
LOSS OF ALL GENERATORS . . . . . . . . . . . . . . . . . . . . . . E-9
COCKPIT/CABIN FIRE OR SMOKE . . . . . . . . . . . . . . . . . . E-10
SMOKE EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-11
ELECTRICAL SYSTEM FIRE OR SMOKE . . . . . . . . . . . E-12
AIR CONDITIONING SMOKE . . . . . . . . . . . . . . . . . . . . . . E-14
LAVATORY SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-14
BAGGAGE COMPARTMENT SMOKE . . . . . . . . . . . . . . . E-15
FUEL LOW LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-16
APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-17
APU OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . E-18
ENGINE FIRE, SEVERE DAMAGE
OR SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-19
ENGINE LOW N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-21
ENGINE ATTCS NO MARGIN . . . . . . . . . . . . . . . . . . . . . . E-22
ENGINE ATTCS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . E-22
DUAL ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . E-23
ENGINE LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . E-24
ENGINE REVERSER FAILURE . . . . . . . . . . . . . . . . . . . . E-25
REJECTED TAKEOFF (AT OR BELOW V1) . . . . . . . . . E-26
TAKEOFF WITH ENGINE FAILURE ABOVE V
FLAPS 9º . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-27
FLAPS 18º/22º . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-28
REV. 6, 01 MAY 2008 5-19

Volume 5
LANDING GEAR / LEVER DISAGREE . . . . . . . . . . . . . . . E-29

PITCH TRIM RUNAWAY . . . . . . . . . . . . . . . . . . . . . . . . . . E-30
PITCH TRIM INOPERATIVE
(EMB-145 AND EMB-135). . . . . . . . . . . . . . . . . . . . . . . . . . E-32
PITCH TRIM INOPERATIVE (EMB-140 ONLY) . . . . . . . . E-36
PITCH TRIM SWITCH INOPERATIVE . . . . . . . . . . . . . . . . E-39
JAMMED ELEVATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-40
AILERON / ROLL TRIM RUNAWAY . . . . . . . . . . . . . . . . . E-41
JAMMED AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-42
JAMMED RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-43
INADVERTENT SPOILER OPENING IN FLIGHT . . . . . . . . E-44
BLEED LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-45
BLEED OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . . . E-46
RAPID CABIN DEPRESSURIZATION . . . . . . . . . . . . . . . . E-46
ANTI-ICING INOPERATIVE IN
ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-47
AUTOPILOT FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-48
EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . E-49
FORCED LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-50
DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-51
EMERGENCY EGRESS (for Intrusion Resistant Cockpit
Doors only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-53
EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . E-53
REV. 6, 01 MAY 2008 5-20

Volume 5
B. ABNORMAL CHECKLISTS
EQUIPMENT AND FURNISHINGS
EMERGENCY EXIT OPEN . . . . . . . . . . . . . . . . . . . . . . . . . A-1
BAGGAGE DOOR OPEN/ACCESS DOORS OPEN . . . . . A-1
MAIN DOOR BLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
CREW AWARENESS
ERRONEOUS STALL PROTECTION ACTUATION . . . . . A-3
ADVANCED STALL PROTECTION . . . . . . . . . . . . . . . . . . A-3
STICK PUSHER JAMMING . . . . . . . . . . . . . . . . . . . . . . . . . A-4
EGPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
AURAL WARNING FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-4
AURAL WARNING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
GPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
WINDSHEAR DETECTION INOPERATIVE . . . . . . . . . . . . A-5
STALL PROTECTION SYSTEM UNTESTED . . . . . . . . . . A-5
ELECTRICAL
DC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6
ESSENTIAL BUS OFF OR SHED BUS OFF . . . . . . . . . . A-6
GENERATOR OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7
GENERATOR OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . A-8
BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
BACK-UP BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . A-9
ELECTRICAL EMERGENCY ABNORMAL
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-9
APU CONTACTOR CLOSED . . . . . . . . . . . . . . . . . . . . . . A-10
115V AC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10
GENERATOR BEARING FAILURE . . . . . . . . . . . . . . . . . . A-10
LIGHTING
EMERGENCY LIGHTS NOT ARMED . . . . . . . . . . . . . . . A-11
FIRE PROTECTION
FIRE DETECTION FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-12
FIRE EXTINGUISHING INOPERATIVE . . . . . . . . . . . . . . A-13
REV. 5, 15 FEB 2006 5-21

Volume 5
FUEL
FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
FUEL LOW TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . A-15
FUEL CROSSFEED FAILURE . . . . . . . . . . . . . . . . . . . . . . A-16
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-16
CROSSFEED OPERATION . . . . . . . . . . . . . . . . . . . . . . . . A-17
REFUELING COMPARTMENT DOOR OPEN . . . . . . . . . . . A-17
ENGINE FUEL SHUTOFF VALVE FAILURE . . . . . . . . . . A-18
ENGINE FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . A-19
APU FUEL SHUTOFF VALVE FAILED . . . . . . . . . . . . . . A-19
APU FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . . . . A-20
APU FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . A-20
FUEL LEVEL AMBER RANGE. . . . . . . . . . . . . . . . . . . . . . A-20
FUEL PUMP FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-21
FUEL CROSSFEED OPEN . . . . . . . . . . . . . . . . . . . . . . . . A-21
FUEL CROSSFEED MISCOMMAND. . . . . . . . . . . . . . . . . . A-21
AUXILIARY POWER UNIT
APU OIL LOW PRESSURE /
OIL HIGH TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . A-22
APU AUTOMATIC SHUTDOWN . . . . . . . . . . . . . . . . . . . . A-23
POWERPLANT
ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-24
ONE ENGINE INOPERATIVE APPROACH
AND LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25
ONE ENGINE INOPERATIVE GO-AROUND . . . . . . . . . . A-25
ENGINE ROTOR BURST . . . . . . . . . . . . . . . . . . . . . . . . . . A-26
ABNORMAL ENGINE START . . . . . . . . . . . . . . . . . . . . . . A-26
ENGINE DRY MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . A-28
PRECAUTIONARY ENGINE SHUTDOWN . . . . . . . . . . . . A-29
ENGINE AIRSTART ENVELOPE DIAGRAM . . . . . . . . . . A-30
ENGINE AIRSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-31
ENGINE HIGH OIL PRESSURE . . . . . . . . . . . . . . . . . . . . A-33
ENGINE HIGH OIL TEMPERATURE . . . . . . . . . . . . . . . . A-33
ENGINE LOW OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . A-34
ENGINE ATS SHUTOFF VALVE OPEN . . . . . . . . . . . . . A-34
ENGINE REFERENCE ANTI-ICE DISAGREE . . . . . . . . . A-35
REV. 4, 13 AUG 2005 5-22

Volume 5
ENGINE OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . . A-35

ENGINE CONTROL FAILURE . . . . . . . . . . . . . . . . . . . . . A-36
ENGINE NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . A-37
ENGINE THRUST REVERSER DISAGREE . . . . . . . . . . A-37
THRUST LEVER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . A-38

THRUST LEVER STOP FAILURE . . . . . . . . . . . . . . . . . . A-39
ADC DATA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-39
ENGINE ABNORMAL VIBRATION . . . . . . . . . . . . . . . . . . A-39
ENGINE FUEL FILTER IMPENDING BYPASS . . . . . . . . A-40
ENGINE OIL FILTER IMPENDING BYPASS . . . . . . . . . A-40
ENGINE FADEC FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . A-40
ENGINE NOT DISPATCHABLE . . . . . . . . . . . . . . . . . . . . A-40
ENGINE OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-41
FADEC NOT DISPATCHABLE . . . . . . . . . . . . . . . . . . . . . A-41
ENGINE LIMITS EXCEEDANCE . . . . . . . . . . . . . . . . . . . . A-42
ENGINE SHORT DISPATCHABLE . . . . . . . . . . . . . . . . . . A-42

CHECK ENGINE PERFORMANCE . . . . . . . . . . . . . . . . . . A-42
LOSS OF ENGINE INDICATIONS . . . . . . . . . . . . . . . . . . A-43
HYDRAULIC POWER
BOTH HYDRAULIC SYSTEMS FAILURE . . . . . . . . . . . . A-44
HYDRAULIC SYSTEM OVERHEAT . . . . . . . . . . . . . . . . . A-48
HYDRAULIC SYSTEM LOW QUANTITY . . . . . . . . . . . . . A-48
HYDRAULIC ENGINE PUMP FAILURE . . . . . . . . . . . . . . A-49
HYDRAULIC PUMP SELECTED OFF . . . . . . . . . . . . . . . A-49
HYDRAULIC SHUTOFF VALVE CLOSED . . . . . . . . . . . . A-49
LANDING GEAR AND BRAKES
AFTER TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-50
ABNORMAL LANDING GEAR EXTENSION . . . . . . . . . . A-50
PARTIAL OR GEAR UP LANDING . . . . . . . . . . . . . . . . . A-51
LANDING GEAR AIR / GROUND
SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-53
REV. 6, 01 MAY 2008 5-23

Volume 5
BRAKES DEGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-54

BRAKES INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-55
EMERGENCY BRAKING TECHNIQUE . . . . . . . . . . . . . . . A-56
EMERGENCY / PARKING BRAKE
HANDLE DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-56
BRAKES OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-57
EMERGENCY / PARKING BRAKE LOW PRESSURE . . . A-58
PARKING BRAKE RESIDUAL PRESSURE . . . . . . . . . . . A-58
TIRE BURST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-58
STEERING SYSTEM INOPERATIVE or
UNCOMMANDED SWERVING ON GROUND . . . . . . . . . . A-59
FLIGHT CONTROLS
RUDDER / YAW TRIM RUNAWAY . . . . . . . . . . . . . . . . . . A-60
RUDDER SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . A-61
RUDDER OVERBOOST . . . . . . . . . . . . . . . . . . . . . . . . . . . A-62
RUDDER HARDOVER PROTECTION FAILURE . . . . . . . A-62
AILERON SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . A-63
FLAP SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-64
SPEED BRAKE LEVER DISAGREE . . . . . . . . . . . . . . . . . A-65
LOSS OF PITCH OR ROLL COMMAND . . . . . . . . . . . . . A-65
DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-66
AILERON ARTIFICIAL FEEL INOPERATIVE . . . . . . . . . . A-66
RUDDER ARTIFICIAL FEEL INOPERATIVE. . . . . . . . . . . A-67
ASYMMETRIC RUDDER OPERATION . . . . . . . . . . . . . . . A-67
FLAP LOW ACTUATION SPEED . . . . . . . . . . . . . . . . . . . A-68
GUST LOCK FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-68
AIR CONDITIONING, PNEUMATICS AND PRESSURIZATION
BLEED LOW TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . A-69
HIGH STAGE VALVE FAILURE . . . . . . . . . . . . . . . . . . . . A-70
BLEED VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-70
BLEED VALVE CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . A-71
APU BLEED VALVE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . A-72
CROSSBLEED FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-72
CROSSBLEED SELECTED OFF . . . . . . . . . . . . . . . . . . . . A-72
CROSSBLEED OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-73
REV. 6, 01 MAY 2008 5-24

Volume 5
RAM AIR VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-73

PACK OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-74
PACK OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-75
PACK VALVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-76
PACK VALVE CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . A-77
PRESSURIZATION AUTOMATIC SYSTEM
FAILURE / CABIN DEPRESSURIZATION . . . . . . . . . . . A-77
ELECTRONIC BAY OVERTEMPERATURE . . . . . . . . . . . A-78
LOSS OF PRESSURIZATION INDICATION . . . . . . . . . . A-79
ICE PROTECTION SYSTEM
WING ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . . . . . . A-80
STABILIZER ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . A-81
ENGINE ANTI-ICING FAILURE . . . . . . . . . . . . . . . . . . . . . A-83
ANTI-ICING LOW CAPACITY . . . . . . . . . . . . . . . . . . . . . . A-84
ENGINE ANTI-ICING OVERPRESSURE . . . . . . . . . . . . . A-84
SINGLE ENGINE OR SINGLE BLEED
OPERATION IN ICING CONDITIONS . . . . . . . . . . . . . . A-84
WING ANTI-ICE ASYMMETRY . . . . . . . . . . . . . . . . . . . . . A-85
ANTI-ICING ON WITHOUT ICING CONDITIONS . . . . . . A-86
ANTI-ICING SWITCH OFF . . . . . . . . . . . . . . . . . . . . . . . . A-86
ICE DETECTOR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-87
WINDSHIELD HEATING FAILURE . . . . . . . . . . . . . . . . . . A-88
PITOT SENSORS HEATING FAILURE . . . . . . . . . . . . . . A-89
AOA SENSOR HEATING FAILURE . . . . . . . . . . . . . . . . . A-89
TAT SENSORS HEATING FAILURE . . . . . . . . . . . . . . . . A-90
OXYGEN
OXYGEN LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . A-91
OXYGEN LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-91
NAVIGATION
FLIGHT DATA RECORDER FAILURE . . . . . . . . . . . . . . . A-92
FDAU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-92
IC OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-92
IC FAILURE / IC BUS FAILURE . . . . . . . . . . . . . . . . . . . . A-93
IC AIR / GROUND CONDITION
SIGNAL INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-93
IC’S CONFIGURATION MISMATCH . . . . . . . . . . . . . . . . . A-94
REV. 4, 13 AUG 2005 5-25

Volume 5
IC CONFIGURATION FAILURE . . . . . . . . . . . . . . . . . . . . . A-94

CHECK IC SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-94
DISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-95
DAU FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-96
DAU MISCOMPARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-98
DAU AIRPLANE ID MISCOMPARE . . . . . . . . . . . . . . . . . . . A-98
MESSAGE MISCOMPARISON . . . . . . . . . . . . . . . . . . . . . . A-99
CHECKLIST MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
IC FAN FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
DISPLAY FAN FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . A-99
DAU REVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-100
CENTRAL MAINTENANCE COMPUTER FAILURE . . . . A-100
AHRS ALIGNMENT FAULT . . . . . . . . . . . . . . . . . . . . . . . A-100
AHRS OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS EXCESSIVE MOTION . . . . . . . . . . . . . . . . . . . . . . A-101
AHRS BASIC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS ATTITUDE MODE . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS ON BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-102
AHRS NO MAGNETIC HEADING . . . . . . . . . . . . . . . . . . . . A-103
AHRS NO PRESENT POSITION . . . . . . . . . . . . . . . . . . . . A-103
RADIO ALTIMETER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . A-103
HONEYWELL FMS NAVIGATION
PERFORMANCE DEGRADED . . . . . . . . . . . . . . . . . . . . A-104
HONEYWELL FMS IN DEAD RECKONING MODE . . . A-104
UNIVERSAL FMS IN DEAD RECKONING MODE . . . . . A-105
INTEG ANNUNCIATOR ON . . . . . . . . . . . . . . . . . . . . . . . A-105
NAV / FLIGHT INSTRUMENT FAILURE. . . . . . . . . . . . . . . A-106
AUTOPILOT
AUTOPILOT TRIM FAILED . . . . . . . . . . . . . . . . . . . . . . . A-108
STABILIZER OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . A-108
FD LATERAL MODE FAILURE . . . . . . . . . . . . . . . . . . . . A-109
FD VERTICAL MODE FAILURE . . . . . . . . . . . . . . . . . . . A-109
YAW DAMPER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A-110
AILERON OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . A-110
REV. 4, 13 AUG 2005 5-26

Volume 5
MISCELLANEOUS
BIRD IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-111
IMPAIRED OR CRACKED WINDSHIELD . . . . . . . . . . . A-112
OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . A-113
STRUCTURAL DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . A-113
LANDING BELOW -40ºC . . . . . . . . . . . . . . . . . . . . . . . . . . A-114
SENTRY ONE - VIDEO SURVEILLANCE SYSTEM . . . . . A-114
REV. 4, 13 AUG 2005 5-27

Volume 5
REV. 4, 13 AUG 2005 5-28

Section 4 Introduction
Volume 5
The emergency and abnormal procedures contained in this manual have
been developed by the airplane manufacturer and approved by the certi-
fication authority for use in the operation of this airplane.
This chapter provides the emergency and abnormal procedures to be
performed in case of a system malfunction or failure, in order to protect
passengers and/or crew from serious harm, and to maintain the airwor-
thiness of the airplane.
Some procedures require a landing at the nearest suitable airport. Such
information is provided with the intent of establishing that the flight should
be terminated at the pilot’s discretion. It is the pilot’s responsibility to use
good judgment concerning the time and place to land, as well as to eval-
uate factors such as airplane condition, weather, etc.
However, it is emphasized that for fire or smoke that cannot be positively
located and extinguished, an immediate descent, landing, and passenger
evacuation should be performed.
A. Formats
The following formats are used in Chapter 5 Emergency and Abnormal
Procedures:
1. Page Numbers
The pages of the EMERGENCY PROCEDURES are denoted
by “E-” followed by the page number.
Example: E - 2.
The pages of the ABNORMAL PROCEDURES are indicated
by “A-” followed by the page numbers.
Example: A - 3.
REV. 4, 13 AUG 2005 5-29

Volume 5
2.EICAS Messages
EICAS WARNINGS are shown in the procedures as a black box
surrounding the actual message in white text.
Example:
GEN 1, 2, 3, 4 OFF BUS
EICAS CAUTIONS are shown as a dark gray box surrounding

white text.
Example:
ENG 1 (2) REV FAIL
EICAS ADVISORIES are shown as a light gray box around black

text
Example:.
GEN 1 (2, 3, 4) BRG FAIL
Other indications, like LIGHTS, FIRE BELL, etc. have a textual

description indicating the type of warning associated with a white
box around black text.
Examples:
LIGHT:
ENGINE FIRE HANDLE
Aural Warning:
BELL
REV. 4, 13 AUG 2005 5-30

Volume 5
3. Action Items
Emergency/Abnormal Checklist action items are depicted as
a bulleted list with a diamond. These actions should be
performed as soon as the condition permits.
Example:
♦ Fire Extinguishing Handle (2nd shot) ...... ROTATE
♦ Crossfeed ....................................................... OFF
♦ Associated Fuel Pumps.................................. OFF
♦ Associated Bleed....................................... CLOSE
4. Immediate Action Items

The actions contained in a box and in bold are immediate
action items.
They must be performed expeditiously and from memory to
minimize hazards.
All the actions must be performed in the order given.
Example:
♦ Identify the affected engine.

♦ Thrust Lever........................................................ IDLE
♦ Start/Stop Selector ............................................STOP
♦ Fire Extinguishing HandlePULL (DO NOT ROTATE)
5. Checklist Subpoints
- Action items may contain additional information which is
displayed underneath the respective line and indented
with a dash.
Example:
♦ Proceed.
- Altitude MEA or 10,000 FT. (whichever is higher)
- Cabin ................................... DEPRESSURIZE
REV. 4, 13 AUG 2005 5-31

Volume 5
6. Cross References
Several Emergency and Abnormal Checklists contain cross
references to follow-up procedures. These page references
are indicated by squared parenthesis. If a checklists sends
you to a cross-referenced checklist, it is paramount that you
return to the original checklist and verify that it is completed.
Example:
♦ LOSS OF ALL GENERATOR
Procedure [page E-xx] ..................ACCOMPLISH
7. Advisory Statements
a. Occasionally checklists will run over several pages. To
indicate that the checklist continues on the next page, the
following statement is placed at the bottom of the page.
Example:
CONTINUE NEXT PAGE
b. The conclusion of a specific checklist procedure is indi-

cated by the statement “End of Procedure”. This state-
ment does NOT apply to cross-referenced procedure.
Before closing the checklist, make sure you have
completed all cross-referenced checklists as well.
Example:
END OF PROCEDURE
c. WARNINGS are operating procedures, techniques and

other related Information, which may result in personal
injury or loss of life, if not followed.
Example:
WARNING: IF IN ICING CONDITIONS, REFER TO

OPERATION IN ICING CONDITIONS
PROCEDURE.
REV. 5, 15 FEB 2006 5-32

Volume 5
d. CAUTIONS are operating procedures, techniques and

other related information, which may result in damage or
destruction of equipment, if not followed.
Example:
CAUTION: BRAKE TEMPERATURE MUST BE

CHECKED AFTER ENGINE ATTCS
FAILURE
e. NOTES are operating procedures, techniques and other

related information, which are considered essential to
emphasize.
Example:
Note: The extinguishing agent duration is
approximately 50 minutes.
B. Procedures contained herein assume:

- Airplane systems are operating normally prior to the
failure.
- Normal procedures have been properly accomplished.
- System controls are in normal condition prior to initiation of
the associated procedure.
- Aural warnings are silenced as applicable.
- Master Warning/Caution lights are cancelled after the
failure is correctly identified and a verbal confirmation is
made between both crewmembers.
- Oxygen masks and smoke goggles are donned when
cabin altitude is excessive or ambient air is contaminated.
- Crew communication is established when required.
- Circuit breakers are checked. If a circuit breaker is found
tripped, the flight crew is not permitted to reset it unless
instructed to do so by the approved checklist located in
either the EMB Quick Reference Handbook or Pilot
Operating Handbook. This applies both on the ground and
while in flight.
REV. 5, 15 FEB 2006 5-33

Volume 5
REV. 4, 13 AUG 2005 5-34

Section 5 Emergency Checklists
Volume 5
MAIN OR SERVICE DOOR OPEN

MAIN DOOR OPN
or
SERVICE DOOR OPN
both with
MASTER WARNING LIGHT
INDICATION: Associated door pictorial indication and a DOOR

OPEN inscription on MFD are displayed in red.
♦ Fasten Seat Belts .......................................................... ON
♦ Doors pictorial indication on MFD Takeoff Page ....CHECK
If message is confirmed or if MFD is not available:
♦ Door Internal Lock Indicator (red marks) ................ CHECK
If the door is confirmed locked:
♦ Continue flight normally.
If the door internal lock indicators are not aligned or it is not pos-
sible to maintain the pressurization:
♦ Proceed.
- Altitude ............ MEA or 10,000 FT (whichever is higher)
- Cabin................................................... DEPRESSURIZE
♦ Land at the nearest suitable airport.
EN D O F P R O C ED U R E
REV. 4, 13 AUG 2005 E-1

Volume 5
STALL PROTECTION INOPERATIVE

SPS 1 (2) INOP
♦ Associated Stall Protection System..............................OFF

- Avoid skidding the Airplane.
- Add 5 KIAS to approach, landing and go-around speeds.
CAUTION: TO DETERMINE THE MINIMUM SUITABLE LANDING

DISTANCE MULTIPLY THE UNFACTORED LANDING
DISTANCE FOR FLAPS 45º BY 1.15.
END OF PROCEDURE
STICK PUSHER FAILURE

SPS 1 (2) INOP
STICK PUSHER FAIL
MASTER CAUTION and MASTER WARNING LIGHTS
♦ Control Column.............. PUSH FORWARD TO NEUTRAL

- Stall Protection is not available.
♦ Airspeed ................................................ 1.2 VSR MINIMUM
END OF PROCEDURE
REV. 6, 01 MAY 2008 E-2

Volume 5
ENHANCED GROUND PROXIMITY WARNING

GPWS
VOICE MESSAGES:
PULL UP, SINK RATE, TERRAIN TERRAIN PULL UP,

CAUTION TERRAIN, DON’T SINK DON’T SINK, TOO
LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAP,
GLIDE SLOPE and BANK ANGLE.
Voice messages may be generated but are not associated with

EGPWS EICAS messages.
EGPWS CAUTION:
If an EGPWS CAUTION occurs:
♦ Adjust airplane flight path until the CAUTION alert ceases.
EPWS WARNING:
If an EGPWS WARNING occurs and unless operating in visual
meteorological conditions (VMC) and/or the pilot determines,
based on all available information, that a turning in addition
to the procedure established below is the safest course of
action, proceed:
♦ Autopilot ................................................DISCONNECT
♦ Thrust levers..........................................................MAX
♦ Pitch attitude...........ROTATE to highest possible value
When stick shaker is encountered:
♦ Pitch rate/angle of attack .............................. REDUCE
- To keep the shaker speed as minimum.
♦ Do not retract flaps or landing gear until safe climb-out is
assured.
Once WARNING ceases:
♦ Normal level flight attitude ............................ RESUME
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-3

Volume 5
CAUTION: THE TERRAIN DISPLAY IS INTENDED TO BE USED AS

A SITUATIONAL TOOL ONLY AND MAY NOT PROVIDE
THE ACCURACY AND/OR FIDELITY ON WHICH TO
SOLELY BASE TERRAIN AVOIDANCE MANEUVERING
DECISIONS.
END OF PROCEDURE
WINDSHEAR PREVENTION / RECOVERY

WDSHEAR
(red or amber)
Aural Warning:
WINDSHEAR
WINDSHEAR voice message is generated if WDSHEAR red indi-

cation is presented.
(GPWS WARNING may also be activated)
♦ Thrust Levers ............................................................ MAX
♦ Go-around Button .................................................PRESS
♦ Rotate the airplane smoothly to minimize altitude loss.

♦ Flight guidance on EADI must be followed.
Note: Pitch attitude may be well above normal angles.
♦ Maintain airplane configuration.
- Do not change gear and flap position until terrain
clearance is assured.
END OF PROCEDURE
REV. 6, 01 MAY 2008 E-4

Volume 5
TRAFFIC AND COLLISION AVOIDANCE

Aural Warning:
According to associated Traffic Advisory (TA) and Res-

olution Advisory (RA)
INDICATION: TA or RA on MFD.
Traffic Advisory (TA):
The pilot must not initiate evasive maneuvers using information
from the traffic display or voice message only, without visually
sighting the traffic.
The traffic display and advisories are intended for assistance in
visually locating the traffic.
Resolution Advisory (RA):
Compliance with TCAS resolution advisory is required unless the
pilot considers it unsafe to do so.
Maneuvers which are in the opposite direction of the RA are
extremely hazardous, especially RAs involving altitude crossing,
and are prohibited unless it is visually determined to be the only
means to assure safe separation.
REV. 4, 13 AUG 2005 E-5

Volume 5
STALL RECOVERY
Aural Warning:
CLACKER
CONDITION: Buffet, stick shaker and/or stick pusher actuation.

INDICATION: Airspeed indication on PFD becomes red.
♦ Airplane Attitude .................................................ADJUST
- Adjust pitch attitude smoothly to avoid terrain contact.

♦ Level the wings.
When terrain clearance is assured:
♦ Adjust pitch attitude to accelerate the airplane.
At high altitudes:
♦ Adjust pitch attitude to below the horizon line to accelerate the
airplane.
Note: Stick pusher will not actuate if the STICK PUSHER
FAIL message is presented during stall.
END OF PROCEDURE
AIRPLANE OVERSPEED
Aural Warning:
HIGHSPEED
INDICATION: Airspeed and Mach indications on PFD enter

the red range.
♦ Airspeed ...............................................BELOW VMO/MMO
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-6

Volume 5
TAKEOFF CONFIGURATION WARNING

NO TAKEOFF CONFIG
Aural Warnings:
TAKEOFF-BRAKES, TAKEOFF-FLAPS,
TAKEOFF-SPOILER, TAKEOFF-TRIM
♦ Do not takeoff.
♦ Airplane configuration ....................................CORRECT
BATTERY OVERTEMPERATURE
BATT 1 (2) OVTEMP
INDICATION: Associated battery temperature indication on MFD

becomes red.
♦ Associated Battery.....................................................OFF
♦ Check that the associated BATT OFF BUS message is on.

If the associated BATT OFF BUS message is not on:
REV. 4, 13 AUG 2005 E-7

Volume 5
ELECTRIC ESSENTIAL TRANSFER FAILURE

ELEC ESS XFR FAIL
If no generator is available:
♦ LOSS OF ALL GENERATORS
Procedure [page E-9] .................................. ACCOMPLISH
If the message remains:
♦ Bus ties.........................................................................OFF
If the message still remains:
♦ Shed buses...................................................................OFF
♦ Equipment not essential for the flight ...........................OFF
- Begin with the equipment connected to DC Buses 1 and
2 (Circuit Breaker Panel rows D,E,F,G,H).
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-8

Volume 5
LOSS OF ALL GENERATORS

GEN 1, 2, 3, 4 OFF BUS
and
APU GEN OFF BUS
MASTER CAUTION LIGHT
INDICATION: Generators voltage indication on MFD may be

amber.
♦ Airspeed............................................. MAXIMUM 250 KIAS
♦ Altitude................ MEA or 10,000 FT. (whichever is higher)
♦ Essential Power ............................................................. ON
♦ Crew Oxygen ..............................................AS REQUIRED
♦ Passenger Oxygen .....................................AS REQUIRED
♦ Emergency Lights ........................................................ OFF
- If required, turn on Emergency Lights before landing.
CAUTION: BATTERY DURATION IS 40 MINUTES.
CAUTION: MULTIPLY THE UNFACTORED LANDING DISTANCE
BY 1.58 FOR FLAPS 45º.
Note: The nose landing gear doors will open if DC Bus 2 is
off, therefore the pilot should expect noise increase.
Note: The following warning messages will be presented:
SPS 1-2 INOP and ICE COND-A/I INOP.
Note: The following caution messages will be presented:
STICK PUSHER FAIL, SPS ADVANCED, GPWS INOP,

WINDSHEAR INOP, CHECK PFD 1, IC BUS FAIL, APU
GEN OFF BUS, GEN 1-2-3-4 OFF BUS, DC BUS 1-2 OFF,
SHED BUS 1-2 OFF, 115 VAC BUS OFF, EMERG LT NOT
ARMD, E1-E2 CTL A-B FAIL, ENG 1-2 REV FAIL, LG AIR/
GND FAIL, FLAP FAIL, SPOILER FAIL, PITOT 1-2 INOP, W/
S 1-2 HEAT FAIL, TAT 1-2 HEAT INOP, STAB A/ICE FAIL,
A/ICE SW OFF, WG 1-2 A/ICE FAIL, E1-2 A/ICE FAIL, AOA
1-2 HEAT INOP, ICE DET 1-2 FAIL and ICE DETECTORS
FAIL.
REV. 6, 01 MAY 2008 E-9

Volume 5
COCKPIT/CABIN FIRE OR SMOKE

CONDITION: Smoke is visually confirmed within the cockpit or
cabin, or identified by odor.
♦ Crew Oxygen Masks....................... DON, SELECT 100%
♦ Smoke Goggles or PBE ............................................DON
♦ Recirculation Fan .......................................................OFF
♦ Crew Communication................................... ESTABLISH
♦ Diversion...........................................................CONSIDER
♦ Fire or Smoke Source......................................... IDENTIFY
♦ AIR CONDITIONING SMOKE
Procedure [page E-14] ............................... AS REQUIRED
♦ ELECTRICAL SYSTEM FIRE
OR SMOKE Procedure [page E-12] ........... AS REQUIRED
♦ SMOKE EVACUATION
Procedure (if necessary) [page E-11].............. COMPLETE
- Determine and extinguish any source of fire or smoke
within the cockpit or cabin.
- After conducting the fire or smoke procedures, even
though smoke has dissipated, land at the nearest suitable
airport, unless it can be visually verified that the fire has
been extinguished.
On ground, consider emergency evacuation:
- EMERGENCY EVACUATION
Procedure [page E-53] ........................... AS REQUIRED
END OF PROCEDURE
REV. 6, 01 MAY 2008 E-10

Volume 5
SMOKE EVACUATION
CONDITION: Smoke concentration in cockpit and/or passenger
cabin requiring smoke removal.
♦ Cockpit Door ........................................................... CLOSE
♦ Reinforced Cockpit Door Louver Vent .................... CLOSE
♦ Recirculation Fan......................................................... OFF
♦ Gasper Fan.................................................................. OFF
♦ Pressurization Manual Controller..................... 1 O’CLOCK
- Wait 15 seconds.
♦ Pressurization Mode Selector..................................... MAN
♦ Pressurization Manual Controller................AS REQUIRED
♦ Passenger Oxygen .....................................AS REQUIRED
To evacuate the smoke faster:
♦ Pressurization Manual Controller................................... UP
♦ Packs 1 and 2 .............................................................. OFF
♦ Bleeds (Engine or APU)............................................ OPEN
♦ Emergency Descent ...................................AS REQUIRED
♦ Altitude............ ....MEA or 10,000 FT. (whichever is higher)
♦ Recover cabin pressure as soon as smoke has been cleared
♦ Diversion.......................................................... CONSIDER
REV. 4, 13 AUG 2005 E-11

Volume 5
ELECTRICAL SYSTEM FIRE OR SMOKE

CONDITION: Smoke visually confirmed as being from electrical
source, or identified by odor.
If smoke source can be determined:
♦ Electrical Power to Associated Equipment ...................OFF
If smoke source cannot be determined:
♦ Shed Buses. .................................................................OFF
If smoke does not stop or decrease after a reasonable time, cut
power to central DC Bus as follows:
♦ Bus Ties........................................................................OFF
♦ APU Generator .............................................................OFF
♦ Battery 2 .......................................................................OFF
If smoke does not stop or decrease after a reasonable time, cut
power to DC Bus 1 and Essential DC Bus 1 as follows:
♦ Fuel Pumps .............................................. 1B and 2A or 2C
♦ Battery 2 ....................................................................AUTO
♦ Battery 1 .......................................................................OFF
♦ Generators 1 and 3.......................................................OFF
If smoke does not stop or decrease after a reasonable time,
restore power to the previously de energized buses and cut
power to DC Bus 2 and Essential DC Bus 2 as follows:
♦ Generators 1 and 3........................................................ ON
♦ Battery 1 ....................................................................AUTO
♦ Fuel Pumps .............................................. 2B and 1A or 1C
♦ Battery 2 .......................................................................OFF
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-12

Volume 5
If smoke does not stop or decrease after a reasonable time,
restore power to the previously de energized buses and cut
power to Backup Buses as follows:
♦ Generators 2 and 4........................................................ ON
♦ Battery 2 ................................................................... AUTO
♦ APU Generator ...........................................AS REQUIRED
♦ Bus Ties.................................................................... AUTO
♦ Shed Buses .............................................................. AUTO
♦ Backup Battery ............................................................ OFF
♦ SMOKE EVACUATION
Procedure (if necessary) [page E-11] ..........ACCOMPLISH
♦ EMERGENCY EVACUATION
Procedure [page E-53]................................AS REQUIRED
REV. 4, 13 AUG 2005 E-13

Volume 5
AIR CONDITIONING SMOKE

CONDITION: Smoke visually confirmed as being from air condi-
tioning distribution, or identified by odor.
♦ Suspect Bleed .........................................................CLOSE
♦ Crossbleed ................................................................OPEN
If procedure does not eliminate smoke, change bleed source sup-
plying the air conditioning (including APU bleed).
♦ SMOKE EVACUATION [page E-11] and
CABIN FIRE OR SMOKE [page E-10]
Procedures ................................................ AS REQUIRED
WARNING: IF IN ICING CONDITIONS, REFER TO SINGLE

ENGINE OR SINGLE BLEED OPERATION IN
ICING CONDITIONS PROCEDURE [page A-84].
♦ Diversion...........................................................CONSIDER
END OF PROCEDURE
LAVATORY SMOKE
LAV SMOKE
♦ Lavatory Flush-Lavatory Light CB’s (E11 and E12) ...PULL

♦ CABIN FIRE OR SMOKE
END OF PROCEDURE
REV. 5, 15 FEB 2006 E-14

Volume 5
BAGGAGE COMPARTMENT SMOKE

BAGG SMOKE
♦ Baggage Fire Extinguishing Button ................... PRESS
♦ Diversion.......................................................... CONSIDER
♦ Altitude............................................................... MAINTAIN
- Maintain the current flight level as long as possible.
♦ Alternate Airport.................................................. IDENTIFY
♦ Commence the diversion to land at the nearest suitable airport.
Note: The extinguishing agent duration is approximately
50 minutes.
Note: Advise ground crew of possible presence of Halon
vapors and smoke trapped in the compartment.
REV. 4, 13 AUG 2005 E-15

Volume 5
FUEL LOW LEVEL

FUEL 1 (2) LO LEVEL
INDICATION: Fuel quantity indication enters in red range.

♦ Thrust Levers.........................REDUCE TO LONG RANGE
♦ Level the airplane.
♦ Both Fuel Quantities ............................................... CHECK
If fuel quantity is sufficient:
♦ Complete the flight normally.
If fuel quantity is not sufficient:
♦ Avoid pitch attitudes in excess of 10° nose down or 12° nose up
attitude, uncoordinated maneuvers and negative g’s.
♦ CROSSFEED OPERATION
Procedure [page A-17] ............................... AS REQUIRED
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-16

Volume 5
APU FIRE
APU FIRE
Aural Warning:
FIRE BELL
♦ APU Fuel Shutoff Valve ........................................CLOSE
♦ APU Master Knob ........................................................ OFF

♦ APU FUEL SOV CLSD message on EICAS.......CONFIRM
If the valve is not confirmed closed and the fire message remains:
♦ Right Electric Fuel Pumps. .......................................... OFF
♦ Crossfeed .................................................................... OFF
♦ Initiate a descent to 25,000 FT. or MEA, whichever is higher.
After 30 seconds, if the APU FIRE message remains displayed on
EICAS:
♦ APU Fire Extinguishing Button. .............................. PRESS
WARNING: DO NOT ATTEMPT TO RESTART APU.
REV. 4, 13 AUG 2005 E-17

Volume 5
APU OVERTEMPERATURE
INDICATION: EGT enters amber or red range.
♦ APU Bleed ..............................................................CLOSE
- Wait 10 seconds.
If EGT is still in red or yellow range:
♦ APU Fuel Shutoff Valve...........................................CLOSE
♦ APU Master Knob.........................................................OFF
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-18

Volume 5
ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION
ENG 1 (2) FIRE
LIGHT:
MASTER WARNING
and
ENGINE FIRE HANDLE
Aural Warning:(in case of fire)
FIRE BELL
♦ Identify the affected engine.

♦ Thrust Lever...............................................................IDLE
♦ Start/Stop Selector ................................................. .STOP
♦ Fire Extinguishing Handle ..... PULL (DO NOT ROTATE)
If the fire message remains displayed after 30 seconds:

♦ Fire Extinguishing Handle (1st shot) ..................... ROTATE
♦ Confirm that the fuel shutoff valve has closed
(E1 or E2 FUELSOV CLSD advisory message on EICAS).
If the fire message remains displayed after 30 seconds:
♦ Fire Extinguishing Handle (2nd shot) ............. ROTATE
If the fire message remains displayed after further 30 sec-
onds:
♦ Crossfeed ....................................................... OFF
♦ Associated Fuel Pumps .................................. OFF
♦ Associated Bleed ....................................... CLOSE
♦ Associated Generators ................................... OFF
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-19

Volume 5
After affected engine is shutdown:

♦ APU (if available)..................................................... START
♦ APU Generator .............................................................. ON
If ITT remains high:
♦ ENGINE DRY MOTORING
Procedure [page A-28] ......................... AS REQUIRED
In flight:
WARNING: DO NOT ATTEMPT TO RESTART ENGINE.
WARNING: IF IN ICING CONDITIONS, REFER TO

PROCEDURE [page A-84].
Note: If in flight below 9,700 ft, the air conditioning pack

valves will close automatically. The APU may be
used as pneumatic source by closing the remaining
engine bleed valve.
Note: Engine will not shutdown with the Start/Stop Selector
unless associated Thrust Lever is first moved to
IDLE. If STOP is selected before Thrust Lever is
retarded to IDLE, momentarily cycle START/STOP
Selector to RUN and back to STOP.
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-20

Volume 5
ENGINE LOW N1
E 1 (2) LOW N1
If during takeoff, below V1:

♦ REJECTED TAKEOFF
Procedure [page E-26] ..............................ACCOMPLISH
REV. 6, 01 MAY 2008 E-21

Volume 5
ENGINE ATTCS NO MARGIN

E 1 (2) ATTCS NO MRGN
During takeoff, below V1:
Procedure [page E-26].............................. ACCOMPLISH
- Report to the maintenance personnel.

- Another takeoff is not permitted.
CAUTION: BRAKES TEMPERATURE MUST BE CHECKED AFTER

REJECTED TAKEOFF.
END OF PROCEDURE
ENGINE ATTCS FAILURE

ATTCS FAIL
- Maintenance is required and another takeoff is not

permitted.
END OF PROCEDURE
REV. 6, 01 MAY 2008 E-22

Volume 5
DUAL ENGINE FAILURE

ENG 1-2 OUT
♦ Airspeed ............................................ MINIMUM 260 KIAS

♦ Altitude ................................................... .MAX 25,000 FT.
♦ Oxygen Mask (If required) ........................................DON
♦ ENGINE AIRSTART
Procedure [page A-31] ..............................ACCOMPLISH
CAUTION: IF APU HAS BEEN USED TO START THE ENGINES,

DO NOT ALTERNATE THE FADECS AFTER START.
Note: If APU is not available, only equipment supplied by

the Essential DC Bus 1 and 2 will be available.
Engine windmilling should drive engine driven
pumps and supply hydraulic pressure.
If neither engine can be restarted:
♦ FORCED LANDING
Procedure [page E-50].................................ACCOMPLISH
REV. 6, 01 MAY 2008 E-23

Volume 5
ENGINE LOW OIL PRESSURE

E 1 (2) OIL LOW PRESS
(may be presented)
INDICATION: Oil pressure indication may be red.

♦ Oil Pressure Indication ........................................... CHECK
If flight conditions permit:
♦ Reduce N2 below 88%.
♦ Monitor oil temperature and oil quantity indication.
♦ Monitor oil pressure for the remainder of the flight.
If oil pressure is in the red range:
♦ Associated Thrust Lever............................................IDLE
If oil pressure is still in the red range:
♦ PRECAUTIONARY ENGINE SHUTDOWN
Procedure [page A-29] ................................ ACCOMPLISH
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-24

Volume 5
ENGINE REVERSER FAILURE

ENG 1 (2) REV FAIL
If during takeoff, below V1:

Procedure [page E-26].............................. ACCOMPLISH
If in flight:
♦ Associated Thrust Lever ............................................. IDLE
♦ Airspeed........................................... MAXIMUM 200 KIAS
Procedure (if required) [page A-29] .............ACCOMPLISH
WARNING: DO NOT SET THRUST LEVER OUT OF IDLE.
REV. 4, 13 AUG 2005 E-25

Volume 5
REJECTED TAKEOFF (AT OR BELOW V1)

CONDITION: In the event of engine failure, engine fire, or any
condition affecting safety of flight occurring prior to V1.
♦ Thrust Levers ....................... IDLE OR MAX REVERSE
♦ Brakes ..................................................APPLY MAXIMUM

♦ Directional Control ..............................................MAINTAIN
Immediately after stopping:
Procedure [page A-29]
or
ENGINE FIRE, SEVERE DAMAGE OR
SEPARATION Procedure [page E-19] ....... AS REQUIRED
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-26

Volume 5

FLAPS 9º
♦ Maximum Takeoff Thrust..................................... CHECK
♦ At VR, rotate the airplane.
With positive rate of climb:
♦ Landing Gear ................................................................ UP
♦ Airspeed ......................................................................... V2
Note: The airplane must be rotated to 14° (for flaps 9°)
♦ V2 ......................MAINTAIN up to the Acceleration Altitude.

If maneuvering is required:
♦ Do not exceed a maximum bank of 15°.
When reaching the Acceleration Altitude:
At V2 + 15 KIAS:
♦ Flaps ....................................................................... UP
♦ Airspeed .............................. ACCELERATE TO FINAL
SEGMENT SPEED
After flaps are retracted:
or
ENGINE FIRE, SEVERE DAMAGE, OR
SEPARATION Procedure [page E-19] .......AS REQUIRED
After a maximum of 5 minutes at T/O-1:
♦ Thrust Rating ..............................................AS REQUIRED
REV. 4, 13 AUG 2005 E-27

Volume 5

FLAPS 18º/22º
♦ Maximum Takeoff Thrust .....................................CHECK
♦ Landing Gear.................................................................UP
♦ Airspeed ........................................................................ V2
Note: The airplane must be rotated to 13° (for flaps 18°) or

12º (for flaps 22º).
♦ V2......................MAINTAIN up to the Acceleration Altitude.

If maneuvering is required:
♦ Do not exceed a maximum bank of 15°.
When reaching Acceleration Altitude:
At V2 + 10 KIAS:
♦ Flaps ......................................................................... 9º
At V2 + 30 KIAS:
♦ Flaps ........................................................................UP
♦ Airspeed ...............................ACCELERATE TO FINAL
SEGMENT SPEED
After flaps are retracted:
or
ENGINE FIRE, SEVERE DAMAGE, OR
SEPARATION Procedure [page E-19] ....... AS REQUIRED
After a maximum of 5 minutes at T/O:
♦ Thrust Rating ...............................................................CON
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-28

Volume 5
LANDING GEAR / LEVER DISAGREE

LG/LEVER DISAGREE
INDICATION: Landing gear indication may present one or more

boxes cross-hatched or red.
♦ Airspeed............................................. MAXIMUM 200 KIAS
♦ Landing Gear .......................................................... CYCLE
If the message persists:
In a retraction:
♦ Landing Gear..................................................... DOWN
♦ Continue flight with landing gear down.
♦ Airspeed ...................................... MAXIMUM 250 KIAS
♦ Land at the nearest suitable airport. Leave and avoid icing
conditions.
In an extension:
♦ ABNORMAL LANDING GEAR
EXTENTION Procedure [page A-50].....ACCOMPLISH
REV. 4, 13 AUG 2005 E-29

Volume 5
PITCH TRIM RUNAWAY

AUTOPILOT FAIL
(may be presented)
AUTO TRIM FAIL
(may be presented)
CONDITION: Uncommanded pitch and respective trim pictorial
changes.
♦ Control Column ....................................... HOLD FIRMLY

Below V1:
♦ Takeoff ................................................................. REJECT

Above V1 or in flight:
♦ Quick Disconnect Button ................ PRESS AND HOLD
Note: Do not change flap setting.
At safe altitude:
♦ Pitch Trim Main System................................................OFF
♦ Pitch Trim Back Up System..........................................OFF
♦ Quick Disconnect Button .................................... RELEASE
WARNING: DO NOT OPEN THE SPEED BRAKE.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-30

Volume 5
If control column forces are excessive:
- try to recover airplane control by turning one system on
and trimming the airplane as necessary.
- Initiate with the Backup System.
- Leave the failed system off.
♦ Autopilot......................................................AS REQUIRED
If neither system is operative:
♦ PITCH TRIM INOPERATIVE
Procedure [page E-32] or [page E-36].........ACCOMPLISH
REV. 4, 13 AUG 2005 E-31

Volume 5
PITCH TRIM INOPERATIVE

(EMB-145 and EMB-135)
PIT TRIM 1 (2) INOP
or
PTRIM MAIN INOP
or
PTRIM BACKUP INOP
may be presented)
AUTO TRIM FAIL
(may be presented)
If one Message is presented without pressing any Pitch Trim
Switch:
♦ Affected Pitch Trim System ..........................................OFF
♦ Continue the flight with the remaining Pitch Trim System.
If both Pitch Trim Systems are inoperative:
♦ Quick Disconnect Button ..................... PRESS AND HOLD
Note: In case any affected Circuit Breaker (F11 or C24) is
popped, a reset must not be performed.
At a safe altitude:
♦ Pitch Trim Circuit Breaker (F11 and C24) . PULL & RESET
♦ Pitch Trim Back Up System........................................... ON
♦ Pitch Trim Main System................................................. ON
♦ Pitch Trim Switches ....................CHECK ALL SWITCHES
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-32

Volume 5
Note: The Pitch Trim circuit breakers may only be pulled and
reset once.
If Pitch Trim command is re-established continue the flight as
planned.
If Pitch Trim command is not re-established:
♦ Quick Disconnect Button .....................PRESS AND HOLD
♦ Pitch Trim Main System............................................... OFF
♦ Pitch Trim Back Up System ......................................... OFF
Consider landing at the nearest suitable airport.
Another takeoff is not permitted until appropriate Maintenance
Action has been accomplished.
If no message is presented or is only presented when pressing
any Pitch Trim Switch:
♦ Airspeed............................................................... REDUCE
- Airspeed reduction alleviates control column forces and
may permit Pitch Trim command to be recovered.
If Pitch Trim command is reestablished:
Note: Do not engage the Autopilot if the Main Pitch Trim

System is inoperative.
Note: If only one segment of the Pitch Trim Switch is
pressed, the TRIM aural warning message may be
generated.
WARNING: IF PITCH TRIM COMMAND IS NOT

REESTABLISHED, DO NOT OPEN
SPEEDBRAKE.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-33

Volume 5
If pitch trim command is not reestablished and the airplane pre-

sents a NOSE UP tendency:
♦ Airspeed ...............................................................REDUCE
- If it is necessary to reduce airspeed below 180 KIAS (or
200 KIAS in icing conditions), extend flaps to 9º (20,000
ft maximum).
- If it is necessary to reduce airspeed below 160 KIAS,
extend flaps to 22º.
Note: Turning the airplane and extending the landing gear
helps to maintain minimum airspeed with unwanted
pitch up tendency.
♦ Pitch Trim Command...................CHECK ALL SWITCHES
If pitch trim is recovered:
♦ Retrim the airplane and proceed with flight normally.
If pitch trim is not recovered:
♦ Consider landing at the nearest suitable airport.
♦ Approach and landing configuration:
- Landing Gear ....................................................... DOWN
- Flaps .......................................................................... 22°
- Airspeed ............................................ VREF 45 + 10 KIAS

DISTANCE, MULTIPLY THE UNFACTORED
LANDING DISTANCE FOR FLAPS 45° BY 1.27.
sents a NOSE DOWN tendency:
♦ Airspeed ...............................................................REDUCE
Below 250 KIAS:
♦ Flaps (at 20,000 ft maximum).......................................... 9°
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 E-34

Volume 5
Below 200 KIAS:
♦ Flaps .............................................................................. 22°
Note: Gear extension should be delayed as long as
possible.
- Flaps .......................................................................... 22°
- Airspeed............................................. VREF 45 + 25 KIAS

DISTANCE, MULTIPLY THE UNFACTORED LANDING
DISTANCE FOR FLAPS 45° BY 1.44.
REV. 6, 01 MAY 2008 E-35

Volume 5
PITCH TRIM INOPERATIVE (EMB-140 ONLY)

PIT TRIM 1 (2) INOP
or
PTRIM MAIN INOP
or
PTRIM BACKUP INOP

(may be presented)
AUTO TRIM FAIL
If one Message is presented without pressing any Pitch Trim

Switch:
♦ Affected Pitch Trim System ..........................................OFF
If both Pitch Trim Systems are inoperative:
♦ Quick Disconnect Button ..................... PRESS AND HOLD
Note: In case any affected Circuit Breaker (F11 or C24) is
popped, a reset must not be performed.
At a safe altitude:
♦ Pitch Trim Circuit Breaker (F11 and C24) . PULL & RESET
♦ Pitch Trim Back Up System........................................... ON
♦ Pitch Trim Main System................................................. ON
♦ Pitch Trim Switches ....................CHECK ALL SWITCHES
Note: The Pitch Trim circuit breakers may only be pulled
and reset once.
If Pitch Trim command is re-established continue the flight as
planned.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-36

Volume 5
If Pitch Trim command is not re-established:
♦ Quick Disconnect Button .....................PRESS AND HOLD
♦ Pitch Trim Main System............................................... OFF
♦ Pitch Trim Back Up System ......................................... OFF
Consider landing at the nearest suitable airport.
Another takeoff is not permitted until appropriate Maintenance
Action has been accomplished.
If message is presented when pressing any Pitch Trim Switch:
♦ Airspeed............................................................... REDUCE
- Airspeed reduction alleviates control column forces and
may permit Pitch Trim command to be recovered.
If Pitch Trim command is reestablished:
Note: When Main Pitch Trim System is INOP, Autopilot is
not available.
Note: If only one segment of the Pitch Trim Switch is
pressed, the TRIM aural warning message will be
generated.
WARNING: IF PITCH TRIM COMMAND IS NOT
REESTABLISHED, DO NOT OPEN
SPEEDBRAKE.
sents a NOSE UP tendency:
♦ Airspeed............................................................... REDUCE
- If it is necessary to reduce airspeed below 180 KIAS (or
200 KIAS in icing conditions), extend flaps to 9° (at 20,000
ft maximum).
- If it is necessary to reduce airspeed below 160 KIAS,
extend flaps to 22°.
Note: Turning the airplane and extending the landing gear
helps to maintain minimum airspeed with unwanted
pitch up tendency.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-37

Volume 5
♦ Pitch Trim Command...................CHECK ALL SWITCHES

If pitch trim is recovered:
♦ Retrim the airplane and proceed with flight normally.
If pitch trim is not recovered:
♦ Consider landing at the nearest suitable airport.
- Flaps .......................................................................... 22°


sents a NOSE DOWN tendency:
♦ Airspeed ...............................................................REDUCE
Below 250 KIAS:
♦ Flaps (at 20,000 ft maximum).......................................... 9°
Below 200 KIAS:
♦ Flaps.............................................................................. 22°
Note: Gear extension should be delayed as long as
possible.
- Flaps .......................................................................... 22°

END OF PROCEDURE
REV. 6, 01 MAY 2008 E-38

Volume 5
PITCH TRIM SWITCH INOPERATIVE

PTRIM CPT SW FAIL, PTRIM F/O SW FAIL,
PTRIM BKP SW FAIL
On the Ground:
♦ De energize the airplane and energize it again.
If message remains:
♦ Report to maintenance personnel.
In flight:
♦ Use another serviceable switch.
REV. 4, 13 AUG 2005 E-39

Volume 5
JAMMED ELEVATOR
SPS 1-2 INOP
(may be presented)
STICK PUSHER FAIL
CONDITION: Both control columns can not be moved either for-

ward or backward.
♦ Elevator Disconnect ................................................ PULL
♦ Autopilot........................................................................OFF
♦ Airspeed ............................................ MAXIMUM 200 KIAS
♦ Pitch Trim ................................................... AS REQUIRED
♦ Avoid landing at airports with anticipated turbulence or crosswind.
- Landing gear........................................................ DOWN
- Flaps .......................................................................... 22°
If both elevators are jammed:
- Pitch trim may be used to land the airplane.
If left elevator is jammed:
- Stick Pusher will not be available.
- Depending on the jammed elevator position, the remaining
elevator power to flare the airplane will be reduced.
♦ Do not reengage autopilot.

END OF PROCEDURE
REV. 6, 01 MAY 2008 E-40

Volume 5
AILERON / ROLL TRIM RUNAWAY

CONDITION: Uncommanded attitude change or sudden roll
noticed by pilots.
INDICATION: Trim pictorial indication changes.
♦ Control roll attitude manually with control wheels

and rudder.
♦ Quick Disconnect Button ............... PRESS AND HOLD
♦ Aileron Systems 1 and 2............................................ OFF
♦ Roll Trim Circuit Breaker (F23) .................................. PULL

♦ Airspeed............................................ MAXIMUM 250 KIAS
If necessary:
♦ Turn on one aileron hydraulic system at a time to identify the failed
system.
♦ Prepare to overcome the roll generated by the failed aileron
system.
♦ Continue the flight with the failed aileron system off.
If the failure is confirmed in one aileron system:
♦ The roll trim system may be used as required.
♦ Perform a long final approach.
REV. 4, 13 AUG 2005 E-41

Volume 5
JAMMED AILERON
CONDITION: Both control wheels can not be moved to either
side.
♦ Aileron Disconnect...................................................PULL
♦ Autopilot........................................................................OFF
♦ Airspeed. .......................................... MAXIMUM 200 KIAS
Note: Roll rate with aileron disconnected is lower than with
full system.
After control is regained:
♦ If the copilot’s aileron is operative, roll trim and artificial feel are
available.
♦ If the pilot’s aileron is operative, roll trim and artificial feel are not
available. Do not make sudden and large aileron inputs. Do not
increase bank angle above 20°.
♦ In either case, autopilot must not be reengaged.
If both ailerons are jammed:
♦ Use rudder to control the airplane.
- Flaps. ......................................................................... 45°
- Airspeed .............................................. VREF 45 + 5 KIAS

END OF PROCEDURE
REV. 6, 01 MAY 2008 E-42

Volume 5
JAMMED RUDDER
CONDITION: Pedals can not be moved.
♦ Command Rudder through yaw trim.
If not possible:
♦ Rudder System 2 ......................................................... OFF
If still jammed:
♦ Rudder System 2..................................................... ON
♦ Rudder System 1................................................... OFF
If rudder control through pedals is not restored:
- Flaps .......................................................................... 22°
- Airspeed................................................ VREF45 + 5 KIAS

If required, use asymmetric thrust to trim the airplane directionally,

and maintain the engine thrust until nose gear ground touching in
order to avoid lateral and directional miscontrol.
During final approach, the pilot monitoring must keep the Steering
Disengage Button pressed to avoid inadvertent nose wheel
deflection once on ground.
When the airplane is firmly on ground, use the Steering Handle to
control the airplane still keeping the Steering Disengage Button
pressed and then reduce the engine thrust to IDLE.
If necessary, use differential braking to steer the airplane.
Note: The Steering handle is effective even with the

Steering Disengage Button pressed.
REV. 6, 01 MAY 2008 E-43

Volume 5
INADVERTENT SPOILER OPENING IN FLIGHT

SPOILER FAIL
(may be presented)
CONDITION: Sudden airspeed or altitude decrease.
♦ Control the airplane using thrust, elevator and stabilizer.

♦ Speed Brake..........................................................CLOSE
♦ Speed Brake Circuit Breaker (F13) ............................PULL

♦ Ground Spoiler Outboard Circuit Breaker (F14) .........PULL
♦ Ground Spoiler Inboard Circuit Breaker (F21)............PULL
If any panel is jammed open or floating:
- Landing Gear. ...................................................... DOWN
- Flaps .......................................................................... 22°
- Airspeed ............................................. VREF45 + 10 KIAS
♦ Do not reduce engine thrust during flare to avoid abrupt lateral and
directional corrections before touchdown.
CAUTION: IN CASE OF PANEL JAMMED CLOSED OR

FLOATING, TO DETERMINE THE MINIMUM SUITABLE
LANDING DISTANCE, MULTIPLY THE UNFACTORED
CAUTION: IN CASE OF PANEL JAMMED OPEN, TO DETERMINE

THE MINIMUM SUITABLE LANDING DISTANCE,
MULTIPLY THE UNFACTORED LANDING DISTANCE
FOR FLAPS 45° BY 1.27.
END OF PROCEDURE
REV. 6, 01 MAY 2008 E-44

Volume 5
BLEED LEAK
BLD 1 (2) LEAK
or
BLD APU LEAK
Inscription in affected button:
LEAK
♦ Crossbleed.............................................................. CLOSE
♦ Associated Bleed and APU Bleed .......................... CLOSE
♦ Altitude............................. MAX 25,000 FT MINIMUM MEA
♦ Icing Conditions .............................................. EXIT/AVOID
♦ Wait 3 minutes.
If the message remains on, but the associated advisory message
on EICAS (BLD 1 or 2 VLV CLSD) indicates the valve is closed:
♦ Opposite Bleed................................................. CLOSE
♦ Associated Bleed................................................ OPEN
♦ Wait 3 minutes.
♦ Associated Bleed........................................ CLOSE
♦ Altitude ....................... MINIMUM MEA or 10,000 ft
WHICHEVER IS HIGHER
If the message remains on and is associated with a failed engine
bleed valve (BLD 1 or 2 VLV FAIL caution message):
♦ Associated Thrust Lever....................................... IDLE
♦ Wait 3 minutes.
♦ Associated Engine (or APU).............. SHUTDOWN
REV. 4, 13 AUG 2005 E-45

Volume 5
BLEED OVERTEMPERATURE
BLD 1 (2) OVTEMP
INDICATION: Pointer on MFD may be out of view and indication

may be red.
♦ Crossbleed ................................................................OPEN
♦ Cross-side Bleed .......................................................OPEN
♦ Associated Bleed.....................................................CLOSE
♦ Altitude.............................MAX 25,000 FT, MINIMUM MEA
END OF PROCEDURE
RAPID CABIN DEPRESSURIZATION

Aural Warning:
CABIN
CONDITION: Cabin altitude indication has exceeded 10,000 FT

and becomes red.
♦ Crew Oxygen Masks ................................................. DON

♦ Crew Communication ...................................ESTABLISH
♦ Emergency Descent [page E-49] ............ AS REQUIRED
♦ Passenger Oxygen ..................................... AS REQUIRED

♦ Altitude................. MEA or 10,000 FT (whichever is higher)
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-46

Volume 5
ANTI-ICING INOPERATIVE IN ICING

CONDITIONS
ICE COND-A/I INOP
(with any or all Anti-icing System EICAS CAUTION)
MASTER WARNING
and
MASTER CAUTION LIGHTS
Below V1:
♦ Takeoff ................................................................. REJECT
On the ground, whenever the message is displayed, do not take-

off and perform the test below:
♦ Thrust Levers.............................................................. IDLE
♦ Ice Detection Override Knob..................................... AUTO
♦ Ice Detection Knob .............................................1, THEN 2
- Test knob must be held for 5 seconds in each test position.
For each side separately, check that the OPEN inscription in the
anti-icing buttons flash alternately and that the ICE DET 1 (or 2)
FAIL caution message and the ICE CONDITION advisory mes-
sage are displayed on the EICAS.
If any OPEN inscription does not flash:
♦ Do not takeoff.
If the message ICE COND-A/I INOP message persists:
♦ Do not takeoff.
If the message ICE COND-A/I INOP message disappears
within 60 seconds:
♦ Takeoff ..................................................ACCOMPLISH
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-47

Volume 5
In flight:
♦ Ice Detection Override Knob ........................................ ALL
If necessary:
♦ Refer to the specific anti-icing system failure.
♦ Avoid or exit icing conditions.
END OF PROCEDURE
AUTOPILOT FAILURE
AUTOPILOT FAIL
Aural Warning:
AUTOPILOT
(only below 2,500 FT radio altitude, when autopilot is discon-

nected)
♦ Autopilot......................................................... DISENGAGE
♦ Trim airplane............................................... AS REQUIRED
Note: If associated with autopilot hardover a sudden
deviation from the expected flight path may occur.
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-48

Volume 5
EMERGENCY DESCENT
♦ Cabin Crew ........................................................... NOTIFY
♦ Fasten Belts..................................................................ON
♦ Thrust Levers ............................................................ IDLE
♦ Speed Brakes .......................................................... OPEN
♦ Airspeed..............................................................250 KIAS
♦ Landing Gear ..........................................................DOWN
♦ Minimum Enroute Altitude .................................. CHECK
CAUTION: THIS PROCEDURE ASSUMES THAT THE INTEGRITY

OF THE STRUCTURE IS NOT AFFECTED. IF
STRUCTURAL DAMAGE IS SUSPECTED, USE THE
FLIGHT CONTROLS WITH CAUTION AVOIDING HIGH
MANEUVERING LOADS AND REDUCING AIRSPEED
AS APPROPRIATE.
Note: It is recommended that descent be initiated by a turn

with a bank angle of 30°.
REV. 6, 01 MAY 2008 E-49

Volume 5
FORCED LANDING
This procedure is recommended for landings, with all engines inoper-
ative or for landings in unprepared surfaces.
Landing on unprepared surfaces is not recommended. However, if
specific circumstances render such landing inevitable, accomplish the
procedures below.
♦ ATC and Cabin Crew..............................................NOTIFY
♦ Transponder ................................................................7700
♦ ELT ................................................................................ ON
♦ Emergency Lights.......................................................... ON
♦ Passenger .............PREPARE FOR FORCED LANDING
♦ Cabin (below 10,000 ft) ...........................DEPRESSURIZE
When committed to land:
♦ Landing Gear.............................................. AS REQUIRED
♦ Flaps.............................................................................. 45°
- If it is not possible to achieve the selected flap position,
maintain airspeed according to the following:
FLAPS POSITION MINIMUM AIRSPEED

0 TO 8° VREF45+ 30 KIAS
9° TO 21° VREF45+ 10 KIAS

22° TO 44° VREF45+ 5 KIAS
45° VREF45
If necessary, inhibit EGPWS (J8) and Aural Warning System (B4 and
E30) by pulling their circuit breakers.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-50

Volume 5
If crash is unavoidable, just before touchdown:
♦ Fire Extinguishing Handle.......................................... PULL
♦ APU Fuel Shutoff Valve .......................................... CLOSE
♦ Batteries....................................................................... OFF
When the airplane comes to a complete stop:
Procedure [page E-53].................................ACCOMPLISH
In case of fire:
♦ Fire Extinguishing
Handles.....................PULL AND ROTATE AS REQUIRED
DITCHING
WARNING: THE EMB WAS NOT TESTED FOR DITCHING.
BELOW ARE THE RECOMMENDED
PROCEDURES, WHICH HAVE BEEN
DEVELOPED BASED ON PREVIOUS
EXPERIENCE.
♦ ATC/Cabin Crew.................................................... NOTIFY
♦ Transponder ............................................................... 7700
♦ ELT ................................................................................ ON
♦ Emergency Lights .......................................................... ON
♦ Passengers............................. PREPARE FOR DITCHING
♦ Cabin (below 10,000 FT) ........................ DEPRESSURIZE
If necessary, inhibit EGPWS (J8) and Aural Warning (B4 and E30) by
pulling their circuit breakers.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 E-51

Volume 5
When reaching 1,000 ft:

♦ Air Conditioning 1 and 2 ...............................................OFF
♦ Engine Bleeds .........................................................CLOSE
Approach Configuration:
♦ Landing Gear..................................................................UP
♦ Flaps.............................................................................. 45°
- If it is not possible to achieve the selected flap position,
maintain airspeed according to the following:

0º TO 8° VREF 45+ 30 KIAS
9° TO 21° VREF 45+ 10 KIAS
22° TO 44° VREF 45+ 5 KIAS
45° VREF45
The final path should be made with airplane straight and level. Yaw
angles should be limited to one ball of sideslip. If possible, ditching
should be made parallel to the line of the wave crests.
Before touchdown:
♦ Rate of Descent...........................LESS THAN 180 FT/MIN
♦ Attitude ........................................................... 4° NOSE UP
Upon water contact:
♦ Start/Stop Selectors................................................... STOP
Procedure [page E-53] ................................ ACCOMPLISH
WARNING: AIRPLANE EVACUATION MUST BE DONE

THROUGH THE OVERWING EMERGENCY
EXITS ONLY. DO NOT OPEN REMAINING
DOORS.
Before leaving the airplane:
♦ Batteries .......................................................................OFF
END OF PROCEDURE
REV. 4, 13 AUG 2005 E-52

Volume 5
EMERGENCY EVACUATION
♦ Parking Brake (if necessary)................................ APPLY
♦ Cabin ...................................................... DEPRESSURIZE
♦ Fire Extinguishing Handles.....................................PULL
♦ APU Fuel Shutoff Valve ........................................CLOSE
♦ APU and Engine Fire Extinguishing
Bottles (if necessary)...................................DISCHARGE
♦ Electric Fuel Pumps................................................... OFF
♦ Electric Hydraulic Pumps.......................................... OFF
♦ Cabin Crew ........................................................... NOTIFY
♦ Emergency Lighting.....................................................ON
♦ Evacuation .......................................................... INITIATE
♦ ATC........................................................................ NOTIFY
Before leaving the airplane:
♦ Batteries...................................................................... OFF
Note: Cockpit door blow-out panels may be broken to be

used as an alternative way to leave cockpit.
Emergency Egress
(for Intrusion Resistant Cockpit Doors)
♦ Retainer Cover....................................................REMOVE
♦ Retainer............................................................... ROTATE
♦ Hinge Pins.....................................................DISENGAGE
♦ Egress through Opening.
REV. 4, 13 AUG 2005 E-53

Volume 5
REV. 4, 13 AUG 2005 E-54

Volume 5 Section 6 Abnormal Checklists
Section 6 Abnormal Checklists

A. EQUIPMENT AND FURNISHINGS
EMERGENCY EXIT OPEN

EMERG EXIT OPEN
♦ Fasten Belts................................................................... ON
♦ Verify door handle pushed in and remove passengers from the
seats near the associated emergency exit.
If emergency exit is not confirmed locked or it is not possible to
maintain the pressurization:
♦ Cabin Pressure .................................................. MONITOR
BAGGAGE/ACCESS DOOR OPEN

BAGGAGE DOOR OPN or ACCESS DOORS OPN
♦ Avoid rapid maneuvers.

If it is not possible to maintain the pressurization, proceed:
♦ Pressurization .................................................... MONITOR
REV. 4, 13 AUG 2005 A-1

Volume 5
MAIN DOOR BLOCKED

LIGHT: (Attendant’s Panel)
DOOR BLOCKED CLOSED
To open door on ground:

♦ Check that the door opening area is free of both people and
ground equipment.
♦ Hydraulic System 1.......................................................OFF
♦ Main Door Alternative
Opening Valve ...................... ACTUATE FOR 2 MINUTES
♦ Unlock the door and open it.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-2

B. CREW AWARENESS
ERRONEOUS STALL PROTECTION

ACTUATION
Immediately and simultaneously:
♦ Quick Disconnect Button ........................................ PRESS
♦ Both Stall Protection Systems ............................. CUTOUT
♦ Avoid skidding the airplane.
♦ Add 5 KIAS to approach, landing and go-around speeds.
DISTANCE BY 1.15. ONLY APPLICABLE FOR LANDING
WITH FLAPS 45º.
ADVANCED STALL PROTECTION

SPS ADVANCED
If altitude is above 25,000 FT:

♦ Airspeed.................................................. ABOVE 150 KIAS
Approach, landing, and go-around:
♦ Add 5 KIAS to approach, landing, and go-around speeds to
prevent stall protection from being actuated.
DISTANCE BY 1.15. ONLY APPLICABLE FOR LANDING
WITH FLAPS 45º.
REV. 6, 01 MAY 2008 A-3

Volume 5
STICK PUSHER JAMMING

STICK PUSHER FAIL
CONDITION: Stick pusher actuator has jammed out of unpow-

ered position.
♦ Elevator Disconnect Handle .......................................PULL
♦ Copilot must fly the airplane.
♦ Avoid landings at airports with anticipated turbulence or
crosswinds.
END OF PROCEDURE
EGPWS INOPERATIVE
TERRAIN INOP
♦ Monitor any trend toward terrain contact, excessive sink rate,

marginal flight path and airplane configuration.
END OF PROCEDURE
AURAL WARNING FAILURE

AURAL WARN FAIL
♦ Monitor airplane instruments.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-4

AURAL WARNING UNIT

AURAL UNIT ONE CHANNEL
or
AURAL UNIT ONE POWER INTERRUPT
GPWS INOPERATIVE
GPWS INOP
WINDSHEAR DETECTION INOPERATIVE

WINDSHEAR INOP
♦ Avoid windshear.
STALL PROTECTION SYSTEM UNTESTED

LIGHT in Stall Protection Test Button:
TEST
♦ Stall Protection Test Button

(on ground) ............................................................. PRESS
REV. 4, 13 AUG 2005 A-5

Volume 5
C. ELECTRICAL
DC BUS OFF
DC BUS 1 (2) OFF
INDICATION: DC BUS indication on MFD may be amber.

♦ Bus Ties............................................................ OVERRIDE
If associated bus is still off:
♦ Bus Ties ..............................................................AUTO
♦ Remaining Buses ................................................... CHECK
If DC Bus 2 is off:
Note: The nose landing gear doors will open if DC Bus 2 is
off, therefore the pilot should expect noise increase.
♦ Icing Conditions ...............................................EXIT/AVOID
END OF PROCEDURE
ESSENTIAL BUS OFF OR SHED BUS OFF

ESS BUS 1 (2) OFF
or
SHED BUS 1 (2) OFF
both with
♦ Essential Buses ...................................................... CHECK

If message is confirmed and shed buses or only one essential
bus is off,
♦ Monitor the system for the remainder of the flight.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 A-6

If both essential buses are off:

♦ Bus Ties....................................................................... OFF
If DC Bus 1 is energized (PDF 1 and MFD 2 energized):
♦ Battery 1 ...................................................................... OFF
If DC Bus 2 is energized (PFD 2 and MFD 1 energized):
♦ Battery 2 ...................................................................... OFF
GENERATOR OFF BUS

GEN 1 (2, 3, 4) OFF BUS
or
APU GEN OFF BUS
both with
INDICATION: Generator voltage indication on MFD may be

amber.
♦ Affected Generator .................................... OFF, THEN ON
If the generator does not reset:
♦ APU Generator ...........................................AS REQUIRED
CAUTION: IF ALL GENERATORS ARE OFF BUS, CABIN WILL
DEPRESSURIZE. REFER TO LOSS OF ALL
GENERATORS PROCEDURE [page E-9].
CAUTION: BATTERY DURATION IS 40 MINUTES.
REV. 6, 01 MAY 2008 A-7

Volume 5
GENERATOR OVERLOAD
GEN 1 (2, 3, 4) OVLD
or
APU GEN OVLD
both with
INDICATION: Generator current indication on MFD may be

amber.
♦ Shed buses...................................................................OFF
♦ Electrical Load (on affected generator) ................REDUCE
If APU generator is not affected and any generator is overloaded:
♦ APU Generator .............................................................. ON
END OF PROCEDURE
BATTERY OFF BUS

BATT 1 (2) OFF BUS
INDICATION: Battery indications on MFD may be amber.

♦ Affected Battery .........................................................AUTO
If message remains:
♦ Report to the maintenance personnel and no action is required.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-8

BACK-UP BATTERY OFF BUS

BKUP BATT OFF BUS
♦ Backup Battery ................................................ VERIFY ON

If message remains:
♦ Report to the maintenance personnel and no action is required.
ELECTRICAL EMERGENCY ABNORMAL

TRANSFER
ELEC EMERG ABNORM
♦ Essential Power ........................................................... OFF

♦ APU Generator .............................................................. ON
CAUTION: IF APU GENERATOR IS NOT AVAILABLE OR IF THE
MESSAGE REMAINS, BATTERY DURATION WILL BE 40
MINUTES.
REV. 6, 01 MAY 2008 A-9

Volume 5
APU CONTACTOR CLOSED

APU CNTOR CLOSED
♦ Bus Ties........................................................................OFF
♦ Battery 2 .......................................................................OFF
END OF PROCEDURE
115V AC BUS OFF

115 VAC BUS OFF
♦ AC Power .................................................. OFF, THEN ON

If unsuccessful:
♦ AC Power .....................................................................OFF
END OF PROCEDURE
GENERATOR BEARING FAILURE

GEN 1 (2, 3, 4) BRG FAIL
♦ Report to the maintenance personnel.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-10

D. LIGHTING
EMERGENCY LIGHTS NOT ARMED

EMG LTS NOT ARMD
♦ Emergency Lighting Selector...................................... ARM

If unsuccessful:
♦ Attendant Emergency Light Control Button ............. NORM
REV. 4, 13 AUG 2005 A-11

Volume 5
E. FIRE PROTECTION
FIRE DETECTION FAILURE

E 1 (2) FIREDET FAIL
or
APU FIREDET FAIL
both with
If E1 (2) FIRE DET FAIL message appears simultaneously with

engine failure:
♦ ENGINE FIRE, SEVERE DAMAGE, OR
SEPARATION Procedure [page E-19] ........ ACCOMPLISH
♦ Engine or APU....................................................MONITOR
If fire or overheat is suspected:
♦ ENGINE FIRE, SEVERE DAMAGE, OR
SEPARATION Procedure [page E-19]
or
APU FIRE Procedure [page E-17]............... ACCOMPLISH
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-12

FIRE EXTINGUISHING INOPERATIVE

E 1 (2) EXTBTLA INOP
or
E 1 (2) EXTBTLB INOP
or
APU EXTBTL INOP
or
BAGG EXTBTL INOP
all with
CONDITION: Associated bottle has not been discharged inten-

tionally.
On Engines:
♦ Only one discharge will be available from the remaining bottle, to
protect both engines against fire.
On APU:
♦ Consider shutting APU down (or not starting it) if bleed extraction
or electrical generation is not essential.
On Baggage compartment:
In flight:
♦ If associated with the BAGG SMOKE message, land at the
nearest suitable airport.
On ground:
REV. 4, 13 AUG 2005 A-13

Volume 5
F. FUEL
FUEL LOW PRESSURE

E 1 (2) FUEL LO PRESS
CONDITION: One or more associated tank electric fuel pump

may be inoperative.
♦ Select another electric fuel pump on the associated tank.
If all pumps in one tank are inoperative:
♦ Altitude................ MAXIMUM 25,000 FT, MINIMUM MEA
Note: If required, crossfeed may be open above 25,000 ft.

♦ Avoid rapid thrust lever movements and set minimum required
thrust.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-14

FUEL LOW TEMPERATURE

FUEL TANK LO TEMP
or
E 1 (2) FUEL LO TEMP
both with
INDICATION: Fuel temperature in amber range.
WARNING: IF FUEL TANK LO TEMP MESSAGE IS

PRESENTED, IN ANY CASE, OR E1 (2) FUEL
LO TEMP IS PRESENTED WITHOUT ICING
INHIBITOR, ENGINE FLAMEOUT MAY OCCUR.
On Ground:
Low temperature in the engine (E1 or E2 FUEL LO TEMP):
♦ Before takeoff, check that fuel icing inhibitor has been added
to the fuel.
Low temperature in the tank (FUEL TANK LO TEMP):
♦ Check tank temperature.
- If message is confirmed or if MFD is not available, do not
takeoff.
In flight:
♦ Descend to lower altitude and monitor engine indications as long
as the message remains.
- If the low temperature is in the tank (FUEL TANK LO
TEMP) and MFD is available, tank temperature may be
checked on the MFD Fuel Page, before descending.
REV. 4, 13 AUG 2005 A-15

Volume 5
FUEL CROSSFEED FAILURE

FUEL XFEED FAIL
♦ Fuel Imbalance ...................................................MONITOR

♦ Asymmetric Thrust...................................... AS REQUIRED
END OF PROCEDURE
FUEL IMBALANCE
FUEL IMBALANCE
If fuel imbalance is confirmed:

♦ CROSSFEED OPERATION
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-16

CROSSFEED OPERATION
CONDITION: Fuel Imbalance.
Note: Crossfeed must be OFF during takeoff and landing.
If fuel imbalance is verified:
♦ Attitude........................................................ WINGS LEVEL
If left wing presents lower level:
♦ Cross feed Selector .......................................... LOW 1
If right wing presents lower level:
♦ Crossfeed Selector ........................................... LOW 2
♦ Avoid rapid thrust levers movement.
♦ Monitor fuel imbalance.
When the desired balance is achieved:
♦ Crossfeed Selector ..................................................... OFF
REFUELING COMPARTMENT DOOR OPEN

FUELING DOOR OPN
On ground:
♦ Check the door for positive locking before takeoff.
If the message remains,
♦ Repair is required before takeoff.
In flight:
REV. 4, 13 AUG 2005 A-17

Volume 5
ENGINE FUEL SHUTOFF VALVE FAILURE

E 1 (2) FUEL SOV INOP
♦ Engine Fuel Indications ......................................MONITOR

If the message has been presented during a fire procedure:
♦ Crossfeed .....................................................................OFF
♦ Associated Fuel Pumps................................................OFF
If valve is confirmed closed during normal operation (fuel flow
decreasing to zero):
♦ Fire Extinguishing handle ...................................CHECK IN
If valve remains closed and it is not possible to restart the
affected engine:
If engine is running normally:
♦ Disregard the message.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-18

ENGINE FUEL SHUTOFF VALVE CLOSED

E 1 (2) FUEL SOV CLSD
♦ Fire Extinguishing Handle.................................. CHECK IN

If valve is open and engine is running normally:
If valve remains closed and it is not possible to restart the
affected engine:
Procedure [page A-29].................................ACCOMPLISH
APU FUEL SHUTOFF VALVE FAILED

APU FUEL SOV INOP
♦ Check that APU Fuel Shutoff Button is not pressed.

If valve remains closed and it is not possible to restart the APU:
♦ APU Master Knob ........................................................ OFF
If APU is running normally:
REV. 4, 13 AUG 2005 A-19

Volume 5
APU FUEL SHUTOFF VALVE CLOSED

APU FUEL SOV CLSD
If valve is open and APU is running normally:

END OF PROCEDURE
APU FUEL LOW PRESSURE

APU FUEL LO PRESS
♦ Select another right electric fuel pump (2A, 2B or 2C) on the

associated tank.
If message remains:
♦ Repeat the procedure.
END OF PROCEDURE
FUEL LEVEL AMBER RANGE

INDICATION: Fuel quantity indication enters amber range.
♦ Level the airplane.
♦ Check both fuel quantities.
♦ Confirm that fuel quantity is sufficient to complete the flight.
♦ Avoid pitch attitudes in excess of 10º nose down or 12º nose up.
If necessary:
♦ Apply long range thrust setting.
♦ Land at nearest suitable airport.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-20

FUEL PUMP FAILURE

CONDITION: At least one fuel pump is inoperative. Remaining
pumps of the associated tank may be cycling.
♦ Select another fuel pump of the associated tank.
FUEL CROSSFEED OPEN

FUEL XFEED OPEN
♦ Crossfeed ...............................CLOSE IF NOT REQUIRED
FUEL CROSSFEED MISCOMMAND

FUEL EQ XFEED OPN
♦ Crossfeed Selector Knob............................................. OFF

♦ Fuel Imbalance ....................................................... CHECK
♦ Crossfeed Selector Knob............................AS REQUIRED
- Check Crossfeed Selector Knob properly positioned to
correct wing fuel imbalance.
REV. 4, 13 AUG 2005 A-21

Volume 5
G. AUXILIARY POWER UNIT
APU OIL LOW PRESSURE / OIL HIGH

TEMPERATURE
APU OIL LO PRESS
or
APU OIL HI TEMP
both with
If the APU is not essential for the flight:

♦ APU ................................................................SHUTDOWN
If APU is essential:
♦ APU EGT and RPM............................................MONITOR
If the APU EGT enters the red or amber range:
♦ APU OVERTEMPERATURE
Procedure [page E-18] ...................................... APPLY
If RPM enters red range:
♦ APU..........................................................SHUTDOWN
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-22

APU AUTOMATIC SHUTDOWN

APU FAIL
If shutdown occurs with APU running:

♦ Do not try to restart the APU.
If shutdown occurs during APU start cycle and provided there is
no obvious safety hazard:
♦ APU start procedure ...................................AS REQUIRED
If APU fails to restart:
♦ Two more APU start attempts may be accomplished.
If the attempts are unsuccessful:
Note: Refer to APU STARTER LIMITS in the Chapter 2
Limitations between start attempts.
REV. 4, 13 AUG 2005 A-23

Volume 5
H. POWERPLANT
ENGINE FAILURE
♦ Remaining Engine Thrust Rating.................................CON

♦ Altitude.............................MAX 25,000 FT. MINIMUM MEA
♦ ENGINE AIRSTART

Note: If in flight below 9,700 ft., the air conditioning pack

engine bleed valve.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-24

ONE ENGINE INOPERATIVE APPROACH AND

LANDING
♦ Inoperative Engine Thrust Lever................................. IDLE
♦ Landing Gear ........................................................... DOWN
♦ Thrust Rating .......................................... TAKEOFF MODE
♦ Flaps .............................................................................. 22°
♦ Airspeed................................................. VREF 45 + 10 KIAS
ONE ENGINE INOPERATIVE GO-AROUND

♦ Quick Disconnect Button ........................................ PRESS
♦ Go-Around Button................................................... PRESS
♦ Operative Engine Thrust Levers ..................................MAX
Note: Do not set inoperative engine thrust lever out of idle.
♦ Rotate to go-around attitude (10° nose up).
♦ Flaps ................................................................................ 9°
♦ Landing Gear ................................................................. UP
♦ Minimum Airspeed ................. APPROACH CLIMB SPEED
At Acceleration Altitude:
♦ TAKEOFF WITH ENGINE FAILURE
Note: Limiting bank angle to 5° towards operative engine

improves climb performance.
Note: During GO-AROUND procedure, the DON’T SINK
aural warning may sound. In this case monitor the
sink rate and follow the GO-AROUND guidance.
REV. 6, 01 MAY 2008 A-25

Volume 5
ENGINE ROTOR BURST

CONDITION: Depending on the burst direction, one of the follow-
ing conditions may be verified:
- E1 (2) FIREDET FAIL message displayed simultaneously with
engine failure, or
- a sudden cabin depressurization, or
- impact noise, or
- hydraulic system failure.
♦ ENGINE FIRE, SEVERE DAMAGE
OR SEPARATION Procedure [page E-19].................Apply
END OF PROCEDURE
ABNORMAL ENGINE START

Either on ground or in flight:
♦ Abort engine start immediately when:
- Only on ground, no light-up in 10 seconds after the first fuel

flow indications.
Note: The start should be aborted if fuel flow drops to zero
pph immediately after light-up.
- ITT rises rapidly toward start limit.

- ITT approaches start limit.
- N2 remains steady or decreases for more than 5 seconds.
- Any unusual noise or vibration occurs.
- Engine instruments indicate abnormal conditions.
- Visible burning on the exhaust pipe.
- Oil pressure does not reach at least 34 psi after the engine
reaches stabilized idle.
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-26

To abort start:
♦ Associated Thrust Lever .......................................... IDLE

♦ Start/Stop Selector...................................................STOP
If fire occurs or engine does not shutdown:

♦ Fire Extinguishing Handle ................................... PULL
Note: After an abnormal engine start, dry motor the
affected engine.
♦ ENGINE DRY MOTORING
Procedure [page A-28] ..........................ACCOMPLISH
REV. 6, 01 MAY 2008 A-27

Volume 5
ENGINE DRY MOTORING

Dry motor the engine for a minimum of 30 seconds to clear it of
unburned fuel prior to attempting another start.
♦ FADEC Control Knob .................................................ALTN
- Check alternation of FADEC-in-control indication on the
EICAS.
CAUTION: If FADEC does not alternate, do not proceed with
engine dry motoring and report to the maintenance
personnel.
♦ Ignition ..........................................................................OFF
- Check IGN OFF indication on EICAS display.
♦ Start/Stop Selector ............................. START, THEN RUN
Note: If N2 indicates no rotation after 10 seconds, abort dry
motoring attempt immediately.
After 30 seconds:
♦ Start/Stop Selector .................................................... STOP
♦ Ignition Selector.........................................................AUTO
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-28

PRECAUTIONARY ENGINE SHUTDOWN

CONDITION: Engine malfunction that is likely to result in an
engine damage.
♦ Associated Thrust Lever ............................................. IDLE
♦ Associated Start/Stop Selector ..................................STOP
Note: Engine will not shutdown with the START/STOP
Selector unless associated Thrust Lever is first
moved to IDLE. If STOP is selected before Thrust
Lever is retarded to IDLE, momentarily cycle START/
STOP Selector to RUN and back to STOP.
If engine shutdown does not occur:
♦ Fire Extinguishing Handle ...PULL (DO NOT ROTATE)
♦ Remaining Engine Thrust Rating................................ CON
♦ Verify N2 and ITT decreasing below IDLE values.
♦ APU .........................................................................START
♦ APU Bleed ..................................................AS REQUIRED
♦ Crossbleed..................................................AS REQUIRED
Note: If in flight below 9,700 ft., the air conditioning pack

engine bleed valve.
CAUTION: Monitor fuel balance for the need to crossfeed.
CAUTION: Land at nearest suitable airport.
REV. 6, 01 MAY 2008 A-29

Volume 5
ENGINE AIRSTART ENVELOPE DIAGRAM
REV. 4, 13 AUG 2005 A-30

ENGINE AIRSTART
Affected Engine:
♦ One Electric Fuel Pump (A or B) ................................. ON
♦ Ignition ...................................................................... AUTO
♦ Start/Stop Selector.....................................................STOP
♦ Engine Bleed .......................................................... CLOSE
♦ Thrust Lever................................................................ IDLE
♦ Airspeed and
Altitude ........ Refer to AIRSTART ENVELOPE [page A-30]
♦ Perform an assisted start or windmilling, as required:
CAUTION: IN ICING CONDITIONS DO NOT USE APU BLEED
START, TO AVOID LOSS OF ANTI-ICE SYSTEM
PERFORMANCE.
Assisted Start (2 options):
1. Crossbleed Start:
♦ N2 (operating engine)............................... ABOVE 80%
♦ Crossbleed ........................................ AUTO OR OPEN
♦ Engine Bleed (operating engine)........................ OPEN
♦ Start/Stop Selector ...................... START, THEN RUN
♦ Engine Indication ........................................ MONITOR
- Check ignition. Check N2 rising. Observe limits.
- Abort start immediately if an Abnormal Engine Start is
detected.
2. APU Bleed Start:
♦ APU ...................................................................START
♦ APU Bleed.......................................................... OPEN
♦ Crossbleed ........................................ AUTO OR OPEN
♦ Engine Bleed (operating engine)...................... CLOSE
If only the APU Generator is operative:
♦ Windshield Heating ......................................... OFF
♦ Electric Hydraulic Pump (inoperative engine) . OFF
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-31

Volume 5
♦ Start/Stop Selector ..................... START, THEN RUN

♦ Engine Indication .........................................MONITOR
- Check ignition. Check N2 rising.
Observe limits.
- Abort start immediately if an Abnormal Engine
Start is detected.
If Windshield Heating and Electric Hydraulic Pump were
turned off before engine start:
♦ Windshield Heating........................................... ON
♦ Electric Hydraulic Pump ...............................AUTO
Windmilling Start:
♦ Airspeed ................................................. ABOVE 260 KIAS
♦ Minimum N2 .................................................................10%
♦ Start/Stop Selector ........................... START, THEN RUN
♦ ITT and N2..........................................................MONITOR
Note: Windmilling start will be slower than an assisted
start.
Note: Windmilling start with N2 above 30% and increasing,
the loss of altitude may be minimized by reducing
airspeed.
Note: Initiate windmilling start with N2 as high as possible.
Windmilling starts are not possible with N2 below
10%. Once N2 is below 10%, it may not be
recovered.
After Start:
♦ Affected Engine Bleed ................................ AS REQUIRED
♦ Crossbleed ................................................................AUTO
♦ APU Bleed .................................................. AS REQUIRED
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-32

ENGINE HIGH OIL PRESSURE

INDICATION: Oil pressure pointer and digits become amber.
♦ Oil Pressure, Oil Temperature, Oil Level, Engine Vibration
MONITOR
If oil temperature. and/or oil level, and/or engine vibration
exceeds normal range:
♦ Associated Procedure
[page A-33] and/or
[page A-34] and/or
[page A-39] ..................................................ACCOMPLISH
ENGINE HIGH OIL TEMPERATURE

INDICATION: Oil temperature pointer and digits become red.
♦ Associated Thrust Lever ...................................... REDUCE
- Reduce thrust lever and maintain the temperature within
limits.
If oil temperature remains high, above 25,000 ft:
♦ Altitude .................... MAX 25,000 FT, MINIMUM MEA
For remainder of flight:
♦ Oil Temperature................................................. MONITOR
If limits cannot be maintained:
Procedure [page A-29] ..........................ACCOMPLISH
- to prevent engine damage.
REV. 4, 13 AUG 2005 A-33

Volume 5
ENGINE LOW OIL LEVEL

INDICATION: Oil level digits become amber.
♦ Oil Pressure........................................................MONITOR
Consider performing a Precautionary Engine Shutdown
[page A-29] in order to preserve oil quantity so that engine may
be restarted prior to landing.
END OF PROCEDURE
ENGINE ATS SHUTOFF VALVE OPEN

E1 (2) ATS SOV OPN
On ground:
♦ Associated Thrust Lever..............................................IDLE
♦ Associated Start/Stop Selector.................................. STOP
If engine shutdown does not occur
♦ Fire Extinguishing Handle ...PULL (DO NOT ROTATE)
In flight:
♦ Associated Bleed (including APU Bleed).................CLOSE
♦ Crossbleed ..............................................................CLOSE
♦ Altitude........................................................... MAX 25000 ft
♦ Exit and avoid icing conditions.
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-34

ENGINE REFERENCE ANTI-ICE DISAGREE

ENG REF A/I DISAG
♦ Check ice protection system selection against takeoff data

entered.
ENGINE OVERTEMPERATURE
INDICATION: ITT pointer and digits become red and flash.
♦ Associated Thrust Lever ...................................... REDUCE
If the conditions remains:
♦ Associated Bleed .................................................... CLOSE
♦ Altitude........................... MAX 25,000 FT, MINIMUM MEA
If the conditions remains:
or
ENGINE FIRE, SEVERE DAMAGE
OR SEPARATION
Procedure [page E-19] ..........................ACCOMPLISH
REV. 4, 13 AUG 2005 A-35

Volume 5
ENGINE CONTROL FAILURE

E 1 (2) CTL FAIL
(may be presented)
CAUTION: DO NOT MANUALLY ALTERNATE ASSOCIATED

FADECS.
♦ Verify the associated FADEC in control.
♦ Associated FADEC..................................................RESET
If FADEC alternates automatically:
♦ Avoid quick movements of the associated Thrust Lever.
Note: Thrust Lever movements may cause surge or an
uncommanded engine shutdown.
If the associated engine thrust is no longer controllable:
Procedure [page A-29] ....................IF REQUIRED
If FADEC does not alternate automatically:
♦ Engine control is recovered.
♦ Continue the flight.
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-36

ENGINE NO TAKEOFF DATA

ENG NO TO DATA
♦ Enter takeoff data before takeoff.
ENGINE THRUST REVERSER DISAGREE

ENG 1 (2) REV DISAGREE
On ground:
Below V1:
Procedure [page E-26] .............................. ACCOMPLISH
During landing:
♦ Affected Thrust Lever .......................................... IDLE
In flight:
♦ N1 ...........................................................................CHECK
If N1 is decreasing:
♦ Associated Thrust Lever....................................... IDLE
♦ PRECAUTIONARY ENGINE
SHUTDOWN Procedure [page A-29] ....ACCOMPLISH
Note: When aborting takeoff or during landing run, if
reverser thrust is required, do not move affected
Thrust Lever below IDLE, to allow opposite engine
acceleration in reverse thrust.
REV. 4, 13 AUG 2005 A-37

Volume 5
THRUST LEVER FAILURE

ENG 1 (2) TLA FAIL
♦ Associated FADEC..................................................RESET
If Thrust Lever command is not available:
♦ Associated FADEC.....................................................ALTN
If thrust lever still does not respond:
♦ Thrust can be partially controlled through the Thrust Rating
Buttons.
SHUTDOWN Procedure [page A-29]... AS REQUIRED
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-38

THRUST LEVER STOP FAILURE

E 1 (2) IDL STP FAIL
♦ Be careful when reducing engines near IDLE.

CAUTION: NEVER SET THRUST LEVERS BELOW IDLE IN
FLIGHT.
ADC DATA FAIL

E 1 (2) ADC DATA FAIL
♦ Associated FADEC ................................................. RESET

If the message remains on:
♦ Associated FADEC .................................................... ALTN
♦ Avoid unnecessary rapid thrust levers movement.
ENGINE ABNORMAL VIBRATION

♦ Associated Thrust Lever . REDUCE TO KEEP VIBRATION
WITHIN LIMITS.
CAUTION: CONTINUOUS VIBRATION ABOVE LIMITS MAY
DAMAGE THE ENGINE.
If vibration indication remains out of limits:
SHUTDOWN Procedure [page A-29] ..........ACCOMPLISH
REV. 6, 01 MAY 2008 A-39

Volume 5
ENGINE FUEL FILTER IMPENDING BYPASS

E 1 (2) FUEL IMP BYP
If only one engine fuel filter is affected:

♦ Continue the flight and report to the maintenance personnel.
If both engine fuel filters are affected:
END OF PROCEDURE
ENGINE OIL FILTER IMPENDING BYPASS

E 1 (2) OIL IMP BYP
♦ Continue the flight

END OF PROCEDURE
ENGINE FADEC FAULT

E 1 (2) FADEC FAULT
♦ Report to the maintenance personnel for dispatch analysis.
END OF PROCEDURE
ENGINE NOT DISPATCHABLE

E 1 (2) NO DISP
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-40

ENGINE OUT
ENG 1 (2) OUT
♦ If during takeoff, below V1:

Procedure [page E-26] .............................. ACCOMPLISH
If during takeoff, above V1 and associated with an engine flame-

out:
♦ TAKEOFF WITH ENGINE FAILURE ABOVE V1
If in flight:
♦ ENGINE AIRSTART
Procedure [page A-31]................................AS REQUIRED
FADEC NOT DISPATCHABLE

FADEC ID NO DISP
♦ Report to maintenance personnel for dispatchability analysis.
REV. 4, 13 AUG 2005 A-41

Volume 5
ENGINE LIMITS EXCEEDANCE

E 1 (2) EXCEEDANCE
♦ Do not takeoff.
END OF PROCEDURE
ENGINE SHORT DISPATCHABLE

E 1 (2) SHORT DISP
♦ Report to maintenance personnel for dispatchability analysis.
END OF PROCEDURE
CHECK ENGINE PERFORMANCE

CHECK A1P (A1/3) PERF
♦ Associated Engine Performance ............................ CHECK
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-42

LOSS OF ENGINE INDICATIONS

CONDITION: Loss of Thrust Mode, ITT, N1 and N2 indications.
If engine is operative but the indications are lost, proceed:
♦ Associated FADEC ................................................. RESET
If engine indications are still not available:
♦ Associated FADEC.............................................. ALTN
If engine indications are still not available:
♦ Monitor the remaining engine indications.
SHUTDOWN Procedure
[page A-29] ....................................AS REQUIRED
REV. 4, 13 AUG 2005 A-43

Volume 5
I. HYDRAULIC POWER
BOTH HYDRAULIC SYSTEMS FAILURE
HYD SYS 1-2 FAIL
and
RUDDER SYS 1-2 INOP
and
AIL SYS 1-2 INOP
and
E 1-2 HYD PUMP FAIL
INDICATION: Hydraulic pressure indication on MFD may be

amber.
♦ Airspeed ........................................... MAXIMUM 250 KIAS
♦ Check hydraulic systems fluid quantity:
If any hydraulic system fluid quantity is in the green range:
♦ Associated Electric Hydraulic Pump ....................... ON
If any hydraulic system fluid quantity is in the amber range:
♦ Associated Electric Hydraulic Pump ......................OFF
CAUTION: DO NOT OPEN THE SPEED BRAKE.
If one system can be recovered:
♦ Appropriate Hydraulic System Failure
Procedure [page A-46] or [page A-47]............. COMPLETE
If both systems remain inoperative:
♦ Quick Disconnect Button .........................................PRESS
♦ Both Electric Hydraulic Pumps .....................................OFF
Note: The nose landing gear doors will open, therefore the
pilot should expect noise increase.
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-44

♦ ABNORMAL LANDING GEAR EXTENSION

♦ Use rudder for directional control on the ground.
- Rudder and aileron are operating under mechanical
reversion mode.
- Expect greater rudder pedals and control wheel forces.
- Both pilots should act together to control the airplane, if
required.
- Consider the use of aileron and asymmetric thrust to
help in yaw control.
♦ Avoid landings at airports with anticipated crosswind or
turbulence.
Approach and landing configuration:
♦ Landing Gear ........................................................... DOWN
♦ Flaps .............................................................................. 22°
♦ Airspeed................................................. VREF 45 + 30 KIAS
♦ EMERGENCY BRAKE TECHNIQUE
♦ Do not attempt to taxi.
REV. 6, 01 MAY 2008 A-45

Volume 5
HYDRAULIC SYSTEM 1 FAILURE

HYD SYS 1 FAIL
and
RUDDER SYS 1 INOP
or
AIL SYS 1 INOP
and
E 1 HYD PUMP FAIL

amber.
If hydraulic system fluid quantity is in the green range:
♦ Electric Hydraulic Pump 1 ....................................... ON
If hydraulic system fluid quantity is in the amber range:
♦ Electric Hydraulic Pump 1 ......................................OFF
If hydraulic power is not recovered:
♦ Electric Hydraulic Pump 1 ............................................OFF
Note: As the nose landing gear doors will open, the pilot
should expect a noise increasing during flight.
For landing gear extension:
♦ ABNORMAL LANDING GEAR EXTENSION
♦ Do not actuate left Thrust Reverser.
♦ Use rudder and differential braking for directional control on
ground.
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-46

HYDRAULIC SYSTEM 2 FAILURE

HYD SYS 2 FAIL
and
RUDDER SYS 2 INOP
and
AIL SYS 2 INOP
and
E 2 HYD PUMP FAIL
INDICATION: Hydraulic pressure on MFD may be amber.

If hydraulic system fluid quantity is in the green range:
♦ Electric Hydraulic Pump 2 ....................................... ON
If hydraulic system fluid quantity is in the amber range:
♦ Electric Hydraulic Pump 2 ..................................... OFF
If hydraulic power is not recovered:
♦ Electric Hydraulic Pump 2............................................ OFF
♦ Do not actuate right Thrust Reverser.
CAUTION: DO NOT OPEN THE SPEED BRAKE.
Note: The Emergency/Parking Brake will be available only
with the accumulator charge.
REV. 6, 01 MAY 2008 A-47

Volume 5
HYDRAULIC SYSTEM OVERHEAT

HYD SYS 1 (2) OVHT
♦ Associated Engine Hydraulic Pump ...................SHUTOFF

♦ Associated Electric Hydraulic Pump.............................OFF
For the remainder of the flight, if required:
♦ Affected Hydraulic
System.................... 15 MINUTES OFF, ONE MINUTE ON
During approach and landing:
♦ Affected Hydraulic system ........................................... ON
After reaching taxi speed:
♦ Affected Hydraulic System ...........................................OFF
END OF PROCEDURE
HYDRAULIC SYSTEM LOW QUANTITY

HYD 1 (2) LO QTY
♦ Continue flight monitoring associated hydraulic system.

Note: Do not open the Speed Brake if the Hydraulic
System 2 is affected.
♦ HYDRAULIC SYSTEM 1 (2) FAILURE
Procedure [page A-46] or [page A-47]........ AS REQUIRED
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-48

HYDRAULIC ENGINE PUMP FAILURE

E 1 (2) HYD PUMP FAIL

amber.
♦ Continue flight monitoring associated hydraulic system.
♦ HYDRAULIC SYSTEM 1 (2) FAILURE
Procedure [page A-46] or [page A-47]...... IF NECESSARY
HYDRAULIC PUMP SELECTED OFF

HYD PUMP SELEC OFF
♦ Electric Hydraulic Pumps.......................................... AUTO
HYDRAULIC SHUTOFF VALVE CLOSED

E 1 (2) HYDSOV CLSD
If valve is not intentionally closed:

♦ Engine Pump Shutoff Button ....... CHECK NOT PRESSED
If button is not pressed and message persists:
REV. 4, 13 AUG 2005 A-49

Volume 5
J. LANDING GEAR AND BRAKES

AFTER TAKEOFF
CONDITION: Landing gear cannot be moved to up position after
takeoff in the normal manner.
♦ Wait 10 seconds to verify if the LG AIR/GND FAIL message is
displayed.
If the message is presented:
♦ Do not move Landing Gear Lever.
If the message is not presented:
♦ Downlock Release Button .......................................PRESS
♦ Landing Gear Lever........................................................UP
- Landing Gear Lever will be released, permitting gear
retraction.
END OF PROCEDURE
ABNORMAL LANDING GEAR EXTENSION

CONDITION: Landing gear has not extended by normal means.
♦ Landing Gear Lever................................................. DOWN
♦ Gear Electrical Override .........................................DOORS
Wait 3 seconds:
♦ Gear Electrical Override ............................................GEAR
♦ Landing Gear Indication ......................................... CHECK
If any of the gear is not locked down:
♦ Landing Gear Lever .................................................UP
♦ Gear Electrical Override................................ NORMAL
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-50

Wait 10 seconds:
♦ Free Fall Lever .............................................ACTUATE
- Actuate the free fall lever up to full uplock position.
♦ Landing Gear Lever........................................... DOWN
♦ Landing Gear Indication ................................... CHECK
If the failure persists:
♦ Free Fall Lever........................................... CYCLE
- Cycle the free fall lever as long as necessary, but
limited to 10 times, to lower the landing gear.
- Wait 20 seconds, with the lever in the uplock
position, between each cycle.
- Verify lever at full uplock position after cycling.
If the failure still persists:
♦ PARTIAL OR GEAR UP LANDING
Procedure [page A-51]....................ACCOMPLISH
PARTIAL OR GEAR UP LANDING

LG/LEVER DISAGREE
CONDITION: Airplane committed to land with gear up or in tran-

sit.
INDICATION: Landing gear indication may present one or more
boxes cross-hatched.
♦ Burn fuel to reduce touchdown speed.
Passengers/Crew:
♦ FORCED LANDING Procedure [page E-50] and
EMERGENCY EVACUATION
Procedure [page E-53]....................................... PREPARE
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 A-51

Volume 5
Prior to approach:
♦ Inhibit EGPWS (J8) and Aural Warning System (B4 and E30) by
pulling their circuit breakers.
♦ Emergency Lights.......................................................... ON
♦ Electric Hydraulic Pumps..............................................OFF
♦ Engine Bleed ................................................................OFF
♦ Pressurization Dump Button....................................PRESS
♦ Flaps.............................................................................. 45°
♦ Landing Gear.............................................. AS REQUIRED
Note: The decision to land with all gear up or with any gear
extended is left to pilots. The choice of configuration
is based on the number of gear available, airplane
load distribution, controllability and conditions of the
landing field.
♦ Landing Briefing.................................................PERFORM
♦ Apply thrust reverser (if available) at touchdown.
- Ground spoilers, thrust reverser, steering and normal
brakes will not operate if any main gear is up.
- Rudder is available to maintain runway centerline during
initial landing phase.
♦ Maintain wings level as long as possible and use brakes and
steering (if available) for directional control.
After the airplane comes to a complete stop:
♦ Start/Stop Selector .................................................... STOP
♦ Electric Fuel Pumps......................................................OFF
♦ Fire Extinguishing Handles................PULL AND ROTATE
Procedure [page E-53] ................................ ACCOMPLISH
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-52

LANDING GEAR AIR / GROUND SYSTEM

FAILURE
LG AIR/GND FAIL
If not in icing conditions:

♦ Icing Conditions ....................................................... AVOID
♦ Landing Configuration:
- Flaps .......................................................................... 45°
- Airspeed.............................................................. VREF 45
If in icing conditions:
♦ Anti-icing system................................................ MONITOR
If any anti-ice valve does not open or anti-ice failure mes-
sages appear:
♦ Leave and avoid icing conditions.
After exiting icing conditions, proceed as follows:
♦ Maximum Bank Angle ............................................. 30°
♦ Minimum Airspeed for Flaps up or 9° ............ 190 KIAS
- Flaps ...................................................................... 22º
- Airspeed......................................... VREF 45 + 30 KIAS
CAUTION: TO DETERMNE THE MINIMUM SUITABLE LANDING
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-53

Volume 5
Note: Thrust reversers, and Ground Spoiler, may not be

available. Depending on the failed condition, Ground
Idle may not be selectable. Refer to the associated
abnormal procedures.
Note: If message is presented on ground, one pair of
brakes (below 10 kt ground speed) and steering may
not be available. Refer to the associated abnormal
procedures [page A-54] or [page A-59].
END OF PROCEDURE
BRAKES DEGRADED
BRAKE DEGRADED
♦ Apply Brakes normally.

- Brake effectiveness may be reduced and braking
asymmetry may be felt.
During landing run:
♦ Thrust Levers (if available) .................................REVERSE
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-54

BRAKES INOPERATIVE
BRK OUTBD (INBD) INOP
If one pair of brakes is inoperative:

♦ Apply brakes normally through the pedals.
If both pair of brakes are inoperative:
♦ EMERGENCY BRAKING TECHNIQUE
In any case:
- Flaps .......................................................................... 45º
- Airspeed.............................................................. VREF 45
During landing run:
♦ Thrust Levers..................................................... REVERSE
CAUTION: IN BOTH CASES, TO DETERMINE THE MINIMUM
SUITABLE LANDING DISTANCE, MULTIPLY THE
UNFACTORED LANDING DISTANCE FOR FLAPS 45º
BY 1.40.
REV. 6, 01 MAY 2008 A-55

Volume 5
EMERGENCY BRAKING TECHNIQUE

♦ Pull the emergency brake handle carefully and continuously until
the first airplane reaction.
♦ Use the parking brake light as a reference for brake application.
♦ Modulate brake application until the airplane achieves the desired
deceleration.
In case of airplane skidding:
♦ Release the handle and pull it again as required.
Note: Anti-skid protection is not available for emergency/
parking brake.
END OF PROCEDURE
EMERGENCY / PARKING BRAKE HANDLE

DISAGREE
BRAKE ON
INDICATION: BRAKE ON Light illuminated with Emergency/Park-

ing Brake handle not actuated.
♦ Park the airplane as soon as possible.
♦ Do not takeoff.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-56

BRAKES OVERHEAT
BRAKE OVERHEAT
If during landing and runway length is enough:

♦ Brake Pressure .................................................... REDUCE
♦ Use of full reverse thrust is recommended.
If after takeoff:
♦ Lower landing gear for cooling as soon as possible.
♦ Airspeed................................................. BELOW 200 KIAS
♦ Retract gear when brakes temperature is at green range.
If MFD is not available:
♦ Retract gear after message is removed.
♦ Airspeed ...............................................AS REQUIRED
When on ground:
♦ Park the airplane as soon as possible.
Before next takeoff:
♦ Brakes Temperature ............... CHECK at GREEN RANGE
If Brakes Temperature Monitoring System is not available:
♦ Quick Turn Around Chart [POH Section 9]....... CHECK
♦ Wheel Thermal Plugs ....................................... CHECK
Note: A positive way to check Wheel Thermal Plugs is to
verify that none of the tires are flat.
REV. 4, 13 AUG 2005 A-57

Volume 5
EMERGENCY / PARKING BRAKE LOW

PRESSURE
EMRG BRK LO PRES
♦ If necessary to use the emergency/parking brake, apply it in

advance.
♦ When parking the airplane, use wheel blocks.
END OF PROCEDURE
PARKING BRAKE RESIDUAL PRESSURE

LIGHT:
BRAKE ON
CONDITION: BRAKE ON light remained illuminated with Parking

Brake Handle released.
♦ Do not attempt to taxi or takeoff.
If required:
♦ Taxi the minimum distance necessary to clear the area.
END OF PROCEDURE
TIRE BURST
CONDITION: Abnormal noise from any landing gear, visual cues
or report of tire burst.
If failure has occurred during takeoff:
♦ Do not retract gear.
♦ Allow reasonable time for wheel spin down and tire cooling.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-58

STEERING SYSTEM INOPERATIVE or

UNCOMMANDED SWERVING ON GROUND
STEER INOP
(may be presented)
♦ Control the airplane using rudder command and differential

brakes.
♦ Steering Handwheel ................................... DO NOT USE
If unable to control the airplane, as an additional action:
♦ Steering Disengagement Button ......................... PRESS
♦ Consider the use of differential thrust reverser if serviceable.
REV. 4, 13 AUG 2005 A-59

Volume 5
K. FLIGHT CONTROLS
RUDDER / YAW TRIM RUNAWAY

CONDITION: Sudden uncommanded yaw.
INDICATION: Associated trim pictorial indication changes.
♦ Quick Disconnect Button .................PRESS AND HOLD

♦ Rudder Systems 1 and 2............................................OFF
♦ Yaw Trim Circuit Breaker (F12) ..................................PULL

Strongly push pedal opposite to the side of the uncommanded
yaw, while applying ailerons to control roll.
If both systems are inoperative:

♦ Expect greater rudder pedals force. Both pilots should act
together to control the airplane, if required. Consider the use of
aileron to help in yaw control, and asymmetric thrust to trim the
airplane.
♦ Do not use yaw trim system for the remainder of the flight.
CAUTION: DO NOT TRY TO RESET THE RUDDER SYSTEMS.
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-60

RUDDER SYSTEM INOPERATIVE

RUDDER SYS 1 (2) INOP
or
RUDDER SYS 1-2 INOP
both with
If only one rudder system is affected:

♦ Affected Rudder System.............................................. OFF
If RUDDER SYS 1-2 INOP message is displayed:
If RUDDER SYS 1-2 INOP message still displayed:
CAUTION: IF THE MESSAGE IS PRESENTED FOLLOWING A
RUDDER RUNAWAY, DO NOT TURN ON THE
SYSTEMS.
♦ Both Rudder Systems ............................................. ON
If RUDDER SYS 1-2 INOP message still displayed:
♦ Expect greater rudder pedal force. If required, both pilots
should act together to help in yaw control, and
asymmetrical thrust to control the airplane
♦ Consider the use of aileron to help in yaw control, and
asymmetric thrust to trim the airplane.
♦ Avoid landing at airports with anticipated turbulence or
crosswind.
REV. 6, 01 MAY 2008 A-61

Volume 5
RUDDER OVERBOOST
RUDDER OVERBOOST
♦ Rudder System 2..........................................................OFF

If the message disappears:
♦ Continue flight with rudder system 2 off.
Below 135 KIAS:
♦ Rudder System 2 .................................................... ON
If message remains:
♦ Rudder System 2........................................................... ON
♦ Rudder System 1..........................................................OFF
♦ Continue flight with the rudder system 1 off.
Below 135 KIAS:
♦ Rudder System 1 .................................................... ON
END OF PROCEDURE
RUDDER HARDOVER PROTECTION FAILURE

RUD HDOV PROT FAIL
On ground:
♦ Do not takeoff.
Inflight:
♦ Hardover protection is not available.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-62

AILERON SYSTEM INOPERATIVE

AIL SYS 1 (2) INOP
♦ Associated Aileron System .......................................... OFF

If the remaining system fails:
♦ Remaining Aileron System .......................................... OFF
♦ Quick Disconnect button......................................... PRESS
- Aileron is operating under mechanical reversion mode.
Expect greater aileron control force.
- If required, both pilots should act together to control
airplane.
- Flaps .......................................................................... 22°
- Airspeed..............................................VREF45 + 30 KIAS
REV. 6, 01 MAY 2008 A-63

Volume 5
FLAP SYSTEM FAILURE

FLAP FAIL
CONDITION: Flap operation is not possible. Flap position indi-

cation may be amber.
Flaps may be at intermediate positions.
♦ Maintain airspeed according to the following:
FLAP POSITION MAXIMUM AIRSPEED
1° to 9° 250 KIAS
10° to 22° 200 KIAS
23° to 45° 145 KIAS
♦ When landing maintain airspeed according to the following:

0° to 8° VREF45 + 30 KIAS
9° to 21° VREF45 + 10 KIAS
22° to 44° VREF45 + 5 KIAS
45° VREF45

DISTANCE FOR FLAPS 45° BY 1.65 WHEN LANDING WITH
FLAPS BETWEEN ZERO AND 8°.

FLAPS BETWEEN 9° AND 21°.
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-64


FLAPS BETWEEN 22° AND 44°.
Note: Depending on the flap position, EGPWS warnings

may sound. If necessary, inhibit EGPWS by pulling
its circuit breaker (J8).
Note: If flap indication on EICAS is not available, use flap
position marks on the wing.
SPEED BRAKE LEVER DISAGREE

SPBK LVR DISAGREE
♦ Speed Brake Lever ................................................. CLOSE

LOSS OF PITCH OR ROLL COMMAND

CONDITION: Pitch or roll commands are not effective.
If loss of command by one pilot is total or partial:
♦ Command will be taken over by the other pilot.
If a subsequent jamming occurs:
♦ Affected Surface Disconnection Handle ............. PULL
If the failure persists:
♦ Control the aircraft using rudder, trims, aileron and
asymmetric thrust, as required.
♦ Avoid landing at airports with anticipated turbulence or
crosswind.
REV. 6, 01 MAY 2008 A-65

Volume 5

DISCONNECTION
LIGHT on Control Stand: (amber)
ELEV DISC
or
AIL DISC
CONDITION: One control column or control wheel moves inde-

pendently of the other.
♦ Affected Surface Disconnection Handle ....................PULL
Note: Since aileron artificial feel unit is installed in the
copilot’s side, avoid use of pilot’s control wheel when
aileron is disconnected.
END OF PROCEDURE
AILERON ARTIFICIAL FEEL INOPERATIVE

CONDITION: Control wheel input becomes light and does not
center itself.
♦ Airspeed ................................................BELOW 200 KIAS
♦ Do not make sudden and large aileron inputs.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-66

RUDDER ARTIFICIAL FEEL INOPERATIVE

CONDITION: Rudder pedals become extremely light and do not
center by themselves. Yaw trim does not operate properly,
although its pictorial indicates normal condition.
If failure persists:
- Expect greater rudder pedal force.
- Both pilots should act together to control the airplane, if
required.
- Consider the use of aileron to help in yaw control, and
asymmetric thrust to trim the airplane.
- Avoid landing at airports with anticipated turbulence or
crosswind.
ASYMMETRIC RUDDER OPERATION

CONDITION: Rudder pedals require more effort to be moved to
one side than the other. Also, the rudder and yaw trim com-
mands provide different results for both sides.
♦ Rudder System 2 ........................................................ OFF
♦ Rudder System 2..................................................... ON
Note: The remainder of the flight should be made with both
rudder systems operational, which provides better
rudder performance than in mechanical reversion
mode.
REV. 4, 13 AUG 2005 A-67

Volume 5
FLAP LOW ACTUATION SPEED

FLAP LOW SPEED
♦ Anticipate flap actuation.
END OF PROCEDURE
GUST LOCK FAILURE

Annunciator Light: (amber) (if installed)
GUST LOCK
On Ground:
♦ Do not take off.
In Flight:
♦ Do not push control column full Nose Down.
♦ Avoid flying in turbulent air conditions.
♦ Consider diversion.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-68

L. AIR CONDITIONING, PNEUMATICS AND

PRESSURIZATION
BLEED LOW TEMPERATURE

BLD 1 (2) LOW TEMP
INDICATION: Pointer on MFD may be out of view or indication

may be amber.
If temperature indication on MFD (ECS and Pneumatic Page) is in
the green range or the pointer is out of view:
♦ Monitor the bleed temperature.
If the pointer on MFD indicates low temperature (white range):
♦ Associated Thrust Lever .................................... ADVANCE
- Adjust associated Thrust Lever until the message
disappears or until the pointer of the failed side reaches the
green range or the remaining pointer.
If the message persists or if the MFD is not available:
♦ Associated Bleed .................................................... CLOSE
♦ Altitude.......................... MAX 25,000 FT, MINIMUM MEA

Note: Ice Detection Override Knob must be set to ALL at
least 2 minutes after exiting icing conditions or after
ICE CONDITION advisory message has
disappeared.
REV. 4, 13 AUG 2005 A-69

Volume 5
HIGH STAGE VALVE FAILURE

HS VLV 1 (2) FAIL
♦ Monitor bleed temperature.

If the bleed temperature is too high:
♦ BLEED OVERTEMPERATURE
If the bleed temperature is too low:
♦ BLEED LOW TEMPERATURE

END OF PROCEDURE
BLEED VALVE FAILURE

BLD VLV 1 (2) FAIL
If BLD 2 VLV CLSD message is also displayed on the EICAS:

♦ Crossbleed ................................................................OPEN
♦ Altitude...........................MAX 25,000 FT, MINIMUM MEA
If BLD 1 VLV CLSD message is also displayed on the EICAS:
If APU is not serviceable:
♦ Crossbleed ..........................................................OPEN
♦ Altitude ....................MAX 25,000 FT, MINIMUM MEA
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 A-70

If APU is serviceable:
♦ Crossbleed ....................................................... CLOSE
♦ APU ..................................................................START
♦ APU Bleed.......................................................... OPEN

If BLD 1 (2) VLV CLSD message is not displayed on the EICAS:

♦ Monitor the system for the remainder of the flight.
CAUTION: Do not fly in icing conditions.
BLEED VALVE CLOSED

BLD 1 (2) VLV CLSD
If required and situation permitting:

♦ Associated Pack ......................................... OFF THEN ON
♦ Associated Bleed ...................................................... OPEN
If it is not possible to open bleed valve:
♦ BLEED VALVE FAILURE
REV. 6, 01 MAY 2008 A-71

Volume 5
APU BLEED VALVE FAIL

APU BLD VLV FAIL

If valve failed closed:
♦ Engine Bleed .............................................. AS REQUIRED
If valve failed open and a duct leak exists (OPEN annunciation in
the APU Bleed Button and BLD APU LEAK message displayed):
♦ APU ................................................................SHUTDOWN
END OF PROCEDURE
CROSSBLEED FAILURE
CROSS BLD FAIL

If the valve has failed open, associated with a duct leakage or
engine over temperature:
♦ Both Engine Bleeds .................................................CLOSE
♦ APU Bleed ...............................................................CLOSE
♦ Icing Conditions ...............................................EXIT/AVOID
END OF PROCEDURE
CROSSBLEED SELECTED OFF

CROSS BLD SW OFF

♦ Crossbleed Knob .......................................................AUTO
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-72

CROSSBLEED OPEN
CROSS BLD OPEN
If not in icing conditions:

♦ Crossbleed Knob ............................ CLOSED THEN AUTO
If message persists:
♦ Crossbleed Knob................................................ OPEN
♦ Monitor the system for the remainder of flight
RAM AIR VALVE FAILURE

RAM AIR VLV FAIL
♦ Air Conditioning System .................................... MONITOR

If the PACK 1 (2) OVLD or PACK 1 (2) OVHT caution message
appears:
♦ Associated Pack ......................................................... OFF
♦ Altitude............................. MAX 25,000FT, MINIMUM MEA
If both packs have been shut off:
♦ Pressurization Manual Controller................AS REQUIRED
If necessary:
♦ Pressurization Manual Controller..........................FULL UP
Note: At least one bleed source, engines or APU, must be
kept open.
REV. 4, 13 AUG 2005 A-73

Volume 5
PACK OVERLOAD
PACK 1 (2) OVLD
♦ Associated Temperature & Mode Selector.....12 O’CLOCK

♦ Associated Pack ........................................ OFF, THEN ON
♦ Associated Pack ...........................................................OFF
♦ Altitude................. MAXIMUM 25,000 FT, MINIMUM MEA
♦ Associated Engine Bleed...........................................OPEN
♦ Pressurization Mode Selector......................................MAN
♦ Pressurization Manual Controller ............... AS REQUIRED
If required:
♦ Pressurization Manual Controller ......................... FULL UP
kept open.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-74

PACK OVERHEAT
PACK 1 (2) OVHT
♦ Associated Temperature and

Mode Selector.......................................AUTO/FULL COLD
♦ Cabin Temperature........................................... MONITOR
♦ Associated Pack ..................................................... RESET
If message remains:
♦ Associated Temperature and
Mode Selector ...........................MANUAL/FULL COLD
♦ Cabin Temperature ..................................... MONITOR
♦ Associated Pack............................................... RESET
♦ Associated Pack ............................................. OFF
♦ Altitude ......MAXIMUM 25,000 FT, MINIMUM MEA
♦ Altitude ......... MEA or 10,000 FT. (whichever is higher)
♦ Pressurization Mode Selector .............................. MAN
♦ Pressurization Manual Controller .........AS REQUIRED
If required:
♦ Pressurization Manual Controller.............FULL UP

kept open.
REV. 4, 13 AUG 2005 A-75

Volume 5
PACK VALVE FAILURE

PACK 1 (2) VLV FAIL
If valve failed closed (pack valve closed advisory message is on):

♦ Altitude...........................MAX. 25,000 FT, MINIMUM MEA
If valve failed open and it is necessary to turn off associated air
conditioning system:
♦ Crossbleed ..............................................................CLOSE
♦ Associated Bleed.....................................................CLOSE
♦ APU Bleed (if left pack failed)..................................CLOSE
♦ Altitude...........................MAX. 25,000 FT, MINIMUM MEA


♦ Pressurization Mode Selector......................................MAN
♦ Pressurization Manual Controller ............... AS REQUIRED
If required:
♦ Pressurization Manual Controller ......................... FULL UP

kept open.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-76

PACK VALVE CLOSED

PACK 1 (2) VLV CLSD
If required and situation permitting:

♦ Associated Pack ........................................ OFF, THEN ON
If it is not possible to open pack valve:
♦ Altitude........................... MAX. 25,000 FT, MINIMUM MEA
If both packs are closed:
♦ Altitude.................. MEA or 10,000 FT, whichever is higher
PRESSURIZATION AUTOMATIC SYSTEM

FAILURE / CABIN DEPRESSURIZATION
PRESN AUTO FAIL
(may be presented)
INDICATION: Abnormal cabin altitude indications (amber col-

ored). Differential pressure indication on EICAS may become red
or amber.
♦ Pressurization Manual Controller................... 11O’CLOCK
POSITION
♦ Pressurization Manual Controller................AS REQUIRED.
If unsuccessful:
♦ Altitude ......... MEA or 10,000 FT. (whichever is higher)
♦ Pressurization Manual Controller ............ FULL DOWN
♦ Pressurization Mode Selector ............................ AUTO
♦ Pressurization Dump Button............................. PRESS
REV. 4, 13 AUG 2005 A-77

Volume 5
ELECTRONIC BAY OVERTEMPERATURE

ELEKBAY OVTEMP
♦ Redundant Systems and Equipment

unessential for the present phase of flight....................OFF
The following equipment is installed in the forward electronic
compartment:
- ADC
- Transponder Mode S
- Integrated Communication Unit
- Aural Warning Computer
- FMS
- AHRS
- Passenger Address
- Integrated Navigation Unit
- Inverters
- Dimmers
- Backup Battery
♦ Maintain a cross-check between main and standby instruments.
In case a disagreement arises:
♦ Assume the main instruments indication is unreliable.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-78

LOSS OF PRESSURIZATION INDICATION

Use the remaining indications to maintain cabin altitude below
10,000 FT, according to the table below:
CABIN ALTITUDE DIFFERENTIAL
AIRPLANE ALTITUDE (ft)
(ft) PRESSURE (psi)
10,000 300 4.4
11,000 500 4.7
12,000 700 5.0
13,000 900 5.2
14,000 1,100 5.5
15,000 1,300 5.7
16,000 1,500 5.9
17,000 1,700 6.1
18,000 1,900 6.3
19,000 2,200 6.5
20,000 2,400 6.7
21,000 2,700 6.8
22,000 2,900 7.0
23,000 3,200 7.1
24,000 3,400 7.2
25,000 3,800 7.3
26,000 4,100 7.4
27,000 4,400 7.5
28,000 4,700 7.6
29,000 5,000 7.6
30,000 5,400 7.7
31,000 5,700 7.7
32,000 6,100 7.7
33,000 6,500 7.7
34,000 6,800 7.8
35,000 7,200 7.8
36,000 7,600 7.8
37,000 8,000 7.8
REV. 6, 01 MAY 2008 A-79

Volume 5
M. ICE PROTECTION SYSTEM
WING ANTI-ICING FAILURE

ICE COND-A/I INOP
WG 1 (2) A/ICE FAIL
or
WG A/ICE FAIL
MASTER WARNING and MASTER CAUTION LIGHTS
♦ Ice Detection Override Knob ........................................ ALL

♦ Thrust Levers..................................................... ADVANCE
♦ Wing Anti-Icing Button .............................................CYCLE
♦ Wing Anti-Icing Button ..................................................OFF
After exiting icing conditions:
♦ Ice Detection Override Knob .....................................AUTO
♦ Maximum Bank Angle.................................................... 30º
♦ Minimum Airspeed for Flaps up or 9º ................190 KIAS
If in icing conditions or if there is any uncertainty as to whether
the wing surfaces are clear of ice prior to approach and landing,
proceed:
♦ Landing configuration:
- Flaps .......................................................................... 22º
- Airspeed ............................................. VREF 45+ 30 KIAS
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-80

STABILIZER ANTI-ICING FAILURE

ICE COND-A/I INOP
STAB A/ICE FAIL
♦ Ice Detection Override Knob......................................... ALL

♦ Stabilizer Anti-Icing Button...................................... CYCLE
♦ Stabilizer Anti-Icing Button.......................................... OFF
After exiting icing conditions:
♦ Maximum Bank Angle.................................................... 30o
♦ Minimum Airspeed for Flaps up or 9º ................. 190 KIAS
- Flaps .......................................................................... 22º
- Airspeed............................................. VREF 45+ 15 KIAS
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-81

Volume 5
If associated with Wing Anti-Icing System failure and if in icing

conditions or if there is any uncertainty as to whether the wing
surfaces are clear of ice prior to approach and landing, proceed:
- Flaps ...................................................................... 22º
- Airspeed ........................................ VREF 45+ 30 KIAS
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-82

ENGINE ANTI-ICING FAILURE

ICE COND-A/I INOP
ENG 1 (2) A/ICE FAIL

If message persists:
If message still persists:
♦ Engine Air Inlet Anti-Icing Button...................... CYCLE
If message still persists:
♦ Icing Conditions ................................. AVOID/EXIT
Two minutes after exiting icing conditions:
♦ Ice Detection Override Knob........................ AUTO
Note: Ice Detection Override Knob must be set to ALL for
at least 2 minutes after exiting icing conditions or
after ICE CONDITION advisory message has
disappeared. In such condition, caution message
NO ICE-A/I ON may be presented, and must be
disregarded.
♦ Engine Vibration ................................................ MONITOR
If vibration increases:
♦ Advance thrust levers, one at a time, to obtain 60% N1
minimum for 5 seconds, and then return to the former setting.
If vibration increases to unacceptable values or engine
parameters indicate abnormal values:
♦ Exit icing conditions.
REV. 4, 13 AUG 2005 A-83

Volume 5
ANTI-ICING LOW CAPACITY

ICE COND-A/I INOP
A/ICE LOW CAPACITY

♦ Thrust Lever ...................................................... ADVANCE
- Advance Thrust Lever to at least 55% N1 and wait for 5
seconds.
If the message still persists and the Wing and/or Stabilizer Anti-
Icing System message is presented, then:
♦ Associated Wing and/or Stabilizer Anti-Icing
Failure Procedure(s)
[page A-80] or [page A-81] ................................PERFORM
END OF PROCEDURE
ENGINE ANTI-ICING OVERPRESSURE

ENG A/ICE OVERPRES
♦ Continue the flight.
END OF PROCEDURE

CAUTION: EXIT OR AVOID ICING CONDITIONS.
♦ Crossbleed ................................................................OPEN
♦ Altitude... MEA or BELOW 15,000 FT (whichever is higher)
Above 15,000 ft:
- Anti-icing system performance decreases.
CONTINUE NEXT PAGE
REV. 6, 01 MAY 2008 A-84

If it is not possible to descend below 15,000 ft, failure mes-

sages may be presented. In this case:
♦ Exit icing conditions.
♦ Refer to the appropriate approach and landing procedure.
Below 15,000 ft:
If an anti-icing system failure message is presented:
♦ Refer to the associated ANTI-ICING SYSTEM FAILURE
Procedure [page A-80] thru [page A-87].
WING ANTI-ICE ASYMMETRY

ICE COND-A/I INOP
WG A/ICE ASYMETRY
♦ Wing Anti-Icing............................................................. OFF

♦ Maximum Bank Angle.................................................... 30°
♦ Minimum Airspeed for Flaps up or 9° .................. 190 KIAS
With Wing Anti-Icing System inoperative in icing conditions or if
there is any uncertainty as to whether the wing surfaces are clear
of ice prior to approach and landing, proceed:
- Flaps .......................................................................... 22°
- Airspeed.............................................VREF45 + 30 KIAS
DISTANCE, MULTIPLY THE UNFACTORED
REV. 6, 01 MAY 2008 A-85

Volume 5
ANTI-ICING ON WITHOUT ICING CONDITIONS

NO ICE-A/ICE ON
♦ Ice Detection Override Knob .....................................AUTO

♦ Check the overhead panel and turn off all unnecessary anti-icing
systems.
If the message persists and is associated with Wing or Stabilizer
Anti-Icing System:
♦ Altitude............................MAX. 25,000 FT, MINIMUM MEA
♦ APU ......................................................................... START
♦ APU Bleed .................................................................OPEN
♦ Crossbleed ................................................................OPEN
♦ Engine Bleeds .........................................................CLOSE
END OF PROCEDURE
ANTI-ICING SWITCH OFF

A/ICE SW OFF
♦ Turn on all anti-icing system buttons.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-86

ICE DETECTOR FAIL

ICE DET 1 (2) FAIL
or
ICE DETECTORS FAIL
both with
♦ Use visual cues (ice accretion on windshield and windshield

wipers) and temperature criteria to determine whether icing
conditions exist.
When flying in icing conditions:
After positively exiting icing conditions:
Note: Icing conditions may exist inflight when Total Air

Temperature (TAT) is 10°C or below and visible
moisture in any form is present (such as clouds, fog
with visibility of one mile or less, rain, snow, sleet,
and ice crystals).
Note: Ice Detection Override Knob must be kept at ALL for
at least 2 minutes after exiting icing conditions or
after ICE CONDITION advisory message has
disappeared. In such condition, caution message
NO ICE-A/ICE ON may be presented, and must be
disregarded.
REV. 4, 13 AUG 2005 A-87

Volume 5
WINDSHIELD HEATING FAILURE

W/S 1 (2) HEAT FAIL
♦ Associated Windshield Heating ....................................OFF

If the message disappears:
♦ System may be turned on again after 15 seconds.
If message persists or re-occurs after system was turned on:
♦ Continue normal flight.
Note: After landing, prepare for loss of systems supplied by
the electrical source associated with the failed
windshield heating.
For Windshield 2 failure, after landing proceed:
♦ Shed Buses ................................................................. OFF
For Windshield 1 failure, after landing proceed:
♦ Bus Ties........................................................................OFF
If both windshield heatings fail and windshields become
impaired:
♦ Refer to IMPAIRED OR CRACKED WINDSHIELD Procedure
[page A-112].
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-88

PITOT SENSORS HEATING FAILURE

PITOT 1 (2, 3) INOP
Information on the instruments supplied by the affected system may

be unreliable.
♦ Cross-check and do not use the affected system if a disagreement
is found.
If the Pitot 3 is the affected one:
- Standby instruments and pressurization system may be
affected.
If necessary:
♦ ADC Button (Reversionary Panel) .......................... PRESS
AOA SENSOR HEATING FAILURE

AOA 1 (2) HEAT INOP
♦ Maintain airspeed according to the following:

UP VREF45+25 KIAS
9º VREF45+5 KIAS
18º VREF45+5 KIAS
22º VREF45+5 KIAS
45º VREF45
REV. 4, 13 AUG 2005 A-89

Volume 5
TAT SENSORS HEATING FAILURE

TAT HEAT INOP
TAS and SAT Indication may be unreliable.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-90

N. OXYGEN
OXYGEN LOW PRESSURE

OXYGEN LO PRESS
INDICATION: Oxygen pressure may become red or amber.

OXYGEN LEAKAGE
CONDITION: Evidence of oxygen leakage through the crew
mask, mask hose, flow indictor (blinker), or oxygen line.
♦ No Smoking Sign ........................................................... ON
If leakage is verified in the crew mask, mask hose, or flow indica-
tor:
♦ Stowage Box Doors ................................................ CLOSE
♦ Test and Shutoff Sliding Control .........................ACTUATE
♦ Oxygen pressure .................................................... CHECK
♦ Altitude........................................................AS REQUIRED
If oxygen pressure is below minimum oxygen pressure for
dispatch:
♦ Descend to below 10,000 FT or minimum altitude for terrain
clearance.
♦ The pilot of the affected side should use the crew portable
oxygen cylinder, if necessary.
If oxygen leakage is verified in the oxygen line:
♦ Oxygen Cylinder Shutoff Valve.................................... OFF
REV. 4, 13 AUG 2005 A-91

Volume 5
O. NAVIGATION
FLIGHT DATA RECORDER FAILURE

DFDR FAIL
END OF PROCEDURE
FDAU FAIL
FDAU FAIL
♦ Report to the maintenance personnel for dispatchability analysis.
END OF PROCEDURE
IC OVERHEAT
IC 1 (2) OVERHEAT
♦ Turn off the associated IC by pulling its circuit breaker (C3 or D32).
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-92

IC FAILURE / IC BUS FAILURE

IC BUS FAIL
(may be presented)
The following features will be inoperative:

- EICAS messages miscompare monitoring,
- Takeoff speeds synchronization,
- Check List Display synchronization, and
- Flight Director mode synchronization.
♦ SG Button (Affected Side) ...................................... PRESS
Note: In case of IC 1 failure, the PIT TRIM 1 (2) INOP
message may not be available.
IC AIR / GROUND CONDITION SIGNAL

INOPERATIVE
IC 1 (2) WOW INOP
REV. 4, 13 AUG 2005 A-93

Volume 5
IC’S CONFIGURATION MISMATCH

CHK IC CONFIG
or
CONFIG MISMATCH
END OF PROCEDURE
IC CONFIGURATION FAILURE
IC 1 (2) CONFIG FAIL
♦ Report to the maintenance personnel for dispatchability analysis.
END OF PROCEDURE
CHECK IC SOFTWARE
CHECK IC 1 (2) SW
♦ Do not takeoff.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-94

DISPLAY FAILURE
CHECK PFD 1 (2)
If PFD failed:
♦ Associated MFD Selector Knob................................... PFD
If EICAS failed:
♦ MFD Selector Knob (as required) .............................EICAS
If all main panel displays failed:
♦ Exit or avoid icing conditions.
♦ RMU............................................................AS REQUIRED
- Use RMU to access powerplant or navigation data.
REV. 4, 13 AUG 2005 A-95

Volume 5
DAU FAILURE
DAU 1 (2) A FAIL
with
or
DAU 1 (2) B FAIL
For DAU 1A FAIL caution message, proceed:

♦ DAU 1 Reversion........................................................... ON
Note: The following indications and messages will not be
available:
Indications:
Engine 1 oil (temperature, pressure and level), Battery 1
temperature, fuel tank temperature, roll trim position,
cabin temperature, Bleed 1 Temperature.
Messages:
BLEED 1 OVTEMP, E1 FUEL LO TEMP, FUEL TANK
LO TEMP.
For DAU 2 A FAIL caution message, proceed:
♦ DAU 2 Reversion.......................................................... ON
Note: The following indications and messages will not be
available:
Indications:
Engine 2 oil (temperature, pressure and level) Battery 2
Temperature, Hydraulic quantity 1 and 2, yaw trim
position, cockpit temperature, Bleed 2 temperature.
Messages:
BLEED 2 OVTEMP, E2 FUEL LO TEMP, HYD 1 LO
QTY, HYD 2 LO QTY.
CONTINUE NEXT PAGE
REV. 4, 13 AUG 2005 A-96

If both channels of DAU 1 have failed, the messages and indica-

tions associated with the following systems will not be available:
All messages and indications:
- Oxygen, Steering, Pressurization, Landing Gear, Roll
Trim, and the message EMERG LIGHT NOT ARMED.
Some messages and indications:
- Doors, Stall Protection, Electrical, Fire Protection, Fuel,
APU, Power Plant, Thrust Reverser, Flap, Spoiler, Brakes,
Air Conditioning, Ice and Rain Protection, Hydraulic.
If both channels of DAU 2 have failed, the messages and indica-
tions associated with the following systems will not be available:
All messages and indications:
- Smoke, Hydraulic, Rudder, Yaw Trim.
Some messages and indications:
- Doors, Stall Protection, Electrical, Fire Protection, Fuel,
APU, Power Plant, Thrust Reverser, Flap, Spoiler, Brakes,
Air Conditioning, Ice and Rain Protection.
For DAU 1 (2) B FAIL advisory message:
REV. 4, 13 AUG 2005 A-97

Volume 5
DAU MISCOMPARE
DAU 1-2 ENG MISCOMP
or
DAU 1-2 SYS MISCOMP
or
DAU 1-2 WRN MISCOMP
♦ Associated DAU Reversion ........................................... ON

Note: For each miscompare message and each side,
check the following parameters before and after the
reversion:
Engine: N1, N2, ITT
System: Battery voltage and temperature, takeoff
temperature, hydraulic pressure, oxygen
pressure.
Warning: all warning messages, if any.
END OF PROCEDURE
DAU AIRPLANE ID MISCOMPARE

DAU AC ID MISCOMP
♦ Do not takeoff.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-98

MESSAGE MISCOMPARISON
CAS MSG on PFD
♦ Verify which message is being presented on EICAS.
♦ Copilot’s MFD Selector Knob....................................EICAS
♦ Compare the messages displayed on the copilot’s MFD with the
ones presented on the EICAS to check which is the discrepant
message.
♦ Analyze the situation to check whether the discrepant message is
spurious or not, and take the appropriate corrective action.
CHECKLIST MISMATCH
CHECKLIST MISMATCH
♦ Do not use Checklist Display.
IC FAN FAILURE
IC 1 (2) FAN FAIL
An overheat condition may arise in the associated IC. In this

case, turn the IC off:
♦ Respective circuit breaker (C3 or D32)...................... PULL
DISPLAY FAN FAILURE

DU 1 (2, 3, 4, 5) FAN FAIL
An overheat condition may arise in the associated display. In this

case, it will be shut down automatically.
♦ Use reversionary capabilities.
REV. 6, 01 MAY 2008 A-99

Volume 5
DAU REVERSION
DAU 1 (2) REVERSION
If the reversionary condition is not required:

♦ Associated DAU Reversionary Button.....................PRESS
END OF PROCEDURE
CENTRAL MAINTENANCE COMPUTER

FAILURE
CMC FAIL
END OF PROCEDURE
AHRS ALIGNMENT FAULT

AHRS 1 (2) ALN FAULT
♦ Check and reenter present position.

If necessary:
♦ Reenter present position once again.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-100

AHRS OVERHEAT
AHRS 1 (2) OVERHEAT
AHRS data is valid for 30 minutes after failure.

♦ Use standby indicators for reference.
AHRS FAIL
AHRS 1 (2) FAIL
♦ Associated AHRS Reversionary Button.................. PRESS

Note: The Autopilot is not available.
AHRS ALIGNMENT
AHRS 1 (2) ALN
This message is normally presented during alignment phase. No

action is required.
AHRS EXCESSIVE MOTION

AHRS 1 (2) EXC MOTION
♦ Make sure the airplane is completely stationary.

- The AHRS will restart a full alignment 30 seconds after the
motion is stopped.
REV. 4, 13 AUG 2005 A-101

Volume 5
AHRS BASIC MODE

AHRS 1 (2) BASIC MODE
Affected AHRS is reverted to the basic mode due to the TAS sig-
nal lost.
END OF PROCEDURE
AHRS ATTITUDE MODE

AHRS 1 (2) ATT MODE
♦ Associated AHRS Reversionary Button ..................PRESS

If cross-side AHRS is not available:
♦ Maintain wings level and constant airspeed until AHRS 1 (2) ALN
message is no longer displayed and the attitude is recovered
(approximately 20 seconds).
CAUTION: ATTITUDE OUTPUTS ARE NOT AS ACCURATE AS
IN THE NORMAL OPERATIONAL MODE.
CAUTION: AHRS MAGENTIC HEADING IS NOT AVAILABLE.
Note: The autopilot is not available while AHRS 1 (2) ALN
is being displayed.
END OF PROCEDURE
AHRS ON BATTERY
AHRS 1 (2) ON BATT
Associated AHRS will operate for 40 minutes.
END OF PROCEDURE
REV. 6, 01 MAY 2008 A-102

AHRS NO MAGNETIC HEADING

AHRS 1 (2) NO MAG HDG
♦ Magnetic Heading................................................... ENTER
AHRS NO PRESENT POSITION

AHRS 1 (2) NO PPOS
♦ Present Position...................................................... ENTER
RADIO ALTIMETER FAIL

RAD ALT 1 (2) FAIL
or
RAD ALT FAIL
If one Radio altimeter is lost (RAD ALT 1 (2) FAIL is presented):

♦ Automatic reversion ............................................CONFIRM
- Automatic reversion may be confirmed through the RA1 (2)
amber annunciator presented on both PFDs. In this case
the CAT II logic is assured.
If both Radio Altimeters are lost (RAD ALT FAIL is presented):
♦ Do not perform CAT II approaches.
If already performing a CAT II approach procedure:
♦ MISSED APPROACH Procedure ..................... PERFORM
- Perform a normal MISSED APPROACH Procedure,
unless the approach is continued under visual conditions
and the airplane position and attitude assure a safe
landing.
REV. 4, 13 AUG 2005 A-103

Volume 5
HONEYWELL FMS NAVIGATION

PERFORMANCE DEGRADED
♦ Verify airplane position by using VOR/DME information (enroute
and terminal operations) or other sources as appropriate
(oceanic).
In case of FMS entering in Dead Reckoning Mode and EGPWS is
installed:
♦ EGPWS TERRAIN SYS OVRD Button ...................PRESS
- The Terrain Awareness Alerting and Display functions on
MFD will be inhibited. This will not affect the basic GPWS
functions (modes 1 to 7)
If the FMS is restored after a period of inadequacy:
♦ EGPWS TERRAIN SYS OVRD Button ..................PRESS
- The Terrain Awareness will be enabled.
Note: The DEGRADE annunciator indicates that the FMS

cannot guarantee that the accuracy of the system
meets the requirements for the current phase of
flight.
END OF PROCEDURE
HONEYWELL FMS IN DEAD RECKONING

MODE
During periods of dead reckoning:
♦ Refer to HONEYWELL FMS NAVIGATION PERFORMANCE
DEGRADED Procedure [page A-104].
Note: The FMS will continue to provide the best estimate of

airplane position based on airspeed and heading
inputs, but it cannot guarantee the required accuracy
for any of the flight phases. The pilot should cross
check position with other navaids, station overfly or
visually.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-104

UNIVERSAL FMS IN DEAD RECKONING MODE

♦ Verify airplane position by using VOR/DME information (enroute
and terminal operations) or other sources as appropriate
(oceanic).
In case both FMS entering in Dead Reckonong Mode and EGPWS
is installed:
♦ EGPWS TERRAIN SYS OVRD Button................... PRESS
- The Terrain Awareness Alerting and Display functions on
MFD will be inhibited. This will not affect the basic GPWS
functions (modes 1 to 7)
If one FMS is restored after a period of inadequacy:
♦ EGPWS TERRAIN SYS OVRD Button................... PRESS
- The Terrain Awareness will be enabled.
Note: The FMS will continue to provide the best estimate of

airplane position based on airspeed and heading
inputs, but it cannot guarantee the required accuracy
for any of the flight phases. The pilot should cross
check position with other navaids, station overfly or
visually.
INTEG ANNUNCIATOR ON
INTEG
♦ Discontinue the use of FMS whenever using the GPS source

solely.
If possible and feasible:
♦ Select an alternate source of navigation.
REV. 4, 13 AUG 2005 A-105

Volume 5
NAV / FLIGHT INSTRUMENTS FAILURE

ANNUNCIATOR
LOCATION ACTION
/FAILURE
Use cross-side attitude by pressing the
ATT FAIL (red) AHRS button on associated reversionary
panel or use standby attitude indicator.
Use cross-side airspeed by pressing the
“X” (red) over IAS ADC button on associated reversionary
tape panel or use standby airspeed indicator.
“X” (red) over Use cross-side altitude by pressing the ADC
altitude tape button on associated reversionary panel or
use standby altimeter.
“X” (red) over Select another sensor.
course scale
Use cross-side vertical speed by pressing
VS (red) the ADC button on associated reversionary
PFD panel
Compare data with Standby Indicator. For
ROL, PIT, ATT, altitude compare the PFD altimeters setting
IAS, or ALT also. If required, use cross-side data by
(amber) pressing the appropriate button on associ-
ated reversionary panel.
Compare both radio altimeter indications. If
RA (amber) required, consider only the lower indication
Otherwise, disregard Radio Altitude.
Radio altimeter automatic reversion has
RA1 (2) (amber) occurred. No action is required.
PFD or EICAS Use the MFD Knob to present the required
Blank or “X” (red) information on MFD.
Use cross-side heading by pressing the
AHRS button on associated reversionary
HDG FAIL (red) panel or use RMU or standby attitude indi-
PFD cator.
MFD Compare data with the Magnetic Com-
pass. After identifying the failed side, use
HDG (amber) cross-side data by pressing the AHRS but-
ton on associated reversionary panel.
MENU INOP MFD Report to the maintenance personnel.
(amber)
REV. 4, 13 AUG 2005 A-106

ANNUNCIATOR
LOCATION ACTION
/FAILURE
Press the CAGE push button in order to
recover attitude indication. Caging the ISIS
in flight will result in loss of attitude indica-
ATT: CAGE tion for up to 10 seconds and the amber
(amber) message ATT 10s will be presented during
ISIS this time. Until attitude indication is avail-
able again use the primary indication
source.
ATT, ALT, SPD, Use the primary indication source. Report to
M, HDG (red) the maintenance personnel.
REV. 4, 13 AUG 2005 A-107

Volume 5
P. AUTOPILOT
AUTOPILOT TRIM FAILED

AUTO TRIM FAIL
♦ Control Column............................................HOLD FIRMLY

♦ Pitch Trim ................................................... AS REQUIRED
- Trim the airplane.
♦ Autopilot...................................................... AS REQUIRED
END OF PROCEDURE
STABILIZER OUT OF TRIM

AP ELEV MISTRIM
CONDITION: Autopilot is engaged and pitch servo is holding

force.
♦ Control Column............................................HOLD FIRMLY
♦ PITCH TRIM .............................................. AS REQUIRED
- Trim the airplane.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-108

FD LATERAL MODE FAILURE

LATERAL MODE OFF
The Flight Director has been reverted to the basic roll mode.
♦ At crew discretion, re-select the affected Flight Director or select
the other.
Note: For some EICAS versions this message will be

presented if the crew turns the Flight Director off. In
this case, the message must be disregarded.
FD VERTICAL MODE FAILURE

VERTICAL MODE OFF
♦ At crew discretion, re-select the affected Flight Director or select

the other.
Note: For some EICAS versions this message will be

presented if the crew turns the Flight Director off. In
this case, the message must be disregarded.
REV. 4, 13 AUG 2005 A-109

Volume 5
YAW DAMPER FAILURE

YAW DAMPER FAIL
♦ Yaw Damper.................................................. DISENGAGE

♦ Autopilot may be reengaged at pilot’s discretion.
If after reengagement the failure persists:
♦ Continue the flight with autopilot disengaged.
END OF PROCEDURE
AILERON OUT OF TRIM

AP AIL MISTRIM
CONDITION: Autopilot is engaged and aileron servo is holding

force.
If the message is displayed more than 10 seconds, proceed:
♦ Control Wheel..............................................HOLD FIRMLY
♦ Roll Trim ..................................................... AS REQUIRED
- Return the airplane to an in-trim condition, by trimming in
the direction as requested by the EICAS indication.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-110

Q. MISCELLANEOUS
BIRD IMPACT
Against windshield:
♦ IMPAIRED OR CRACKED WINDSHIELD
Procedure [page A-112]........................................... APPLY
Against leading edge (wing or tail) or fuselage:
Maneuverability may be reduced.
If necessary:
♦ Associated WING or STABILIZER
ANTI-ICING FAILURE Procedure
[page A-80] or [page A-81] ...............................APPLY
At a safe altitude:
♦ CONTROLLABILITY CHECK .................... PERFORM
- Check the flight controls and aircraft handling step-by-
step from the normal airspeed regime down to landing
reference speed in the landing configuration.
- Define a safe configuration and VREF for approach and
landing.
- The use of a greater VREF will cause the landing
distance to increase.
Against engine:
If necessary:
Procedure [page A-29] ......................................APPLY
REV. 4, 13 AUG 2005 A-111

Volume 5
IMPAIRED OR CRACKED WINDSHIELD

If only the outer layer (glass) is cracked:
♦ No action is required.
If not, proceed as follows:
♦ Cockpit Door............................................................CLOSE
♦ Altitude.......MEA or below 10,000 FT (whichever is higher)
♦ Cabin ΔP = 1 psi...........................................................SET
Note: Pressurization Manual Controller must be used to

reach and maintain cabin altitude steady while
descending.

♦ Smoke Goggles ...........................................................DON
In case both windshields are impaired:
♦ Cabin (below 10,000 ft) ...........................DEPRESSURIZE
♦ Airspeed .................MAXIMUM 140 KIAS, MINIMUM VREF
♦ Check no loose objects in the cockpit.
If necessary:
♦ Direct Vision Window (Side Window) .................. REMOVE
♦ Landing must be made by looking through Direct Vision Window.
Note: Intercommunication will be impossible with window

removed.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-112

OVERWEIGHT LANDING
Before touchdown:
♦ Rate of descent............................. MAXIMUM 300 FT/MIN
♦ Touch the runway surface smoothly.
♦ Reduce the engine thrust only after the touchdown.
After stopping:
♦ Maintenance Personnel ....................................... REPORT
STRUCTURAL DAMAGE
On evidence of structural damage:
♦ Airspeed under Turbulence ................... BELOW 200 KIAS
♦ Load Factor.................................................... BELOW 2.0g
♦ Aileron and Rudder Deflection....................... BELOW 30%
If fuselage is damaged:
♦ Altitude.. MEA or BELOW 10,000 FT. (whichever is higher)
♦ Cabin ...................................................... DEPRESSURIZE
When landing:
♦ Rate of Descent ...........................LESS THAN 300 FT/MIN
REV. 6, 01 MAY 2008 A-113

Volume 5
LANDING BELOW -40ºC

Before touchdown:
♦ Rate of Descent...........................LESS THAN 300 FT/MIN
After Landing:
END OF PROCEDURE
SENTRY ONE - VIDEO SURVEILLANCE SYSTEM

If complete removal of Video Surveillance System power is
required, the following procedure applies:
♦ Select the Video Surveillance System (Cockpit Video Sys.)
master switch to OFF.
END OF PROCEDURE
REV. 4, 13 AUG 2005 A-114

Volume 5
Chapter 6
Abnormal Procedures

A. Engine Start Abort
The FADEC will not shut down the start sequence automatically
for an over-temperature during start. For this reason, the Captain
must keep one hand on the START/RUN/STOP switch during all
starts.
Abort the engine start by completing the Memory Items and
ABNORMAL ENGINE START checklist for any of the reasons
listed in the abnormal checklist.
B. Hung Start
If a hung start occurs, abort the start following the approved pro-
cedures. Start the opposite engine if not yet running. Consider
starting the affected engine with a different air source.
C. Engine Dry Motoring
If another start is to be attempted, the Engine Dry Motoring proce-
dure [page A-28] must be performed for at least 30 seconds after
an aborted start in which fuel was introduced to ensure that no
unburned fuel remains in the combustion chamber and/or reduce
residual ITT prior to attempting another start.
REV. 4, 13 AUG 2005 6-1

Volume 5
REV. 4, 13 AUG 2005 6-2

Section 2 Takeoff Emergencies
Volume 5
A. Rejected Takeoff / Abort
The decision to reject or to continue a takeoff cannot be consid-
ered lightly. Statistics indicate that the success of a rejected take-
off becomes less probable as airspeed increases. As the airplane
approaches V1, acceleration is 3 to 5 knots per second. Even if
an engine fails, the airplane will continue to accelerate until posi-
tive action is taken to stop its movement.
Both pilots will continuously monitor the takeoff process until the
airplane is committed to flight. Any warning or abnormality prior to
reaching V1 is cause for a rejected takeoff.
Prior to V1, ANY warning or caution message commands an abort.
Either crew member who recognizes a problem, will call "Abort,
Abort, Abort".
The PF will immediately retard thrust levers to idle, apply maxi-
mum braking, maintain directional control with rudder pedal steer-
ing, and if required maximum reverse thrust. This will be followed
with the applicable emergency and/or abnormal checklists.
Note: When runway surfaces have less than good braking
action, steering may become ineffective. If nose wheel
skidding occurs, reduce steering input. Apply maximum
reverse and make maximum use of brakes to stop the
airplane. Be prepared to decrease or go out of reverse
if the airplane begins veering to one side.
REV. 4, 13 AUG 2005 6-3

Volume 5
1. Alert Inhibits on Takeoff
An inhibition logic is provided to prevent nuisance messages
from being displayed during the critical takeoff phase. The
inhibition logic functions as follows:
Takeoff from the point when the aircraft accelerates past
V1-15 knots to the point where the Radio Altimeter senses
greater than 400 feet AGL.
The following alerts are NOT inhibited during takeoff:
a. Warnings (RED)
- APU FIRE
- ATTCS FAIL
- BATT 1 (2) OVTEMP
- GPWS
- ELEC ESS XFR FAIL
- ENG 1(2) FIRE
- LG/LEVER DISAGREE
- NO TAKEOFF CONFIG
- SPS 1 (2) INOP
b. Cautions (AMBER)
- A/ICE LOW CAPACITY
- BRAKE OVERHEAT
- ENG A/ICE OVERPRES
- GPWS INOP
- LATERAL MODE OFF
- LG AIR/GND FAIL
- PTRIM CPT SW FAIL
- PTRIM F/O SW FAIL
- PTRIM BKP SW FAIL
- SPS ADVANCED
- STICK PUSHER FAIL
- VERTICAL MODE OFF
- WG A/ICE ASYMETRY
- WG A/ICE FAIL
- WINDSHEAR INOP
REV. 6, 01 MAY 2008 6-4

Volume 5
2. Precautions following a Rejected Takeoff/Abort
Following a maximum effort abort (any combination of high
speed, high gross weight, maximum braking) the thermal
fuses in the main wheel assemblies may melt causing a
controlled deflation of the tire(s), rather than an explosive
blowout.
After a maximum effort abort where maximum wheel braking
was applied, consider the following procedures:
a. Taxi clear of the runway, if possible.
b. Inform dispatch and maintenance.
c. Always approach the main gear with caution, and never
directly from the side.
d. Avoid spraying an extinguisher directly on a hot inflated
tire/brake/wheel assembly.
WARNING: Do not continue takeoff after deployment of thrust
reversers during a rejected takeoff.
3. Required Checklists and Flows
After a rejected takeoff, the flight crew must complete the
following checklists and flows to ensure the condition leading
to the rejected takeoff has been cleared.
a. Rejected Takeoff Checklist
b. Associated Abnormal or Emergency Checklist
c. AFTER LANDING FLOWS
The following checklists must be performed before a second

takeoff attempt
a. AFTER START CHECK
b. BEFORE TAKEOFF CHECK
c. LINE-UP CHECK
REV. 6, 01 MAY 2008 6-5

Volume 5
4. Rejected Takeoff/Abort - Actions and Callouts
Event PF PM
Abnormal Indi- • Either crewmember will call out the abort.
cation during “ABORT, ABORT, ABORT”
Takeoff Roll • Maintain directional control. • Hold control yoke forward,
before V1 • Thrust Levers IDLE or MAX and appropriate crosswind
REVERSE. correction.
• Simultaneously apply maxi- • Notify ATC as soon as practi-
mum braking. cal.
Aircraft able to • Clear runway. • Communicate with the Cabin
exit the as soon as practical.
runway under
own power
When clear of • CA, FO: Accomplish the Rejected Takeoff checklist, all appli-
runway cable emergency/abnormal Checklist(s) and After Landing
Flows.
Note: If FO is PF during the ABORT, the CA must take control
of the aircraft prior to leaving the runway.
Note: Before a second takeoff attempt, perform the "After
Start”, "Before Takeoff", and "Line-up" checks to ensure
proper aircraft configuration.
Note: Ensure that brake temperature is within limits.
OR
Event CA FO
Aircraft stopped • Order EMERGENCY EVAC- • Notify ATC as soon as practi-
on the runway UATION if appropriate, cal.
• Communicate with the Cabin
• OR as soon as practical.
• Call for applicable emer- • Accomplish Checklists as

gency or abnormal check- required.
list(s).
REV. 6, 01 MAY 2008 6-6

Volume 5
5. Rejected Takeoff Profile
REV. 4, 13 AUG 2005 6-7

Volume 5
REV. 4, 13 AUG 2005 6-8

Volume 5
B. Takeoff with Engine Failure, Flaps 9º
1. Procedure
Upon recognition of an engine failure either pilot calls out
"Power loss". The PF maintains directional control, the PM
ensures that ATTCS has triggered and states “Thrust
Checked”.
Correct thrust is indicated when the following occurs:
- ALT T/O-1 triggers to T/O-1,
or
- T/O triggers to T/O RSV.
All checklists will be held until reaching at least 1500 feet AGL.
The engine failure must be confirmed and acknowledged by
both flight crew members. A similar confirmation will occur
before a Thrust Lever or Start / Stop Selector is moved.
Following rotation with an engine failure, the landing gear is
retracted at 35 feet AGL when a positive rate of climb has
been established. The PF will maintain aircraft directional
control and airspeed of V2.
At Acceleration Altitude, the PM will call “Acceleration
Altitude”. The aircraft pitch attitude must be reduced to
achieve level flight for acceleration. The PF calls “Altitude
Hold”, which is accomplished by the PM. As the aircraft
accelerates through V2 + 15 knots, the PM will call “V2 + 15”.
The PF will call “Flaps Up” and the PM will retract the flaps to
the zero position. Bank angles must be limited to 15° if a turn
is necessary below acceleration altitude.
Upon reaching VFS, the PM will call out, "VFS", the PF
increases aircraft pitch attitude to maintain the final segment
airspeed and requests “Speed Hold”.
REV. 6, 01 MAY 2008 6-9

Volume 5
At 1500 feet AGL, the PM will call out “1500” and the PF will
call for "Max Continuous Thrust", and “TAKEOFF WITH
ENGINE FAILURE ABOVE V1, FLAPS 9” checklist. The PM
will ensure the thrust lever of the operating engine is in the
thrust set position and press the CON pushbutton on the
thrust rating panel. The PM will then respond with the
TAKEOFF WITH ENGINE FAILURE ABOVE V1, FLAPS 9
checklist [page E-27] and associated emergency/abnormal
checklists. At level off altitude, accomplish the CLIMB
CHECK.
As time permits, the PM will notify ATC and the Flight
Attendant of the nature of the emergency.
Note: Both crewmembers must be continuously aware of the
possible need to crossfeed fuel.
Note: Consider the possibility for an airstart.
REV. 4, 13 AUG 2005 6-10

Volume 5
2.Takeoff with Engine Failure, Flaps 9º - Actions and
Callouts
Event PF PM
Abnormal • Either crewmember that recognizes an engine failure will
Engine Indica- make the call.
tion at or after V1
“POWER LOSS”
• Continue Takeoff Roll. • Verify rated thrust.
• Maintain directional con- “THRUST CHECKED”
trol.
At VR “ROTATE”
• Smoothly rotate to FD.
Positive Climb • Accelerate to V2. * Positive vertical speed on the
Indication VSI and 35 feet AGL on altime-
ter.
• Visually verify positive “POSITIVE RATE”
rate.
“GEAR UP”
• Climb at V2 until Acceler- • Select GEAR HANDLE - UP.
ation Altitude.
• Maintain Runway Head-
ing.
Acceleration “ACCELERATION ALTITUDE”
Altitude “ALTITUDE HOLD”
• Decrease pitch attitude. • Select ALT on FGC.
• Accelerate to VFS.
At V2 + 15 Knots “V2 +15”
“FLAPS UP”
• Select Flaps - UP
At VFS “VFS”
“SPEED HOLD” • Select SPD on FGC.
• Increase pitch to maintain
VFS.
• Climb at VFS.
• LO BNK off as required. • Turn off LO BNK as required.
REV. 6, 01 MAY 2008 6-11

Volume 5
Event PF PM
Above 1500 Feet “1500”
AGL “SET MAX CONTINUOUS • Select CON on the thrust rating
THRUST” panel.
“TAKEOFF WITH ENGINE • Complete TAKEOFF WITH
FAILURE ABOVE V1, ENGINE FAILURE ABOVE V1,
FLAPS 9 CHECKLIST” FLAPS 9º checklist and associ-
ated emergency/abnormal
checklist.
Level off “CLIMB CHECK” • Perform CLIMB CHECK.
REV. 4, 13 AUG 2005 6-12

1500
Takeoff with
SET MAX CONTINUOUS
Engine Failure, Flaps 9q THRUST,
TAKEOFF WITH ENGINE
FAILURE ABOVE V1,
FLAPS 9 CHECKLIST
Volume 5
POSITIVE RATE
V2 + 15
GEAR UP CLIMB CHECK
REV. 6, 01 MAY 2008

Either Crewmember VFS
FLAPS UP
POWER LOSS
SPEED HOLD
ALTITUDE HOLD
PM
THRUST
CHECKED
* Level Off
* 1500 ft AGL
PM PM PM
x Select Flaps – Up x Set maximum continuous x Perform
Normal Takeoff thrust (CON) Climb Check
PF
Procedures x Perform Takeoff with
x Climb at V2 PM Engine Failure Above V1,
Either Crewmember
Flaps 9º Checklist
* Engine Failure x Select SPD
PM
PF
x Verify rated x Notify ATC
thrust x Decrease Pitch Attitude
x Notify Flight Attendant as soon as
x Accelerate to VFS practicable
3. Takeoff with Engine Failure, Flaps 9º - Profile
x Perform Climb Check

* Positive rate PM x Use Engine Failure, One Engine Inoperative
observed on VSI x Select ALT on FGC Approach and Landing , or One Engine
and 35 feet AGL Inoperative Go-Around Checklist for
minimum remainder of flight
x Be aware of possible need for crossfeed
PM
x Gear handle – UP
6-13
Volume 5
C. Takeoff with Engine Failure, Flaps 18º/22º
1. Procedure
Upon recognition of an engine failure either pilot calls out
"Power loss". The PF maintains directional control, the PM
ensures that ATTCS has triggered and states “Thrust
Checked”.
Correct thrust is indicated when the following occurs:
- T/O triggers to T/O RSV.

All checklists will be held until reaching at least 1500 feet AGL.
The engine failure must be confirmed and acknowledged by
both flight crew members. A similar confirmation should occur
before a Thrust Lever or Start / Stop Selector is moved.
Following rotation with an engine failure, the landing gear is
retracted at 35 feet AGL when a positive rate of climb has
been established. The PF will maintain aircraft directional
control and airspeed of V2.
At Acceleration Altitude, the PM will call “Acceleration
Altitude”. The aircraft pitch attitude must be reduced to
achieve level flight for acceleration. The PF calls “Altitude
Hold”, which is accomplished by the PM. As the aircraft
accelerates through V2 + 10 knots, the PM calls “V2 + 10”, the
PF calls “Flaps 9”, and the PM will retract the flaps to 9. Upon
reaching V2 + 30 knots, the PM calls “V2 + 30”, the PF calls
“Flaps Up” and the PM will retract the flaps to the zero
position. Bank angles must be limited to 15° if a turn is
necessary below acceleration altitude.
Upon reaching VFS, the PM will call out, "VFS", the PF
increases aircraft pitch attitude to maintain the final segment
airspeed and requests “Speed Hold”.
REV. 6, 01 MAY 2008 6-14

Volume 5
At 1500 feet AGL, the PM will call out “1500“ and the PF will
call for "Max Continuous Thrust", and “TAKEOFF WITH
ENGINE FAILURE ABOVE V1, FLAPS 18º/22º” checklist.
The PM should ensure the thrust lever of the operating engine
is in the thrust set position and press the CON pushbutton on
the thrust rating panel. The PM should then respond with the
TAKEOFF WITH ENGINE FAILURE ABOVE V1, FLAPS 18º/
22º checklist [page E-28] and associated emergency/
abnormal checklists. At level off altitude, accomplish the
CLIMB CHECK.
As time permits, the PM will notify ATC and the Flight
Attendant of the nature of the emergency.
Note: Both crewmembers must be continuously aware of the
possible need to crossfeed fuel.
Note: Consider the possibility for an airstart.
REV. 4, 13 AUG 2005 6-15

Volume 5
2. Takeoff with Engine Failure, Flaps 18º/22º - Actions and
Callouts
Event PF PM
Abnormal • Either crewmember that recognizes an engine failure will make the
Engine call.
Indication “POWER LOSS”
at or after • Continue Takeoff Roll. • Verify rated thrust.
V1 • Maintain directional control. “THRUST CHECKED”
At VR “ROTATE”
• Smoothly rotate to FD.
Positive • Accelerate to V2. * Positive vertical speed on the VSI
Climb and 35 feet AGL on altimeter.
• Visually verify positive rate.
“GEAR UP” • Select GEAR HANDLE - UP.
• Climb at V2 until Acceleration
Altitude.
• Maintain Runway Heading.
Accelera- “ACCELERATION ALTITUDE”
tion “ALTITUDE HOLD”
Altitude • Decrease pitch attitude. • Select ALT on FGC.
• Accelerate to VFS.
At V2 + 10 “V2 +10”
Knots “FLAPS 9” • Select Flaps - 9º
At V2 + 30 “V2 +30”
Knots “FLAPS UP” • Select Flaps - UP
At VFS “VFS”
“SPEED HOLD” • Select SPD on FGC.
• Increase pitch to maintain VFS.
• Climb at VFS.
• LO BNK off as required. • Turn LO BNK off as required.
Above 1500 “1500”
Feet AGL “SET MAX CONTINUOUS • Select CON on the thrust rating
THRUST” panel.
FAILURE ABOVE V1, FLAPS ENGINE FAILURE, FLAPS 18º/
18º/22º CHECKLIST” 22º checklist and associated
emergency/abnormal checklist.
REV. 6, 01 MAY 2008 6-16

Takeoff with 1500
Engine Failure, Flaps 18q/22q
SET MAX CONTINUOUS
THRUST,
TAKEOFF WITH ENGINE
FAILURE ABOVE V1,
Volume 5
POSITIVE RATE
FLAPS 18º/22º CHECKLIST
V2 + 30
GEAR UP V2 + 10
CLIMB CHECK
REV. 6, 01 MAY 2008

Either Crewmember VFS
FLAPS UP
ACCELERATION ALTITUDE FLAPS 9
POWER LOSS
SPEED HOLD
ALTITUDE HOLD
PM
THRUST
CHECKED
* Level Off
* 1500 ft AGL
PM PM PM
x Select Flaps – 9 x Select SPD x Perform Climb
Normal Takeoff PF Check at level-
Procedures PM off altitude
x Climb at V2 PM
Either Crewmember x Set maximum continuous
x Select Flaps – UP thrust (CON)
* Engine Failure
* Acceleration Altitude x Perform Takeoff with
Engine Failure Above V1,
PM
Flaps 18º/22º Checklist
PF
x Verify rated
x Decrease Pitch Attitude PM
thrust
x Accelerate to VFS x Notify ATC
x Notify Flight Attendant as soon as practicable
* Positive rate PM x Perform Climb Check
observed on VSI x Use Engine Failure, One Engine Inoperative Approach
x Select ALT on FGC
and 35 feet AGL and Landing , or One Engine Inoperative Go-Around
Checklist for remainder of flight
3. Takeoff with Engine Failure, Flaps 18º/22º - Profile
minimum
PM
x Gear handle – UP
6-17
Volume 5
REV. 4, 13 AUG 2005 6-18

Volume 5
D. Engine Failure associated with an Engine Fire Indication
1. Procedure
The procedure for engine failure associated with an engine
fire indication is essentially the same as for TAKEOFF WITH
ENGINE FAILURE except for additional memory items. The
additional engine fire memory items will be accomplished after
reaching VFS.
The fire bell may be silenced if desired. The engine fire should
be confirmed and acknowledged by both flight crew members.
A similar confirmation will occur before a Thrust Lever, Start/
Stop Selector, or Fire Handle, is moved.
As the final segment climb is established, the memory items
for an ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
will be completed.
At 1500 feet AGL, accomplish the TAKEOFF WITH ENGINE
FAILURE ABOVE V1, FLAPS 9 checklist [page E-27] or
FLAPS 18/22 [page E-28] and ENGINE FIRE, SEVERE
DAMAGE OR SEPARATION checklist [page E-19].
At level off, complete the CLIMB CHECK.
REV. 4, 13 AUG 2005 6-19

Volume 5
2. Engine Failure associated with an Engine Fire Indication
- Actions & Callouts
Event PF PM
Engine “VFS”
Fire, “SPEED HOLD” • Select SPD.
Failure or “IDENTIFY RIGHT (LEFT) • Both recheck Engine indications.
Severe ENGINE FIRE” “RIGHT (LEFT) ENGINE FIRE”
• Both recheck Engine indica-
Damage
tions.
Memory
“IDENTIFY RIGHT (LEFT) • Place hand on appropriate thrust
Items THRUST LEVER” lever and confirm.
“RIGHT (LEFT) THRUST LEVER”
• Confirm PM indicates cor-
rect Thrust lever.
“VERIFIED…IDLE” • Retard thrust lever back to idle.
“IDENTIFY RIGHT (LEFT) • Place hand on appropriate Start/
START/STOP SELECTOR” Stop Selector and confirm.
“RIGHT (LEFT) START/STOP
• Confirm PM indicates cor- SELECTOR”
rect Start/Stop Selector.
“VERIFIED…STOP” • Turn Start/Stop Selector OFF.
“IDENTIFY RIGHT (LEFT) • Place hand on appropriate Fire
FIRE HANDLE” Handle
“RIGHT (LEFT) FIRE HANDLE”
• Confirm PM indicates cor-
rect Fire Handle.
“VERIFIED...PULL, DO NOT
ROTATE” • Pull Fire Handle (do not rotate).
• Start Clock and time for 30 sec-
onds.
1500 Feet “1500”
AGL “SET MAX CONTINUOUS • Select CON on the thrust rating
THRUST” panel.
“TAKEOFF WITH ENGINE • Complete the TAKEOFF WITH
FAILURE CHECKLIST” ENGINE FAILURE checklist.
“ENGINE FIRE, SEVERE • Complete the ENGINE FIRE,
DAMAGE, OR SEPARATION SEVERE DAMAGE, OR SEPA-
CHECKLIST” RATION checklist.
REV. 4, 13 AUG 2005 6-20

IDENTIFY R/L ENGINE FIRE R/L ENGINE FIRE
Engine Failure IDENTIFY R/L THRUST LEVER R/L THRUST LEVER

associated with an
Engine Fire Indication VERIFIED…IDLE
Volume 5
IDENTIFY R/L START/STOP R/L START/STOP SELECTOR 1500

SELECTOR
Profile
REV. 5, 15 FEB 2006

SET MAX CONTINUOUS
THRUST
VERIFIED …STOP
TAKEOFF WITH ENGINE

IDENTIFY R/L FIRE HANDLE R/L FIRE HANDLE FAILURE CHECKLIST
ENGINE FIRE, SEVERE
DAMAGE, OR SEPARATION
VERIFIED…PULL DO NOT CHECKLIST
ROTATE
CLIMB CHECK
VFS
SPEED HOLD
* 1500 ft AGL * Level Off
PM x Select CON
Takeoff with
Engine Failure x Select SPD x Perform Takeoff with Engine Failure and
Procedure, Flaps Engine Fire, Severe Damage, or Separation x Perform
Checklists Climb Check
9º or 18º/22º
x Perform Memory Items for Engine Fire: x Notify ATC
PF calls for the item x Notify Flight Attendant as soon as
practicable
PM places hand on appropriate control
x Use One Engine Inoperative Approach and
PF calls for actions to be performed
Landing , or One Engine Inoperative Go-
Around Checklist for remainder of flight
3. Engine Failure associated with an Engine Fire Indication
6-21
Section 3 Inflight Emergencies
Volume 5
A. EICAS Abnormal or Emergency Crew Coordination - Actions
and Callouts
Event PF PM
EICAS Warning “IDENTIFY AND CANCEL” • Identifies the EICAS mes-
or Caution sage.
occurs • States message.
“_____”
• Cancels the Aural Warning or
Caution.
• Accomplishes the memory • Completes the checklist
items if applicable and/or called for by the PF.
calls for the appropriate
Emergency/Abnormal check-
list.
B. EICAS Advisory Crew Coordination - Actions and Callouts
Event PF PM
EICAS Advisory • Either pilot identifies the EICAS message.
occurs “_____”
• Calls for the appropriate • Completes the checklist
checklist. called for by the PF.
REV. 4, 13 AUG 2005 6-22

Volume 5
C. Inflight Engine Fire Crew Coordination - Actions and Callouts
Event PF PM
Engine “CANCEL THE BELL” • Cancels the fire bell.
Fire Indi- “IDENTIFY RIGHT (LEFT)
cations ENGINE FIRE”
• Both recheck Engine indications. • Both recheck Engine indications.
“RIGHT (LEFT) ENGINE FIRE”
“IDENTIFY RIGHT (LEFT) • Place hand on appropriate thrust
THRUST LEVER” lever and confirm.
“RIGHT (LEFT) THRUST LEVER”
• Confirm PM indicates correct
Thrust lever.
“VERIFIED…IDLE” • Retard thrust lever back to idle.
• Adjust power on remaining
engine as necessary to maintain
airspeed and altitude.
“IDENTIFY RIGHT (LEFT) START/ • Place hand on appropriate Start/
STOP SELECTOR” Stop Selector and confirm.
“RIGHT (LEFT) START/STOP
• Confirm PM indicates correct SELECTOR”
Start/Stop Selector.
“VERIFIED…STOP” • Turn Start/Stop Selector OFF.
“IDENTIFY RIGHT (LEFT) FIRE • Place hand on appropriate Fire
HANDLE” Handle
“RIGHT (LEFT) FIRE HANDLE”
• Confirm PM indicates correct
Fire Handle.
“VERIFIED...PULL, DO NOT
ROTATE” • Pull Fire Handle (do not rotate).
• Start Clock and time for 30 sec-
onds.
Memory “ENGINE FIRE, SEVERE DAM- • Complete ENGINE FIRE,
Items AGE OR SEPARATION CHECK- SEVERE DAMAGE OR SEPA-
Com- LIST.” RATION checklist.
pleted
REV. 4, 13 AUG 2005 6-23

Volume 5
D. Rapid Depressurization and/or Emergency Descent
(Maximum Rate)
Note: Recovery from an emergency descent should be made
to an altitude no lower than 10,000 feet AGL or MEA
whichever is higher.
To prevent making an unnecessary emergency descent, the air-
craft condition should be verified. If a rapidly rising cabin altitude
is brought under control, an emergency descent may not be
required.
Before initiating any emergency descent, the structural integrity of
the aircraft should be considered. If damage to the aircraft is sus-
pected, high maneuvering loads should be avoided and airspeeds
reduced.
To initiate an emergency descent (maximum rate), the appropriate
memory items should be completed. The aircraft should then be
rolled into a 30° bank and pitched down to an attitude that will
achieve a maximum descent while observing VLE (250 knots).
The level-off should be initiated at 2,000 feet above the desired
level-off altitude by reducing the pitch. At 1,000 feet above the
level-off altitude, the speedbrakes should be closed and the air-
craft slowed to below 200 knots before raising the gear.
The PF should configure the aircraft according to the checklist and
fly the aircraft. The PM should communicate with ATC, the flight
attendant, and passengers.
1. Rapid Depressurization
When a sustained or high rate of cabin pressurization loss
occurs and cannot be controlled, both crewmembers should
don oxygen masks simultaneously. The mask microphone
should be selected on the audio panel by each pilot and
communication between the crewmembers clearly
established.
REV. 4, 13 AUG 2005 6-24

Volume 5
2. Emergency Descent Profile
REV. 4, 13 AUG 2005 6-25

Volume 5
REV. 4, 13 AUG 2005 6-26

Section 4 Approach Abnormal & Emergency
Volume 5 Procedures
Section 4 Approach Abnormal & Emergency Procedures
A. Flaps 22º Approaches

1. Flaps 22º Limitations and Restrictions
Flaps 22º is an abnormal approach and landing configuration
and subject to limitations and restrictions.
- Flaps 22º is approved ONLY if the calculated VTGT
based on Flaps 45º VREF + WIND CORRECTION is 140 KIAS
or greater.
AND
- Regular scheduled airport (R).
- Available runway length equal to or greater than 7000 feet.
- Dry runway.
- No tailwind.
- No LAHSO.
- Straight-in approach only.
- Flaps 22º landing is prohibited if the aircraft is subject to
any system degradation that affect the stopping capability
of the aircraft.
Note: The Captain must file an Irregularity Report for every
Flaps 22º landing.
2. Procedure for calculating Flaps 22º Speeds
- extract VREF45 for planned landing weight
- add correction factors for wind and gust
- if resulting VTGT is less than 140 KIAS, continue with Flaps
45º landing
- if resulting VTGT is 140 KIAS or higher, use the Flaps 22º
landing speed chart located in Chapter 9 and continue with
Flaps 22º landing.
- For Flaps 22º landings, do not add the wind correction
factor.
REV. 6, 01 MAY 2008 6-27

Volume 5 Procedures
- Example:
1. Winds calm
• VREF45 128 KIAS Flaps 22º not
approved.
• VTGT 138 KIAS
EXAMPLES
2. Winds 10 G 16
• VREF45 128 KIAS Flaps 22º not
• Correction 11 knots approved.
• VTGT 139 KIAS
3. Winds 20 G 30
• VREF45 128 KIAS Flaps 22º
• Correction 15 knots maximum approved.
• VTGT 143 KIAS
3. ILS
(Flaps 22º)
be completed. While outbound, flaps 9º will be selected and
the aircraft slowed to 180 knots. The PF will call for, "Flaps 9"
and the PM will select flaps 9º after verifying airspeed within
limits.
When the glide-slope comes alive (no later than 2 miles from
the OM), the PF will call for, "Gear Down, Flaps 22, Landing
Check (to the line)." The PM will select gear down, flaps 22º
after verifying airspeed within limits, then verify gear down and
locked and flaps 22º indications on the EICAS. The PF will
make the appropriate thrust adjustments to begin slowing the
aircraft to VTGT. The PM will accomplish the LANDING
CHECK (TO THE LINE).
callouts. Upon reaching decision height, the PM will make
one of the following callouts:
- "Runway in sight ___ o'clock". The PF will make a
transition to visual conditions, call "Landing," and land.
- "Approach lights in sight, continue". The PF may continue
the approach to a height 100 feet above TDZ elevation.
REV. 6, 01 MAY 2008 6-28

Volume 5 Procedures
- "Minimums, Runway not in sight". The PF will immediately

execute a missed approach.
The PM will also make callouts for localizer and glide slope
deviations of more than 1/2 dot, airspeed deviations greater
than +10/-0 knots, and sink rates in excess of 1,000 feet per
minute.
A missed approach must be initiated if the approach is not
REV. 6, 01 MAY 2008 6-29

Volume 5 Procedures
a. Precision Approach Flaps 22º (ILS) Actions & Callouts

Event PF PM
Before Initial • APPROACH CHECK com-
Approach Fix plete.
• NAV Radios set. • NAV Radios identified.
IAF • Slow to 180 KIAS.
Outbound/ • N1 60% to 65%.
Downwind “FLAPS 9“. • Check airspeed indicator for
correct VFL9.
Inbound/ • N1 60% to 65%. move.
Base Leg “LOCALIZER ALIVE”.
• Intercept and track localizer.
Glide Slope * Glideslope needle begins to
Alive move.
(no later than 2 “GLIDESLOPE ALIVE”.
NM from OM) “GEAR DOWN, FLAPS 22, • Check airspeed indicator for
LANDING CHECK (TO THE correct VLG.
LINE)”. • Select GEAR - DOWN.
correct VFL22.
• Accomplish LANDING
CHECK to the line or to the
end if YD/AP are off.
Glideslope Cap- • Speed VTGT. • Ensure proper glideslope
tured capture.
“GLIDESLOPE CAPTURED”
tude in the Altitude Pre-
select.
• Speed VTGT. “MARKER INBOUND”.

• Verify OM crossing altitude. Verify OM crossing altitude.
1000 Feet above “1000 TO DA”.
REV. 6, 01 MAY 2008 6-30

Volume 5 Procedures
Event PF PM
100 Ft above DA “100 TO DA”.
Arrival at DA, “MINIMUMS, ____IN SIGHT,
Runway • Yaw Damper/Auto Pilot - Off CONTINUE”.
Environment (No later than 200 feet AGL).
in sight “CONTINUING”.
• Continue instrument scan.
• Continue approach to 100
feet above TDZE.
“LANDING”. ____O'CLOCK”.
• Transition from Instrument to
Visual scan. • Monitor approach.
• Slow to VREF. “LANDING CHECK COM-
PLETE”.
• Call:
1000 ft/min.
localizer.
tude.
REV. 6, 01 MAY 2008 6-31

Volume 5 Procedures
Continue with Action & Callouts for Landing - OR -

Event PF PM
Arrival at DA, “MINIMUMS - RUNWAY NOT
Runway envi- IN SIGHT.”
ronment NOT in “MISSED APPROACH”.
sight • Advance Thrust Levers to
Thrust Set.
around button.
• Check thrust.
(10° without FD).
“THRUST SET”.

- OR -
Event PF PM
100 Feet above “RUNWAY NOT IN SIGHT.”
TDZE, Runway
NOT in sight “MISSED APPROACH”.
Thrust Set.
around button.
• Check thrust.
(10° without FD).
“THRUST SET”.
REV. 6, 01 MAY 2008 6-32

FLAPS 9
Precision Approach
2.) IAF Outbound/Downwind
x Slow to 180 KIAS
(Flaps 22º) x N1 60% to 65%
x Flaps - 9q
Volume 5
LOCALIZER ALIVE
IAF 1.) Before IAF
LOCALIZER x NAV Radios Set
CAPTURED
REV. 6, 01 MAY 2008

GLIDESLOPE ALIVE GLIDESLOPE CAPTURED
MARKER INBOUND MINIMUMS, ____ IN

GEAR DOWN RUNWAY IN SIGHT
SIGHT, CONTINUE
FLAPS 22 LANDING ___O’CLOCK
CHECK (TO THE LINE) 500 TO DA
1000 TO DA CLEARED TO LAND CONTINUING
LANDING
or
OM CLEARED TO LAND
NOT IN SIGHT
100 TO DA
* Glideslope Alive 4.) Glideslope MISSED APPROACH or
x Gear – Down x Speed VTGT
RUNWAY NOT IN SIGHT
x Flaps - 22q Missed Approach
x Perform Landing 5.) OM
x Identify Marker DA MISSED APPROACH
Check
x Start Timing
x Verify crossing altitude * 100 feet Missed Approach
* LOC Alive above DA
x Intercept and capture
6.) At DA
b. Precision Approach Profile (Flaps 22º)
Localizer * Glideslope captured

* LOC Captured x Set Missed Approach Altitude in the Altitude * No later than 200
x Insure proper Preselect feet AGL * 100 feet above TDZE
localizer capture x Ensure proper glideslope capture x YD/AP - Off
7.) Threshold
3.) Localizer Inbound/Base Leg x 50 feet AGL
x Speed 180 KIAS
x Speed VREF
x N1 60% to 65%
Procedures
6-33
Volume 5 Procedures
4. High Speed ILS (Flaps 22º)

This maneuver profile depicts the recommended procedure to
be followed when flying a high speed ILS approach to landing.
This approach profile is used when/if it becomes necessary to
maintain an above normal indicated airspeed during the
arrival phase of the approach.
Consideration of stabilized approach criteria, airspeed and
airspace limitations must be complied with.
be completed.
- While outbound, flaps 9º should be selected.
- When intercepting the glide slope or 2 NM from the OM,
the PF will call, "GEAR DOWN".
- At 200 knots or less the PF will call, "FLAPS 22", LANDING
CHECK (TO THE LINE)".
- If YD/AP is already OFF, complete the LANDING
CHECK at this time.
Airspeed control must be maintained to cross the runway
threshold at VREF and 50 ft. HAT.
REV. 6, 01 MAY 2008 6-34

High Speed ILS
(Flaps 22º)
Volume 5
OM
REV. 6, 01 MAY 2008

GEAR DOWN FLAPS 22
FLAPS 9 LANDING CHECK (TO THE LINE)
1.) Approximately 2 NM
from Glideslope Intercept
x Select Flaps - 9q
DA
2.) Intercepting Glideslope 3.) At 200 KIAS

a. High Speed ILS Profile (Flaps 22º)
x Select Gear down x Select Flaps - 22q

4.) At 1000 AGL
x Thrust levers idle x Perform Landing
x Stabilized Approach
Check
5.) Threshold
x 50 feet AGL
x Speed VREF
Procedures
6-35
Volume 5 Procedures
REV. 6, 01 MAY 2008 6-36

Volume 5 Procedures
5. Non-Precision Approach with a depicted FAF (Flaps 22º)

completed. While outbound or on downwind, flaps 9º should
be selected and the aircraft slowed to 180 knots. The PF will
call for, "Flaps 9" and the PM will select flaps 9º after verifying
airspeed within limits.
CAUTION: Stay within depicted procedure turn airspace.
When established inbound and prior to the FAF, the PF will
call for, "Gear Down, Flaps 22, Landing Check (to the line)."
The PM will select gear down, flaps 22º after verifying
airspeed within limits, then verify gear down and locked and
flaps 22º indications on the EICAS. The PF will make the
appropriate thrust adjustments to begin slowing the aircraft to
VTGT. The PM will accomplish the LANDING CHECK (TO
THE LINE).
callouts. Prior to or upon reaching the missed approach point,
the PM will make one of the following callouts if the airport
environment is in sight:
- "Approach lights in sight, continue". The PF acknowledges
with “Leaving MDA” and continue the approach to a height
100 feet above touchdown zone elevation.
- "Runway in sight ___o'clock". The PF will make a
transition to visual conditions, call, "Leaving MDA," and
land.
Upon reaching the missed approach point, the PM will make
the following callout if the airport environment is not in sight:
- "Missed Approach Point". The PF will confirm that the
MAP has been reached and immediately execute a missed
approach.
REV. 6, 01 MAY 2008 6-37

Volume 5 Procedures
When the runway is in sight and the aircraft is in a position

from which a normal descent and landing can be made, the
PF will call, "Leaving MDA." The final airspeed is VTGT until
200 feet AGL. Cross the runway threshold at 50 feet AGL and
VREF.
The PM will also make callouts for course deviations of more
than 1 dot, bearing deviations of more than 5 degrees,
airspeed deviations of greater than +10/-0 knots, and sink
rates in excess of 1,000 feet per minute.
A missed approach will be initiated if the approach is not
REV. 6, 01 MAY 2008 6-38

Volume 5 Procedures
a. Non-Precision Approach with depicted FAF

(Flaps 22º) Actions & Callouts
Event PF PM
correct VFL9.
Final Approach “COURSE ALIVE”.
Course Inbound • Intercept and track Inbound
Course. • Check airspeed indicator for
“GEAR DOWN, FLAPS 22, correct VLG.
LANDING CHECK (TO THE • Select GEAR - DOWN.
LINE)”. • Check airspeed indicator for
• Slowing to Speed VTGT. correct VFL22.
• N1 35% to 40%. • Select Flap - 22º.
* At VTGT. • Complete LANDING CHECK
• N1 60% to 62%. to the line or to the end if
YD/AP are off.
At Final • Identify FAF. • Identify FAF.
Approach Fix “FINAL APPROACH FIX”.
• Speed VTGT.
• Descent Rate approximately
1000 ft/min.


MDA
Descent Point.
REV. 6, 01 MAY 2008 6-39

Volume 5 Procedures
Event PF PM
environment O'CLOCK”.
in sight from “LEAVING MDA”.
MDA • Speed VTGT until 200 feet
AGL.
PLETE”.
Threshold • Speed VREF.

- OR -
Event PF PM
Missed • Both identify the MAP by tim- • Both identify the MAP by tim-
Approach Point, ing and/or DME. ing and/or DME.
sight RUNWAY NOT IN SIGHT”.
“MISSED APPROACH”.
Thrust Set.
around button.
“CHECK THRUST, FLAPS 9”. • Check thrust.
• Rotate to FD command bars • Select FLAPS - 9°.
(10° without FD). • Check EICAS for thrust set
“THRUST SET”.
Continue with Actions & Callouts for Missed Approach.
REV. 6, 01 MAY 2008 6-40

FLAPS 9

with depicted FAF (Flaps 22º) x Slow to 180 KIAS
x N1 60% to 65%
IAF 1.) Before IAF
Volume 5
FINAL APPROACH FIX x NAV Radios Set

COURSE ALIVE
1000 TO MDA
GEAR DOWN,
REV. 6, 01 MAY 2008

FLAPS 22 LANDING CHECK RUNWAY IN SIGHT ___O’CLOCK
(TO THE LINE) 500 TO
MDA 100 TO MDA LEAVING MDA
CLEARED
TO LAND
APPROACH LIGHTS LANDING CHECK COMPLETE
FAF IN SIGHT, CONTINUE
CLEARED
TO LAND MISSED APPROACH POINT,
(Flaps 22º) Profile
CONTINUING RUNWAY NOT IN SIGHT

3.) Final Approach Course
Inbound
MINIMUMS MISSED APPROACH
x Gear - Down
x Flaps 22q Missed Approach
x N1 35% to 40%
M MDA
x Perform Landing Check (to the line) 5.) FAF
x Slowing to VTGT x Identify FAF
* At VTGT 6.) At MDA
x Start Timing * ALTS mode captured
x N1 60% to 62%
x Speed VTGT x Set ASEL to Missed
x Descent Rate 1000 Approach Altitude
4.) Shortly prior FAF ft/min 7.) MISSED
x Set ASEL to MDA rounding up to APPROACH
nearest 100 ft x Speed VTGT to 200 ft AGL POINT
* 100 feet above MDA
x YD/AP – Off
b. Non-Precision Approach with depicted FAF
* Course Alive 8.) Threshold

x Intercept and capture course x 50 feet AGL
* Course Captured x Speed VREF
x Insure proper course capture
Procedures
6-41
Volume 5 Procedures
6. Visual Approaches (Flaps 22º)

completed.
Fly a visual approach with a standard traffic pattern or as
directed by ATC. Enter the traffic pattern at not less than
1,500 feet AFE at an airspeed of not more than 200 knots.
Once established on downwind, select flaps 9º and slow the
aircraft to 180 knots.
Abeam the touchdown point, lower the landing gear, select
flaps 22º, reduce airspeed to VTGT and complete the
LANDING CHECK. The aircraft will be stabilized in the final
approach configuration no less than 1000 feet AFE. The PM
will make the appropriate visual callouts.
Cross the runway threshold at 50 feet AGL and VREF.
Smoothly retard the thrust levers to idle and increase pitch by
2° to 3° in the flare for landing.
In a crosswind, use the crab method for drift correction on
final. Transition to a sideslip for touchdown with increased
control deflection as control effectiveness decreases.
REV. 6, 01 MAY 2008 6-42

Visual Approach Pattern (Flaps 22º) FLAPS 9
GEAR DOWN,
1.) Prior Entry
Volume 5
FLAPS 22
x Approach Check
LANDING CHECK Complete
x 250 KIAS maximum
REV. 6, 01 MAY 2008

x Slowing to VTGT 3.) Downwind 2.) Pattern Entry
x Speed 180 KIAS
CLEARED TO LAND x Speed 200 KIAS
x Flaps 9q
1000 FEET
CLEARED TO LAND CA
MY CONTROLS
FO
YOUR CONTROLS
If FO was PF
STABILIZED APPROACH
6.) Threshold
a. Visual Approach Profile (Flaps 22º)
8.) After Touchdown 9.) Rollout

* 50 feet AGL x Maintain directional control * Aircraft slowed to taxi speed
x Speed VREF x Brakes – Apply
x Thrust Reversers – as required CA
x Take Control of Thrust
Levers, Nosewheel Steering,
5.) Landing Assured 7.) Touchdown Rudder Pedals
x Speed VTGT x Speed VREF FO
x YD/AP – Off x Thrust levers – Idle
x Maintain forward pressure on
yoke and aileron into the wind
Procedures
6-43
Volume 5 Procedures
REV. 6, 01 MAY 2008 6-44

Volume 5 Procedures
B. Precision Approach - One Engine Inoperative

1. Checklists
Prior to each approach, the DESCENT CHECK will be
accomplished.
The ONE ENGINE INOPERATIVE APPROACH AND
LANDING checklist [page A-25] and the ONE ENGINE
INOPERATIVE GO-AROUND checklist [page A-25] will be
reviewed and the Landing Data & Speeds must be checked
and adjusted accordingly.
The APPROACH CHECK and the LANDING CHECK
checklist will be completed at the appropriate time.
2. Procedure
While outbound, Flaps 9º should be selected and the aircraft
slowed to 180 knots. The PF calls for, "Flaps 9" and the PM
will select flaps 9º after verifying airspeed within limits.
When the aircraft is 1 ½ dots below the Glide Slope, the PF
should call out, "Gear Down, Flaps 22, Landing Check." The
PM will select gear down and flaps 22º after verifying airspeed
within limits. The PM verifies gear down and locked and flaps
22º on the EICAS. The PM will then complete the Landing
Checklist using the challenge-do-verify method. The PF will
make the appropriate thrust adjustments to begin slowing the
aircraft to VTGT.
Note: VREF for single engine purposes is calculated by adding
10 knots to normal VREF Flap 45 speed (as stated in the
Emergency and Abnormal Section of the POH). Single
engine VTGT is calculated by adding 10 knots to single
engine VREF.
REV. 6, 01 MAY 2008 6-45

Volume 5 Procedures
3. Precision Approach - One Engine Inoperative - Action &

Callouts
Event PF PM
Before Initial • Abnormal and Emergency
Approach Fix Checklist for engine malfunc-
tion complete.
• One Engine Inoperative
Approach and Landing, and
Go-Around Checklists com-
plete.
• NAV Radios Set.
• Approach Check complete.
IAF Outbound / • Slow to 180 KIAS
Downwind • N1 70% to 80%.
“FLAPS 9” • Check airspeed indicator for
correct VFL9.
Inbound • N1 70% to 80%. move.
• Intercept and track localizer. “LOCALIZER ALIVE”
* Localizer is captured.
* Glideslope needle begins to
move.
“GLIDESLOPE ALIVE”
At 1 ½ Dots “1 ½ DOTS”
below “GEAR DOWN, FLAPS 22, • Check airspeed indicator for
Glideslope LANDING CHECK (TO THE correct VLG.
LINE)” • Select GEAR - DOWN.
correct VFL22.
YD/AP are off.
Glideslope Cap- • Speed slowing to adjusted • Ensure proper glideslope
tured VTGT. capture.
• N1 approximately 70%. “GLIDESLOPE CAPTURED”
REV. 6, 01 MAY 2008 6-46

Volume 5 Procedures
Event PF PM
.
• Speed VTGT. “MARKER INBOUND”
• Verify OM crossing altitude. • Verify OM crossing altitude.
1000 Feet above “1000 TO DA”
100 Feet above “100 TO DA”
DA
Arrival at DA, “MINIMUMS, _____ IN SIGHT,
Runway “CONTINUING” CONTINUE”
Environment • Continue approach to 100
in sight feet above TDZE.
____O'CLOCK”
“LANDING”
• Transition from Instrument to • Monitors approach.
Visual scan.
(No later than 200 feet AGL). PLETE”
• Slow to VREF. • Call:
- Sinkrate in excess of 1000
ft/min
localizer.
tude.
REV. 6, 01 MAY 2008 6-47

Volume 5 Procedures
- OR -
Event PF PM
Arrival at DA, “RUNWAY NOT IN SIGHT”
Runway envi- “MISSED APPROACH”
ronment NOT in
sight
Continue with Actions & Callouts for Missed Approach (One Engine
Inoperative).
- OR -
Event PF PM
100 Feet above “RUNWAY NOT IN SIGHT”
TDZE, Runway “MISSED APPROACH”
NOT in sight
Inoperative).
REV. 6, 01 MAY 2008 6-48

Precision Approach – One Engine Inoperative
FLAPS 9 2.) IAF Outbound/Downwind
x Slow to 180 KIAS
x N1 70% to 80%
1.) Before IAF
Volume 5
IAF x Approach Check complete

LOCALIZER ALIVE 1 ½ DOT
x Abnormal & Emergency Checklist
for engine malfunction complete
LOCALIZER GEAR DOWN, x NAV Radios Set
REV. 6, 01 MAY 2008

CAPTURED FLAPS 22,
LANDING CHECK
(TO THE LINE) LANDING CHECK COMPLETE
GLIDESLOPE
ALIVE MARKER INBOUND MINIMUMS, ____
500 TO DA
IN SIGHT, CONTINUE
CLEARED TO MINIMUMS CONTINUE
LAND
1000 TO DA
CONTINUING
CLEARED TO RUNWAY IN SIGHT
OM or ___O’CLOCK
LAND
NOT IN SIGHT LANDING
100 TO DA
* Glideslope Alive 4.) Glideslope
MISSED APPROACH or
x Speed slowing
to adjusted
5.) OM RUNWAY NOT IN SIGHT
x Identify Marker Missed Approach
* LOC Alive VTGT
x Start Timing DA
x Intercept and capture x N1 approx. 70% MISSED APPROACH
Localizer x Verify OM crossing
* LOC Captured altitude * 100 feet Missed Approach
x Insure proper above DA
6.) At DA
localizer capture
* 1 ½ Dot Below Glideslope
x Gear – Down * No later than 200
feet AGL * 100 feet above
x Flaps - 22q
3.) Localizer Inbound x YD/AP - Off TDZE
x Perform Landing Check (to the line)
x Speed 180 KIAS * Glideslope captured
x N1 70% to 80% x Set Missed Approach Altitude in the Altitude 7.) Threshold
Preselect x 50 feet AGL
4. Precision Approach - One Engine Inoperative - Profile
x Insure proper glideslope capture x Speed adjusted VREF

Procedures
6-49
Volume 5 Procedures
C. Non-Precision Approach - One Engine Inoperative

(with depicted FAF)
1. Checklists
Prior to each approach, the DESCENT CHECK will be
accomplished.
The ONE ENGINE INOPERATIVE APPROACH AND
LANDING checklist [page A-25] and the ONE ENGINE
INOPERATIVE GO-AROUND checklist [page A-25] will be
reviewed and the Landing Data & Speeds must be checked
and adjusted accordingly.
The APPROACH CHECK and the LANDING CHECK
checklist will be completed at the appropriate time.
2. Procedure
While outbound, flaps 9º should be selected and the aircraft
slowed to 180 knots. The PF calls for, "Flaps 9" and the PM
will select flaps 9º after verifying airspeed within limits.
When the aircraft is established inbound on the final approach
course and approximately 3 miles from the FAF the PF should
call out, "Gear Down, Flaps 22, Landing Check." The PM
should select gear down, flaps 22º after verifying airspeed
within limits. The PM should verify gear down and locked and
flaps 22º on the EICAS. The PM will then complete the
Landing Checklist using the challenge-do-verify method. The
PF will make the appropriate thrust adjustments to begin
slowing the aircraft to VTGT.
Note: VREF for single engine purposes is calculated by adding
10 knots to normal VREF flap 45 speed (as stated in the
Emergency and Abnormal Section of the POH). Single
engine VTGT is calculated by adding 10 knots to single
engine VREF.
REV. 6, 01 MAY 2008 6-50

Volume 5 Procedures
3. Non-Precision Approach - One Engine Inoperative -

Actions & Callouts
Event PF PM
“FLAPS 9” • Verify airspeed.
Approach “COURSE ALIVE”
Course Inbound • Intercept and track Approach
course.
• Speed not slower than
adjusted VTGT.
• N1 70% to 80%.
“GEAR DOWN, FLAPS 22,
LANDING CHECK (TO THE
LINE)”
correct VLG and VFL22.
• Select GEAR - DOWN.
YD/AP are off.
Shortly prior • Set ASEL to MDA rounding
crossing Final up to nearest 100 feet.
Approach Fix
At Final • Both identify FAF. • Both identify FAF.
Approach Fix “FINAL APPROACH FIX”
• Cross-check Radio Altitude
• Speed adjusted VTGT. with Published Crossing Alti-
• Descent rate 1000 ft/min. tude.
1000 Feet above “1000 TO MDA”
MDA· Landing Clearance received? Landing Clearance received?
100 Feet above “100 TO MDA”
MDA
REV. 6, 01 MAY 2008 6-51

Volume 5 Procedures
Event PF PM
Arrival at MDA • Arrive at MDA at the pub- “MINIMUMS”
Descent Point.
• Level Off at MDA (if neces-
sary). * ALTS mode captured.
• Set ASEL to first Missed
Approach Altitude.
Runway envi- “____ IN SIGHT”
ronment in Sight
“CONTINUING”
environment in O'CLOCK”
sight from MDA “LEAVING MINIMUMS”
• Speed adjusted VTGT to 200
feet AGL.
• Yaw Damper/Auto Pilot - Off. “LANDING CHECK COM-
PLETE”
• Call:
1000 ft/min.
localizer.
tude.
Threshold • Speed adjusted VREF.
- OR -
Event PF PM
Missed • Both identify the MAP by nav • Both identify the MAP by nav
Approach Point, aid, timing and/or DME. aid, timing and/or DME.
sight RUNWAY NOT IN SIGHT”
“MISSED APPROACH”
Inoperative).
REV. 6, 01 MAY 2008 6-52

Volume 5 Procedures
4. Non-Precision Approach - One Engine Inoperative -

Profile
REV. 6, 01 MAY 2008 6-53

Volume 5 Procedures
D. Non-Precision Approach - One Engine Inoperative

(without depicted FAF)
Configure the aircraft as described in the two-engine non-preci-
sion approach without FAF except for maintaining flaps 22º
instead of flaps 45º.
E. Approach and Landing with an Engine Failure
If the approach is being made with an engine inoperative, a higher
thrust setting will be required on the operative engine. Maneuver-
ing speeds will be the same as with both engines operative. How-
ever, flaps 22º will be used on final and the V-speeds will be
adjusted per the abnormal checklist.
F. Approach Pattern with Known Flap Malfunction
1. Procedure
If the approach is being made in a zero or nonstandard flap
configuration, 180 knots will be maintained until final. The
aircraft can then be slowed to the adjusted VTGT and VREF
speeds per the abnormal checklist for the flap malfunction.
REV. 6, 01 MAY 2008 6-54

Approach Pattern
with Known Flap Malfunction FLAPS 9
GEAR DOWN
Volume 5
LANDING CHECK
(TO THE LINE) 1.) Prior Entry
x Approach Check
Complete
REV. 6, 01 MAY 2008

x 250 KIAS maximum
x Maintain 180 KIAS 3.) Downwind 2.) Pattern Entry

until final x Speed 180 KIAS
CLEARED TO LAND x Speed 200 KIAS (180 KIAS min.)
x Flaps 9q and 22q
1000 FEET (if possible)
CLEARED TO LAND CA
MY CONTROLS
FO
YOUR CONTROLS
If FO was PF
STABILIZED APPROACH
6.) Threshold 8.) After Touchdown

* 50 feet AGL
9.) Rollout
x Thrust Levers – Idle
x Speed VREF x Maintain directional control
5.) Landing Assured x Thrust Levers – * Aircraft slowed to taxi speed
x Speed Adjusted VTGT x Brakes – Apply
retard to idle x Thrust Reversers – as required
x Complete Landing Checklist CA
x Take Control of Power
7.) Touchdown Levers, Nosewheel Steering,
Rudder Pedals
x Speed VREF
x Minimum flare required
Procedures
2. Approach Pattern with Known Flap Malfunction - Profile
6-55
Volume 5 Procedures
REV. 6, 01 MAY 2008 6-56

Volume 5 Procedures
G. Missed Approach - One Engine Inoperative

1. Procedure
In case of a missed approach/go-around, the PF will initiate
the maneuver by using the following steps simultaneously:
• Pressing the Quick Disconnect Button on the yoke
• Pressing the Go-around Button on either thrust lever
• Advancing the operative thrust lever to the THRUST SET
position
• Smoothly rotating to a 10º pitch up attitude
If an engine fails during the missed approach/go-around from
a two-engine approach, complete the TAKEOFF WITH
ENGINE FAILURE ABOVE V1, FLAPS 9 [page E-27] and
associated checklists followed by the CLIMB CHECK.
2. Missed Approach - One Engine Inoperative Action &
Callouts
Event PF PM
Missed “MISSED APPROACH”
Approach • Simultaneously
- Press Quick Disconnect
Button,
- Press either Go-around
button.
- Advance Operative
Engine Thrust Lever to
Max Thrust Position.
- Rotate to FD command
bars (10° without FD).
“CHECK THRUST, FLAPS 9” • Check thrust.
• Check EICAS for maximum
thrust and flaps 9° indication.
“THRUST SET”
Positive * Positive vertical speed on the
Climb VSI and 35 feet AGL minimum:
“GEAR UP” • Select GEAR HANDLE - UP.
• Climb at VGA9 minimum.
REV. 6, 01 MAY 2008 6-57

Volume 5 Procedures
Event PF PM
Acceleration “ACCELERATION ALTITUDE”
Altitude
(1000 FT “ALTITUDE HOLD” • Select ALT.
AGL or pub- • Accelerate to VFS.
lished) • Proceed on the published or
assigned Missed Approach.
At VGA9 “VGA9”
“FLAPS UP“ • Select FLAPS - UP.
At VFS “VFS”
“SPEED HOLD” • Select SPD.
• Adjust pitch to acquire
Enroute Climb Speed.
Above 1500 “1500”
Feet AGL “SET MAX CONTINUOUS • Select CON on the thrust rating
THRUST” panel.
FAILURE ABOVE V1, FLAPS ENGINE FAILURE ABOVE V1,
9 CHECKLIST” FLAPS 9º checklist and associ-
ated emergency/abnormal
checklist.
Level off “CLIMB CHECK” • Perform Climb Check.
REV. 6, 01 MAY 2008 6-58

Missed Approach/Rejected Landing
Volume 5
VGA9 CLIMB CHECK
REV. 6, 01 MAY 2008

FLAPS UP, CLIMB THRUST 1500 FEET
POSITIVE RATE
CHECK THRUST,
FLAPS 9
GEAR UP
MISSED APPROACH
THRUST SET
(GO-AROUND)
* 1500 Feet AGL
(1000 ft AGL) and VGA9 PM
* Positive rate observed
x Select Ice Detection
on VSI and 35 feet AGL
Normal Approach PF Override knob AUTO
PF minimum
Procedures x Reset packs if
x Execute published or assigned
x Climb at Speed no less PM necessary
Missed Approach
than VGA9 x Check Pressurization
PF x Gear handle – Up
x Advance TL’s to detent PM
PM * Level Off
x Simultaneously press x Select Flaps – Up
GA Button on TL x Select Flaps 9
x Depress CLB PM
x Rotate to V-bars x Check Thrust
x Select FGC as requested by PF.
(approximately 10q up) x Performs
x Reduce exterior lights
Climb Check
NOTE:
A Rejected Landing uses the same procedures but demands aggressive, precise action due
3. Missed Approach - One Engine Inoperative - Profile
to the close proximity to the ground. Arrest sink rate immediately. Retract the landing gear
only after no ground contact is assured.
Procedures
6-59
Volume 5 Procedures
REV. 6, 01 MAY 2008 6-60

Volume 5 (EGPWS) Caution/Warning Escape Maneuvers

(EGPWS) Caution/Warning Escape Maneuvers
The EGPWS warning is normally the flight crew's last opportunity
to avoid Controlled Flight Into Terrain (CFIT). Incidents and acci-
dents have occurred because flight crews have failed to make
timely and correct responses to the EGPWS warning. The avail-
able time has increased between initial warning and airplane
impact since the first version of the EGPWS; however, this time
should not be used to analyze the situation. React immediately.
With the early versions, there was as little as a five second warn-
ing, and none at all if the impact point was a relatively steep slope
of a mountain.
The following will be accomplished when a Ground Proximity Alert
Event occurs:
A. EGPWS CAUTION
When an EGPWS CAUTION occurs, adjust the airplane flight path
until the CAUTION alert ceases.
B. EGPWS WARNING
If an EGPWS WARNING occurs and unless operating in VMC
and/or the pilot determines, based on all available information,
that a turning maneuver is required in addition to the procedure
outlined below, then accomplish the following as the safest course
of action:
1. Disconnect the autopilot and set thrust levers to MAX position.
2. Rotate the airplane to increase pitch attitude to the highest
possible value.
3. When the stick shaker is encountered, reduce the pitch rate/
angle of attack to keep the shaker speed at a minimum.
4. Do not retract the flaps or landing gear until a safe climb-out is
assured.
5. Once the warning ceases resume the normal flight level
attitude.
CAUTION: The terrain display is intended to be used as a
situational tool only and may not provide the accuracy
and/or fidelity on which to solely base terrain avoidance
maneuvering decisions.
REV. 6, 01 MAY 2008 6-61

C. EGPWS Input Sources

1. Systems that monitor altitude, airspeed, attitude, glideslope,
and position are required for operation of the EGPWS.
Accelerations, angle-of-attack (AOA), and flap position are
required for the windshear function.
2. The EGPWS is fully active when the following systems are
powered and functioning normally:
a. EGPWS
b. Radio Altimeter
c. Air Data
d. ILS or glideslope receiver
e. AHRS, VG (attitude)
f. GPS, FMS
g. Landing gear
h. Stall warning or AOA (wind shear only)
i. Weather radar, EFIS, or a dedicated terrain display.
D. Use of the EGPWS
1. The EGPWS has a self-test capability that verifies and
indicates intended functions.
2. When a terrain warning/caution exists and the terrain is not
selected on the MFD, the terrain is automatically displayed on
the MFD with a range of 10 NM.
REV. 6, 01 MAY 2008 6-62

E. EGPWS Recovery
If a “PULL UP” or “TERRAIN, TERRAIN PULL UP” alert occurs at
night or in IMC, use the following maneuver:
Step PF PM
Thrust • Verify all actions have
Accomplished Simultaneously
“MAX THRUST” been completed and call

• Set max thrust out any omissions
Pitch • Monitor radio altimeter
and call out information
1 • Autopilot - disconnect
on flight path
• Roll wings level (e.g., “300 FEET,
• Rotate (3°/sec) to 15° pitch DESCENDING; 400
• Respect stick shaker/buffet FEET, CLIMBING,” etc.)
Configuration
• Speedbrakes - retract
2 • Call out the safe altitudea
• Do not alter gear/flap
(e.g., “MSA IS 3,400
configuration until terrain
FEET”)
clearance is assured
• Advise ATC
3 • Climb to safe altitude
After EGPWS Recovery
• Accomplish the
• Call for the ENHANCED
ENHANCED GROUND
GROUND PROXIMITY
4 PROXIMITY WARNING
WARNING emergency
emergency checklist.
checklist.
• Resume normal flight
a. This call is required.
REV. 6, 01 MAY 2008 6-63

F. Other EGPWS Alerts

Accomplish the following:
1. “TERRAIN, TERRAIN” - “TOO LOW TERRAIN”
Adjust the flight path or initiate a go around.
2. “CAUTION TERRAIN”
Adjust the flight path. Stop descent. Climb and/or turn as
necessary based on analysis of all available instruments and
information.
3. “SINK RATE” - “DON'T SINK”
Adjust pitch attitude and thrust to silence the alert.
4. “TOO LOW GEAR” or “TOO LOW Flaps”
Correct the configuration or perform a go around.
5. “GLIDE SLOPE”
Establish the aircraft on the glide slope or switch OFF the
G/S mode pushbutton if flight below the glide slope is
intentional.
REV. 6, 01 MAY 2008 6-64

Section 6 Traffic Alert and Collision Avoidance System
Volume 5 (TCAS) Operation
Section 6 Traffic Alert and Collision Avoidance System (TCAS)

Operation
A. Acquire Visual Contact
Even though a Traffic Alert and Collision Avoidance System
(TCAS) is installed in the airplane to aid in the detection of other
airplanes, "SEE AND AVOID" is still the primary means of collision
avoidance.
B. Traffic Advisory
The pilot must not initiate evasive maneuvers using information
from a traffic advisory (TA) or the TA voice message only. The TA
display and verbal advisory are intended for assistance in visually
locating the traffic.
C. Resolution Advisory
Compliance with TCAS resolution advisory (RA) IS REQUIRED
unless the pilot considers it unsafe to do so.
Follow TCAS commands immediately and advise ATC as soon as
possible. Maneuvers which are in the opposite direction of the RA
are extremely hazardous, especially RA's involving altitude cross-
ing, and are prohibited unless it is visually determined to be the
only means to assure safe separation.
After the TCAS RA clears, expeditiously return to the originally
assigned altitude and advise ATC.
The following actions and callouts are not a checklist, but rather
an emergency maneuver. Pilots are expected to be proficient in
the performance of these actions and maneuvers.
See GOM Chapter 7 for further reporting requirements.
REV. 6, 01 MAY 2008 6-65

Section 6 Traffic Alert and Collision Avoidance System
Volume 5 (TCAS) Operation
D. TCAS Warning Action and Callouts

Event PF PM
"TRAFFIC, • Initiate visual search for • Initiate visual search for
TRAFFIC” intruder aircraft. intruder aircraft.
• Be alert for possible Resolu- • Be alert for possible Resolu-
tion Alert (RA) command. tion Alert (RA) command.
• Continue to fly the aircraft. • Continue to monitor aircraft
parameters.
"MONITOR VER- • Monitor RA/VSI to ensure • Continue visual search for
TICAL SPEED” that red arc is avoided. intruder aircraft.
• This always requires a reduc- • Monitor RA/VSI to ensure
tion in vertical speed. Com- that red arc is avoided.
ply with RA commanded
vertical speed which in all
cases will be a reduction in
vertical speed to either 2000,
1000, 500, or 0 fpm.
• Continue to fly the aircraft.
"DESCEND, • Disconnect Autopilot. • Continue visual search for
DESCEND” • Thrust levers to Flight Idle or intruder aircraft.
as required. • Monitor RA/VSI to ensure
• Descend at the rate com- that red arc is avoided.
manded by the green fly-to • Notify ATC as soon as possi-
arc on the RA/VSI. ble.
• Continue to monitor aircraft
parameters and altitude.
"CLIMB, CLIMB" • Disconnect Autopilot. • Continue visual search for
• Thrust levers to MAX. intruder aircraft.
• Climb at the rate com- • Monitor RA/VSI to ensure
manded by the green fly-to that red arc is avoided.
arc on the RA/VSI. • Notify ATC as soon as possi-
ble.
• Continue to monitor aircraft
parameters and altitude.
WARNING: If in landing configuration, a normal go-around
procedure should be initiated.
WARNING: Always respect the stick shaker.
"CLEAR OF • Return promptly to last • Advise ATC when clear of
CONFLICT" assigned ATC clearance. conflict and of returning to
• Return to appropriate power last assigned altitude.
setting.
REV. 6, 01 MAY 2008 6-66

Section 7 Wake Turbulence
Volume 5
A. Recognition
1. An encounter with wake vortices is associated with abrupt roll
and aerodynamic loads similar to turbulence encounters.
2. Prompt initiation of recovery procedures is necessary to
preclude an unusual attitude.
B. Wake Turbulence Recovery Actions and Callouts
Step PF PM
Thrust • Verify all actions have
• Add thrust as necessary been completed and call
out any omissions
Roll
Accomplished Simultaneously
• Autopilot - disconnect
• Apply ailerons and rudder
to recover wings-level
1 attitude
Pitch • Monitor attitude, airspeed
• Adjust pitch to horizon and altitude
• Monitor radio altimeter,
and call out information on
flight path
(e.g., “300 FEET
DESCENDING; 400
FEET CLIMBING”, etc.)
• Check airspeed and adjust
thrust
• Establish pitch attitude
2 • Advise ATC if required
• Initiate go-around if on
approach with probability
of further encounter
REV. 6, 01 MAY 2008 6-67

Volume 5
REV. 6, 01 MAY 2008 6-68

Section 1 Cold Weather Operations
Volume 5
Chapter 7
Weather Operations

Operations in cold weather present problems associated with low
temperature and with ice and snow on the aircraft, ramps, taxi-
ways, and runways. The majority of operational difficulties are
encountered on the ground.
At least once a day, test the wing and horizontal Stabilizer anti-
icing systems.
CAUTION: Both engine bleeds must be open in order to assure
bleed air flow through the leading edges. APU bleed
must not be used.
After engine start, when actual icing conditions or icing criteria as
defined below exist on the ground, turn the override switch to the
ENG position and WINDSHIELD pushbuttons on.
Note: Icing conditions may exist whenever the static air
temperature (SAT) on the ground or for takeoff is 10°C
or below and visible moisture in any form is present
(such as clouds, fog with visibility of one mile or less,
rain, snow, sleet, and ice crystals).
Note: Icing conditions may also exist when the SAT on the
ground and for takeoffs is 10°C or below when operating
on ramps, taxiways, or runways where surface snow,
ice, standing water, or slush may be ingested by the
engines, or freeze on engines, nacelles, or engine
sensor probes.
When flying into existing or anticipated icing conditions, monitor
engines vibration. If the vibration increases, advance the thrust
levers, one at a time, to obtain 60% N1 minimum for 5 seconds,
and then return them to the former setting. If holding in icing, keep
the landing gear and flaps retracted, and 200 KIAS minimum.
When flying in icing conditions at high speeds or after flying in icing
conditions, if vibration and/or buffeting occur, increase the air-
speed as required.
CAUTION: Even small accumulations of ice on the wing's leading
edge can change the stall characteristics or the stall
protection system warning margin.
REV. 6, 01 MAY 2008 7-1

Volume 5
A. Exterior Inspection and Thruflight Inspection
The EXTERIOR INSPECTION or THRUFLIGHT EXTERIOR
INSPECTION will be conducted in the normal manner except spe-
cial attention will be given to the following areas when ice, snow or
frost is present.
The purpose of the inspection is to detect the presence of frozen
contaminants adhering to aircraft and to serve as the basis for
deciding whether or not to deice/anti-ice the aircraft.
• All protective covers are removed.
• All surfaces are clear of ice, snow, or frost.
• Landing gear doors, wheel wells, wheels and brakes are clear
of impacted snow and ice.
• Aircraft inlets, outlets, vents and exhaust ports are clear of
snow and ice.
• Engine inlets are clear of snow and ice.
• Fuel tank vents should be checked free of snow and ice.
• Pitot heads, TAT probe, AOA vanes and static ports will be
completely clear of snow and ice. Water refreeze and buildup
may cause erroneous readings.
Check control surfaces for drainage after snow removal as pud-
dled water may re-freeze in flight.
Snow and ice will be removed from the top of the fuselage.
B. Engine Start
When it has been determined that the engine inlets are clear of ice
and snow, the engines can be started in the normal manner.
CAUTION: Oil temperature must be warmer than -40°C during
start.
The use of dual ignition is required any time the temperature
is 5ºC or below AND the engine is cold-soaked for 90 minutes
or more. This will improve light-up during cold weather.
For dual ignition, rotate the Ignition Switch to the ON position. If
temperature is below -18ºC, the FADEC will provide a maximum
light off fuel flow of 350 pph during start.
After a successful start the ignition switch must be switched to the
AUTO position.
REV. 6, 01 MAY 2008 7-2

Volume 5
C. Start and Taxi
When operating in conditions where the freezing level is at or
close to the surface, and there is visible moisture or other atmo-
spheric phenomena which reduces visibility to one mile or less,
prepare for the use of aircraft anti-ice on takeoff. During the inser-
tion of engine performance data following engine start make sure
to select anti-ice ON. This permits the FADEC's to compensate for
the N1 reduction which will occur when the aircraft becomes air-
borne and the bleed air is drawn for wing and tail anti-ice.
In conditions where the aircraft is taxiing on surfaces covered by
slush and snow, anti-ice should be selected to ENG so as to pro-
vide heat protection to the engine inlets.
CAUTION: The ice detection override knob must not be set to
"ALL" on the ground, except during testing.
Avoid taxiing in deep snow or on ice, as steering will be more dif-
ficult, and brakes, gear and flap linkages may freeze after takeoff.
Taxi with flaps up. With flaps extended, the flap carriages and fore
and aft flap tracks are subject to accumulation of slush being
thrown up by the main gear wheels.
The nose wheel steering should be exercised in both directions
during taxi to permit the circulation of warm hydraulic fluid through
the steering cylinders. This will minimize the lag encountered in
steering during low temperatures.
CAUTION: Use extreme caution when taxiing over ice covered
taxiways or runways, as excessive speed or high
crosswind may start a skid.
Attempt all turns at reduced speed.
Taxi speed should be kept as slow as possible to reduce the
chance of the nose gear tires throwing snow and slush on the
lower fuselage.
Maintain greater distance than normal from aircraft ahead as heat
from other aircraft may cause ice to melt and refreeze on critical
areas. Use differential thrust as necessary.
REV. 5, 15 FEB 2006 7-3

Volume 5
D. Deicing/ Anti-Icing
1. Engine/APU Operation during Deicing/Anti-Icing
The aircraft will be deiced/anti-iced using one of the following
systems to provide electrical power, in order of priority:
1) Both engines;
2) Alternating engines;
3) GPU, if unable to operate an engine;
4) APU, if unable to operate an engine and GPU not
available.
Note: Some airports do not allow aircraft engines to operate
during deicing events. In these situations, the preferred
method is a GPU connected to the aircraft. If a GPU is
not available or is inoperative, the APU can be operated
to avoid a cancellation.
The flight crew will jointly make the determination with the
deice crew that the engines will or will not be operated during
deicing/anti-icing activities.
2. Pre-Deicing/Anti-Icing Check
The flight crew will use the following challenge and response
checklist to ensure the aircraft is properly configured for
deicing/anti-icing fluid application.
PRE-DEICING / ANTI-ICING CHECK
1. Parking Brake .............................................................. SET CA
2. Engines..................................................................... “____” CA
- Deicing at the gate can be performed with engines
OFF.
- In this case, the station must supply a GPU for
power before commencing deicing.
- The APU may be used to supply electrical
power as a last resort if a GPU is not available
or unserviceable.
- The passengers will be boarded before de-
icing.
- If the aircraft is remotely deiced or during car wash
operations, deicing/anti-icing can be conducted with
the engines ON, operating engine(s) Thrust
Lever(s) not above idle.
REV. 6, 01 MAY 2008 7-4

Volume 5
3. Gust Lock.......................................................... ENGAGED CA
4. Doors ....................................................................CLOSED CA
5. Flaps .............................................................................. UP CA
6. Pitch Trim.................................................................... 4 UP CA
Note: Move the trim indicator out of the green band to the
AMBER 4 UP position. This will trigger the T/O Config
warning in case the trim is not returned to the correct
takeoff position and prevent a takeoff with the wrong
pitch trim.
7. APU .......................................................................... “____” CA
- APU OFF is the preferred deicing/anti-icing
configuration.
- The APU may be ON to supply electrical power as a
last resort if deicing/anti-icing is not allowed with
engine(s) running and a GPU is not available or
unserviceable.
8. Bleeds.......................................................................... OFF CA
- Before any fluid gets near the aircraft, ensure that all
bleed air is off. If the bleed air is left on, the glycol
gets in the inlet, the cabin will fill with smoke.
9. Packs 1 & 2.................................................................. OFF CA
“PRE-DEICING/ANTI-ICING CHECK COMPLETE”
3. Post-Deicing Tactile Check

a. To ensure the wing is clear of ice, a tactile inspection of
the wing leading edge and the upper surface must be
accomplished prior to takeoff.
b. This check can be accomplished by any qualified
personnel that has been trained on the EMB 145 tactile
check procedure (such as the deicing crew, EMB 145
pilots, or station personnel).
REV. 6, 01 MAY 2008 7-5

Volume 5
4. Post-Deicing / Anti-Icing Check
The flight crew will use the following challenge and response
checklist to return the aircraft to the correct configuration as
before deicing.This checklist must be completed any time
after the aircraft has been deiced and/or anti-iced and before
the BEFORE TAKEOFF CHECK.
POST-DEICING / ANTI-ICING CHECK
1. Bleeds........................................................................OPEN CA
- Wait at least one minute to open engine bleed.
- When turning the bleeds on, select one bleed on at
a time. Be cautious for the formation of smoke due
to glycol ingestion.
Note: You may want to announce to the passengers that there
may be a slight smell similar to burnt sugar in the aircraft
due to traces of deicing fluid that might get in the air
inlets.
2. Packs 1 & 2 ...............................................................OPEN CA
- Wait at least three more minutes after ENG Bleeds
are opened to turn air conditioning packs on,
thereby avoiding contaminating the airframe air
conditioning system with deicing/anti-icing fluid
gases.
3. Ice Detection Override Knob ..................... AUTO (or) ENG CA
- The Ice Detection Override Knob must be in AUTO
if the aircraft was deiced but no icing conditions
exist during ground operations.
- The Ice Detection Override Knob must be in ENG
during all ground operations in icing conditions.
4. Pitch Trim ................................................................. “____” CA
CAUTION: After deicing has been accomplished, ensure pitch trim
has been reset to the value assigned from the weight
and balance calculations.
5. Flaps......................................................................... “____” CA
CAUTION: After deicing has been accomplished, ensure the flaps
have been placed to the appropriate takeoff position.
“POST-DEICING/ANTI-ICING CHECK COMPLETE”
REV. 6, 01 MAY 2008 7-6

Volume 5
5. Air Conditioning Configuration for Taxi and Takeoff In
Icing Conditions
- Engine bleeds.........................OPEN
- Crossbleed ............................. AUTO
- Packs 1 & 2 .................................ON
6. Ice Panel Configuration for Taxi and Takeoff In Icing
Conditions
- Windshield Heat ..........................ON
- Sensors ......................................ON
- Override Knob .......................... ENG
After Takeoff (1500 feet AGL min.)
- Override Knob ........................ AUTO
7. Approved Fluid Types and Holdover Time
De-ice/Anti-ice fluids approved for use on the EMB 145 are:
- SAE Type I
- SAE Type II
- SAE Type III
- SAE Type IV
The procedure and definitions for the use and application of
holdover times may be found in the GOM.
8. Infarded Radiant Heat Deicing
See GOM Chapter 2 for details.
9. Pre-Takeoff Check
Prior to take-off (within holdover times) the Captain is
responsible to visually ascertain that the representative
surfaces are free of frost, ice, or snow.
Representative surfaces visible from the flight deck are the
windshield, windshield wiper arms, and center windshield
post.
CAUTION: If under any circumstances, the Pilot in Command
cannot ascertain that the aircraft is clean, takeoff will
not be attempted.
REV. 6, 01 MAY 2008 7-7

Volume 5
E. Before Takeoff
Consider rechecking flight control surfaces immediately prior to
takeoff to assure free and full travel. Moisture from deicing may
refreeze at points that may restrict flight control movement.
WARNING: Takeoff is prohibited when frost, snow or ice is
adhering to the wings and control surfaces.
F. Takeoff
A static takeoff cannot be accomplished on a slippery runway, as
the aircraft may begin to slide when the thrust levers are advanced
with brakes applied.
During takeoffs on icy runways, the lag in nose wheel steering and
the possibility of nose wheel skidding must be considered and cor-
rections must be anticipated.
During a normal takeoff, leave the gear down momentarily to
remove accumulations of snow or slush.
If a rejected takeoff is necessary, follow the normal rejected take-
off procedure. However, be alert to aircraft directional control loss
due to slick runways and possible asymmetric reverse. If a skid
develops, reduce reverse thrust if necessary to return to the run-
way centerline. Limit the use of reverse thrust at low speeds to
avoid runway contaminants being ingested by the engine.
G. Climb
Attempt to climb out of icing conditions as soon as feasible.
H. Enroute
Use of Auto mode will provide initial protection; however, when
operating in extended icing conditions selecting All is highly rec-
ommended.
Should moderate to severe icing be encountered, ensure that igni-
tions are selected to ON and seek a change in altitude.
REV. 6, 01 MAY 2008 7-8

Volume 5
Should Pitot Static Problems Occur, Depending On The Prob-
lem:
• If the pitot ram air inlet is blocked, indicated airspeed might
drop to a low value.
• If the pitot ram air inlet and drain hole becomes blocked,
pressure will be trapped in the system and the airspeed
indicator will act like an altimeter.
- In level flight, the indicated airspeed will remain constant
even with large power changes.
- In a climb, the indicated airspeed will increase. If allowed
to continue, the high speed warning alarm will sound.
Should the cockpit crew interpret this as a high speed
warning and react accordingly, further problems, such as
stick shaker / pusher could occur.
- In a descent, the indicated airspeed will decrease.
• If the static ports are blocked, airspeed indication will be
erroneous during climb and descent.
• In addition to the problems addressed above, a failure of the
pitot static system, and the related data inputs to the Air Data
Computer, may cause the FADEC's to go into R1 mode.
Should any of the above occur:
• Check the pitot heat is ON.
• Check appropriate circuit breakers are in.
• Fly attitude.
• Use power settings and configurations appropriate to the
situation.
I. Descent
When flying in icing conditions or after flying in icing conditions, if
airframe vibration or buffeting occurs, increase the airspeed as
required.
If it becomes necessary to increase rate of descent:
• Flaps........................................... 9º
• Speed Brake............................... OPEN
REV. 6, 01 MAY 2008 7-9

Volume 5
J. Landing
Limit the use of reverse thrust at low speeds to avoid runway con-
taminants being thrown forward and being ingested into the
engines.
When landing on slippery runways, do not allow the aircraft to
float. A firm touchdown in the touchdown zone assures maximum
braking effectiveness and adequate runway for stopping.
K. Missed Approach/Go-Around
Go-arounds in icing conditions are performed as a normal go-
around.
L. After Landing
For taxi-in follow the same recommendations as for taxi-out. Icing
inspections are not required; however, inspections may be desir-
able to aid planning for possible deicing on the next departure.
If ice, slush, or snow accumulation on the flaps is suspected,
inspect the flaps prior to the next deicing and / or takeoff.
M. Parking
The airplane should be parked into the wind, if practical, particu-
larly in driving rain or snow conditions. Protective plugs and cov-
ers, when available, should be installed.
Ensure that the flight controls are locked so as to prevent possible
gust damage to the elevator.
REV. 6, 01 MAY 2008 7-10

Volume 5
N. PIREPS relating to Airframe Icing
INTENSITY ICE ACCUMULATION

TRACE Ice becomes perceptible. Rate of accumulation
slightly greater than rate sublimation. It is not
hazardous even though deicing/anti-icing equip-
ment is not utilized, unless encountered for an
extended period of time (over one hour).
LIGHT The rate of accumulation may create a problem
if flight is prolonged in this environment (over
one hour). Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It
does not present a problem if the de-icing/anti-
icing equipment is used.
MODERATE The rate of accumulation is such that even short
encounters become potentially hazardous and
use of deicing/anti-icing equipment or diversion
from the area is necessary.
SEVERE The rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the
hazard. Immediate diversion from the area is
necessary.
REV. 6, 01 MAY 2008 7-11

Volume 5
REV. 6, 01 MAY 2008 7-12

Section 2 Operation in Turbulence
Volume 5
In severe turbulence, two major concerns arise, excessive struc-
tural loads on the aircraft and maintaining positive control of the
aircraft.
Operating the aircraft at or below the turbulent airspeed should
provide adequate protection from excessive structural loads due
to exposure to vertical gusts. However, there is some evidence
that most aircraft structural failures in flight result from a combina-
tion of the loads imposed by the recovery maneuver as well as the
gusts themselves. More realistic benefits can perhaps result from
a discussion of these factors in combination.
A. Airspeeds
Airspeed for turbulence are:
• 10,000 ft and below: ............ 200 KIAS.
• Above 10,000 ft.: .................. 250 KIAS or
.63M whichever is lower.
While flight at speeds significantly below the turbulent airspeed
may provide a more comfortable ride in light to moderate turbu-
lence, these low speeds may be undesirable when encountering
severe turbulence for the following reasons.
1. The airplane is closer to the critical angle of attack and since
severe turbulence can cause substantial variance to the angle
of attack there is a greater chance of encountering buffeting
and the accompanying high drag. This will cause altitude loss
and tempt the pilot to make undesirable power and pitch
changes.
2. Trim changes due to power changes at low speed are greater
than at high speed and further compound the difficulty of
maintaining adequate control.
B. Altitude
Flight through severe turbulence should be avoided, if possible.
When flying at FL 200 or higher, it is not advisable to avoid a tur-
bulent area by climbing over it, unless it can be overflown well in
the clear. If necessary, reduce altitude to increase buffet margin.
Due to the high velocity vertical gusts associated with turbulence,
large variations of altitude are extremely likely to occur. The prime
consideration is to avoid increasing the load on the aircraft by
applying excessive elevator input in addition to the load applied by
the gust.
REV. 6, 01 MAY 2008 7-13

Volume 5
As with the other parameters discussed, minor deviations should
be tolerated and corrections for large deviations should be only
that required to reverse the trend.
C. Attitude
Flying under extremely turbulent conditions requires techniques
that may be contrary to a pilot's natural reactions. Large, rapid
aileron control inputs are permissible to hold the wings level, but
in extreme turbulence, pitch attitude must be controlled with small,
smooth inputs to avoid excessive stress to the aircraft. The pilot
should rely on the natural stability of the aircraft and not be overly
concerned with minor excursions. Pitch attitude should be con-
trolled solely with elevator control and not with trim. The pilot will
not be able to effectively counter each gust with trim and will prob-
ably make aircraft control more difficult than by leaving the aircraft
trimmed at the original speed. Once the aircraft is established at
the entry speed, power changes are generally undesirable.
D. Aircraft Systems
Consider the use of ignition ON to reduce the possibility of engine
flameout due to interrupted airflow.
If severe turbulence is encountered, maintenance must be notified
prior to the next flight.
1. Autopilot
If turbulence is light to moderate it is best to use the autopilot.
Monitor the autopilot’s operation of the pitch trim. If
turbulence is greater than moderate, the autopilot should not
be used.
2. Flaps
Flap extension in an area of known turbulence should be
delayed as long as possible because the aircraft can
withstand higher gust loads in the clean configuration.
E. Secure the Airplane
Check cockpit equipment is secured and shoulder harnesses fas-
tened. Advise F/A prior to entering turbulent conditions if possible
or shortly after entering areas of turbulence. Turn on the FASTEN
SEATBELT sign and make a P.A. announcement advising pas-
sengers of the turbulence.
REV. 6, 01 MAY 2008 7-14

Volume 5
F. Definitions of Turbulence Intensity
INTENSITY AIRCRAFT REACTION

LIGHT Turbulence that momentarily causes slight,
erratic changes in altitude and/or attitude (pitch,
roll, yaw). Report as Light Turbulence.
Turbulence that causes slight, rapid, and some-
what rhythmic bumpiness without appreciable
changes in altitude or attitude. Report as Light
Chop.
MODERATE Turbulence that is similar to Light Turbulence but
of greater intensity. Changes in altitude and/or
attitude occur, but the airplane remains in posi-
tive control at all times. It usually causes varia-
tions in indicated airspeed. Report as Moderate
Turbulence.
Turbulence that is similar to Light Chop but of
greater intensity. It causes rapid bumps or jolts
without appreciable changes in altitude or atti-
tude. Report as Moderate Chop.
SEVERE Turbulence that causes large, abrupt changes in
altitude and/or attitude. It usually causes large
severe variations in indicated airspeed. Airplane
may be momentarily out of control. Report as
Severe Turbulence.
EXTREME Turbulence in which the airplane is violently
tossed about and is practically impossible to
control. Extreme may cause structural dam-
age. Report as Extreme Turbulence.
Note: Whenever a pilot encounters a meteorological condition

in flight, the knowledge of which he considers essential
to the safety of other flights, the PIC shall notify an
appropriate ground station (ATC or Dispatch) as soon as
practical.
Note: Severe or extreme turbulence encountered when
enroute requires a logbook discrepancy entry and the
aircraft must be inspected by maintenance before it’s
next takeoff.
REV. 6, 01 MAY 2008 7-15

Section 3 Windshear
Volume 5
Section 3 Windshear
The most important way to cope with windshear is to avoid areas
of known windshear.
A. Definition
Windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15
knots or vertical speed changes greater than 500 fpm.
B. Flight Crew Actions
To prepare for encountering possible windshear, the flight crew
accomplishes the following:
• Evaluate the weather.
• Avoid known windshear.
• Consider precautions.
• Follow standard operating techniques.
• Perform windshear recovery techniques.
1. Evaluate the Weather
Although an advanced-technology windshear detection and
annunciation system is installed, flight crewmembers should
develop an awareness of the causes and danger signals of
windshear to successfully avoid it.
As shown in Table 1 "Causes of Windshear", convective
weather conditions have produced the majority of known
windshear accidents. Thus the most dangerous form of
windshear is a convective weather microburst of either the dry
or wet type (Table 2 "Danger Signals of Dry Microbursts" and
3 "Danger Signals of Wet Microbursts").
REV. 6, 01 MAY 2008 7-16

Section 3 Windshear
Volume 5
a. Table 1: Causes Of Windshear
Approximate percentage of
Causes of Windshear
Windshear Accidents
Convective conditions (thunder- 65
storms, rain, and snow showers)
Frontal Systems 15
Low-Altitude Jet Streams 5
Strong or Gusty Surface Winds 5
All Other Causes (temperature inver- 10
sions, mountain waves, seabreeze cir-
culations, and unknown causes)
b. Table 2: Danger Signals of Dry Microbursts

PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate in detecting
microbursts and is prone to false alarms.
Virga Rain falling from high-based convective
clouds, evaporating before it reaches the
ground.
Temperature/Dewpoint Forecast - Watch for a spread of -1ºC to
+10ºC (30º F to 50ºF).
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow near the surface.
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Indication of weak cells with bases from 5,000
to 15,000 feet AGL which indicate weak pre-
cipitation, usually virga.
Weather Forecast The potential for a microburst is indicated by
mid-level moisture, very dry surface condi-
tions, and a -1ºC to +10ºC (30º F to 50ºF) tem-
perature/dewpoint spread.
REV. 6, 01 MAY 2008 7-17

Section 3 Windshear
Volume 5
c. Table 3: Danger Signals of Wet Microbursts
PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate detecting
microbursts and is prone to false alarms.
Thunderstorms In addition to the well-known hazards of thun-
derstorms, an estimated 5% of thunderstorms
accompanied by heavy rain and/or lightning
contain embedded microbursts.
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow. (Caution-Visual clues
may be obscured by low visibilities in wet thun-
derstorm microburst situations.)
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Search the area above and along the takeoff
and approach paths for heavy precipitation.
Weather Forecast Although there are currently no techniques to
forecast wet microbursts, crews should con-
sider the thunderstorm forecasts contained in
the terminal forecasts and severe weather
advisories as a possible indication of the pres-
ence of wet microbursts.
REV. 6, 01 MAY 2008 7-18

Section 3 Windshear
Volume 5
d. Microburst Guidelines/Windshear Probability
Table 4 "Microburst Guidelines/Windshear Probability",
designed specifically for convective weather conditions,
provides a subjective evaluation of various observations to aid
in making appropriate avoidance decisions. Although
encountering weather conditions described in the table above
1,000 feet AGL, may be less critical in terms of flight path,
such encounters may present other significant weather-
related risks.
Windshear clues should be considered cumulative. The
probability of each single observation is given. However, if
more than one windshear clue is observed, the probability
rating may be increased to reflect the total set of observations.
Use of the table does not replace the total set of observations.
Additionally, use of the table does not replace sound judgment
when making avoidance decisions. Crewmembers are urged
to exercise caution when determining a course of action.
REV. 6, 01 MAY 2008 7-19

Section 3 Windshear
Volume 5
e. Table 4: Microburst Guidelines/Windshear Probability
Observation Probability of
windshear
Presence of convective weather near intended flight path:
With localized strong winds (tower reports or observed HIGH

blowing dust, rings of dust, tornadic features, etc.)
With heavy precipitation (observed or radar indications HIGH

of contour)
With rain showers MEDIUM
With lightning MEDIUM
With virga MEDIUM
With moderate or greater turbulence (reported or radar MEDIUM

indications)
With temperature/dewpoint spread of -1ºC to +10ºC MEDIUM

(30º F to 50ºF)
Onboard windshear detection system alert:
Reported or observed HIGH
PIREP or airspeed loss or gain:
20 KIAS or greater HIGH
Less than 20 KIAS MEDIUM
Forecast of convective weather LOW
HIGH- Critical attention needs to be given to this classification. A decision to avoid

(i.e. divert or delay) is appropriate.
MEDIUM- Consideration should be given to avoiding. Precautions are appropriate.
LOW- Consideration should be given, but a decision to avoid is not generally indi-
cated.
Note: These guidelines apply to operations in the airport vicinity (within 3 miles of
the point of takeoff or landing along the intended flight path and below 1,000
feet AGL). The hazard increases with proximity to the convective weather.
Weather assessment should be continuous.
CAUTION: Currently no quantitative means exist for determining the
presence or intensity of microburst windshear. Crewmembers
are urged to exercise caution when determining a course of
action.
REV. 6, 01 MAY 2008 7-20

Section 3 Windshear
Volume 5
2. Avoid Known Windshear
The policy is to avoid areas of known windshear. Consider
one or more of the following actions as appropriate:
a. Delay takeoff until conditions improve.
b. In flight, divert around the area of known windshear.
c. If windshear is indicated during approach, initiate a
go-around or hold until conditions improve.
3. Consider Precautions
Precautions are recommended whenever probability of
windshear exists but avoidance action is not necessary.
a. The following precautions are for takeoff:
1) Use maximum takeoff thrust instead of reduced
thrust.
2) Use the longest suitable runway that takes you away
from potential windshear.
b. The following precautions are for approach:
1) Achieve a stabilized approach not later than 1,000
feet AGL.
2) Avoid large thrust reductions or trim changes in
response to sudden airspeed increases, as these
may be followed by airspeed decreases.
3) Use the longest suitable runway away from potential
windshear.
4) Consider using increased approach speed up to a
maximum of 15 knots correction in normal landing
configuration not to exceed flap limitations.
5) Use the autopilot for the approach to provide more
monitoring and recognition time.
REV. 6, 01 MAY 2008 7-21

Section 3 Windshear
Volume 5
4. Follow Standard Operating Techniques
Certain procedures and techniques can prevent a dangerous
situation from developing if windshear is inadvertently
encountered. These procedures and techniques are of such
importance that they should be incorporated into each
crewmember's personal standard operating techniques and
practiced on every takeoff and landing, whether or not
windshear is anticipated. Develop a cockpit atmosphere
which encourages awareness and effective crew
coordination, particularly at night and during marginal weather
conditions.
a. Windshear encountered during Takeoff
The following are takeoff standard operating techniques:
1) Be alert for any airspeed fluctuations during takeoff
and initial climb.
2) Minimize reductions from the initial climb pitch atti-
tude until terrain and obstruction clearance is
assured.
3) Develop an awareness of normal values of airspeed,
attitude, vertical speed, and airspeed buildup.
4) The PM closely monitors the vertical flight path instru-
ments, such as vertical speed and altimeters, and
calls out any deviations from normal.
b. Windshear encountered during Approach
The following are approach standard operating
techniques:
1) Develop an awareness of normal values of vertical
speed, thrust, and pitch.
2) Cross-check flight director commands, using vertical
flight path indications.
3) Know the go-around decision criteria, and be
prepared to execute an immediate go-around if the
parameters are exceeded.
4) The PM closely monitors the vertical flight path instru-
ments, such as vertical speed, altimeters, and glide-
scope displacement, and calls out any deviations
from normal.
REV. 6, 01 MAY 2008 7-22

Section 3 Windshear
Volume 5
C. Windshear Recovery Technique
1. Windshear Indications
The windshear escape maneuver below will be performed
whenever the amber or red windshear warning is annunciated
or when flight path control becomes marginal below 1,000 feet
AGL. Marginal flight path control may be indicated by
uncontrolled changes from normal, steady-state flight
conditions in excess of any one or more of the following:
a. 15 KIAS
b. 500 fpm vertical speed
c. 5° pitch attitude
d. 1 dot displacement from the glide slope
2. Windshear Escape Maneuver
The following procedures are used if windshear is
encountered in flight:
a. Apply maximum available thrust.
b. Disengage the autopilot, activate the go-around mode, and
rotate smoothly at a normal rate toward a target pitch atti-
tude of 14° or as indicated by the command bar or pitch
limit indicator.
c. Adjust pitch attitude smoothly and in small increments to
control vertical speed and altitude. Pilots should be aware
that speed may decay below reference speeds and that
stick forces necessary to maintain increased pitch attitude
may be well above normal.
d. Maintain present configuration (gear and flaps) until terrain
contact is no longer a factor.
WARNING: Always respect the stick shaker and use it as upper
limit of pitch attitude. Control attitude in a smooth
steady manner to avoid overshooting the attitude at
which the stick shaker is initiated.
WARNING: Do not change gear and flap configuration or trim
position until positive climb gradient on the Vertical
Speed Indicator is established and terrain contact is
no longer a factor.
REV. 6, 01 MAY 2008 7-23

Section 3 Windshear
Volume 5
3. Takeoff into suspected Windshear
Takeoff into known windshear is prohibited.
However, use the following procedure when taking off into
suspected windshear:
a. Use the longest runway available with the least possibility
of windshear encounter.
b. Consider using maximum takeoff thrust.
c. Monitor airspeed closely during takeoff roll to detect early
signs of windshear.
d. Rotate to normal initial climb attitude, and maintain this
attitude. This technique produces a higher initial climb
speed.
e. After establishing a positive rate of climb, accelerate and
configure to enroute climb as soon as possible, but do not
retract flaps until terrain and obstacle clearance is
assured.
f. The PM should closely monitor the vertical flight path
instruments, such as vertical speed and altimeters, and
call out any deviation from normal.
g. If windshear is detected on the runway, the takeoff must be
aborted prior to V1.
h. If windshear is detected after lift-off either by marginal flight
path control, or an amber or red windshear warning annun-
ciation, initiate the windshear escape maneuver.
4. Approach and Landing into suspected Windshear
Approach and landing into known windshear is prohibited.
However, use the following procedure when making an
approach and landing into suspected windshear:
a. If an airspeed additive is appropriate, it should not exceed
that allowed by the POH.
b. Avoid large thrust reductions or trim changes in response
to sudden airspeed increases, since these may be
followed by airspeed decreases.
c. Consider the use of autopilot to provide more monitoring
and recognition time.
d. Stabilize the approach no later than 1,000 feet AGL.
e. The PM must closely monitor the vertical flight path instru-
ments, such as vertical speed, altimeters, and glide-slope
displacement, and call out any deviation from normal.
f. Know the go-around decision criteria, and be prepared to
execute an immediate go-around if the parameters are
exceeded.
REV. 6, 01 MAY 2008 7-24

Section 3 Windshear
Volume 5
D. Windshear Encounter Action and Callouts
Event PF PM
Windshear “WIND SHEAR - CHECK MAX • Check EICAS for max thrust
Encounter THRUST” indication.
during • Advance thrust levers to max “MAX THRUST SET”
Takeoff and thrust position (firewall). • Monitor Radar Altitude and Ver-
• Autopilot (if engaged) - discon- tical Speed.
Initial Climb
nect. • Advise PF of flight path devia-
• Depress Go-Around Button. tion.
• Rotate smoothly to FD/14° • Notify ATC as soon as possi-
pitch or as indicated by pitch ble.
limit indicator.
- Respect stick shaker.
- Hold this attitude for maxi-
mum rate of climb until clear
of windshear conditions.
• Maintain current gear and flap
setting until clear of windshear.
Windshear "WIND SHEAR - CHECK MAX • Check EICAS for max thrust
Encounter THRUST" indication.
during • Advance thrust levers to max “MAX THRUST SET”
Approach thrust position (firewall). • Monitor Radar Altitude and Ver-
• Autopilot (if engaged) - discon- tical Speed.
and Landing
nect. • Advise PF of flight path devia-
• Depress Go-Around Button. tion.
• Rotate smoothly to FD/14° • Notify ATC as soon as possi-
pitch or as indicated by pitch ble.
limit indicator.
- Respect stick shaker.
- Hold this attitude for maxi-
mum rate of climb until clear
of windshear conditions.
• Maintain current gear and flap
setting until clear of windshear.
After • Call for the WINDSHEAR • Complete the
Windshear PREVENTION/ WINDSHEAR
Recovery RECOVERY emergency PREVENTION/
checklist. RECOVERY emergency
• Resume normal flight checklist.
REV. 6, 01 MAY 2008 7-25

Section 3 Windshear
Volume 5
REV. 6, 01 MAY 2008 7-26

Section 4 Thunderstorms
Volume 5
Section 4 Thunderstorms
A. General
For detailed information regarding thunderstorms, see GOM
Chapter 1.
B. Use of Weather Radar
Weather radar should normally be operated in the auto gain mode.
Weather displays are available on the MFD and the PFD. The
radar employs automatic antenna stabilization to maintain a beam
scan relative to the earth's horizon.
For takeoff and landing, an initial tilt adjustment of 2-3 degrees up
will provide target detection with a minimum of ground clutter.
WARNING: Do not test the radar around personnel as it does
radiate energy during the test.
REV. 6, 01 MAY 2008 7-27

Section 5 Volcanic Ash
Volume 5
A. General
1. Flight in areas of known volcanic activity must be avoided.
This is particularly important during hours of darkness or
daytime instrument meteorological conditions when volcanic
dust may not be visible.
2. When a flight is planned into an area with a known potential
for volcanic activity, it is recommended that all NOTAMs and
air traffic control directives be reviewed for current status of
volcanic activity. If volcanic activity is reported, the planned
flight should remain well clear of the area and, if possible, stay
on the upwind side of the volcanic dust.
3. The airplane's weather radar is not capable of detecting
volcanic ash/dust clouds and is therefore not reliable under
these circumstances.
4. The presence of volcanic ash/dust may be indicated by:
a. Smoke or dust appearing inside the airplane;
b. An acrid odor similar to electrical smoke;
c. Engine malfunctions such as power loss, engine stalls,
increasing ITT, fluctuating engine RPM, etc.
d. At night, Saint Elmo's fire/static discharges may be
observed around the windshield or windows.
5. Flight into volcanic ash/dust clouds can result in the
degradation of airplane and engine performance. The adverse
effects caused by volcanic ash/dust encounters may be:
a. Rapid erosion and damage to the internal engine compo-
nents;
b. Ash/dust build-up and blockage of the guide vanes and
cooling holes, which may cause surge, loss of thrust and/
or high ITT;
c. Ash/dust blockage of the pitot system, resulting in unreli-
able airspeed indications;
d. The abrasive properties of volcanic material may cause
serious damage to the engines, wing and tail leading edge
surfaces, windshields, landing lights, etc.
e. Windshield and windows may become opaque, reducing
the visibility.
REV. 6, 01 MAY 2008 7-28

Volume 5
B. On Ground Operations
The following recommendations apply to starting and operating
engines on airports where volcanic ash has fallen and ground con-
tamination is present:
1. During preflight, check that the engine inlet and exhaust areas
have been cleared of volcanic ash;
2. Check that all volcanic ash has been cleaned away from the
area within 25 ft of the engine inlets;
3. Prior to starting, dry motor the engine for one minute in order
to blow out any ash that may have entered the engine bypass
duct area;
4. Use minimum required thrust for breakaway and taxi;
5. Be aware of loose ash being blown by the exhaust wake of
other aircraft. Maintain adequate ground separation;
6. Use a rolling takeoff technique. Avoid setting high thrust at low
airspeeds;
7. After landing at an airport contaminated with volcanic ash,
minimize the use of reverse thrust to prevent any recirculation
ingestion;
8. Avoid static engine operation above idle;
9. Use APU for engine starting only, not for air conditioning.
C. In Flight Operations
1. Flight operations in volcanic ash are extremely hazardous and
must be avoided. However, volcanic ash/dust clouds may
sometimes extend for hundreds of miles, reaching altitudes
above 60,000 ft and an encounter may be unavoidable.
2. In case of an inadvertent encounter, proceed as follows:
♦ Ignition............................................................... ON
♦ APU (if available) ........................................START
♦ Thrust Lever (If altitude permits) ................... IDLE
♦ Anti-Icing Buttons (Engine, Wing and Stabilizer)ON
♦ Ice Detection Override Knob ........................... ALL
This action will increase bleed air extraction from the engines
and further improve the engine stall margin.
♦ ITT ........................................................ MONITOR
If the ITT is still increasing even with the thrust levers
in idle:
♦ Affected Engine .......................... SHUTDOWN
REV. 6, 01 MAY 2008 7-29

Volume 5
3. If it becomes necessary to shutdown an engine to prevent
exceeding ITT limits, restart the engine once it has cooled
down. If the engine fails to start, repeated attempts should be
made immediately.
Note: A successful start may not be possible until the
airplane is clear of the volcanic ash/dust, and the
airspeed and altitude is within the airstart envelope.
Take note that engines can be very slow to
accelerate to idle at high altitudes and this could be
interpreted as a failure to start or as an engine
malfunction.
4. After exiting the area of volcanic ash/dust cloud and the
engine(s) restarted, restore systems to normal operation.
Inform ATC of the encounter.
REV. 6, 01 MAY 2008 7-30

Section 1 General Training Procedures
Volume 5
Chapter 8
Training Maneuvers

All normal, abnormal, and emergency procedures will be accom-
plished in accordance with the POH.
If conducted in the simulator, they will be performed as close to
actual conditions as possible.
The maneuvers required under FAR 121 will be accomplished
according to the descriptions and diagrams which follow. Profiles
will be flown at recommended pattern speeds.
Minimum Altitude to conduct training maneuvers:

• In the aircraft ................................. 15,000 feet AGL
• In the simulator................................ 5,000 feet AGL
Approach to Stall/Stall Recovery

Clearing turns are required before all approaches to stall maneu-
vers commence in the airplane only.
Approach to stalls/stall recovery in the aircraft will not be practiced
during actual or simulated one-engine-inoperative (OEI).
Approach to stalls/stall recovery in the aircraft will not be practiced
in icing conditions or with residual ice on the airframe.
REV. 4, 13 AUG 2005 8-1

Volume 5
A. Steep Turns
The aircraft should be stabilized in level flight on a cardinal head-
ing at 200 KIAS. The heading bug should be used as a reference
for completing the turn.
The aircraft should be smoothly rolled into a 45° bank, (either right
or left), adding thrust as required to maintain airspeed. As the turn
is entered, back pressure should be increased to maintain altitude.
A pitch attitude of approximately 5° nose-up will be required.
Approximately 20° prior to the desired heading, a smooth rollout
should be initiated. Back pressure should be slowly released to
maintain altitude and thrust reduced to maintain airspeed.
1. Entry Configuration:
a. Auto Pilot and Flight Director ...................................OFF
- Couple AP/FD to PM
b. Yaw Damper ............................................................. ON
c. Thrust Levers ............................. Approximately 65% N1
d. Entry Airspeed .................................................200 KIAS
REV. 4, 13 AUG 2005 8-2

Volume 5
2. Steep Turn Profile
REV. 4, 13 AUG 2005 8-3

Volume 5
B. Approach to Stalls / Stall Recovery
Approaches to stall and recoveries are performed in the landing,
takeoff, and clean configuration in straight and level or banked atti-
tude. If the stall is to be performed in a bank, the aircraft should
be smoothly rolled into a 20° bank at approximately 150 KIAS.
Each approach to stall will be conducted with the aircraft in the
configuration you would expect with that type of stall.
The objective of these maneuvers is to provide familiarization with
the cues for recognition, and handling characteristics of the air-
craft, when approaching a stall or stalling in various configura-
tions, and to provide practice in recovery from such situations.
Although altitude loss should be minimized as much as possible,
airspeed recovery is more important than altitude loss, unless
ground contact is a factor. At high altitude, buffeting may occur
before stick shaker activation.
1. Clean Configuration Stall (Flaps 0°)
Before the approach to stall, the thrust levers should be
reduced to idle. Pitch trim may be used until the aircraft slows
below 130 KIAS. Below that speed, the aircraft should no
longer be trimmed, and the PF should have one hand on the
thrust levers.
a. Stall Recovery at Low (Traffic Pattern) Altitude
1) At the first indication of the stall, the thrust levers will
be advanced to the MAX THRUST position and the
wings should be leveled (if in a bank). In the low alti-
tude environment, this will suffice to “break the stall”.
Altitude and heading should be maintained while the
aircraft accelerates.
2) The PM should call out, "Positive Rate," when either
level flight or an actual climb with the airspeed
increasing is being experienced.
3) The PF should then reduce the thrust levers to
prevent the aircraft from accelerating above 200
KIAS.
REV. 6, 01 MAY 2008 8-4

Clean Configuration Stall (Flaps 0q)
Low (Traffic Pattern) Altitude
Volume 5
CHECK MAX THRUST
REV. 6, 01 MAY 2008

POSITIVE RATE
MAX THRUST SET
PF
x Do NOT trim
below 130 KIAS 3.) Recovery
PF * Level Flight or climb indication with airspeed
Low (Traffic Pattern) Altitude
increasing
x Start Turn at 150 KIAS if required x Accelerate to 200 KIAS
x Approximately 65% N1 to maintain 200 KIAS
PF
1.) Before Starting Maneuver
x AP/FD Off
2.) Stall
Couple to PM * First indication of imminent Stall:
x Thrust Mode – CLB or CRZ x Advance Thrust Levers to MAX THRUST position
b. Clean Configuration Stall (Flaps 0°) Profile
x Maintain Altitude x Wings Level

x Maintain (Rollout) Altitude and Heading
PM
x Check maximum thrust
8-5
Volume 5
c. Stall Recovery at High (Cruising) Altitude
1) At the first indication of the stall, the thrust levers will
be advanced to the MAX THRUST position, the wings
should be leveled (if in a bank) and elevator down
force applied.
2) At high altitude, it will be necessary to loose altitude
to regain flying airspeed since engine thrust alone is
not sufficient. This stall recovery requires more
control movement than stalls at lower altitudes and
considerable altitude loss can be expected. Down-
elevator should be applied gently and held until a
nose down attitude is achieved. As much as full down
elevator may be required to break the stall.
3) As soon as airspeed is increasing, gently increase
nose up elevator to the PLI in order to prevent the
nose from dropping too low. Do not rush the recovery
by applying excessive nose up control force because
this would put the aircraft in an accelerated or
secondary stall. If buffet or stick shaker occurs,
release back pressure.
4) The PM should call out, “Airspeed increasing” at the
first indication the airspeed is recovering. When
either level flight or an actual climb is being experi-
enced, the PM will call out "Positive Rate".
5) The PF will establish a positive climb attitude while
maintaining airspeed. At this point the PF will reduce
the thrust levers to the THRUST SET position and call
for CLB mode. The climb back to cruising altitude will
be made using normal climb.
CAUTION: If the stall was a result of insufficient aircraft
performance at the previous altitude, the flight crew
should inform ATC that they need a lower altitude.
d. Entry Configuration for all Clean Configuration Stalls:
1) Airspeed Bugs.................................. Set as desired
2) AP/FD/YD.............................................. As Desired
3) Thrust Mode ........................................ CLB or CRZ
REV. 6, 01 MAY 2008 8-6

Clean Configuration Stall (Flaps 0q)
High (Cruising) Altitude
Volume 5
REV. 6, 01 MAY 2008

CHECK MAX THRUST
MAX THRUST SET
POSITIVE RATE
CLIMB THRUST
High (Cruising) Altitude
CLIMB THRUST SET

AIRSPEED
INCREASING
PF
x Start Turn if required
PF
1.) Before Starting Maneuver
x AP/FD/YD as desired 2.) Stall
* First indication of imminent
x Thrust Mode – CLB or CRZ Stall: PF
x Maintain Altitude x Advance Thrust Levers to PF
MAX THRUST position 4.) Climb
e. Clean Configuration Stall (Flaps 0°) Profile
x Wings Level 3.) Recovery * Level Flight or climb indication with

x Lower Nose * Airspeed increasing airspeed increasing
x Increase nose up x Continue climb and maintain airspeed
elevator control to PLI x Thrust Lever to THRUST SET
PM
x Check maximum thrust PM
x Check Climb thrust

8-7
Volume 5
2. Takeoff Configuration Stall (Flaps 9°)
The takeoff configuration stall is performed with flaps 9º, gear
up.
reduced to idle. As the aircraft slows, flaps are extended at
the appropriate speed. Pitch trim may be used until the
aircraft slows below 130 KIAS. Below that speed, the aircraft
should no longer be trimmed, and the PF should have one
hand on the thrust levers.
At the first indication of the stall, the thrust levers should be
advanced to the MAX THRUST position and the wings should
be leveled (if in a bank). Altitude and heading should be
maintained while the aircraft accelerates. The PM should call
out, "Positive Rate," when either level flight or an actual climb
with the airspeed increasing is being experienced. Standard
callouts should follow for retraction of flaps. The PF should
then reduce the thrust levers to prevent the aircraft from
accelerating above 200 KIAS.
a. Entry Configuration:
1) Airspeed Bugs................................. Set for Takeoff
2) AP/FD/YD.........................................................OFF
3) Thrust Mode ...................................................... T/O
REV. 6, 01 MAY 2008 8-8

Takeoff Configuration Stall (Flaps 9q)
Volume 5
CHECK MAX THRUST
REV. 6, 01 MAY 2008

POSITIVE RATE
FLAPS 9 CLIMB THRUST
V2+15
MAX THRUST SET
FLAPS UP CLIMB THRUST SET
PF
x Do NOT trim * Airspeed V2+15
below 130 KIAS 3.) Recovery x Approximately 65% N1
* Level Flight or climb PM to maintain 200 KIAS
PF
indication with airspeed
x Start Turn at 150 KIAS if required increasing x Flaps - UP
x Accelerate to 200 KIAS
PF
1.) Before Starting Maneuver 2.) Stall
x Airspeed Bugs set for takeoff * First indication of imminent Stall:
x AP/FD Off x Advance Thrust Levers to MAX THRUST position
Couple to PM x Wings Level
x Thrust Mode – T/O x Maintain `(Rollout) Altitude and Heading
b. Takeoff Configuration Stall (Flaps 9°) Profile
x Maintain Altitude
PM
x Check maximum thrust

8-9
Volume 5
3. Landing Configuration Stall (Flaps 45°)
The landing configuration stall is performed with flaps 45º and
gear down.
reduced 65% N1 for approach to stall in the landing
configuration. As the aircraft slows, gear and flaps are
extended at the appropriate speeds for the configuration
required. Pitch trim may be used until the aircraft slows below
130 KIAS. Below that speed, the aircraft should no longer be
trimmed, and the PF should have one hand on the thrust
levers.
At the first indication of the stall, the thrust levers should be
advanced to the MAX THRUST position and the wings should
be leveled (if in a bank). Altitude and heading should be
maintained while the aircraft accelerates. The PM should call
out, "Positive Rate," when either level flight or an actual climb
with the airspeed increasing is being experienced. Standard
callouts for a missed approach should follow for retraction of
gear and flaps. The PF should then reduce the thrust levers
to prevent the aircraft from accelerating above 200 KIAS.
a. Entry Configuration:
1) Airspeed Bugs................................ Set for Landing
2) AP/FD/YD.........................................................OFF
3) Thrust Mode ...................................................... T/O
REV. 6, 01 MAY 2008 8-10

Volume 5
b. Landing Configuration Stall (Flaps 45°) Profile
REV. 6, 01 MAY 2008 8-11

Volume 5
C. Inflight Engine Shutdown / Restart
Observe extreme caution and diligence in shutting down an
engine in flight; a mistake in the shutdown procedure could result
in a more serious emergency. Therefore, use the PRECAUTION-
ARY ENGINE SHUTDOWN CHECKLIST [page A-29] in the
Abnormal Checklist. This checklist procedure requires a coordi-
nated effort between the PF and the PM. Remember it is the PF's
responsibility to fly the airplane and ensure it is safely under con-
trol at all times.
REV. 6, 01 MAY 2008 8-12

Section 2 Flight Training Acceptable Performance
Volume 5
The performance standards required for course completion are
detailed in the FAA's Airline Transport Pilot and Type Rating Prac-
tical Test Standard (FAA-S-8081-5 as amended). The flight
maneuvers and related procedures described herein will be used
as a basis for simulator and airplane flight instruction for Chautau-
qua Airline's Training Program. During training, emphasis will be
placed upon maximum practical use of the simulator, consistent
with applicable regulations, in lieu of the actual airplane.
At no time during flight training in the simulator or the actual air-
plane will limitations of the equipment be exceeded intentionally,
nor will maneuvers be conducted that would jeopardize safety.
A. Steep Turns
1. Bank angle ................................................................ 45 ±5°
2. Altitude ..................................................................±100 feet
3. Airspeed ............................................................... ±10 knots
4. Heading ............................ ±10° of assigned rollout heading
B. Approach to Stall
Initiate recovery at first indication of stall. Recover to reference
airspeed, altitude, and heading, allowing only the minimum alti-
tude loss or deviation.
C. Departure, Enroute, Holding, and Arrival
1. Altitude ..................................................................±100 feet
2. Airspeed. .............................................................. ±10 knots
3. Heading ........................................................................ ±10°
4. Radials, courses, bearings ......................... Accurately track
REV. 6, 01 MAY 2008 8-13

Volume 5
D. Precision Instrument Approaches (ILS)
1. Initial Approach
a. Altitude ............................................................. ±100 feet
b. Airspeed.......................................................... ±10 knots
c. Heading .................................................................... ±5°
d. Radials, courses, bearings ................... Accurately track
2. Final Approach
a. Localizer/glide slope ........................ Allow no more than
1/4-scale deflection
b. Airspeed.............................±5 knots of desired airspeed
3. Decision height (DH):
a. Initiate missed approach immediately when the required
visual reference is not distinctly visible and identifiable
(FAR 91.175).
b. Transition to a normal landing approach when the aircraft
is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal
rate of descent using normal maneuvers.
c. Maintains localizer and glide slope within one-quarter
scale deflection of the indicators during the visual descent
from DH to a point over the runway where the glide slope
must be abandoned to accomplish a normal landing.
E. Nonprecision Instrument Approaches (VOR/NDB/LOC)
1. Initial Approach
a. Altitude ............................................................. ±100 feet
b. Airspeed.......................................................... ±10 knots
c. Heading .................................................................... ±5°
d. Radials, courses, bearings.................... Accurately track
2. Final Approach
a. Airspeed ............................±5 knots of desired airspeed
b. Heading ......................................±5° of desired heading
c. Course deviation bar (CDI)
................................ Allow less than 1/4-scale deflection
d. Bearing pointer ............................±5° of desired bearing
REV. 6, 01 MAY 2008 8-14

Volume 5
3. Descent:
Establish a rate of descent that will ensure arrival at the MDA
with the aircraft continuously in a position from which a
descent to a landing in the touchdown zone or area can be
made at a normal rate using normal maneuvering.
4. MDA:
Maintain, when reached, within +50/-0 feet to the missed-
approach-point (MAP).
F. Missed Approach
Execute when the required visual reference for the intended run-
way is not distinctly visible and identifiable at the missed approach
point (MAP).
1. Altitude ................................................................. ±100 feet
2. Airspeed ................................................................. ±5 knots
3. Heading .......................................................................... ±5°
4. Radials, courses, and bearings .................. Accurately track
G. Landing
1. Traffic Pattern (Normal or Engine Inoperative)
a. Altitude .............................................................±100 feet
b. Heading..................................................................... ±5°
c. Airspeed for Normal Landing ............................ ±5 knots
d. Airspeed for Single Engine Landing................ ±10 knots
2. Final Approach (Normal or Engine Inoperative)
Maintain a stabilized descent angle and the recommended
approach airspeed, with gust factor applied, -0/+5 knots.
Touch down smoothly at a point 500 to 3,000 feet beyond the
runway threshold (not to exceed 1/3 of the runway), with no
drift and the airplane's longitudinal axis aligned with the
runway centerline.
REV. 6, 01 MAY 2008 8-15

Volume 5
H. Normal, Abnormal, and Emergency Procedures
The crewmember should possess a level of knowledge of the air-
craft operational procedures such that he/she will be able to dem-
onstrate operation of the aircraft and aircraft systems in the
operational environment in accordance with the applicable operat-
ing instructions.
1. Engine Failure After V1
Correctly identify, verify, and secure the malfunctioning
engine following the prescribed checklist.
a. Aircraft Control ............. Maintain positive aircraft control
b. Airspeed............................................................ ±5 knots
c. Heading .................................................................... ±5°
2. Engine Failure In Cruise
Correctly identify, verify, and secure the malfunctioning
engine following the prescribed checklist.
a. Aircraft control.............. Maintain positive aircraft control
b. Drift-down altitude ............................................ ±100 feet
c. Heading .................................................................. ±10°
d. Airspeed.......................................................... ±10 knots
REV. 6, 01 MAY 2008 8-16

Section 3 Unusual Attitude (Upset) Recovery
Volume 5
Successful recovery from an unusual attitude (upset) depends on
immediate recognition of the actual airplane attitude and the cor-
rect maneuvering to recover.
A. Recognition
1. Sky Pointer ................................................................Locate
2. Bank & Pitch Attitude........................................... Determine
3. Horizon Line ..............................................................Locate
- EADI will maintain all information up to a bank angle of 65°
and 20° nose down.
- At bank angles exceeding 65° or more than 20° nose
down, all information except attitude and command bars
are removed from the EADI.
- Regardless or roll/pitch attitude, there will always be blue
sky and brown ground displayed on the EADI for
orientation.
- At excessive pitch attitudes, there will be pitch arrows
("chevrons") displayed, pointing in the recovery direction.
4. Confirm attitude by reference to other instruments.
5. Correct Recovery Procedure..................................... Initiate
B. Recovery
- Auto Pilot/Yaw Damper.........................Disconnect
- Depress DISC button on yoke if AP/YD did not already
disconnect (aural warning).
- Autopilot will disconnect at bank angles exceeding 45° or
17° nose down/25° nose up. Autopilot will also disconnect
at a roll rate in excess of 10°/sec.
1. Excessive Roll Recovery
a. Roll shortest way towards upright wings level attitude.
- Towards the sky pointer.
- Coordinate rudder with the roll.
b. If bank angle in excess of 90°, maintain neutral to slightly
forward yoke pressure.
- Reduces nose drop.
REV. 6, 01 MAY 2008 8-17

Volume 5
c. As bank angle approaches 90°, neutralize back pressure.
d. At bank angles less than 60°, increase back pressure on
yoke to establish level pitch attitude.
- When recovered, adjust pitch, power, and airspeed as
necessary.
2. Nose High Recovery
a. Increase power as necessary.
b. Simultaneously reduce pitch attitude while maintaining
positive G load.
c. When recovered, level the wings and adjust pitch, power,
and airspeed as necessary.
3. Nose Low Recovery
a. Reduce power as necessary.
- Reduce power if large pitch down attitude.
- Do not over-speed the aircraft in the dive.
- Do not over-stress the airframe during pull-out.
b. Simultaneously roll the airplane in the shortest direction to
wings level attitude.
- Towards the sky pointer.
- At excessive pitch attitudes, there will be pitch arrows
("Chevrons") displayed, pointing in the recovery
direction.
- Coordinate rudder with the roll.
- If bank angle in excess of 90°, maintain neutral to
slightly forward yoke pressure. Reduces further nose
drop.
- At bank angles less than 60°, increase back pressure on
yoke to pull towards level pitch attitude. Pull towards
sky pointer or in the "Chevron" direction.
c. When recovered, adjust pitch, power, and airspeed as
necessary.
- Utilize speed brake as necessary.
REV. 6, 01 MAY 2008 8-18

Section 1 General
Volume 5
Chapter 9
Performance
Section 1 General
Performance data for the EMB 145 Regional Jet is provided by
AeroData and information derived from the FAA approved EMB
Airplane Flight Manual.
The Supplemental Performance Manual (SPM) is part of the EMB
145 POH Chapter 9 and is located in a binder kept in the aircraft.
Instructions for the use of the Supplemental Performance Manual
are located in the SPM and for AeroData charts are located in this
section of the manual.
All takeoff weights are predicated upon compliance with the Fed-
eral Aviation Regulation 121.189 and the EMB manufacturer’s Air-
plane Flight Manual.
A. FAR 121.191 Enroute Limitations: One Engine Inoperative
FAR 121.191 states, “No person operating a turbine-engine pow-
ered airplane may takeoff at a weight that is greater than that
which will maintain a positive slope at an altitude of at least 1,000
feet above all terrain and obstructions within 5 statute miles of the
intended track.” The pilot will determine this from the information
contained in this section.
FAR 121.191 also states, “No person operating a turbine-engine
powered airplane may takeoff at a weight that is greater than that
which will maintain a positive slope at 1500 feet above the airport
where the airplane is assumed to land after an engine fails.” This
is accomplished through the AeroData Analysis information pre-
sented to the pilot.
B. FAR 121.161 Airplane Limitations: Type of Route
Requires that the route of flight must be within one hours flying
time of an adequate airport in still air at normal cruising speed with
one engine inoperative.
Within the current route structure of Chautauqua Airlines, all flights
are within one hour flying time, single engine from an adequate air-
port and are in compliance with FAR 121.161.
REV. 6, 01 MAY 2008 9-1

Section 1 General
Volume 5
C. FAR 121.617 Alternate Airport for Departure
Requires that if the weather conditions at the departure airport are
below landing minimums, a takeoff alternate is required. The
takeoff alternate cannot be more than one hour flying time at nor-
mal cruise speed with one engine inoperative.
The airport used for the takeoff alternate cannot exceed 270 nau-
tical miles from the departure airport. The single engine cruise
speed for the EMB aircraft is 270 nautical miles per hour.
The mileage can be determined from the enroute chart or in the
SABRE system. The following procedures for the SABRE System
are:
Type “IFC/A/city code/A/city code”
An example of finding the mileage between IND and STL would
be typed EXACTLY as follows: IFC/A/IND/A/STL
D. Fuel Computations
Use the conservative fuel consumption figures presented in this
section for manual flight planning only.
Allow 10 minutes for ground operation for most airports. Some air-
ports may require additional time.
1. Enroute burn
- 54 pounds per minute first hour.
- 42 pounds per minute each additional hour and holding.
2. Taxi burn (includes APU operation) 20 pounds per minute.
3. Compute a missed approach at 100 pounds per minute for the
time from advancing the thrust levers to reducing to CLB
thrust, thereafter use enroute burn.
V-Speeds are calculated from the charts found in this section of
the EMB 145 POH.
A copy of these charts will also be located in the aircraft as a quick
reference.
REV. 6, 01 MAY 2008 9-2

Section 1 General
Volume 5
E. Diversions to Airports
When departing from an airport without the available performance,
call dispatch and they will obtain the required takeoff performance
data from Aircraft Performance Group.
You will need to provide dispatch with a fax number so they may
fax you the charts. If no fax is available, dispatch will read the per-
formance to you over the phone.
F. Performance Requirements
ALL OF THE FOLLOWING PERFORMANCE REQUIREMENTS
MUST BE CONSIDERED PRIOR TO DEPARTURE:
1) If takeoff alternate is required does it meet the requirement of
FAR 121.617?
2) Is a landing alternate required?
3) Proper fuel load on the aircraft.
4) Ensure aircraft is within weight & balance limits.
For Part 121 operations, complete load manifest.
5) Does the route of flight meet FAR 121.191 requirement?
6) Compliance with FAR 121.161.
Note: The current route structure of Chautauqua Airlines
provides for an adequate airport within one hour’s flying
time single engine.
7) Compute takeoff performance data.
Note: Items 1, 2, and 3 must be in agreement with the flight
release sent by dispatch.
REV. 6, 01 MAY 2008 9-3

Section 1 General
Volume 5
REV. 4, 13 AUG 2005 9-4

Section 2 Performance Definitions and Abbreviations
Volume 5
A. Airspeeds
1. Indicated Airspeed - KIAS
The reading on the airspeed indicator in knots, as installed in
the airplane, uncorrected for static source position error. Zero
instrument error is assumed.
2. Calibrated Airspeed – KCAS
The indicated airspeed in knots, corrected for static source
position error.
3. True Airspeed – TAS
The equivalent airspeed corrected for atmospheric density
effects.
4. Critical Engine Failure Speed – VEF
The speed at which, if one engine fails, the failure is
recognized at V1.
5. Takeoff Decision Speed – V1
The speed at which, following a failure of one engine at VEF,
the decision to continue the takeoff distance to a height of 35
feet at V2 speed, that will not exceed the available takeoff
distance; or the distance to bring the airplane to a full stop that
will not exceed the accelerate stop distance available.
Note: V1 must not be greater than the rotation speed (VR).
6. Rotation Speed – VR
The speed at which rotation is initiated during the takeoff, to
attain the takeoff safety V2 climb speed at or before a height
of 35 feet above the runway surface.
7. Takeoff Safety Speed – V2
The target speed to be attained at a 35 foot height during a
takeoff with an engine failure.
8. Air Minimum Control Speed – VMCA
The minimum flight speed at which the airplane is controllable
with a maximum 5 degree bank, when one engine suddenly
becomes inoperative with the remaining engine operating at
takeoff power. The value presented represents the most
critical combination of power, weight, and center of gravity.
REV. 6, 01 MAY 2008 9-5

Volume 5
9. Ground Minimum Control Speed – VMCG
The minimum speed on the ground at which the takeoff can
be continued, utilizing aerodynamic controls alone, when one
engine suddenly becomes inoperative and the remaining
engine is operating at takeoff power. The value presented
represents the most critical combination of power, weight, and
center of gravity.
10. Landing Reference Speed – VREF XX
The speed at a 50 foot height in a normal landing. This speed
is equal to 1.3 VS in the landing configuration (gear down and
specific landing flaps XX).
11. Maneuvering Speed – VA
The maximum speed at which application of full available
aileron, rudder, or elevator will not overstress the airplane.
Maneuver involving pitching control must not exceed the limit
load factor of the aircraft.
12. Minimum Control Speeds During Landing and Approach
– VMCL AND VMCL-1
VMCL is the minimum control speed during landing and
approach with all engines operating.
VMCL-1 is the minimum control speed during landing and
approach with one engine inoperative.
13. Final Takeoff Segment Speed – VFS
The speed to be achieved during final segment, with the
landing gear up and the flaps retracted.
B. Determination of Maximum Allowable Takeoff Weight
1. Limiting Weights
To accurately determine the Maximum Allowable Takeoff
Weight, the most limiting of the following must be determined.
a. Structural Weights
- Ramp Structural Limit (RAMP WT)
- Takeoff Structural Limit (STRUCT TOW)
- Landing Structural LIMIT (STRUCT LDG)
- Maximum Zero Fuel Weight (MAX ZFW)
REV. 4, 13 AUG 2005 9-6

Volume 5
b. Performance Limit Weights
1) Takeoff
- Accelerate Stop Distance (Runway)
- Takeoff Distance (Runway)
- Obstacle Clearance (Runway)
- Takeoff Climb (Climb)
2) Remaining Within Enroute – Driftdown
3) Arrival Within Landing
- Landing Distance
- Approach Climb
- Landing Climb (Not a factor, approach climb is
limiting)
2. Performance Weight Limits
The takeoff weight (weight at the start of the takeoff roll) is
limited by the most restrictive of the maximum takeoff weights
for:
• Altitude and temperature
• Takeoff field length requirements
• Brake energy requirements
• Obstacle clearance
The above limits are determined from the Aircraft
Performance Group Data, enroute weight limits, or landing
weight limits.
Enroute weight limits are determined by the route to be flown
and single engine drift down performance, or landing weight
restrictions plus enroute fuel as determined on the weight and
balance calculations.
The landing weight is limited by the most restrictive of:
• Landing field length requirements, and
• Maximum approach climb weight for the current altitude
and temperature.
REV. 4, 13 AUG 2005 9-7

Volume 5
C. Definitions
Balanced vs. Unbalanced Field Length
1. Balanced Field Length
Balanced Field Length describes the condition where the
takeoff distance or accelerate-go distance is equal to the
accelerate-stop distance. This distance must not exceed
the length of the runway.
This means you can accelerate to V1, lose one engine and
come to a complete stop at or before the end of the runway or
you can continue the takeoff, accelerates to V2 and reach 35
feet AGL at the end of the runway.
It is determined by the selection of V1 speed. For a given set
of ambient conditions and aircraft weight, only one value of V1
would cause these distances to be equal and also less than
or equal to the available runway length.
2. Unbalanced Field Length (Optimized V1)
Unbalanced Field Length is the condition where the takeoff
distance or accelerate-go distance and accelerate-stop
distance are not equal.
Takeoff weight and V1 will change (be optimized) by using a
stopway in the calculation of the accelerate-stop distance or
a clearway in the calculation of the accelerate-go distance.
This allows a higher takeoff weight because of the greater
distance available to reach 35 ft. The higher weight requires
a lower V1 to still be able to stop on the available runway.
This means you can accelerate to V1, lose one engine and
come to a complete stop at or before the end of the runway or
you can continue the takeoff, lift off on the remaining runway,
accelerate to V2 and reach 35 feet AGL over the clearway.
3. Clearway
Clearway is an area beyond the departure end of the runway
no narrower than 500' wide and up to 1/2 the length of the
runway. Clearway extends from the end of the runway with
an upward slope not exceeding 1.25%, above which no object
nor any portion of the terrain protrudes.
REV. 6, 01 MAY 2008 9-8

Volume 5
D. AeroData Specific Abbreviations
Abbreviation Meaning
AALT Acceleration Altitude
AFE Above Field Elevation
AI Engine anti-ice
APT Airport IATA identifier.
DT Direct turn
FL Takeoff flap setting
FLP Flap setting
FRA Flap retraction altitude = Acceleration altitude
H Heading
HW Headwind
LT Left turn
LVIS Limited visibility conditions (as per OpsSpecs C054)
M1METW Method 1 Maximum Enroute Takeoff Weight
MAXV1 Maximum V1 takeoff speed
METW Maximum enroute takeoff weight
MFPTW Maximum flight plan takeoff weight.
MLDW Maximum landing weight
MRTW Maximum runway takeoff weight
MTOW Maximum takeoff weight
MTXW Maximum taxi weight
OS V2 Overspeed Indicator (EMB 140 only)
PLDW Planned landing weight
PMRLW Planned maximum runway landing weight
PMRTW Planned maximum runway takeoff weight.
POAT Planned outside temperature in degree centigrade.
PQNH Planned QNH (Altimeter setting).
PRWY Planned runway
PTOW Planned takeoff weight.
PWIND Planned wind direction / speed.
RT Right turn
TLR Takeoff and Landing Report
TW Tailwind
VMBE Maximum Brake Energy Speed
REV. 6, 01 MAY 2008 9-9

Volume 5
REV. 6, 01 MAY 2008 9-10

Section 3 AeroData Performance Reports
Volume 5
The information and procedures in this section will be used when
calculating EMB 145 performance provided by AeroData.
The AeroData Aircraft Performance Data Computer Server Sys-
tem is an advanced client-server computer system designed for
providing comprehensive real-time aircraft performance data to
ensure compliance with takeoff, enroute, and landing regulations.
The most important advantage of the Compute Server System is
that all performance calculations are computed real-time using the
fewest possible conservatism and generalizations. As a result,
the highest possible performance values are provided to the air-
line.
As part of the Release Briefing, a review of the AeroData perfor-
mance information is required. The flight crew must confirm the
data presented on the release attachment matches the current
conditions, i.e. Aircraft model and engine type, airport city pairs,
runways in use, temperature range, inoperative items and other
conditions.
AeroData will compute optimized V1 takeoff performance any time
the aircraft is runway length limited due to runway length or con-
tamination. In this case the crew will see different V1 and VR
speeds on the Takeoff and Landing Report (TLR). In all other
cases (not runway length limited) balanced field length will be
used and V1 will equal VR.
The following pages contain a sample of the takeoff and landing
performance as it will appear on the dispatch release.
A. Naming Conventions
Throughout the AeroData discussion several terms are used in
their generalized meaning unless specifically stated otherwise.
The Term... stands for...

EMB 145 EMB 135, EMB 140, and EMB 145
EMB 145 Data Cards Aircraft specific data cards for the EMB
135, EMB 140, and EMB 145
Special Departure Procedure Simple-Special and Complex-Special
Departure Procedure
REV. 6, 01 MAY 2008 9-11

Volume 5
B. Takeoff and Landing Report (TLR) - General Layout
The layout of the Takeoff and Landing Reports for EMB 145, 140
and 135 are identical except for the annotation for aircraft model
and engine type.
1. Part 1 Takeoff Runway Analysis Report
(Takeoff Data)
TAKEOFF AND LANDING REPORT CHQ 642 CMH-DCA 19FEB07

TLR-1 SEQ-13076880 19FEB07 1635Z
A/C 8575 EMB-145LR AE-3007A1P
CHQ E145 DRY Takeoff Data.txt
/// TAKEOFF DATA ///
APT PRWY POAT PWIND PQNH PMRTW FL OS MAXV1 PTOW MFPTW

CMH 10R -4.0 000/00 30.08 5071 9 N 126 4309 4462
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ----------------

RWY OAT WIND QNH MRTW FLP MAXV1 PWR CONFIG/CONDITION
--------------- ALT T/O-1 - DRY RWY - A/I OFF ---------------

10L 10R 28L
8000 FT 10125 FT 10125 FT
DT H100 DT H100 DT H280
OAT FLAP 9 FLAP 9 FLAP 9
00 4853/34-34-44 4945/36-36-45 4971/36-36-45
-02 4859/34-34-44 4949/36-36-45 4971/36-36-45
/-04 4866/35-35-44 4953/36-36-45 4971/36-36-45
-06 4871/35-35-44 4956/36-36-45 4972/36-36-45
-08 4877/35-35-44 4959/36-36-45 4971/36-36-45
HW/10KT 53 1 1 1 30 0 0 0 12 0 0 0
TW/10KT -188 -3 -3 -3 -145 -2 -2 -2 -118 -2 -2 -2
AI ON 1.0 -70 -1 -1 -1 -87 -1 -1 -1 -99 -1 -1 -1
28R
8000 FT
DT H280
OAT FLAP 9
00 4759/33-33-42
-02 4766/33-33-42
/-04 4774/33-33-43
-06 4780/33-33-43
-08 4787/33-33-43
HW/10KT 56 1 1 1
TW/10KT -165 -3 -3 -2
AI ON 1.0 -64 -1 -1 -1
REV. 6, 01 MAY 2008 9-12

Volume 5
2. Part 2 Landing Data
Q g
/// LANDING DATA ///
APT PRWY POAT PWIND PQNH PMRLW FLP PLDW

DCA 33 -2.0 000/00 30.27 4800 45 4102
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ----------------
RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION
----------- DRY RWY - A/I OFF - NO ICE ACCRETION ------------

FLAP 22 / FLAP 45
01 04 15 19
OAT 6869 FT 4911 FT 5204 FT 6869 FT
02 4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
00 4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
/-02 4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
-04 4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
-06 4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
HW/10KT 0/ 0 229/ 159 245/ 0 0/ 0
TW/10KT -603/ 0 -687/ -904 -693/ -717 -603/ 0
EAI 0/ 0 0/ 0 0/ 0 0/ 0
ICING -456/ -456 0/ -296 0/ -456 -456/ -456
22 33
OAT 4911 FT 5204 FT
02 3317F/4640F 3567F/4800A
00 3317F/4640F 3567F/4800A
/-02 3317F/4640F 3567F/4800A
-04 3317F/4640F 3567F/4800A
-06 3317F/4640F 3567F/4800A
HW/10KT 229/ 159 245/ 0
TW/10KT -687/ -904 -693/ -717
EAI 0/ 0 0/ 0
ICING 0/ -296 0/ -456
REV. 6, 01 MAY 2008 9-13

Volume 5
3. Part 3 Landing Distance
----------------- FACTORED LANDING DISTANCE -----------------

FLAP 45
LDW DRY WET/LVIS
4250 4594 5283
4200 4553 5236
4150 4513 5190
/ 4102 4475 5146
4100 4474 5145
4050 4434 5099
4000 4394 5053
HW/KT -24 -27
TW/KT 75 86
--------------- DEMONSTRATED LANDING DISTANCE ---------------
FLAP 45
LDW DRY WET
4250 2756 3170
4200 2732 3142
4150 2708 3114
/ 4102 2685 3088
4100 2684 3087
4050 2660 3059
4000 2637 3032
HW/KT -14 -16
TW/KT 45 51
REV. 6, 01 MAY 2008 9-14

Volume 5
C. Takeoff Data - General Principles
a. Acceleration Altitude (AALT), also known as Flap Retrac-
tion Altitude (FRA), for all takeoffs is 1,000 feet AFE
unless a Special Departure Procedure prescribes other-
wise.
b. Turns before reaching the acceleration altitude are
permitted if either:
• the prevailing weather conditions are equal to or better
than 1000 feet ceiling and 3 SM visibility; and
• the early turn restrictions published in Chapter 4
Climb Section of this POH are complied with.
OR
• the assigned instrument departure procedure
specifically requires a turn before reaching 1000 feet
AFE.
• by request from ATC.
2. Takeoff Flight Path
The following paragraphs explain the IFR departure flight path
under various scenarios. Turns before acceleration altitude
as defined in the previous paragraph are always an option and
should be considered when the required conditions are met.
a. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has no minimum climb chart associated with
the SID, the pilot will commence the initial turn out of traffic
at 1000 feet AFE and will accelerate to flap retraction
speed (Acceleration Altitude).
b. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has a minimum climb chart associated with
the SID, AeroData will provide the Special Procedure for
the applicable runway if the climb gradient requirements
are restrictive to the aircraft performance. The provided
maximum takeoff weights for the planned runway are
based on the pilot complying with the Special Procedure.
c. When no SID is assigned to the aircraft for departure, the
PIC will ensure compliance with the Take-Off and
Obstacle Departure Procedure as published in the
Jeppesen Airway Manual (normally located on the back of
the airport diagram page 10-9).
REV. 6, 01 MAY 2008 9-15

Volume 5
d. In the event that the aircraft is going to fly into a non-radar
environment, is not assigned a SID, and there is no Take-
Off and Obstacle Departure Procedure published in the
Jeppesen Airway Manual, then NO turns shall be
commenced below 1,000' above field elevation (AFE)
when takeoff weather is less than 1,000’ ceiling and 3 sm
visibility unless a Special Departure Procedure
prescribes otherwise.
e. In the event that the aircraft is not assigned a SID but on
departure the aircraft is in a radar environment and
Departure Control assigns a heading, the pilot is allowed
to turn to that heading after reaching 1000 feet AFE.
3. Standard Engine Failure Takeoff Flight Path
a. The Header of the takeoff performance data section
contains the Abbreviated Engine Failure Takeoff Proce-
dure.
b. In the absence of a Special Departure Procedure (identi-
fied by SPECIAL in the Header), this line describes the
flight path that provides obstacle clearance in case of
engine failure after V1.

10L 10R 28L
8000 FT 10125 FT 10125 FT
DT H100 DT H100 DT H280
c. This path will allow the aircraft to safely attain an altitude

and position where radar vectors can be provided, or a
minimum enroute or approach altitude.
d. The Captain should declare an emergency as soon as
practicable to alert ATC of the engine failure situation.
e. The following table describes the flight path that will be
flown whenever an engine failure occurs during takeoff
and no Special Departure Procedure exists.
REV. 6, 01 MAY 2008 9-16

Volume 5
f. Standard Engine Failure Takeoff Flight Path
Weather Conditions
ENGINE IMC VMC

FAILURE
ALTITUDE
Below 1,000' Climb straight ahead to 1,000' Climb straight ahead to 1,000'
AFE. AFE, then commence turn to AFE. Return to land visually or
NAVAID or heading as listed on complete IMC procedure.
runway analysis page using 15º
maximum bank. If NAVAID is
listed, hold on the inbound radial
using a direct entry and standard
holding procedures. If heading is
listed, fly heading until a minimum
safe altitude is attained. Radar
vectors may be accepted when
available after reaching 1,000'.
1,000' or more Commence turn to NAVAID or Return to land visually or com-

AFE. heading as listed on runway anal- plete IMC procedure.
ysis page using 15º maximum
bank . If NAVAID is listed, hold on
the inbound radial using a direct
entry and standard holding proce-
dures. If heading is listed, fly
heading until a minimum safe alti-
tude is attained. Radar vectors
may be accepted when available.
Example:
The AeroData TLR for LGA Rwy 31 shows an Abbreviated
Engine Failure Takeoff Procedure of “RT 360”.
However ATC assigned a departure heading of 340º.
This means: 31
• The performance data are still 7000 FT
good. RT H360
• Climb straight ahead to 1000 feet FLAP 9
AFE, then 4597/30-30-40
• right turn to heading 340º as 4610/30-30-40
assigned by ATC on two 4624/30-30-40
engines; or 4637/31-31-41
• right turn to heading 360º if 4649/31-31-41
an engine failure occurred. 90 2 2 2
-277 -5 -5 -4
-43 0 0 0
REV. 6, 01 MAY 2008 9-17

Volume 5
4. Special Engine Failure Takeoff Flight Path and
Procedures
Special Departure Procedures for takeoff are provided when
Standard Engine Failure Takeoff Procedures cannot be used
due to obstacle requirements. Special Departure Procedures
are designed to provide procedures and information that differ
from Standard Procedures. For takeoff there are two types of
Special Procedures, Simple-Special and Complex-Special
Departure Procedures.
A Special Departure Procedure is advertised by the word
SPECIAL in the Takeoff Report.
p g
30 35L 35R
8268 FT 11021 FT 13500 FT
SPECIAL SPECIAL SPECIAL
22 4420/27 27 37 4481/28 28 38 4654/31 31 41
a. Simple-Special
• The Simple-Special Departure Procedure differs from
Standard Procedures. At some airports a turn to
NAVAID or heading may be required before reaching
1,000’ AFE.
• Acceleration Altitude remains at 1,000' AFE unless
otherwise specified in the ACCEL ALT box.
• Simple-Special Departure Procedures are mandatory
in IMC. They are also mandatory in VMC until reaching
1,000' AFE.
• The turn to the NAVAID or heading is to be made at the
highest bank angle appropriate for aircraft speed.
• In IMC, if radar vectors are not available, comply with
the special procedure until 3,000’ AFE at which time
you may proceed on course (as applicable).
• Simple-Special Departure Procedures, when required,
are listed underneath the takeoff runway analysis.
• Below is a sample Simple-Special Departure
Procedure for Colorado Springs (COS):
p p p
------------ SPECIAL ENG FAIL TAKEOFF PROCEDURES ------------
RWY CLB VIA REACHING OR TURN AALT HOLD
30 BRK R210 D5.6 ILPI LT H125 7184
35L V2 D6.3 BRK D5.4 ILPI RT H047 7200
35R V2 D5.0 BRK D5.9 ILPI RT H047 7200
REV. 6, 01 MAY 2008 9-18

Volume 5
• Legend:
RWY CLB VIA REACHING OR TURN ACCEL HOLD
ALT
35L V2 D6.3 BRK D5.6 ILPI LT H047 7200
1 2 3 4 5 6 7 8
9
1) Runway for which the Simple-Special Departure

Procedure is applicable.
2) Engine failure climb speed - only listed if different than
the standard engine failure profile.
3) Engine failure initial heading or course - only listed if
different than runway alignment. A turn to the speci-
fied heading or course shall be commenced at 50'
AFE or at engine failure above 50' AFE.
4) Engine failure turn point - listed in feet MSL for an alti-
tude turn point, or DME, or radial for geographic turn
points.
5) Alternate turn point - Alternate turning fix (if available)
for redundancy and/or convenience.
Note: Items 3 and 4, use whichever is reached first.
6) Turn direction and NAVAID or heading
- LT = left turn;
- RT = right turn;
- DT = direct (turn to NAVAID or heading in direction
of shortest distance);
- H = heading.
7) AALT = Acceleration altitude - (feet MSL).
8) Holding procedures at NAVAID - STD = right turns &
1 minute legs. Unless otherwise noted, hold on the
inbound radial using a direct entry. This may not
necessarily be a published holding pattern.
9) Remarks.
REV. 6, 01 MAY 2008 9-19

Volume 5
b. Complex-Special
• The Complex-Special Departure Procedure is issued
when an engine failure procedure is too complex to fit
in the Simple-Special table and/or other considerations
must be taken into account. Often, all-engine
procedures are also specified in order to ensure that
the aircraft will remain in the obstacle protected area
until reaching a safe engine failure altitude.
• Acceleration Altitude remains at 1,000' AFE unless
otherwise specified in the procedure.
• Complex-Special Departure Procedures may be
specifically designed for a published instrument
departure procedure. In these cases, the name of the
applicable instrument departure procedure will be
indicated on the Complex-Special and the Complex-
Special is only valid for the instrument departure
procedure specified. Complex-Special Departure
Procedures, when published, are mandatory under
IMC and VMC.
• Complex Special Departure Procedures are designed
by AeroData and published in the Chautauqua
Airlines 10-7 pages for the respective airport.
• The following is an example of a Complex Special
Departure Procedure using Washington National
Runway 01 Visual.
REV. 6, 01 MAY 2008 9-20

Volume 5
5. Takeoff Flight Path Principles - Condensed -
a. NO TURNS before 1000 feet AFE,
Unless
• Required by SID;
OR
• Required by Special Departure Procedure;
OR
• Weather exceeds 1000-3 and
- above 200 feet AGL, and
- airspeed no less than V2, and
- 15º low bank (BNK) maximum.
b. Departure Procedures
• Used for engine failure after V1
1) “Standard”:
• Aircraft remains on runway heading until 1000 feet
AFE;
• Then turns to specified heading until safe altitude;
• Radar vectors possible above 1000 feet AFE;
• MANDATORY under IMC.
2) “Simple-Special”:
• Aircraft begins turn to “VIA” heading at 50 feet
AFE, 15º low bank (BNK) maximum;
• Aircraft makes next turn at specified point;
• Then follows specified flight path until at least
3000 feet AFE;
• MANDATORY under IMC.
• MANDATORY in VMC until reaching 1000 feet
AFE.
3) “Complex-Special”:
• Aircraft flies according to a charted procedure;
• MANDATORY under IMC and VMC.
REV. 6, 01 MAY 2008 9-21

Volume 5
D. Runway Conditions
1. The four non-dry Runway Conditions for AeroData are Wet
Runway, Contaminated Runway, Compacted Snow Runway,
and Slippery (Wet Ice) Runway.
a. Wet Runway - A runway that has a shiny appearance
due to a thin layer of water less than 1/8 inches or 3 mm
covering 100% of the runway surface. If there are dry
spots showing on a drying runway with no standing water,
the runway is not considered to be wet.
b. Contaminated Runway - A runway where more than
25% of the runway length, within the width being used, is
covered by standing water or slush more than 1/8 inches
or 3mm deep, or that has an accumulation of snow or ice.
A runway may also be considered contaminated with less
than 25% coverage if the contaminant is located prior to
the midpoint of the runway.
Note: A wet runway with standing water more than 1/8
inches deep is considered a Contaminated Runway.
c. Compacted Snow Runway - A runway is considered to
be contaminated by compacted snow when covered by
snow which has been compacted into a solid mass which
resists further compression and will hold together or
break into lumps if picked up.
d. Slippery (Wet Ice) Runway - A runway surface condition
where braking action is reported to be very low or NIL,
due to the presence of ice.
2. Runway Contaminants
a. Standing Water – Accumulated water on the runway
surface caused by heavy rainfall or by poor drainage.
b. Slush - Snow mixed with water.
c. Dry Snow - Snow that cannot be easily compacted by
hand.
d. Wet Snow - Snow that is easily compacted by hand.
REV. 6, 01 MAY 2008 9-22

Volume 5
3. Contamination Level Table
Contaminant
Standing Slush Wet Snow Dry Snow
Water
Level 1 Heavy rain with <1/8" <1/4" <1"
up to 1/8" or or or or
3mm flooding. <3mm <6mm <25mm
Level 2 >1/8" to <1/4" >1/8" to <1/4" >1/4" to <1/2" >1" to <2"
or or or or
3mm to 6mm 3mm to 6mm 7mm to 13mm 26mm to 51mm
Level 3 >1/4" to <1/2" >1/4" to <1/2" >1/2" to <1" >2" to <4"
or or or or
7mm to 13mm 7mm to 13mm 14mm to 25mm 52 to 102mm
Note: Level 1 standing water (being less than 1/8" deep),

while technically not meeting the definition of
"contaminated," gives the crew a more conservative
option than basic wet data to use at their discretion
when water appears to be forming pools in areas on
the runway during periods of heavy rain.
E. Ground Vehicle Runway Friction Readings
1. At certain airports, ground vehicle friction readings are
provided by ATIS and/or the control tower when slippery
runway conditions are thought to exist.
2. These readings are derived from devices that attempt to
measure the runway coefficient of friction (µ or mu).
Unfortunately, the measurements made by these devices do
not directly correlate to the µ that would be experienced by an
aircraft, although they do provide indications of airplane/
runway braking action that may be used for planning
purposes.
3. Reported measurements are also a function of the device
itself. The readings from these devices are given by ATIS and/
or the control tower and typically are given with the type of
measuring device used.
4. Please note that the readings may be given as whole numbers
(i.e., .47 would be given as 47). In addition, Runway Condition
Readings (RCR) are normally associated with military and
Canadian airports. The following table can be used to
correlate ground vehicle friction readings to an airplane/
runway braking action level.
REV. 6, 01 MAY 2008 9-23

Volume 5
5. Ground Vehicle Friction Correlation Table
Ground-vehicle Friction Correlation for Compacted Snow- and Ice-Covered Runways

Ground-vehicle friction readings (P)
Surface Runway
Braking friction Runway BV-11 Bow- condition
Action tester Friction skid- Tapley monk readings
Level (SAAB) Tester dometer Mu-Meter meter meter (RCR)
Excellent > .53 > .50 > .58 > .50 >.53 > .51 > 17
Good .37 - .50 .35 - .47 .41 - .54 .35 - .47 .38 - .50 .37 - .48 12 -16
Fair .28 - .34 .26 - .33 .31 - .37 .26 - .33 .28 - .35 .27 - .34 9 - 11
Poor < .25 < .24 < .27 < .24 < .26 < .25 <8
F. Takeoff on Wet or Contaminated Runways

1. AeroData maintains a database for every runway including a
record of the type of material of which the runway is
constructed, as well as whether it is grooved or smooth.
a. Takeoff performance calculations automatically take into
account any credits for runway construction or grooving.
The data presented on the TLR are based on runway
surface conditions such a smooth or grooved.
b. AeroData also performs DRY runway checks to ensure
that the WET/CONTAM weights are not greater than dry
weights.
c. Whenever the runway condition meets the definition
of a wet runway, you must use WET data from the
TLR. This applies also to grooved runways.
d. Whenever the runway condition meets the definition
of a contaminated runway, you must use CONTAM
data for the appropriate contaminant from the TLR.
Note: While a grooved runway surface may be wet, it is
most unlikely that standing water on a grooved (and
domed) runway will reach contamination levels 1 or
2. Both contamination levels apply only to conditions
of standing water due to heavy rain.
2. The takeoff data provided for non-dry runways serves to
maintain a margin of safety equivalent to a dry runway by
taking into consideration performance characteristics
associated with non-dry runway conditions. Therefore, the
more accurate the assessment of runway conditions, the
greater the margin of safety maintained.
REV. 6, 01 MAY 2008 9-24

Volume 5
a. Runway condition information can normally be obtained
from ATC and/or Flight Service.
b. When accurate information is not available, an assess-
ment of the runway condition must be made by the crew.
c. However, due to a lack of the proper means, making an
accurate assessment of the runway condition is often
impossible.
d. Even if a runway condition assessment is inaccurate,
using takeoff data for that runway condition still offers an
increased margin of safety over using dry runway data.
3. Takeoff Runway Analysis provides maximum takeoff weights
and maximum V1 for wet, and contaminated runways.
a. This data preserves accelerate-go and accelerate-stop
distances for the appropriate runway conditions.
b. Wet maximum takeoff weights are based on the braking
capability of the runway being analyzed.
c. This is reflected in that a runway with no friction treatment
(i.e. grooving) will show significant weight penalty when
comparing wet versus dry, while a runway with good fric-
tion characteristics will show little or no penalty.
d. Comparing the difference between dry and non-dry
takeoff weights for each available runway will indicate the
best runway for takeoff.
e. Wet, slippery (wet ice), and contaminated takeoff weights
are based on all components that affect aircraft perfor-
mance being operative, unless otherwise specified on the
runway analysis.
f. The following limitations apply to takeoffs on wet, slippery
(wet ice), and contaminated runways:
CAUTION: Takeoff is PROHIBITED when braking action is

reported “NIL”.
CAUTION: Takeoff is PROHIBITED at contamination LEVEL 3

or higher.
REV. 6, 01 MAY 2008 9-25

Volume 5
G. Runway Naming Conventions
1. Intersection Runways
Intersection runways are designated by “/” between the
runway and the intersecting taxiway or runway.
a. 26L/A Designates runway 26L at the intersection of
taxiway “A”.
2. Intersection Departure
Intersection performance data may be used for an inter-
section departure of longer length or a full length depar-
ture. Engine failure procedures remain the same.
3. Shortened Runways
Shortened runways are designated using the following code:
“26L-W2000F”
a. 26L Indicates the base runway
b. – Indicates that the runway has been shortened
c. W Indicates the end of the runway which has been short-
ened (possible values are N, NE, E, SE, S SW, W, NW)
d. 2000 Indicates the shortened distance
e. F Indicates the units for the shortened distance where “F”
= feet. The shortened distance unit shown will corre-
spond to that given by the applicable shortened runway
NOTAM.
4. Temporary Obstacle Runways
a. When an obstacle listed by a NOTAM affects takeoff
performance, the obstacle will be included in takeoff
weight calculations and the NOTAM will be referenced in
the runway notes, if the NOTAM is not conditional (i.e.
time of day).
b. If the NOTAM is conditional, a new runway name will be
created with a description referencing the NOTAM (i.e.
07LCRANE). This provides for the use of the normal
runway or the NOTAMed runway, depending on NOTAM
applicability.
REV. 6, 01 MAY 2008 9-26

Volume 5
5. Arresting Gear Cable Runways
Runways equipped with an arresting gear cable(s) are desig-
nated by using “CBL”. Distance beyond a cable from the liftoff
end will be considered as clearway. The following naming
conventions represent cable runway designations.
a. 22L-NECBL Runway 22L with cable on Northeast (brake
release) end of runway deployed. Takeoff run is initiated
at cable. Effective runway length is the distance from the
cable to the lift-off end of the runway.
b. 22L-SWCBL Runway 22L with cable on Southwest (lift-
off) end of runway deployed. Takeoff run is initiated at the
brake release end of runway. Effective runway length is
the distance from the brake release end of the runway to
the cable.
c. 22L-CBL-CBL Runway 22L with cable on Northeast
(brake release) and Southwest (liftoff) ends of the runway
deployed. Takeoff run is initiated at cable. Effective
runway length is the distance between cables.
d. 22L/B10-CBL Runway 22L intersection B10 with cable on
Southwest (lift-off) end of runway deployed. Takeoff run is
initiated at intersection B10. Effective runway length is the
distance from B10 to the cable.
e. 22L-1000-CBL Runway 22L with 1000 NOTAM on North-
east (brake release) end of runway and cable on lift-off
end of the runway deployed. Takeoff run is initiated at
break release end minus 1000. Effective runway length is
the distance from 22L minus 1000 to the cable.
f. 22L-CBL-1000 Runway 22L with cable on Northeast
(brake release) end of runway deployed and 1000
NOTAM on lift-off end of the runway. Takeoff run is initi-
ated at cable. Effective runway length is the distance from
the cable to the lift-off end of the runway minus 1000 due
to NOTAM.
REV. 6, 01 MAY 2008 9-27

Volume 5
H. Static versus Rolling Takeoff
The takeoff thrust setting on the TLR determines if a rolling takeoff
may be performed or a static takeoff is required.
1. Static Takeoff
a. A static takeoff is required whenever the T/O thrust
setting is used.
b. AeroData provides optimized V1 takeoff performance
when the aircraft is field length limited due to available
runway length or contamination.
2. Rolling Takeoff
a. Every ALT T/O-1 takeoff is considered a rolling
takeoff.
b. The TLR provides performance for the runway length
available after the target N1 is set.
c. AeroData calculations for an ALT T/O-1 takeoff are based
on target N1 being achieved no later than 500 feet
from the start of the takeoff roll at the beginning of
the runway or intersection.
I. Reduced Thrust Takeoff (ALT T/O-1)
1. Reduced thrust for takeoff (ALT T/O-1) is desirable to reduce
engine wear.
2. The following limitations apply to operations with reduced
thrust:
a. Anti-skid must be operative.
b. ALT T/O-1 may be used on wet runways provided wet
runway performance data is used.
c. PROHIBITED on slippery (wet ice), or contaminated
runways.
d. PROHIBITED if warnings of windshear or downdrafts are
reported.
e. PROHIBITED when no ALT T/O 1 performance data are
provided for a runway with a Special Departure Proce-
dure.
Note: If the actual takeoff weight is higher than the MRTW
listed in the ALT T/O-1 section, check the MRTW in
the T/O section.
REV. 6, 01 MAY 2008 9-28

Volume 5
J. Takeoff Speeds
1. V1, VR and V2
The TLR provides the flight crew with takeoff speeds V1, VR,
and V2 at the maximum runway takeoff weight (MRTW).
a. The listed V-speeds can only be used when the actual
takeoff weight equals the MRTW on the TLR.
Example: The
MRTW -04ºC
at 48660
is lbs.
OAT FLAP 9
00 4853/34-34-44
“Equal” means the given -02 4859/34-34-44
V-speeds are applicable /-04 4866/35-35-44
to any weight between -06 4871/35-35-44
48660 lbs and 48669 lbs. -08 4877/35-35-44
b. Any time the actual weight is equal to the listed MRTW

and the TLR shows different V1 and VR speeds the crew
must use the V-speeds on the TLR.
c. If the actual takeoff weight is lower than the MRTW, and
the TLR shows
- balanced V- Speeds (V1 = VR) on the TLR; extract the
takeoff speeds V1, VR, and V2 from the EMB 145 Data
Cards.
- optimized V- Speeds (V1 ≠ VR) on the TLR; compare the
V1 speed for the actual takeoff weight of the EMB 145
Data Cards with the V1 speed for the actual outside air
temperature and runway. Use the lesser of the V1 and
extract VR and V2 from the EMB 145 Data Cards.
REV. 6, 01 MAY 2008 9-29

Volume 5
Example 1:
The MRTW at -04ºC is 48660 lbs. but the actual takeoff
weight is lower at 47000 lbs. The TLR shows balanced
V-Speeds (V1 = VR).
OAT FLAP 9
00 4853/34-34-44
-02 4859/34-34-44
Use the /-04 4866/35-35-44
V-Speeds of the -06 4871/35-35-44
EMB 145 Data Cards: -08 4877/35-35-44
V1 = 132, VR = 134, V2 = 144
________________________________________________
Example 2:
The MRTW at 12ºC is 46390 lbs. but the actual takeoff
weight is lower at 45000 lbs. The TLR shows optimized V-
Speeds (V1 ≠ VR).
OAT FLAP 9
16 4611/24-38-39
14 4626/25-38-40
Compare the V1 Speed of / 12 4639/25-39-40
the EMB 145 Data Cards 10 4611/25-38-39
for 45000 lbs (128 KIAS) to 08 4620/26-38-39
the V1 Speed on the TLR in the 12ºC line (125 KIAS). Use
the lower V1; in this case off the TLR and VR, V2 off the
data cards.
V1 = 125, VR = 128, V2 = 138
________________________________________________
Example 3:
The MRTW at 12ºC is 46390 lbs. but the actual takeoff
weight is lower at 42000 lbs. The TLR shows optimized
V-Speeds (V1 ≠ VR).
OAT FLAP 9
16 4611/24-38-39
14 4626/25-38-40
Compare the V1 Speed of / 12 4639/25-39-40
the EMB 145 Data Cards 10 4611/25-38-39
for 42000 lbs (123 KIAS) to 08 4620/26-38-39
the V1 Speed on the TLR in the 12ºC line (125 KIAS). Use
the lower V1, in this case off the data cards and VR, V2 off
the data cards.
V1 = 123, VR = 123, V2 = 134
________________________________________________
REV. 6, 01 MAY 2008 9-30

Volume 5
2. V-Speed Decision Matrix
Actual Takeoff Weight V-Speeds on TLR are... The Crew must use...
is...
balanced (V1 = VR);

equal to MRTW; V-speeds on TLR.
optimized (V1 ≠ VR);
balanced (V1 = VR); V-speeds for the actual takeoff

weight from EMB 145 Data Cards.
the lower V1 of either
V1 for the actual takeoff weight

lower than MRTW; from the EMB 145 Data Cards
optimized (V1 ≠ VR); or
V1 from the TLR for the actual
OAT and takeoff runway.
VR, V2 from EMB 145 Data Cards.
Note: The guidelines of the V-Speed Decision Matrix apply

to all runway conditions (DRY, WET, or CONTAM).
3. V2 Overspeed (EMB 140 only)
a. The EMB 140 TLR has an increased V2 option called “V2
Overspeed”. This is indicated on the TLR by “OS”. The
OS function is dispatcher selectable during the production
of the TLR.
b. Normally the TLR will provide the lowest takeoff speed for
the given runway and condition. If excess runway
distance is available, V2 Overspeed can be used to
improve the climb gradient capability, thus increasing the
MRTW. It provides better performance when the aircraft
is climb limited either by poor climb performance and/or
when a distant obstacle is limiting.
c. For example, V2 Overspeed would be advantageous
departing Denver, but provide no benefit at Chicago-
Midway.
4. VFS and VTGT
The final segment speed VFS and approach speed VTGT are
not part of the AeroData TLR and must always be extracted
from the EMB 145 Data Cards.
REV. 6, 01 MAY 2008 9-31

Volume 5
REV. 4, 13 AUG 2005 9-32

Section 4 Takeoff Performance
Volume 5
A. Takeoff Runway Analysis Report (TLR)
1. The Takeoff Runway Analysis Report (Takeoff Report) is
prepared for each flight based on the environmental
conditions, runway conditions, and aircraft configuration
anticipated by the dispatcher at the time of departure.
2. The Takeoff Report provides takeoff data for the planned
conditions as well as a range of data surrounding planned
conditions.
3. The Takeoff Report includes takeoff data for all of the runways
designated for inclusion by Chautauqua Airlines.
4. Runways are listed in numerical order. Shortened runways
are listed following the associated full length runway, if
applicable.
5. MEL and CDL penalties that are planned by the dispatcher are
transferred to the Takeoff Report and are included in takeoff
weight calculations. Included penalties are always indicated in
the Takeoff Report.
B. Takeoff Runway Analysis Report (TLR) Sections
1. TLR Header
TAKEOFF AND LANDING REPORT CHQ 642 CMH-DCA 19FEB07
TLR-1 SEQ-13076880 19FEB07 1635Z
A/C 8575 EMB-145LR AE-3007A1P
The header contains the parameters that were used by the

dispatcher for planning the flight.
a. At the top are:
• Flight Number
• Departure and Destination airports
• Local departure date.
b. The next line contains:
• TLR-# identifier
This is provided for matching flight release and Takeoff
Report versions.
• SEQ-Number
The sequence number is a unique identifier given to
each Takeoff Report.
• UTC date and time
When the Takeoff Report was created.
REV. 6, 01 MAY 2008 9-33

Volume 5
c. The third line contains:
• Aircraft tail number
• Associated airframe/engine combination designation.
2. TLR Planned Section
CHQ E145 DRY Takeoff Data.txt
/// TAKEOFF DATA ///
APT PRWY POAT PWIND PQNH PMRTW FL OS MAXV1 PTOW MFPTW

CMH 10R -4.0 000/00 30.08 5071 9 N 126 4309 4462
a. APT – Airport identifier.

b. PRWY – Planned runway. The runway that was used by
the dispatcher for planning the flight.
c. POAT – Planned outside temperature in degree centi-
grade.
d. PWIND – Planned wind direction / speed.
e. PQNH – Planned QNH (Altimeter setting).
1) The entire Takeoff Report is based on this QNH.
2) The Takeoff Report is valid when the actual QNH is
no less than 0.10” below PQNH.
a) For example, if the dispatcher planned for a QNH
of 29.82, then the report is valid if the actual QNH
is no lower than 29.72.
b) If the actual QNH falls below 29.72, then a new
Takeoff Report must be generated or a radio revi-
sion may be accepted.
3) A new Takeoff Report is never required when the
actual QNH exceeds the planned QNH, but additional
uplift capability may be gained by using an actual
QNH that is higher than PQNH.
f. PMRTW – Planned maximum runway takeoff weight.
g. FL – Takeoff flap setting associated with PMRTW.
h. OS - V2 Overspeed Indicator for PMRTW (EMB 140
only).
1) “Y” = YES, PMRTW is based on the use of over-
speed;
2) “N” = NO, PMRTW is based on use of no overspeed.
REV. 6, 01 MAY 2008 9-34

Volume 5
i. MAXV1 - The maximum V1 takeoff speeds associated
with the planned conditions based on the lower of the
PMRTW or the MFPTW. MAXV1 is for information only
and irrelevant with regards to the performance data in the
take off data sections below.
j. PTOW - Planned takeoff weight.
k. MFPTW – Maximum flight plan takeoff weight.
1) This is the maximum takeoff weight for which the flight
plan is valid when considering all flight planning limits
except MRTW.
2) These limits include the structural MTOW, METW,
MLDW + planned fuel burn off, fuel capacity limited
takeoff weight, structural MTXW - taxi fuel, and, if
required, takeoff alternate METW. MRTW for actual
conditions can exceed PMRTW, but the final MTOW
can never exceed MFPTW.
Note: All weight data is displayed as weight divided by 10;
e.g. 4468 means 44,680 lbs.
3. TLR Remarks Section (RMKS)
RMKS NONE
a. In the Remarks section, the Dispatcher lists non-standard

airplane configuration and runway condition.
b. The listed configuration changes are applied to the entire
report unless specified otherwise in a section title.
1) For example, if the RMKS indicates that one brake
inoperative, the entire Takeoff Report is calculated
with the one brake inoperative.
2) If the RMKS indicates a wet runway and a section title
includes the words “DRY RUNWAY”, the section is
still based on a dry runway.
c. Generally, but not without exception, inoperative compo-
nents will apply to the entire report, while pilot selectable
options are overridden by the Takeoff Performance Data
section title.
REV. 6, 01 MAY 2008 9-35

Volume 5
4. TLR Revisions
------ --- ------ ----- ------ --- ----- --- ----------------
RWY OAT WIND QNH MRTW FLP MAXV1 PWR CONFIG/CONDITION
a. This area is for last minute revisions to takeoff data.

b. It can be used in cases where the takeoff report does not
contain data for the current conditions or when fine-tuning
of the MRTW is required to obtain maximum payload
capability.
c. The dispatcher can quickly make a single point calcula-
tion for exact conditions that can be relayed to the flight
crew.
d. Typical scenarios for its use are
• Last minute MEL/CDL items that were not included in
the original report,
• Actual OAT exceeding the scale on the report,
• OAT in decimal degrees,
• Headwind/tailwind adjustments calculated to provide
exact numbers, and
• Any other additional refinement.
5. TLR Takeoff Performance Data Section
10L 10R 28L
8000 FT 10125 FT 10125 FT
DT H100 DT H100 DT H280
00 4853/34-34-44 4945/36-36-45 4971/36-36-45
-02 4859/34-34-44 4949/36-36-45 4971/36-36-45
/-04 4866/35-35-44 4953/36-36-45 4971/36-36-45
-06 4871/35-35-44 4956/36-36-45 4972/36-36-45
-08 4877/35-35-44 4959/36-36-45 4971/36-36-45
HW/10KT 53 1 1 1 30 0 0 0 12 0 0 0
TW/10KT -188 -3 -3 -3 -145 -2 -2 -2 -118 -2 -2 -2
AI ON 1.0 -70 -1 -1 -1 -87 -1 -1 -1 -99 -1 -1 -1
28R
8000 FT
DT H280
OAT FLAP 9
00 4759/33-33-42
-02 4766/33-33-42
/-04 4774/33-33-43
-06 4780/33-33-43
-08 4787/33-33-43
HW/10KT 56 1 1 1
TW/10KT -165 -3 -3 -2
AI ON 1.0 -64 -1 -1 -1
REV. 6, 01 MAY 2008 9-36

Volume 5
a. Header
10L 10R 28L
8000 FT 10125 FT 10125 FT
DT H100 DT H100 DT H280
1) The takeoff performance data section is identified by
the title line, which describes the base conditions and
airplane configuration for which the data was calcu-
lated.
- Example for ALT T/O 1 on WET Runway
-------- ALT T/O-1 - WET RWY - A/I ON 10C AND BELOW ---------
05 14 23
16 4611/24 38 39 4140/11 30 33 4690/22 39 40
- Example for T/O on DRY Runway

Q
------------------ T/O - DRY RWY - A/I OFF ------------------
09 27
OAT FLAP 22 FLAP 22
29 3 /09 1 23 3 0/09 1 23
- Example for T/O on WET Runway

----------- T/O - WET RWY - A/I ON 10C AND BELOW ------------
04 13 22
13502 FT 7901 FT 13502 FT
DT H038 DT H129 DT H218
2) The conditions and configuration listed override any

listed in the RMKS section.
3) The next few lines of data indicate the runway,
runway length, abbreviated engine failure procedure
(not to be confused with a Special Departure Proce-
dure), and flap setting.
Note: See Runway Naming Conventions section earlier in this
Chapter for a description of runway naming details.
Note: See the Takeoff Path section earlier in this Chapter for a
description of engine failure procedures.
REV. 6, 01 MAY 2008 9-37

Volume 5
4) Abbreviated Engine Failure Takeoff Procedure - (LT,
RT, OR DT NAVAID or Heading) or (SPECIAL).
• RT – Right Turn
• LT – Left Turn
• DT – Direct (turn to NAVAID or heading in
direction of shortest distance)
• H – Heading (i.e. RT H180°)
• SPECIAL – A Special Departure Procedure
applies. The special engine failure procedures
are listed at the bottom of the report.
b. Takeoff Performance Data
00 4853/34-34-44 4945/36-36-45 4971/36-36-45
-02 4859/34-34-44 4949/36-36-45 4971/36-36-45
/-04 4866/35-35-44 4953/36-36-45 4971/36-36-45
-06 4871/35-35-44 4956/36-36-45 4972/36-36-45
-08 4877/35-35-44 4959/36-36-45 4971/36-36-45
HW/10KT 53 1 1 1 30 0 0 0 12 0 0 0
TW/10KT -188 -3 -3 -3 -145 -2 -2 -2 -118 -2 -2 -2
AI ON 1.0 -70 -1 -1 -1 -87 -1 -1 -1 -99 -1 -1 -1
1) The line of takeoff data consists of OAT (outside air

temperature), MRTW (maximum runway takeoff
weight), limit code (if applicable), and takeoff speeds
V1/VR/V2.
a) Takeoff speeds are shown in two-digits only. Add
100 to V1/VR/V2 if the number shown is less than
80.
• Example
- 34 equals a V1 of 134 knots.
- 97 equals a V1 of 97 knots.
b) V-speeds apply only to the listed MRTW.
2) Dashes in place of an MRTW or MRTW adjustment
indicate that takeoff is not allowed for the specific
condition.
3) The "/" symbol is used to indicate a reference temper-
ature upon which the performance calculation is
based (POAT).
e.g. 4853 means 48,530 lbs.
REV. 6, 01 MAY 2008 9-38

Volume 5
c. TLR Adjustment Section
00 4853/34-34-44 4945/36-36-45 4971/36-36-45
-02 4859/34-34-44 4949/36-36-45 4971/36-36-45
/-04 4866/35-35-44 4953/36-36-45 4971/36-36-45
-06 4871/35-35-44 4956/36-36-45 4972/36-36-45
-08 4877/35-35-44 4959/36-36-45 4971/36-36-45
HW/10KT 53 1 1 1 30 0 0 0 12 0 0 0
TW/10KT -188 -3 -3 -3 -145 -2 -2 -2 -118 -2 -2 -2
AI ON 1.0 -70 -1 -1 -1 -87 -1 -1 -1 -99 -1 -1 -1
1) Following the base takeoff data in each section is

adjustments data. Adjustments are used to modify
base takeoff data for non-standard configurations or
conditions. Adjustment data may contain adjustment
values for MRTW and V1 as required.
2) Adjustment abbreviations:
• HW/10KT – Headwind
• TW/10KT – Tailwind
• AI ON – Engine Anti-ice
e.g. TW/10KT -188 means subtract 1880 lbs from the
maximum takeoff weight in the column above.
3) Adjustment data is in the form of weight adjustments
and V1 speed adjustments.
• Example for a reported head wind of 20 knots at
0ºC OAT, base maximum runway takeoff weight
(MRTW) 48530 lbs with Engine Anti-ice on:
- Add to the MRTW 1060 lbs (= 530 lbs x 2) for
head wind;
the new MRTW will be 49590 lbs.
- Subtract from new MRTW 700 lbs for AI ON;
the final MRTW will be 48890 lbs.
- Add to the V-Speeds 1 knot
(add 2 knots for head wind, subtract 1 knot
for AI ON);
the new V-speeds will be 135/135/145.
4) Dashes in place of an adjustment indicate the adjust-
ment cannot be made for the specified condition for
any weight in the scale.
REV. 6, 01 MAY 2008 9-39

Volume 5
C. Contamination Display (Single Section Display)
When the Takeoff Data are calculated for contaminated runway
conditions, the presentation of the performance data will be as
shown in the example below.
--- T/O - STANDING WATER - A/I ON 10C AND BELOW - OAT 34C ---
04 13 22
LEVEL 1 F09 4626/12-31-40 F22 3623/91-06-14 F09 4637/15-31-41
LEVEL 2 F09 4588/19-31-40 F09 3467/97-09-22 F09 4609/22-31-40
LEVEL 3 --- ----/-------- --- ----/-------- --- ----/--------
31
LEVEL 1 F22 3745/92-08-15
LEVEL 2 F09 3457/97-08-22
LEVEL 3 --- ----/--------
1. The data presented is for a single OAT and no wind

component.
2. The OAT is displayed in the title of the section and the data is
valid for all temperatures equal to or colder than this value.
3. Data in this section is only valid for calm or headwind
conditions. As such, data for tailwind conditions must be
obtained from Dispatch.
4. The power setting for the section is displayed in the upper left
corner (always T/O on contaminated runway).
5. For contaminated runways, the ice protection system
corrections may be automatically applied depending on the
OAT, as noted in the section title.
6. The contaminated runway data is presented for all three
Levels of contamination.
Note: For a detailed description of the levels of contamination,
see the front of the takeoff section.
7. Since the data is calculated only for one temperature, the flap
setting is displayed before the corresponding MRTW.
a. The flap setting is preceded with the "F" symbol, i.e. “F09”
representing Flaps 9º.
8. The next number is the MRTW followed by the takeoff speeds
V1/VR/V2.
a. Takeoff speeds are shown in two-digits only. Add 100 to
the speeds if the number shown is less than 80.
e.g. 4081 means 40,810 lbs.
REV. 6, 01 MAY 2008 9-40

Volume 5
D. Special Engine Failure Procedure Section
------------ SPECIAL ENG FAIL TAKEOFF PROCEDURES ------------
RWY CLB VIA REACHING OR TURN AALT HOLD
03 RWY END LT H145 2510
21 D9.3 PXR 1650 LT H130 2510
1. The Special Engine Failure Procedures Section is included

whenever at least one runway in the takeoff report has a
special engine failure procedure.
2. A special engine failure procedure is indicated by the word
SPECIAL just below the runway designation in the first section
of data in the takeoff report.
Note: See the Special Engine Failure Takeoff Path and
Procedures section for a full description of special
engine failure procedures.
E. Rules for Reading the Takeoff Report
1. Interpolation is allowed between temperatures.
2. Extrapolation is not allowed.
3. Interpolation is allowed between winds.
a. Tailwind adjustments are always required.
b. Headwind adjustments are optional.
4. If the surface temperature is colder than the lowest
temperature shown in the applicable table, use the lowest
temperature shown.
5. When adjustments are required, all adjustment values shown
must be applied.
F. Takeoff Report – Runway Notes
The Runways Notes section is included at the end of the Takeoff
Report and is included whenever a more detailed description is
required.
--------------------------- RUNWAY NOTES ----------------------------
RWY NOTES
07L CRANE AS PER LOCAL NOTAM
17 SHIPS USE WHEN SHIPS ARE WITHIN 1000F OF XTND CL FOR VMC OR
IF RPRTD BY ATC/ATIS FOR IMC
25R EARLY ALL ENG OPERATING TURN ABOVE 400 FT AFE OK
REV. 6, 01 MAY 2008 9-41

Volume 5
REV. 6, 01 MAY 2008 9-42

Section 5 Enroute Performance Analysis
Volume 5
A. General
1. FAR 121.191 requires the airline to plan each flight with
consideration given to an engine failure enroute. Compliance
with this regulation is primarily a pre-flight/dispatching
function.
2. This regulation specifies two sets of requirements, of which,
the airline must comply with at least one on each flight. We will
refer to these two sets of requirements as Method 1 and
Method 2. Both methods measure performance based on
aircraft net flight path (or net altitude).
3. The net altitude is the altitude at which the aircraft can
maintain a 1.1% climb gradient based on its current weight.
4. The airplane's actual altitude capability (service ceiling or 0%
climb gradient) is approximately 5,000 feet higher than the net
altitude capability.
5. The difference between the net and actual altitude is the
operating safety margin. This operating safety margin
accounts for factors such as not being on the planned route of
flight, ice accumulation on unheated surfaces, the use of ice
protection systems when it was not planned, the unavailability
of an APU when it was planned, flying at other than optimum
speeds, and enroute temperatures greater than forecast.
6. AFM altitude capability is based on enroute climb speed or
driftdown speed.
7. The Enroute Performance Analysis is presented to the pilot in
a portion of the Flight Release located directly underneath the
Flight Plan portion of the release.
REV. 6, 01 MAY 2008 9-43

Volume 5
B. Method 1
1. Method 1 requires the aircraft to take off at a weight that
ensures that if an engine failure occurs anywhere from V1 to
the destination, that the aircraft's net altitude capability will
clear all obstructions 5 SM either side of the intended route by
1,000 feet until reaching the destination.
2. The aircraft must also have a positive net gradient at 1,500
feet above the destination airport. Under optimum conditions,
these requirements provide actual aircraft altitude capability
of approximately 6,000 feet over the most critical obstruction
and 6,500 feet above the destination field elevation when
operating at enroute climb speed and planned conditions.
Safety Margin
Actual Altitude (0% Climb Gradient)
t ~ 5000 FT
i en
ad
Gr
b
im 1.1
% Net Altitude (1.1% Climb Gradient Available)
Cl -
a l nt 1000 FT
tu die
Ac Gra ~ 5000 FT
mb
Cli
ual
Act
1500 FT
Origin Destination
3. Method 1 analysis provides a Maximum Enroute Takeoff

Weight (M1METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
4. M1METW is the maximum allowable weight at which the
aircraft can take off and still comply with Method 1
requirements.
REV. 6, 01 MAY 2008 9-44

Volume 5
5. Sample Enroute Performance Analysis - Method 1
--- AERODATA -------------------------------------------------
MTXW 4873
MFPTW 4850/TS PTOW 4850 MRTW 5052/F09/O M06/0000/30.20/22
-TAKE OFF ALTN- LBB METW 4900 METHOD 1
MLDW 4255/S PLDW 4072 MRLW 4254/F45/S M10/0000/30.35/16L
MQTW 03648/F45
----------------------------------------------------------------
6. Explanation
a. MTXW - Maximum Taxi Weight
b. MFPTW - Maximum Flight Plan Takeoff Weight
c. PTOW - Planned Takeoff Weight
d. MRTW - Maximum Runway Takeoff Weight with
• Flaps Setting (Flaps 9º) and
• Sabre System Runway Limit Code (e.g. O - Obstacle)
• Temperature (Minus 6ºC)
• Altimeter Setting (30.20)
• Planned Runway (Rwy 22)
e. TAKE OFF ALTN, if applicable (LBB)
f. METW - Maximum Enroute Takeoff Weight and enroute
performance requirement (METHOD 1)
g. MLDW - Maximum Landing Weight with Limit Code
(e.g. S - Structural)
h. PLDW - Planned Landing Weight
i. MRLW - Maximum Runway Landing Weight derived from
runway analysis with
• Flaps Setting (Flaps 45º) and
• Sabre System Runway Limit Code (S - Structural)
• Temperature (Minus 10ºC)
• Altimeter Setting (30.20)
• Planned Runway (Rwy 22)
REV. 6, 01 MAY 2008 9-45

Volume 5
C. Method 2 - Driftdown
1. Method 2 (driftdown) requires that if an engine failure occurs,
the aircraft be able to divert to at least one suitable airport
from normal cruise altitude and the aircraft's net driftdown
altitude will clear all obstructions 5 SM either side of the route
of flight by 2,000 feet until reaching the diversion airport.
2. The aircraft must also have a positive net gradient at 1,500
feet above the diversion airport.
3. Under optimum conditions, these requirements provide actual
aircraft altitude capability of approximately 7,000 feet over the
most critical obstruction and 6,500 feet above the destination
field elevation when operating at optimum driftdown speed
and planned conditions.
Point of Engine Failure
FL250 All Engine Cruise Altitude
1.
1%
Gr Safety Margin
ad Actu
i en al Pr
t ofil
e
2000 FT
Net
Pro ~ 5000 ft
fi le
1500 FT
Origin Diversion Destination

Airport
4. Method 2 analysis provides a Maximum Enroute Takeoff

Weight (M2METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
5. Sample Enroute Performance Analysis - Method 2
--- AERODATA -------------------------------------------------
MTXW 4873
MFPTW 4850/TS PTOW 4850 MRTW 5052/F09/O M06/0000/30.20/22
-TAKE OFF ALTN- LBB METW 4900 METHOD 1
METW 4850 METHOD 2
MLDW 4255/S PLDW 4072 MRLW 4254/F45/S M10/0000/30.35/16L
MQTW 03648/F45
FROM TO DD ALT
AMA 59 NW PNH AMA
59 NW PNH SLC SLC
SLC
----------------------------------------------------------------
6. Explanation - same as Method 1.
REV. 6, 01 MAY 2008 9-46

Volume 5
7. METW METHOD 2 is the maximum allowable weight at which
the aircraft can take off and still comply with Method 2
requirements.
8. Additionally, Method 2 analysis provides a list of driftdown
suitable airports for one or more segments along the route of
flight. Each segment is defined by start and end points
referenced from either the origin airport, the destination
airport, or navaids along the route of flight.
9. Method 2 analysis assumes that the aircraft diverts to the
suitable airport when it is abeam the airport along the
planned route and that the suitable airport is no more than
130 NM from the abeam point.
DD ALT
Engine
Failure
X X
Planned Route Abeam
10. It is also assumed that, if the aircraft arrives at the suitable

airport geographically before the driftdown maneuver is
completed, the aircraft will complete the driftdown maneuver
over the suitable airport in order to reduce aircraft weight by
fuel burn-off.
11. The driftdown maneuver is considered complete when the
aircraft reaches level-off altitude.
12. In accordance with regulations, Method 2 analysis begins at
cruise altitude.
a. Because an engine failure may occur before reaching
normal cruise altitude, the aircraft must be able to return
to land at the departure airport or divert to a suitable
takeoff alternate in the event of an engine failure before
reaching cruise altitude.
b. Therefore, if a takeoff alternate is required, the flight plan-
ning system determines an M1METW to ensure adequate
terrain clearance to the takeoff alternate.
c. The lesser of the METW for the filed route or the METW
for the takeoff alternate is then used by the flight planning
system for maximum takeoff weight determination.
REV. 6, 01 MAY 2008 9-47

Volume 5
13. Method 2 - Alternate Airport Report
a. Regulations require that driftdown alternates and appli-
cable segments be listed on the flight release document
when using Method 2.
b. An example of this is shown below:
FROM TO DD ALT
BUR 26 W BUR BUR
26 W BUR 37 E LAS LAS
37 E LAS JFK JFK
1) Explanation
2) Header
• FROM - segment start point
• TO - segment end point
• DD ALT - Driftdown alternate airport for the
segment
3) Segment 1:
• From BUR to 26 West of BUR, return to BUR
airport.
4) Segment 2:
• From 26 West of BUR to 37 East of LAS, proceed
along the planned route of flight to the abeam
point of the driftdown airport and then direct to the
driftdown airport.
Note: See PROCEDURES WHEN DISPATCHED WITH
METHOD 2 later in this section.
c. Segment 3:
• From 37 East of LAS, along the planned route of flight
to the to JFK airport.
Note: See PROCEDURES WHEN DISPATCHED WITH
METHOD 2 later in this section.
REV. 6, 01 MAY 2008 9-48

Volume 5
D. Airport Suitability
1. For determining suitability during flight, legal suitable airport is
one where a safe landing can be made.
2. When determining airport suitability, consider the following:
a. Actual and forecast weather
b. Location of airport in reference to terrain
c. Available navaids and approaches
d. Approach minimums
e. Length of runway(s)
f. NOTAMs
g. Emergency equipment
h. Passenger handling facilities
3. At the beginning of descent, the nearest airport in point of time
is usually the destination airport, even if a suitable airport is
closer in distance, unless an emergency descent is required.
4. Inflight, if an engine failure occurs, FAR 121.565(a) requires
that “the pilot in command shall land the airplane at the
nearest suitable airport, in point of time, at which a safe
landing can be made.”
a. Therefore, if an engine failure occurs, the flight crew will
then determine the nearest suitable airport.
b. In some cases, the selected suitable airport may not
necessarily be any of those selected for dispatching
requirements.
REV. 6, 01 MAY 2008 9-49

Volume 5
E. Enroute Engine Failure Procedures
1. General
a. Since the flight crew's responsibility is to proceed to the
nearest suitable airport in point of time when an engine
failure occurs, the crew may or may not use the enroute
method specified on the flight release. As a result, these
enroute engine failure procedures are designed to help
the crew proceed safely to the nearest suitable airport.
b. If terrain clearance is not a factor, these procedures may
be altered based on actual conditions in order to expedite
a safe landing. These procedures reference single
engine service ceiling.
c. Determining whether the aircraft is above or below the
single engine service ceiling at the time of engine failure
can easily be accomplished by observing whether or not
the aircraft can maintain it’s present altitude at enroute
climb speed or driftdown speed, as appropriate.
d. When determining terrain clearance altitudes, consider
the elevation of the terrain plus an operational safety
margin.
e. This safety margin should account for such factors as ice
protection system requirements, ice accumulation on
unheated surfaces, temperature variations, and flight at
other than optimum speeds.
REV. 6, 01 MAY 2008 9-50

Volume 5
2. Procedures when Dispatched with Method 1 -
Engine Failure below Single Engine Service Ceiling
a. Climb at enroute climb speed (minimum VFS) with
maximum continuous power.
b. General rules:
1) If able, return to land at departure airport via the
planned route.
2) If unable to return to departure airport, determine the
nearest suitable diversion airport, checking engine
inoperative altitude capability against terrain clear-
ance altitudes and/or ATC provided minimum
vectoring altitudes along the route of flight. If unsure
of terrain clearance, choose either the takeoff alter-
nate airport (if applicable) or the destination airport for
the diversion.
3) If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
c. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower.
d. Lower MEAs can be derived from low altitude airways that
underlie the planned route or ATC provided minimum
vectoring altitudes.
e. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
REV. 6, 01 MAY 2008 9-51

Volume 5
Engine Failure at and above Single Engine Service Ceiling
a. Set maximum continuous power.
b. If unable to hold altitude at engine inoperative cruise
speed, decelerate in level flight to driftdown speed.
c. If still unable to hold altitude, descend at driftdown speed.
d. General Rules:
1) Determine the nearest suitable diversion airport in
point of time, checking engine inoperative altitude
capability against terrain clearance altitudes and/or
ATC provided minimum vectoring altitudes along the
route of flight. If unsure of terrain clearance, choose
the departure airport, the takeoff alternate airport (if
applicable), or the destination airport for the diver-
sion.
2) If the selected diversion airport is the departure
to the departure airport. If terrain clearance is not crit-
ical, a more direct route may be flown.
3) If the selected diversion airport is the takeoff alternate
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
e. After reaching level off altitude, as fuel is burned off, allow
the aircraft to accelerate to engine inoperative cruise
speed or if terrain clearance is not critical, descend to a
lower altitude to obtain engine inoperative cruise speed
sooner.
REV. 6, 01 MAY 2008 9-52

Volume 5
Engine Failure below Single Engine Service Ceiling
a. Climb at enroute climb speed with maximum continuous
power.
b. General Rules:
planned route.
nearest suitable diversion airport in point of time,
checking engine inoperative altitude capability
against terrain clearance altitudes and/or ATC
provided minimum vectoring altitudes along the route
of flight. If unsure of terrain clearance, proceed back
along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
c. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower. Lower MEAs can be derived from low altitude
airways that underlie the planned route or ATC provided
minimum vectoring altitudes.
d. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
REV. 6, 01 MAY 2008 9-53

Volume 5
Engine Failure at and Above Single Engine Service Ceiling,
but below Planned Cruise Altitude
d. General Rules
planned route.
nearest suitable diversion airport in point of time,
checking engine inoperative altitude capability
against terrain clearance altitudes and/or ATC
provided minimum vectoring altitudes along the route
of flight. If unsure of terrain clearance, proceed back
along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
sooner.
REV. 6, 01 MAY 2008 9-54

Volume 5
Engine Failure after reaching Planned Cruise Altitude
d. Determine the nearest suitable diversion airport, checking
engine inoperative altitude capability against terrain clear-
ance altitudes and/or ATC provided minimum vectoring
altitudes along the route of flight.
1) If unsure of terrain clearance, divert to the driftdown
airport listed on the flight release for the appropriate
route segment by proceeding along the planned route
of flight to the abeam point of the driftdown airport and
then direct to the driftdown airport.
2) If the abeam point is behind the aircraft, reverse
course and proceed back along the planned route to
the abeam point and then direct to the driftdown
airport.
3) If the driftdown airport is behind the origin airport, then
the abeam point is the origin airport.
4) If the driftdown airport is beyond the destination
airport, then the abeam point is the destination airport.
sooner.
REV. 6, 01 MAY 2008 9-55

Volume 5
REV. 6, 01 MAY 2008 9-56

Section 6 Landing Performance
Volume 5
A. General
1. Landing data is provided in two formats:
- Landing Data Destination
- Landing Distance
2. The Landing Runway Analysis Report (Landing Data
Destination) provides specific aircraft landing performance for
the destination airport.
3. Additional general Landing Distance tables are provided for
situations when the Landing Data Destination report is not
available or, if available, does not account for temporary
conditions such as NOTAMs.
B. Runway Naming Conventions
1. Shortened Runways
Shortened runways are designated using the following code:
“26L-W2000F”
• 26L Indicates the base runway
• – Indicates that the runway has been shortened
• W Indicates the end of the runway which has been
shortened (possible values are N, NE, E, SE, S
SW, W, NW)
• 2000 Indicates the shortened distance
• F Indicates the units for the shortened distance
where “F” = feet. The shortened distance unit
shown will correspond to that given by the
applicable shortened runway NOTAM.
2. Land And Hold Short Operations (LAHSO) Runways
LAHSO Runways are designated by using “/” between the
landing runway designation and the hold short runway inter-
section or nearest aligned runway designation. The following
naming conventions represent LAHSO runway designations.
• 09R/S Landing runway 09R hold short intersection S.
• 14R/09R Landing runway 14R hold short runway
09R(27L).
3. Arresting Gear Cable Runway
See definition in the TLR takeoff portion.
REV. 6, 01 MAY 2008 9-57

Volume 5
C. Landing Speeds
Final segment speed VFS, reference speed VREF 45 (or 22), go-
around Speed VGA9, and approach speed VTGT are not part of the
AeroData TLR and must be extracted from the EMB 145 Data
Cards.
D. Landing Report Layout
1. The Landing Report is an extension of the Takeoff Report.
2. Landing Report Header
Q g
/// LANDING DATA ///
APT PRWY POAT PWIND PQNH PMRLW FLP PLDW
DCA 33 -2.0 000/00 30.27 4800 45 4102
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ----------------
RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION
a. APT – Airport identifier.

b. PRWY – Planned runway. The runway that was used by
the dispatcher for planning the flight.
c. POAT – Planned outside temperature in degree centi-
grade.
d. PWIND – Planned wind direction / speed.
e. PQNH – Planned QNH (Altimeter setting).
1) The Landing Report is valid when the actual QNH is
no less than 0.10” below PQNH.
a) For example, if the dispatcher planned for a QNH
of 29.82, then the report is valid if the actual QNH
is no lower than 29.72.
b) If the actual QNH falls below 29.72, then a new
Landing Report must be generated or a radio revi-
sion may be accepted.
c) If acquiring a new landing report via radio is unfea-
sible, the flight crew may use the landing data in
the EMB 145 Data Cards as a backup.
f. PMRLW – Planned maximum runway landing weight.
g. FLP – Planned flap setting
h. PLDW – Planned landing weight.
REV. 6, 01 MAY 2008 9-58

Volume 5
3. TLR Revisions are listed below the RMKS. The contents is
the same as for the takeoff section. VREF and PWR are not
utilized for landing.
4. There are two types of data sections that may appear on a
Landing Report. They provide specific aircraft landing
performance for the destination airport.
Note: Landing distance performance at airports other than the
destination must be extracted from the EMB 145 POH
Chapter 9.
5. The Landing Data Section Destination provides reference
maximum landing weights based on outside air temperature at
the destination airport.
6. The Landing Data Section Distance provides landing
distance information based on planned outside air
temperature at the destination airport.
E. Landing Data Section Destination
----------- FLAPS 45 - A/I OFF - NO ICE ACCRETION -----------
DRY / WET-LVIS
01 04 15 19
OAT 6869 FT 4911 FT 5204 FT 6869 FT
28 4800A/4800A 4634F/3832F 4800A/4159F 4800A/4800A
26 4800A/4800A 4634F/3832F 4800A/4159F 4800A/4800A
/ 24 4800A/4800A 4634F/3832F 4800A/4159F 4800A/4800A
22 4800A/4800A 4634F/3832F 4800A/4159F 4800A/4800A
20 4800A/4800A 4634F/3832F 4800A/4159F 4800A/4800A
HW/10KT 0/ 0 166/ 304 0/ 301 0/ 0
TW/10KT 0/ 0 -903/ -816 -723/ -872 0/ 0
22 33
OAT 4911 FT 5204 FT
28 4634F/3832F 4800A/4159F
26 4634F/3832F 4800A/4159F
/ 24 4634F/3832F 4800A/4159F
22 4634F/3832F 4800A/4159F
20 4634F/3832F 4800A/4159F
HW/10KT 166/ 304 0/ 301
TW/10KT -903/ -816 -723/ -872
1. A landing data section is identified by the title line, which

describes the base conditions and airplane configuration for
which the data was calculated.
2. The conditions and configuration listed override any listed in
the RMKS section.
REV. 6, 01 MAY 2008 9-59

Volume 5
3. The next few lines of data indicate the runway, runway length,
and flap setting.
Note: See Runway Naming Conventions section earlier in
this Chapter for a description of runway naming
details.
4. In the Destination section, a line of landing data consists of
temperature, MRLW (maximum runway landing weight), and
limit code. Dashes in place of an MRLW or MRLW adjustment
indicate that landing data is not available for the specified
condition.
5. “DRY/WET-LVIS”: The weight before the “/” indicates the
maximum landing weight for dry runway conditions. The
weight after the “/” is for wet or limited visibility conditions.
a. The chart provides landing weights for Flaps 45º landing
under DRY runway conditions.
b. WET-LVIS is the data column providing landing weights
for Flaps 45º landing:
1) Under wet runway conditions; or
2) Under limited visibility conditions to comply with the
requirements of OpsSpecs C054
(Refer to GOM Chapter 7).
6. The “/” symbol to the left of the temperature column is used to
indicate a POAT.
The data presented is for a range of temperatures above and
below the planned temperature.
7. Limit codes are as follows:
• A – Maximum EMB 145 POH Chart Weight
• B – Brakes
• C – Climb
• F – Field
• T – Tires
REV. 6, 01 MAY 2008 9-60

Volume 5
8. Landing Data Adjustments
Following the base landing data is adjustments data.
----------- DRY RWY - A/I OFF - NO ICE ACCRETION ------------
FLAP 45
01 04 15 19
OAT 6869 FT 4911 FT 5204 FT 6869 FT
02 4800A 4640F 4800A 4800A
00 4800A 4640F 4800A 4800A
/-02 4800A 4640F 4800A 4800A
-04 4800A 4640F 4800A 4800A
-06 4800A 4640F 4800A 4800A
HW/10KT 0 159 0 0
TW/10KT 0 -904 -717 0
EAI 0 0 0 0
ICING -456 -296 -456 -456
a. Adjustments are used to modify base landing data for
non-standard configurations or conditions.
b. Adjustment data may contain adjustment values for
MRLW, as required.
c. Wind adjustments are in terms of weight per 10 knots of
wind.
d. Adjustments are cumulative.
e. Adjustment abbreviations:
• TW – Tailwind
• HW – Headwind
• EAI – Engine Anti-ice
• ICING – Ice Accretion
f. The HW adjustment is optional. The TW adjustment must
be subtracted from the MRLW any time landing will be
attempted with tailwind (maximum 10 knots).
g. The Ice Accretion penalty must be subtracted from the
MRLW any time:
• The aircraft has encountered icing conditions
during flight;
AND
• The cyan SPS/ICE SPEEDS EICAS advisory
message is displayed;
AND
• The Outside Air Temperature (OAT) at the airport of
intended landing is at +10ºC or below.
REV. 6, 01 MAY 2008 9-61

Volume 5
The AeroData landing TLR will not show the ice accretion
penalty when the planned OAT at the destination is above
+10ºC. If the OAT at the time of arrival is reported below
+10ºC the flight crew should contact Dispatch to receive
the new ice accretion number.
If unable to contact Dispatch, the flight crew may revert to
the EMB 145 (140/135) Approach Climb Limit Weight
chart and use lower weight of either
• the landing data on the TLR or
• the chart weight minus the ice accretion penalty.
F. Landing Data Section Distance
----------------- FACTORED LANDING DISTANCE -----------------
FLAP 45
LDW DRY WET/LVIS
4250 4594 5283
4200 4553 5236
4150 4513 5190
/ 4102 4475 5146
4100 4474 5145
4050 4434 5099
4000 4394 5053
HW/KT -24 -27
TW/KT 75 86
--------------- DEMONSTRATED LANDING DISTANCE ---------------

FLAP 45
LDW DRY WET
4250 2756 3170
4200 2732 3142
4150 2708 3114
/ 4102 2685 3088
4100 2684 3087
4050 2660 3059
4000 2637 3032
HW/KT -14 -16
TW/KT 45 51
1. The Distance section display is used for presenting landing

distances based on aircraft weight.
2. The data presented is for a range of landing weights (LDW)
above and below the planned landing weight (PLDW).
a. The chart provides landing distances for Flaps 45º
landing under DRY runway conditions.
b. WET/LVIS is the data column providing landing distances
for Flaps 45º landing under wet runway conditions.
c. WET/LVIS is the data column that needs to be used
under limited visibility conditions
(Refer to OpsSpecs C054 in GOM Chapter 7).
REV. 6, 01 MAY 2008 9-62

Volume 5
3. Dashes in place of a distance or distance adjustment indicate
that landing data is not available for the specified condition.
4. The “/” symbol to the left of the LDW column is used to indicate
a PLDW within the weight scale.
5. Landing distance data is based on crossing the beginning of
the available landing distance at 50’ at VREF with the flaps in
the specified landing configuration.
6. Distance data includes both the air and ground distances from
a height of 50 feet.
7. Below the weight scale are adjustments for factors that affect
landing distance.
a. Wind adjustments are in terms of distance per knot of
wind.
b. Adjustments are cumulative.
8. Factored Landing Distance
a. This chart is used to determine required runway landing
field length and the distance includes the regulatory 40%
factor.
b. The Factored Landing Distance chart is based on dry
runway from a point 50 ft above runway threshold at VREF,
using only the brakes and spoilers as deceleration
devices (i.e., no engine reverse thrust is used).
9. Demonstrated Landing Distance
(Unfactored Landing Distance)
a. This chart is similar to the Factored Landing Distance
chart but distances reflect the actual performance capa-
bility of the aircraft.
b. Demonstrated (Unfactored) landing distance is the actual
distance to land the airplane on a dry runway from a point
50 ft above runway threshold at VREF, using only the
brakes and spoilers as deceleration devices (i.e., no
engine reverse thrust is used).
REV. 6, 01 MAY 2008 9-63

Volume 5
10. Landing Distance in Emergency/Abnormal
Situations
If an emergency/abnormal checklist tells you to increase the
landing distance by a certain percentage, the following
procedure must be accomplished:
a. Find the aircraft’s actual unfactored landing distance by
using the laminated EMB 145 Data Cards in the aircraft
or in the EMB 145 POH Chapter 9.
b. Multiply this distance by the increased distance factor in
the checklist to find your landing distance required for the
abnormal situation. This is the distance needed to land
with that specific abnormal situation.
c. If more than one malfunction penalty exist, ONLY the
highest, most conservative landing distance will be used.
REV. 6, 01 MAY 2008 9-64

Section 7 Crosswind Performance
Volume 5
A. Demonstrated Crosswind
The maximum demonstrated crosswind component for takeoff
and landing is 30 kts measured at tower height of 10 m (32.8 ft).
The demonstration was made with both engines operating on a
dry runway and using VREF plus half the maximum gust intensity.
This value is not considered to be limiting.
B. Wind Components
The wind correction grid is factored according to the regulations,
and represents the headwind or tailwind components measured at
32.8 feet.
Corrections to wind velocity and direction into headwind, tailwind,
and crosswind is given in the Wind Component Chart.
1. Chart Use
Enter the chart with the reported wind velocity and the relative
angle to the runway, to read the wind component parallel to
the runway and the crosswind.
2. Example
Given:
- Wind Velocity .................................................... 20 knots
- Wind Direction...............................................60 degrees
Determine:
- Wind component parallel to the runway ............ 10 knots
- Crosswind ...................................................... 17.5 knots
REV. 6, 01 MAY 2008 9-65

Volume 5
C. Wind Component Chart
80
WIND DIRECTION RELATIVE
70 TO RUNWAY
(STRAIGHT LINES)
EFFECTIVE HEADWIND
COMPONENT - KTS
60
0° 10°
50 20°
30°
40°
40
50°
30
60°
20 70°
10 80°
CROSSWIND
0 90°
COMPONENT
0 10 20 30 40 50 60 70- KTS80 90
-10 100°
EFFECTIVE TAILWIND
COMPONENT - KTS
-20 110°
120°
-30
130°
-40 140°
150°
REPORTED WIND
-50 160° SPEED
180° 170°
(CURVED LINES)
145CTA50 - OUT 01, 1996
-60
-70
-80
REV. 6, 01 MAY 2008 9-66

Section 8 Takeoff Speed Charts
Volume 5
The EMB 145 takeoff speed cards are provided to determine the
appropriate speeds for a given takeoff weight at a specific pres-
sure altitude and temperature.
Two sets of takeoff speeds are available for use.
EMB 145 EMB 140 EMB 135
ALT T/O-1 ALT T/O-1 ALT T/O-1

T/O T/O T/O
FINAL SEGMENT speed, VFS, is the same with both takeoff

speed options.
Example:
(Using A1/P Engines)
Actual takeoff weight is more than 40,000 lbs. but
less than 41,000 lbs. = 41,000 lbs.
Note: Use next higher weight if actual weight is not exactly
1000 lbs.
Airport pressure altitude is 1,000 feet
OAT is 33 degrees C
Takeoff speed option, ALT T/O 1
V1 = 121
VR = 121
V2 = 132
VTGT = 137
VFS = 164
If the speed charts are not available in the aircraft, the following
charts may be used.
REV. 6, 01 MAY 2008 9-67

Volume 5
A. EMB 145 Takeoff Speeds ALT T/O-1, Flaps 9º
ALT T/O - 1 ALT T/O - 1

*AE3007 A1P ENGINE*
EMB 145 TAKEOFF SPEEDS
FLAPS 9, NORMAL V2, ALT T/O - 1
PRESSURE
OUTSIDE AIR TEMPERATURE (CELSIUS)
ALTITUDE
Sea Level -40 to 46 47 to 48 49 to 50 -
1000 -40 to 43 44 to 45 46 to 48 -
2000 -40 to 39 40 to 42 43 to 45 46 to 46
3000 -40 to 35 36 to 38 39 to 41 42 to 44
4000 -40 to 31 32 to 34 35 to 38 39 to 41
5000 -40 to 26 27 to 30 31 to 33 34 to 37
6000 - -40 to 25 26 to 29 30 to 32
7000 - -40 to 20 21 to 24 25 to 28
8000 - - -40 to 20 21 to 24
10000 - - - -40 to 23
Wt. (lbs) V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 TGT VFS

50000 137 138 145 138 138 145 138 138 146 138 139 147 140* 179
49000 135 135 145 136 136 145 136 136 146 137 137 146 140* 177
48500 134 134 144 135 135 144 135 135 144 136 136 144 140* 176
48000 134 134 144 135 135 144 135 135 144 136 136 144 140* 175
47000 133 133 142 133 133 142 134 134 142 134 134 142 140* 173
46000 131 131 141 132 132 141 132 132 141 133 133 141 140* 172
45000 129 129 139 130 130 139 130 130 139 131 131 139 140* 171
44000 128 128 138 128 128 138 129 129 138 129 129 138 140* 169
43000 126 126 136 126 126 136 127 127 136 127 127 136 140 167
42000 124 124 135 124 124 135 125 125 135 125 125 135 138 165
41000 122 122 133 122 122 133 122 123 133 123 124 133 137 164
40000 120 120 132 120 121 132 121 121 132 121 122 132 136 162
39000 118 118 130 118 119 130 119 119 130 119 120 130 134 160
38000 115 116 128 116 117 128 117 117 128 117 118 128 133 158
37000 113 114 127 114 115 127 115 115 127 115 116 127 131 156
36000 111 112 125 111 112 125 112 113 125 113 114 125 130 154
35000 108 110 123 109 110 123 110 111 123 111 111 122 128 152
34000 106 108 122 107 108 122 108 109 122 108 109 122 127 150
33000 104 106 120 104 106 120 105 107 120 106 107 120 125 147
32000 101 103 118 102 104 118 103 104 118 103 105 118 123 145
31000 100 103 119 99 101 116 100 102 116 101 103 116 121 142
30000 100 103 119 98 101 117 98 101 115 99 101 116 119 141
*Target Speeds less than Vref+10 1/9/2008
REV. 6, 01 MAY 2008 9-68

Volume 5
B. EMB 145 Takeoff Speeds T/O, Flaps 9º
T/O T/O
*AE3007 A1P ENGINE*
FLAPS 9, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level -40 to 39 40 to 44 45 to 48 49 to 50 -
1000 -40 to 35 36 to 40 41 to 44 45 to 48 -
2000 -40 to 30 31 to 36 37 to 41 42 to 46 -
3000 - -40 to 32 33 to 37 38 to 42 43 to 44
4000 - -40 to 27 28 to 33 34 to 38 39 to 42
5000 - - -40 to 28 29 to 34 35 to 40
6000 - - -40 to 24 25 to 30 31 to 36
7000 - - - -40 to 25 26 to 31
8000 - - - -40 to 21 22 to 27
10000 - - - - -40 to 26
Wt. (lbs) V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 TGT VFS

50000 136 136 146 136 136 146 138 138 146 141 141 146 141 141 146 140* 179
49000 134 134 145 134 134 145 136 136 145 137 137 145 139 139 145 140* 177
48500 133 133 144 134 134 144 135 135 145 135 135 145 136 136 145 140* 176
48000 132 132 143 133 133 143 134 134 143 134 134 143 136 136 143 140* 175
47000 130 130 141 131 131 141 132 132 141 133 133 141 134 134 142 140* 173
46000 129 129 140 129 129 140 130 130 140 131 131 140 132 132 140 140* 172
45000 127 127 138 128 128 138 128 128 138 129 129 138 131 131 139 140* 171
44000 125 125 137 126 126 137 127 127 137 128 128 137 129 129 137 140* 169
43000 124 124 135 124 124 135 125 125 135 126 126 136 127 127 136 140 167
42000 121 121 134 122 122 134 123 123 134 124 124 134 125 125 134 138 165
41000 119 119 132 120 120 132 121 121 132 122 122 132 123 123 132 137 164
40000 117 117 131 118 118 131 119 119 131 120 120 131 121 121 131 136 162
39000 115 115 129 116 116 129 117 117 129 118 118 129 119 119 129 134 160
38000 113 113 127 114 114 127 115 115 128 116 116 128 117 117 128 133 158
37000 111 111 126 112 112 126 113 113 126 114 114 126 115 115 126 131 156
36000 109 109 124 110 110 124 111 111 124 112 112 124 113 113 124 130 154
35000 107 107 122 108 108 122 109 109 122 110 110 122 111 111 122 128 152
34000 107 107 122 106 106 119 107 107 121 108 108 121 109 109 121 127 150
33000 107 107 123 104 104 119 104 104 119 105 105 119 106 106 119 125 147
32000 107 107 124 104 104 120 102 102 119 103 103 117 104 104 117 123 145
31000 107 107 125 104 104 121 101 101 119 101 101 115 102 102 115 121 142
30000 107 107 125 104 104 121 101 101 120 101 101 116 102 102 113 119 141
REV. 6, 01 MAY 2008 9-69

Volume 5
C. EMB 145 Takeoff Speeds T/O, Flaps 22º
T/O FLAPS 22 T/O

*AE3007 A1P ENGINE*
PRESSURE
ALTITUDE
Sea Level -40 to 46 47 to 50 - -
1000 -40 to 43 44 to 48 - -
2000 -40 to 39 40 to 46 - -
3000 -40 to 35 36 to 42 43 to 44 -
4000 -40 to 31 32 to 38 39 to 42 -
5000 -40 to 26 27 to 34 35 to 40 -
6000 -40 to 22 23 to 30 31 to 38 -
7000 -40 to 18 19 to 25 26 to 33 34 to 36
8000 - -40 to 20 21 to 29 30 to 34
10000 - - -40 to 24 25 to 30

50000 127 127 130 127 127 130 127 127 130 129 129 130 140* 179
49000 125 125 129 126 126 129 126 126 129 128 128 129 140* 177
48500 122 122 128 123 123 128 124 124 128 124 124 128 140* 176
48000 122 122 128 123 123 128 124 124 128 124 124 128 140* 175
47000 121 121 127 122 122 127 123 123 127 123 123 127 140* 173
46000 120 120 126 121 121 126 121 121 126 122 122 126 140* 172
45000 119 119 125 119 119 125 120 120 125 121 121 125 140* 171
44000 117 117 123 118 118 123 119 119 123 119 119 124 140* 169
43000 116 116 122 117 117 122 117 117 122 118 118 122 140 167
42000 115 115 121 115 115 121 116 116 121 117 117 121 138 165
41000 113 113 120 114 114 120 115 115 120 115 115 120 137 164
40000 112 112 119 112 112 119 113 113 119 114 114 119 136 162
39000 110 110 118 111 111 118 112 112 118 112 112 118 134 160
38000 109 109 116 109 109 116 110 110 116 111 111 116 133 158
37000 108 108 115 108 108 115 109 109 115 109 109 115 131 156
36000 107 107 114 106 106 113 107 107 113 108 108 113 130 154
35000 106 106 114 105 105 112 106 106 112 106 106 112 128 152
34000 105 105 113 104 104 111 104 104 110 105 105 110 127 150
33000 104 104 112 103 103 110 102 102 109 103 103 109 125 147
32000 103 103 111 102 102 109 101 101 108 101 101 107 123 145
31000 101 101 110 101 101 109 100 100 107 99 99 105 121 142
30000 100 100 109 99 99 108 98 98 106 98 98 104 119 141
REV. 6, 01 MAY 2008 9-70

Volume 5
D. EMB 140 Takeoff Speeds ALT T/O-1

*AE3007 A1/3 ENGINE*
PRESSURE
ALTITUDE
Sea Level -40 to 43 44 to 50 - - -
1000 -40 to 41 42 to 48 - - -
2000 -40 to 32 33 to 46 - - -
3000 -40 to -3 -3 to 37 38 to 44 - -
4000 -40 to -3 -2 to 32 33 to 42 - -
5000 -40 to -3 -2 to 27 28 to 40 - -
6000 - -40 to 22 23 to 32 33 to 38 -
7000 - -40 to -3 -2 to 27 28 to 32 33 to 36
8000 - - -40 to 22 23 to 28 29 to 34

47000 138 138 140 139 139 140 139 139 140 139 139 140 139 139 140 *140 172
46000 137 137 139 137 137 139 138 138 139 138 138 139 138 138 139 *140 171
45000 135 135 137 136 136 137 136 136 137 136 136 137 137 137 137 *140 169
44000 134 134 136 134 134 136 134 134 136 135 135 136 135 135 136 140 167
43000 132 132 134 132 132 134 133 133 134 133 133 134 134 134 134 138 165
42000 130 130 133 131 131 133 131 131 133 132 132 133 132 132 133 137 164
41000 129 129 131 129 129 131 130 130 131 130 130 131 131 131 131 136 162
40000 127 127 130 127 127 130 128 128 130 128 128 130 129 129 130 134 160
39000 125 125 129 126 126 129 126 126 129 127 127 129 127 127 129 133 158
38000 124 124 127 124 124 127 124 124 127 125 125 127 126 126 127 132 156
37000 122 122 126 122 122 126 123 123 126 123 123 126 124 124 126 130 154
36000 120 120 124 120 120 124 121 121 124 122 122 124 122 122 124 129 152
35000 118 118 123 118 118 123 119 119 123 120 120 123 120 120 123 128 150
34000 116 116 121 117 117 121 117 117 121 118 118 121 118 118 121 126 148
33000 114 114 119 115 115 119 115 115 119 116 116 119 116 116 119 124 146
32000 112 112 118 112 112 118 113 113 118 114 114 118 114 114 118 123 144
31000 110 110 116 110 110 116 111 111 116 111 111 116 112 112 116 121 142
30000 109 109 116 108 108 114 108 108 114 109 109 114 110 110 114 119 139
29000 109 109 116 106 106 113 106 106 112 107 107 112 108 108 112 117 137
REV. 6, 01 MAY 2008 9-71

Volume 5
E. EMB 140 Takeoff Speeds T/O, Flaps 9º
T/O T/O
PRESSURE
ALTITUDE
Sea Level -40 to 43 44 to 50 - - -
1000 -40 to 41 42 to 48 - - -
2000 -40 to 32 33 to 46 - - -
3000 -40 to -3 -2 to 37 38 to 44 - -
4000 -40 to -3 -2 to 32 33 to 42 - -
5000 -40 to -3 -2 to 27 28 to 40 - -
6000 - -40 to 22 23 to 32 33 to 38 -
7000 - -40 to -3 -2 to 27 28 to 32 33 to 36
8000 - - -40 to 22 23 to 28 29 to 34

47000 138 138 140 138 138 140 139 139 140 139 139 140 139 139 140 *140 172
46000 136 136 139 137 137 139 137 137 139 138 138 139 138 138 139 *140 171
45000 135 135 137 135 135 137 136 136 137 136 136 137 136 136 137 *140 169
44000 133 133 136 133 133 136 134 134 136 134 134 136 135 135 136 140 167
43000 132 132 134 132 132 134 132 132 134 133 133 134 133 133 134 138 165
42000 130 130 133 130 130 133 131 131 133 131 131 133 132 132 133 137 164
41000 128 128 131 129 129 131 129 129 131 130 130 131 130 130 131 136 162
40000 127 127 130 127 127 130 127 127 130 128 128 130 129 129 130 134 160
39000 125 125 129 125 125 129 126 126 129 126 126 129 127 127 129 133 158
38000 123 123 127 123 123 127 124 124 127 125 125 127 125 125 127 132 156
37000 121 121 126 122 122 126 122 122 126 123 123 126 123 123 126 130 154
36000 119 119 124 120 120 124 120 120 124 121 121 124 122 122 124 129 152
35000 118 118 123 118 118 123 118 118 123 119 119 123 120 120 123 128 150
34000 116 116 121 116 116 121 117 117 121 117 117 121 118 118 121 126 148
33000 114 114 119 114 114 119 115 115 119 115 115 119 116 116 119 124 146
32000 111 111 118 112 112 118 112 112 118 113 113 118 114 114 118 123 144
31000 109 109 116 110 110 116 110 110 116 111 111 116 112 112 116 121 142
30000 109 109 116 108 108 115 108 108 114 109 109 114 109 109 114 119 139
29000 109 109 116 106 106 113 106 106 112 106 106 112 107 107 112 117 137
REV. 6, 01 MAY 2008 9-72

Volume 5
F. EMB 140 Takeoff Speeds T/O, Flaps 18º
T/O T/O
FLAPS 18
PRESSURE
ALTITUDE
Sea Level -40 to 43 44 to 50 - - -
1000 -40 to 41 42 to 48 - - -
2000 -40 to 32 33 to 46 - - -
3000 -40 to -3 -2 to 37 38 to 44 - -
4000 -40 to -3 -2 to 32 33 to 42 - -
5000 -40 to -3 -2 to 27 28 to 40 - -
6000 - -40 to 22 23 to 32 33 to 38 -
7000 - -40 to -3 -2 to 27 28 to 32 33 to 36
8000 - - -40 to 22 23 to 28 29 to 34

47000 127 127 130 128 128 130 128 128 130 129 129 130 129 129 130 *140 172
46000 126 126 128 126 126 128 127 127 128 127 127 128 128 128 128 *140 171
45000 124 124 127 125 125 127 125 125 127 126 126 127 126 126 127 *140 169
44000 123 123 126 123 123 126 124 124 126 124 124 126 125 125 126 140 167
43000 121 121 125 122 122 125 122 122 125 123 123 125 123 123 125 138 165
42000 120 120 123 120 120 123 121 121 123 121 121 123 122 122 123 137 164
41000 118 118 122 119 119 122 119 119 122 120 120 122 121 121 122 136 162
40000 117 117 121 117 117 121 118 118 121 118 118 121 119 119 121 134 160
39000 115 115 120 115 115 120 116 116 120 117 117 120 117 117 120 133 158
38000 114 114 119 114 114 118 114 114 118 115 115 118 116 116 118 132 156
37000 113 113 118 112 112 118 113 113 117 113 113 117 114 114 117 130 154
36000 112 112 118 111 111 117 111 111 116 112 112 116 112 112 115 129 152
35000 111 111 117 111 111 116 110 110 115 110 110 114 110 110 114 128 150
34000 110 110 116 110 110 116 109 109 115 109 109 113 109 109 113 126 148
33000 109 109 116 109 109 115 108 108 114 108 108 113 107 107 112 124 146
32000 108 108 115 107 107 114 107 107 113 106 106 112 106 106 111 123 144
31000 108 108 115 106 106 113 105 105 112 105 105 111 104 104 109 121 142
30000 108 108 116 105 105 113 104 104 111 103 103 109 103 103 108 119 139
29000 109 109 117 105 105 113 103 103 110 102 102 108 102 102 107 117 137
REV. 6, 01 MAY 2008 9-73

Volume 5
G. EMB 135 Takeoff Speeds ALT T/O-1

FLAPS 9
PRESSURE
ALTITUDE
Sea Level -40 to 48 49 to 50 - - -
1000 -40 to 44 45 to 48 - - -
2000 -40 to 41 42 to 44 45 to 46 - -
3000 -40 to 37 38 to 41 42 to 44 - -
4000 -40 to 32 33 to 36 37 to 42 - -
5000 -40 to 28 29 to 33 34 to 38 39 to 40 -
6000 -40 to 24 25 to 29 30 to 34 35 to 38 -
7000 - -40 to 24 25 to 29 30 to 32 33 to 36
8000 - -40 to 20 21 to 25 26 to 29 30 to 34

45000 131 136 137 133 137 137 134 137 137 135 137 137 136 138 138 140* 171
44000 130 134 136 131 135 136 132 135 136 133 136 136 134 136 136 140* 170
43000 127 133 134 129 133 135 130 134 135 131 134 135 132 134 135 140 168
42000 125 131 133 127 132 133 128 132 133 129 132 133 130 133 133 138 166
41000 123 129 132 124 130 132 126 130 132 127 131 132 128 131 132 137 164
40000 120 127 130 122 128 130 124 129 130 125 129 130 126 129 130 136 163
39000 118 126 129 120 126 129 121 127 129 123 127 129 124 128 129 134 161
38000 116 124 127 117 124 127 119 125 127 120 125 127 122 126 127 132 159
37000 114 123 126 115 123 126 117 123 126 118 124 126 120 124 126 131 157
36000 112 121 125 113 121 124 115 121 124 116 122 124 117 122 124 130 155
35000 110 119 124 111 119 123 112 119 122 114 120 122 115 120 122 129 153
34000 108 118 122 109 118 121 110 117 121 111 118 121 112 118 121 127 151
33000 106 116 121 107 116 120 107 116 119 108 116 119 110 116 119 125 148
32000 104 115 120 105 114 119 105 114 118 106 113 117 107 114 117 123 146
31000 102 113 119 103 112 118 103 112 117 104 112 116 105 112 115 122 143
30000 101 111 117 101 111 116 101 110 116 102 110 115 103 110 144 120 141
29000 99 110 116 98 109 115 99 109 114 100 109 113 101 108 113 118 140
28000 99 108 115 96 108 114 97 107 113 97 107 112 98 107 111 116 137
REV. 6, 01 MAY 2008 9-74

Volume 5
H. EMB 135 Takeoff Speeds T/O, Flaps 9º
T/O T/O
FLAPS 9
PRESSURE
ALTITUDE
Sea Level -40 to 48 49 to 50 - - -
1000 -40 to 44 45 to 48 - - -
2000 -40 to 41 42 to 44 45 to 46 - -
3000 -40 to 37 38 to 41 42 to 44 - -
4000 -40 to 32 33 to 36 37 to 42 - -
5000 -40 to 28 29 to 33 34 to 38 39 to 40 -
6000 -40 to 24 25 to 29 30 to 34 35 to 38 -
7000 - -40 to 24 25 to 29 30 to 32 33 to 36
8000 - -40 to 20 21 to 25 26 to 29 30 to 34

45000 130 135 137 131 136 137 132 136 137 133 137 137 135 137 137 140* 171
44000 128 134 136 129 134 136 130 135 136 131 135 136 133 136 136 140* 170
43000 126 132 135 127 133 135 128 133 135 129 134 135 131 134 135 140* 168
42000 124 130 133 125 131 133 126 131 133 128 132 133 129 132 133 138 166
41000 122 129 132 123 129 132 124 130 132 125 130 132 127 131 132 137 164
40000 120 127 130 121 128 130 122 128 130 123 128 130 125 129 130 136 163
39000 118 126 129 118 126 129 120 126 129 121 127 129 123 127 129 134 161
38000 116 124 128 116 124 127 118 124 127 119 125 127 120 125 127 132 159
37000 114 123 127 115 123 126 115 123 126 117 123 126 118 123 126 131 157
36000 112 122 126 113 121 125 113 121 124 114 121 124 116 122 124 130 155
35000 110 120 125 111 119 124 111 119 123 112 119 122 113 120 122 129 153
34000 108 118 124 109 118 122 109 117 121 110 117 121 111 118 121 127 151
33000 106 117 122 107 116 121 107 116 120 108 116 119 108 116 119 125 148
32000 104 115 121 104 115 120 105 114 119 105 114 118 106 114 117 123 146
31000 102 114 120 102 113 119 103 113 118 103 112 117 104 112 116 122 143
30000 100 112 119 100 111 117 101 111 116 101 111 116 102 110 115 120 141
29000 100 110 118 98 110 116 99 109 115 100 109 114 100 109 113 118 140
28000 101 109 116 96 108 115 97 108 114 97 107 113 98 107 112 116 137
REV. 6, 01 MAY 2008 9-75

Volume 5
I. EMB 135 Takeoff Speeds T/O, Flaps 18º
T/O T/O
FLAPS 18
PRESSURE
ALTITUDE
Sea Level -40 to 48 49 to 50 - -
1000 -40 to 45 46 to 48 - -
2000 -40 to 41 42 to 46 - -
3000 -40 to 37 38 to 43 44 to 44 -
4000 -40 to 33 34 to 39 40 to 42 -
5000 -40 to 29 30 to 35 36 to 40 -
6000 -40 to 25 26 to 31 32 to 37 38 to 38
7000 - -40 to 26 27 to 32 33 to 36
8000 - -40 to 22 23 to 28 29 to 34

44500 126 126 129 127 127 129 127 127 129 128 128 129 140* 171
43500 125 125 128 125 125 128 126 126 128 126 126 128 140* 170
42500 123 123 127 124 124 127 124 124 127 125 125 127 140 168
41500 122 122 126 122 122 126 123 123 126 123 123 125 138 166
40500 121 121 125 121 121 125 121 121 124 122 122 124 137 164
39500 119 119 124 120 120 123 120 120 123 120 120 123 136 163
38500 118 118 123 118 118 122 118 118 122 119 119 121 134 161
37500 117 117 122 117 117 121 117 117 121 117 117 120 132 159
36500 116 116 122 116 116 121 116 116 120 116 116 119 131 157
35500 116 116 121 115 115 120 114 114 119 114 114 118 130 155
34500 115 115 121 114 114 119 113 113 118 113 113 117 129 153
33500 114 114 120 114 114 119 113 113 118 112 112 116 127 151
32500 114 114 120 113 113 119 112 112 117 111 111 115 125 148
31500 113 113 120 112 112 118 111 111 116 110 110 115 123 146
30500 112 112 119 111 111 117 110 110 115 109 109 114 122 143
29500 110 110 118 109 109 116 108 108 114 107 107 113 120 141
28500 109 109 117 108 108 115 107 107 114 106 106 112 118 140
27500 108 108 116 107 107 115 106 106 113 105 105 111 116 137
REV. 6, 01 MAY 2008 9-76

Section 9 Driftdown Tables
Volume 5
A. On Route Procedure
If an engine failure occurs while on the filed route of flight, follow
the AeroData Enroute Engine Failure Procedure described earlier
in this Chapter.
B. Off Route Procedure
If the flight is deviating from the filed route due to weather or ATC
routing as the engine failure occurs, the pilot must check the Grid
Minimum Off Route Altitude (MORA) on the Enroute Charts and
the driftdown table in the Performance Chapter of the EMB 145
POH to determine the best plan of action.
1. Backup Driftdown Tables
The Driftdown Tables in the EMB 145 POH can be used as a
backup in case the flight is deviating from the filed flight plan
route due to weather or ATC routing as the engine failure
occurs.
The airplane should level off at the GROSS ALTITUDE and
weight shown in the driftdown table.
2. Net Level Off Altitude
Federal regulations require terrain clearance flight planning
based on net performance which is the gross (or real) gradient
performance degraded by 1.1%.
To determine the net level off pressure altitude, enter with the
gross weight, proceed to the ISA deviation and find the value
within parenthesis. This is the net level off pressure altitude.
The net level pressure altitude must clear all enroute obsta-
cles by at least 1000 feet.
REV. 6, 01 MAY 2008 9-77

Volume 5
3. Instructions
Example: EMB 145, Current Weight: 40,000 lbs. Tempera-
ture: ISA + 10, Anti-ice on.
a. Reference the correct chart:
Aircraft type and Bleeds On/Anti-ice Off or Bleeds
On/Anti-ice On
b. Enter the chart on the left at the given weight that the
aircraft is currently at Start Driftdown.
c. Reference the temperature to the right (ISA + Deviation)
that you are currently flying.
d. Find the intersection point of the two values.
16960 (feet) is the Gross Level Off Altitude, which is the
altitude that the aircraft will probably level off.
13220 (feet) is the NET Level Off Altitude (In
parenthesis).
This is the altitude that must be used to determine if you
can clear all obstacles along your route. Federal
regulations require terrain clearance flight planning based
on net performance, which is the gross (or real) gradient
performance degraded by 1.1%. The net level pressure
altitude must clear all enroute obstacles by at least 1000
feet.
e. Find the associated driftdown speed.
161 (KIAS) is the speed with which you fly the driftdown
profile.
REV. 6, 01 MAY 2008 9-78

Volume 5
4. Tables
a. DRIFT DOWN TABLE EMB 145 -
BLEEDS ON/ANTI ICE OFF
WEIGHT (LB) INITIAL GROSS LEVEL OFF ALTITUDE - FT

DRIFT DOWN (NET LEVEL OFF ALTITUDE - FT)
SPEED
START LEVEL ISA+10 ISA+15 ISA+20
(KIAS)
DRIFT DOWN OFF & BELOW
50000 48000 179 17900 17700 17400
(13800) (13700) (12900)

48000 46100 176 19100 19000 18800
(14400) (14300) (14000)

46000 44200 172 20770 20640 20220
(16010) (15930) (15690)

44000 42300 169 22030 21880 21470
(17490) (17390) (17180)

42000 40500 165 23430 23050 22710
(19400) (19250) (18760)

40000 38700 161 24860 24520 23950
(21050) (20910) (20410)

38000 36900 157 26440 26170 25470
(22460) (22260) (21950)

36000 34900 154 28150 27520 26920
(24110) (23730) (23250)

34000 33000 149 29820 29220 28260
(25850) (25560) (24890)

32000 31100 145 31870 30784 29680
(27550) (27000) (26410)
REV. 6, 01 MAY 2008 9-79

Volume 5
b. DRIFTDOWN TABLE EMB 145 -
BLEEDS ON/ANTI ICE ON

DRIFT (NET LEVEL OFF ALTITUDE - FT)
DOWN
START LEVEL ISA-10 ISA-5 ISA ISA+5 ISA+10
SPEED
DRIFT OFF &
(KIAS)
DOWN BELOW
50000 47400 179 14100 13900 13100 11500 (900
(10000) (9900) (9400) (6800) (6000)

48000 45700 176 15700 15500 14500 12800 11300
(11500) (11400) (10900) (8800) (7500)

46000 43600 173 17190 17090 15980 14260 12630
(13220) (13030) (12280) (10670) (8550)

44000 42000 169 18730 18540 17480 15620 13580
(14620) (14410) (13460) (11890) (10330)

42000 40100 165 20390 20200 19200 17370 15350
(16150) (15940) (14940) (13260) (11750)

40000 38200 161 21790 21450 20600 18920 16960
(17840) (17780) (16620) (14830) (13220)

38000 36300 158 23180 22730 21840 20540 18450
(19780) (19570) (18350) (16590) (14670)

36000 34400 154 24590 24300 23150 21850 20010
(21390) (21050) (20270) (18450) (16400)

34000 32600 149 26080 25340 24420 23190 21410
(22990) (22580) (21670) (20370) (18250)

32000 30700 145 27370 26550 25660 24390 22690
(24460) (23900) (23020) (21700) (19810)
REV. 6, 01 MAY 2008 9-80

Volume 5
c. DRIFTDOWN TABLE EMB 140 -

DOWN
START LEVEL ISA & ISA+10 ISA +15 ISA +20
SPEED
DRIFT OFF BELOW
(KIAS)
DOWN
44000 42200 167 21920 21830 21650 21030
(17220) (17090) (17010) (16750)

42000 40300 164 23520 23640 23190 22410
(19290) (19150) (19020) (18570)

40000 38500 160 24920 24890 24550 23750
(20980) (20900) (20760) (20200)

38000 36600 156 26120 26070 25720 24890
(22400) (22330) (22110) ((21470)

36000 34800 152 27470 27430 27020 26140
(23900) (23900) (23560) (22770)

34000 32900 148 29170 29090 28540 27570
(25410) (25360) (25020) (24230)

32000 31100 144 31000 30880 30090 29020
(26980) (26930) (26540) (25680)
REV. 6, 01 MAY 2008 9-81

Volume 5
d. DRIFTDOWN TABLE EMB 140 -

DOWN
START LEVEL ISA-5 ISA ISA+5 ISA+10
SPEED
DRIFT OFF & BELOW
(KIAS)
DOWN
44000 42000 167 20660 19580 17720 15620
(15950) (14950) (13270) (11760)

42000 40100 164 21900 21000 19490 17390
(17910) (16690) (14920) (13280)

40000 38000 160 23060 22150 20880 18830
(19810) (18480) (16620) (14650)

38000 36200 156 24050 23180 21950 20140
(21030) (20120) (18290) (16170)

36000 34700 152 25150 24280 23130 21400
(22250) (21310) (20000) (17890)

34000 32600 148 26400 25520 24400 22800
(23500) (22630) (21360) (19460)

32000 30700 144 27660 26820 25720 24130
(24790) (23900) (22770) (20990)
REV. 6, 01 MAY 2008 9-82

Volume 5
e. DRIFTDOWN TABLE EMB 135 -

DOWN
START LEVEL ISA & ISA +10 ISA +15 ISA +20
SPEED
DRIFT OFF BELOW
(KIAS)
DOWN
42000 40400 166 23940 23890 23580 22790
(19710) (19610) (19450) (19040)

40000 38520 163 25310 25260 24920 24100
(21300) (21220) (21080) (20470)

38000 36670 159 26560 26440 26070 25290
(22780) (22710) (22490) (21790)

36000 34850 155 27910 27770 27240 26440
(24270) (24230) (23910) (23110)

34000 32980 150 29630 29210 28620 27910
(25740) (25690) (25340) (24530)

32000 31130 146 31790 31630 30690 29540
(27540) (27290) (26810) (26120)

30000 29200 141 33470 33510 32350 31340
(29560) (29130) (28580) (27870)
REV. 6, 01 MAY 2008 9-83

Volume 5
f. DRIFTDOWN TABLE EMB 135 -

DOWN
START LEVEL ISA-10 ISA-5 ISA ISA+5 ISA+10
SPEED
DRIFT OFF &
(KIAS)
DOWN BELOW
42000 40100 166 23290 22560 21650 20360 18240
(19060) (18920) (17580) (15670) (13900)

40000 38100 163 24480 23670 22730 21540 19650
(20700) (20470) (19380) (17520) (15390)

38000 36200 159 25570 24730 23820 22570 20890
(22140) (21630) (20700) (19110) (17000)

36000 34500 155 26710 25820 24920 23780 22080
(23550) (22810) (21890) ((20610) (18570)

34000 32700 150 27940 27050 26180 25010 23410
(24860) (24050) (23110) (21920) (20150)

32000 30800 146 29470 28590 27730 26700 25080
(26390) (25520) (24630) (23450) (21800)

30000 28800 141 30910 30000 29240 28300 26870
(27900) (27020) (26150) (24970) (23360)
REV. 6, 01 MAY 2008 9-84

Section 10 Enroute Performance - Net Ceiling
Volume 5
Section 10 Enroute Performance - Net Ceiling
Net Ceiling is the highest altitude at a given weight and tempera-
ture that provides a positive rate of climb as defined in Section 9
“Net Level Off Altitude”. The Net Ceiling/Net Level Off Altitude is
shown in parenthesis in the driftdown tables. Net Ceiling perfor-
mance is used in determining adequate terrain clearance during
climb assuming an engine will fail before level off.
The only time Net Ceiling must be considered by the flight crew, is
during the departure phase before reaching level-off altitude when
a deviation from the planned route flight of more than 5 SM occurs.
In this case, the Net Ceiling altitude will be obtained from the drift-
down tables in Section 9. The Net Ceiling value must be higher
than the Grid MORA.
Example:
• MORA on enroute chart = 14,700 feet
• Bleeds ON, Anti-Ice OFF
• Aircraft weight at time of deviation from planned route =
46,000 lbs
• Temperature = ISA +15ºC
• Net Ceiling (per driftdown table) = 15,930 feet
• Conclusion = The crew can accept this new route.
Note: Under Chautauqua Airlines present route structure
net ceiling is not a factor.
REV. 6, 01 MAY 2008 9-85

Section 11 Landing Speed Charts
Volume 5
Landing speed cards are provided for the EMB to determine the
appropriate speeds for a given landing weight. The speeds pro-
vided are VFS, VREF, VGA 9 and Target speed (VTGT). VTGT is
VREF 45 plus 10 knots.
When determining which speed chart to use for the actual weight
of the aircraft, round the weight up to the next 1,000 lbs. For
example, 41,300 lbs. should be rounded up to 42,000 lbs.
If the speed charts are not available in the aircraft, the following
charts may be used.
REV. 6, 01 MAY 2008 9-86

Volume 5
A. EMB 145LR/LR2/EP Landing Speeds Flaps 45º
EMB 145
Engine . . . . . . . . . . . . . . . . . . . . . AE3007 A1P
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . .45º
LANDING SPEEDS
Wt. (lbs) VFS VREF45 VGA9 VTGT
50000 179 137 167 140*
49000 177 137 167 140*
48500 176 137 167 140*
48000 175 136 166 140*
47000 173 135 164 140*
46000 172 134 163 140*
45000 170 132 161 140*
44000 169 131 159 140*
43000 167 130 157 140
42000 165 128 156 138
41000 164 127 154 137
40000 161 126 152 136
39000 159 124 150 134
38000 157 123 148 133
37000 155 121 146 131
36000 154 120 144 130
35000 151 118 142 128
34000 149 117 140 127
33000 147 115 138 125
32000 145 113 136 123
31000 143 111 134 121
30000 140 109 132 119
29000 138 108 130 118
28000 136 106 128 116
REV. 6, 01 MAY 2008 9-87

Volume 5
B. EMB 145LR/LR2/EP Landing Speeds Flaps 22º
EMB 145
Engine . . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1P
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22º
The use of Flaps 22º for landing is only allowed when the wind and gust
factor causes VTGT for Flaps 45º to be within 5 KIAS of 145 KIAS.
LANDING SPEEDS
Wt. (lbs) VFS VREF22 VGA9 VTGT22
50000 179 144 167 154
49000 177 144 167 154
48500 176 144 167 154
48000 175 143 166 153
47000 174 142 164 152
46000 171 140 163 150
45000 169 139 161 149
44000 167 137 159 147
43000 165 136 157 146
42000 165 134 156 144
41000 162 133 154 143
40000 160 131 152 141
39000 158 130 150 140
38000 156 128 148 138
37000 154 127 146 137
36000 152 125 144 135
35000 150 123 142 133
34000 148 121 140 131
33000 146 120 138 130
32000 144 118 136 128
31000 142 116 134 126
30000 139 113 132 123
29000 137 113 130 123
28000 135 111 128 121
REV. 6, 01 MAY 2008 9-88

Volume 5
C. EMB 140 Landing Speeds Flaps 45º
EMB 140
Engine. . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . 45º
LANDING SPEEDS
46000 171 132 161 140*
45000 169 131 159 140*
44000 167 130 158 140
43000 165 128 156 138
42000 164 127 154 137
41000 162 126 153 136
40000 160 124 151 134
39000 158 123 149 133
38000 156 122 148 132
37000 154 120 146 130
36000 152 119 144 129
35000 150 118 142 128
34000 148 116 141 126
33000 146 114 139 124
32000 144 113 137 123
31000 142 111 134 121
30000 139 109 132 119
29000 137 107 130 117
28000 135 105 128 115
REV. 6, 01 MAY 2008 9-89

Volume 5
D. EMB 140 Landing Speeds Flaps 22º
EMB 140
Engine . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22º
LANDING SPEEDS
46000 171 135 161 145
45000 169 134 159 144
44000 167 133 158 143
43000 165 131 156 141
42000 164 130 154 140
41000 162 128 153 138
40000 160 127 151 137
39000 158 126 149 136
38000 156 124 148 134
37000 154 123 146 133
36000 152 121 144 131
35000 150 120 142 130
34000 148 118 141 128
33000 146 116 139 126
32000 144 115 137 125
31000 142 113 134 123
30000 139 111 132 121
29000 137 109 130 119
28000 135 107 128 117
REV. 6, 01 MAY 2008 9-90

Volume 5
E. EMB 135LR Landing Speeds Flaps 45º
EMB 135
Engine. . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . 45º
LANDING SPEEDS
44000 170 131 159 140*
43000 168 130 158 140
42000 166 128 157 138
41000 164 127 155 137
40000 163 126 153 136
39000 161 124 151 134
38000 159 122 149 132
37000 157 121 147 131
36000 155 120 145 130
35000 153 119 144 129
34000 151 117 142 127
33000 148 115 139 125
32000 146 113 137 123
31000 143 112 135 122
30000 141 110 133 120
29000 140 108 131 118
28000 137 106 128 116
27000 135 104 125 114
26000 133 103 125 113
REV. 6, 01 MAY 2008 9-91

Volume 5
F. EMB 135LR Landing Speeds Flaps 22º
EMB 135
Engine . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22º
LANDING SPEEDS
44000 167 139 159 149
43000 165 138 158 148
42000 164 136 157 146
41000 162 134 155 144
40000 160 133 153 143
39000 158 131 151 141
38000 156 130 149 140
37000 154 128 147 138
36000 152 126 145 136
35000 150 125 144 135
34000 148 123 142 133
33000 146 121 139 131
32000 144 119 137 129
31000 142 118 135 128
30000 139 116 133 126
29000 137 114 131 124
28000 137 112 128 122
27000 135 110 126 120
26000 133 108 125 118
REV. 6, 01 MAY 2008 9-92

Section 12 Weight Charts
Volume 5
A. Approach Climb Limit Weight
Note: Approach Climb Limit Charts are to be used only if the
AeroData Landing Data for the landing airport are not
available or incomplete on the flight release.
Gross weights are given for temperatures and pressure altitudes.
Use pressure altitude and temperature of landing airport to deter-
mine weight limit. Interpolation of the weight limit can be made for
both intermediate temperatures and pressure altitudes or the
higher temperature and higher pressure altitude may be used.
Ice Accretion Weight Penalty:
Each Approach Climb Limit Weight chart shows an ice
accretion weight penalty.
(For example: “With ice accretion on non protected areas,
subtract 3440 lbs.”)
When using the table “EMB 145 (140/135) Approach Climb
Limit Weight” the ice penalty must be subtracted from the
weight listed in the table anytime:
• The aircraft has encountered icing conditions during
flight;
AND
• The cyan SPS/ICE SPEEDS EICAS advisory message
is displayed;
AND
• The Outside Air Temperature (OAT) at the airport of
intended landing is at +10ºC or below.
The AeroData landing TLR will not show the ice accretion
penalty when the planned OAT at the destination is above
+10ºC. If the OAT at the time of arrival is reported below
+10ºC the flight crew should contact Dispatch to receive the
new ice accretion number.
If unable to contact Dispatch, the flight crew may revert to the
EMB 145 (140/135) Approach Climb Limit Weight chart and
use lower weight of either
• the landing data on the TLR or
• the chart weight minus the ice accretion penalty.
REV. 6, 01 MAY 2008 9-93

Volume 5
1. EMB 145 Approach Climb Limit Weight
*AE-3007 A1P ENGINE*

EMB 145 APPROACH CLIMB LIMIT WEIGHT
ANTI-ICE OFF
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Closed
DEGREES -1,000 ft SL 2,000 ft 4,000 ft 6,000 ft 8,000 ft
+10 54100 53200 53200 53200 52000 48500
+15 54100 53200 53200 53200 52000 48500
+20 54100 53200 53200 53200 52000 49300
+25 54000 53200 53200 53100 51000 47000
+30 53800 53100 53100 52800 48800 44800
+35 53800 53100 53100 50600 46600
+40 53800 53100 52000 48100 46100
+45 53700 52700 49100
+52 50100
NOTE: With ice accretion on non protected areas, subtract 8050 lbs.
ANTI-ICE ON
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Open
+10 53000 52300 52300 51900 47800 43000
+5 53100 52500 52500 52500 50700 45500
0 53100 52500 52500 52500 51500 48600
-5 53300 52500 52500 52400 51500 49300
-10 53300 52500 52500 52400 51500 48800
-20 53200 52500 52500 52500 51500 48900
-30 53400 52500 52500 52500 51500 48900
-40 53400 52500 52500 52500 51500 49000
NOTE: Max structural landing weight is 42549 lbs.

Anti-Ice must be off above +10 degrees C.
With ice accretion on non protected areas, subtract 8050 lbs.
10-1-03
REV. 6, 01 MAY 2008 9-94

Volume 5
*AE-3007 A1/3 ENGINE*

ANTI-ICE OFF
+10 57900 57000 56800 56400 53100 52500
+15 57800 56900 56700 56200 53000 52300
+20 57700 56800 56500 56200 52300 50100
+25 57700 56700 56400 56100 52000 47500
+30 57600 56500 56300 54100 49900 45500
+35 57500 56400 55800 51900 - -
+40 57200 56400 53400 49100 - -
+45 56200 56400 50100 - - -
+52 52000 - - - - -
ANTI-ICE ON
+10 57200 56400 56200 55600 54300 50400
+5 57300 56500 56300 55700 54400 51600
0 57400 56500 56400 55800 54600 51900
-5 57500 56500 56400 56400 55100 52100
-10 57600 56500 56500 56400 55200 52200
-20 57700 56500 56500 56400 55200 52300
-30 57700 56600 56600 56500 55200 52300
-40 57700 56600 56600 56500 55300 52300
NOTE: Max structural landing weight is 41,266 lbs.

9/6/2001
REV. 6, 01 MAY 2008 9-95

Volume 5
*AE-3007 A1/3 ENGINE*

ANTI-ICE OFF
+10 52400 51800 51700 51500 50900 48300
+15 52400 51800 51700 51500 50900 48300
+20 52400 51800 51700 51500 50900 48000
+25 52400 51800 51700 51500 49500 45500
+30 52400 51800 51700 51300 47500 43500
+35 52400 51800 51700 49000 45000 -
+40 52400 51800 50500 46500 - -
+45 52400 51000 47000 - - -
+52 48800 - - - - -
ANTI-ICE ON
+10 51800 51000 50800 50600 46500 41600
+5 51900 51000 50800 50600 49000 44200
0 52000 51000 50800 50600 50300 47500
-5 52000 51000 50800 50600 50300 47500
-10 52000 51000 50800 50600 50300 47500
-20 52100 51000 50800 50600 50300 47500
-30 52100 51000 50800 50600 50300 47500
-40 52100 51000 50800 50600 50300 47500
NOTE: Max structural landing weight is 40,785 lbs.

11/1/02
REV. 6, 01 MAY 2008 9-96

Volume 5
B. Required Landing Field Length Chart
Note: Landing or Factored Distance Field Length Chart to be
used only if AeroData Landing Data is not available for
Landing airport.
1. This chart is used to determine required runway landing field
length for FAR Part 121 flight operations if AeroData
performance data is not available. This chart is for dispatch
purposes and the distance does include the regulatory 40%
factor.
Note: Required landing field length chart is based on a zero
slope, ISA temperature, dry runway from a point 50 ft
above runway threshold at Vref, using only the brakes
and spoilers as deceleration devices (i.e., no engine
reverse thrust is used).
2. Reference the destination airports elevation and landing field
length information.
3. The performance figures given already include an adjustment
for lower than standard altimeter setting so the airport’s
elevation, rather than pressure altitude may be used on this
chart.
4. Airport elevation is referenced across the top of the chart.
Follow down the column based on the elevation until reaching
the closest field length which is still shorter than the available
field length.
5. The maximum weight is listed on the left side of the table. To
determine the exact maximum landing weight based on field
length, the elevation, the listed field lengths, and the maximum
weight may all be interpolated. To avoid interpolation, the next
higher elevation, and the next shorter field length may be
used.
a. Enter the appropriate airport elevation (interpolated, if
desired, or the next higher listed elevation).
b. Proceed down the column until arriving at a required
landing field length (adjusted for headwind / tailwind)
equal to or less than destination airport landing runway
length. Lengths may be interpolated.
REV. 6, 01 MAY 2008 9-97

Volume 5
c. Proceed to the left column to read field length limited
landing weight from the aircraft weight column. Weights
must be interpolated for an interpolated field length.
6. For planning purposes, the actual distance required to stop
the aircraft must not exceed 60% of the required landing field
length.
7. A correction must be made for tailwinds which increases the
required field length. If desired, a correction may be made for
headwinds which reduces the required field length. The
correction values are listed at the bottom of the table.
REV. 6, 01 MAY 2008 9-98

Volume 5
8. EMB 145LR/LR2/EP Required Landing Field Length
Destination Airport (Factored Landing Distance).
EMB - 145
REQUIRED LANDING FIELD LENGTH
DESTINATION AIRPORT
(Factored Landing Distance)
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000 6000 7000 8000
Weight
50000 5168 5368 5509 5928 6010 6235 6351 6535 6818
49000 5101 5334 5468 5509 5801 6135 6268 6385 6651
48000 5050 5170 5295 5425 5560 5705 5855 6005 6170
47000 4960 5080 5200 5335 5460 5605 5750 5905 6060
46000 4880 4995 5120 5250 5370 5515 5655 5805 5955
45000 4795 4920 5040 5155 5280 5410 5555 5700 5855
44000 4720 4830 4940 5065 5190 5320 5460 5595 5745
43000 4640 4740 4860 4970 5090 5225 5360 5490 5640
42000 4550 4660 4770 4880 5000 5120 5260 5380 5530
41000 4475 4575 4680 4795 4915 5035 5160 5290 5435
40000 4390 4490 4595 4705 4815 4940 5060 5185 5330
39000 4320 4415 4510 4615 4730 4845 4965 5080 5220
38000 4240 4335 4430 4530 4640 4745 4860 4980 5110
37000 4170 4260 4350 4450 4550 4655 4770 4890 5015
36000 4090 4180 4275 4375 4460 4575 4680 4790 4905
35000 4000 4100 4185 4280 4380 4480 4585 4700 4815
34000 3935 4015 4105 4200 4290 4390 4495 4600 4710
33000 3850 3935 4015 4110 4200 4300 4400 4500 4605
ADD 15% per 10 Kts. Tailwind
SUBTRACT 5% per 10 Kts. Headwind
Weights below 33000 lbs, use 33000 values
ADD 20% for Wet Runway 1/09/2008
REV. 6, 01 MAY 2008 9-99

Volume 5
9. EMB 140 Required Landing Field Length
Destination Airport (Factored Landing Distance) .
EMB - 140
DESTINATION AIRPORT
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000 6000 7000 8000
Weight
46517 4925 5025 5150 5290 5410 5550 5690 5825 5990
46000 4900 5000 5125 5275 5390 5525 5670 5800 5950
45000 4825 4950 5050 5175 5300 5425 5575 5700 5850
44000 4750 4850 4980 5090 5200 5325 5475 5600 5750
43000 4675 4780 4890 5000 5125 5250 5375 5500 5650
42000 4590 4690 4800 4910 5025 5150 5275 5425 5550
41000 4510 4590 4710 4825 4950 5090 5190 5310 5450
40000 4450 4525 4625 4725 4850 4975 5090 5225 5350
39000 4375 4450 4550 4650 4775 4875 5000 5125 5250
38000 4290 4390 4490 4590 4690 4790 4900 5025 5150
37000 4225 4300 4400 4500 4600 4700 4810 4925 5075
36000 4150 4230 4325 4425 4510 4625 4710 4825 4950
35000 4050 4175 4250 4325 4450 4525 4650 4750 4850
34000 3990 4075 4190 4250 4350 4450 4550 4650 4750
33000 3910 3925 4090 4175 4275 4375 4450 4575 4675
ADD 20% for Wet Runway

NOTE: With the exception of “Both Hydraulic Systems Failed,” factors are
1.6 and below and Required Landing Field Length values may be used for
initial estimates of landing distance. See FIELD LENGTH FACTORS
Table for actual malfunction factors. 8/01/2007
REV. 6, 01 MAY 2008 9-100

Volume 5
C. EMB 135LR Required Landing Field Length
Destination Airport (Factored Landing Distance)
EMB - 135
DESTINATION AIRPORT
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000
Weight
44000 4718 4828 4943 5063 5190 5320
43000 4636 4745 4856 4975 5098 5225
42000 4555 4660 4770 4885 5005 5128
41000 4476 4576 4685 4796 4913 5033
40000 4396 4493 4598 4706 4820 4938
39000 4320 4415 4516 4621 4730 4845
38000 4245 4336 4433 4535 4640 4750
37000 4170 4258 4353 4451 4553 4660
36000 4091 4180 4271 4368 4466 4570
35000 4013 4100 4188 4281 4378 4480
34000 3933 4018 4105 4195 4290 4390
33000 3850 3933 4018 4106 4200 4295
32000 3766 3846 3931 4016 4108 4200
31000 3681 3760 3841 3925 4013 4105
30000 3596 3671 3751 3833 3918 4008
29000 3511 3585 3661 3741 3823 3910
28000 3425 3496 3570 3648 3728 3811
ADD 20% for Wet Runway 8/01/2007
REV. 6, 01 MAY 2008 9-101

Volume 5
D. Actual Landing Field Length Chart
1. This chart is similar to the Required Landing Field Length
chart but distances reflect the actual performance capability
of the aircraft.
Note: Unfactored landing distance is the actual distance to
land the airplane on a zero slope, ISA temperature, dry
runway from a point 50 ft above runway threshold at
Vref, using only the brakes and spoilers as deceleration
devices (i.e., no engine reverse thrust is used).
2. Airport elevation is read across the top of the chart and
Landing Weight is read down the left column. The intersection
of the airport elevation and landing weight yields the actual
landing distance.
3. Adjustments for wind and wet runways are included at the
bottom of the chart and are used in the same manner as the
Required Landing Field Length chart.
CAUTION: The landing distance correction factors mentioned in
some emergency or abnormal procedures must be
applied to the flap 45 unfactored landing distance.
REV. 6, 01 MAY 2008 9-102

Volume 5
4. EMB 145LR/LR2/EP Actual Landing Field Length
EMB - 145
ACTUAL LANDING FIELD LENGTH
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000 6000 7000 8000
Weight
50000 3100 3220 3305 3556 3605 3740 3810 3920 4090
49000 3060 3200 3280 3305 3480 3680 3760 3830 3990
48000 3030 3102 3177 3255 3336 3423 3513 3603 3702
47000 2928 3048 3120 3201 3276 3363 3450 3543 3636
46000 2928 2997 3074 3150 3222 3309 3393 3483 3573
45000 2877 2952 3024 3093 3168 3246 3333 3420 3513
44000 2832 2898 2964 3039 3114 3192 3276 3357 3447
43000 2784 2844 2916 2982 3054 3135 3216 3294 3384
42000 2730 2796 2862 2928 3000 3072 3156 3228 3318
41000 2685 2745 2808 2877 2949 3021 3096 3174 3261
40000 2634 2694 2757 2823 2889 2964 3036 3111 3198
39000 2592 2649 2706 2769 2838 2907 2979 3048 3132
38000 2544 2601 2658 2718 2784 2847 2916 2988 3066
37000 2502 2556 2610 2670 2730 2793 2862 2934 3009
36000 2454 2508 2565 2625 2767 2745 2808 2874 2943
35000 2400 2460 2511 2568 2628 2688 2751 2820 2889
34000 2361 2409 2463 2520 2574 2634 2697 2760 2826
33000 2310 2361 2409 2466 2520 2580 2640 2700 2763
REV. 6, 01 MAY 2008 9-103

Volume 5
5. EMB 140 Actual Landing Field Length
EMB - 140
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000 6000 7000 8000
Weight
46517 3078 3141 3219 3307 3382 3469 3557 3641 3744
46000 3063 3125 3204 3297 3369 3454 3547 3625 3419
45000 3016 3094 3157 3235 3313 3391 3485 3563 3657
44000 2869 3032 3113 3182 3250 3329 3422 3500 3594
43000 2922 2988 3057 3125 3204 3282 3360 3438 3532
42000 2869 2932 3000 3069 3141 3219 3297 3391 3469
41000 2819 2869 2944 3016 3094 3182 3244 3319 3407
40000 2782 2829 2891 2954 3032 3110 3182 3266 3344
39000 2735 2782 2844 2907 2985 3047 3125 3204 3282
38000 2682 2744 2807 2869 2932 2994 3063 3141 3219
37000 2641 2688 2750 2813 2875 2938 3007 3079 3172
36000 2594 2644 2704 2766 2819 2891 2944 3016 3094
35000 2532 2616 2657 2704 2782 2829 2907 2969 3032
34000 2494 2547 2619 2657 2719 2782 2844 2907 2969
33000 2444 2454 2557 2610 2672 2735 2782 2860 2922

REV. 6, 01 MAY 2008 9-104

Volume 5
6. EMB 135LR Actual Landing Field Length
EMB - 135
FLAPS 45
Landing
SL 1000 2000 3000 4000 5000
Weight
44000 2830 2896 2965 3037 3113 3191
43000 2781 2846 2913 2984 3058 3134
42000 2732 3795 2861 2930 3002 3076
41000 2685 2745 2810 2877 2947 3019
40000 2637 2695 2758 2823 2891 2962
39000 2591 2648 2709 2772 2837 2906
38000 2546 2601 2659 2720 2783 2849
37000 2501 2554 2611 2670 2731 2795
36000 2454 2507 2562 2620 2679 2741
35000 2407 2459 2512 2568 2626 2687
34000 2359 2410 2462 2516 2573 2633
33000 2309 2359 2410 2463 2519 2576
32000 2259 2307 2358 2409 2464 2519
31000 2208 2255 2304 2354 2407 2462
30000 2157 2202 2250 2299 2350 2404
29000 2106 2150 2196 2244 2293 2345
28000 2054 2097 2141 2188 2236 2286
NOTE: With the exception of “Both Hydraulic Systems Failed,” factors are 1.6
and below and Required Landing Field Length values may be used for initial
estimates of landing distance. See FIELD LENGTH FACTORS Table for actual
malfunction factors. 8/01/2007
REV. 6, 01 MAY 2008 9-105

Section 13 Quick Turn Around Weight Tables
Volume 5
Section 13 Quick Turn Around Weight Tables
Refer to the EMB 135/145 Series MEL - CHART 8
REV. 6, 01 MAY 2008 9-106

Section 1 See GeeTM Calculator Method
Volume 5
Chapter 10
Weight and Balance

A. General
1. The use of the See GeeTM Calculator is the method of
determining CG of the airplane with minimal or no seat
blocking.
2. Chautauqua Airlines’ EMB 145/140/135 calculators are color
coded by RED corners. The EMB 145 LR2 calculators are
identified by GREEN corners to distinguish the LR2
calculators from the LR version.
3. The index of the aircraft is determined by the use of the See
GeeTM Calculator.
4. The principle of the See GeeTM Calculator method is that the
cabin is divided into multiple sections; A, B, C, D, and E
depending on aircraft type.
Section EMB 145 EMB 140 EMB 135
A Rows 1-3 Rows 1-4 Rows 1-4
B Rows 4-7 Rows 5-8 Rows 5-8
C Rows 8-11 Rows 9-12 Rows 9-11
D Rows 12-14 Rows 13-16 Rows 12-13
E Rows 15-18
REV. 6, 01 MAY 2008 10-1

Volume 5
5. Depending on aircraft type, certain Sections are not shown on
the SEE GEETM Calculator because weight in this area has no
impact on the forward or aft movement of the center of gravity.
This is indicated by PURPLE text on the cabin diagram.
a. EMB 145 - Section D.
b. EMB 140 - None. All Sections must be accounted for.
c. EMB 135 - Section C.
6. The maximum allowable load in the cargo compartment and
in the forward (and aft) closets is indicated by a RED number
at the end of the respective arc.
7. The FUEL scale on the calculator is displayed in BLUE.
8. The calculator is comprised of three parts. The three parts
include
a. the rectangular card,
b. a large wheel which contains the index indicator line, and
c. a small wedge shaped cursor.
9. The index indicator line operates in the lower half of the
calculator along the index scale.
10. The cursor operates in the upper half of the calculator along
the loading scales.
Note: Whenever the cursor is moved, be sure to hold the
wheel as to not allow it to move.
Note: In case the See GeeTM wheel in the aircraft is missing or

unusable, the PIC must contact Dispatch who will
compute the C.G. index and trim setting for the load
manifest using the passenger and baggage information
provided by the flight crew.
B. Basic Operating Index
1. The basic operating index (BOI) is calculated according to the
following formula:
Weight x (Balance Arm - 623.304)
= BOI
50,000
2. 623.304 inches is the datum line in the Balance Arm system.
REV. 5, 15 FEB 2006 10-2

Volume 5
3. The BOI is then entered on the CG calculator by placing the

lower index line located on the wheel to the calculated index.
4. Crew, catering, cabin supplies, and other operating items are
included in the BOW and corresponding BOI.
5. This leaves passengers, cargo and fuel to be calculated.
Note: A person occupying the rear Flight Attendant jumpseat is
not included in the BOW and BOI. The crew must
compensate for this condition.
C. Passenger Index
1. The table located on the back of the calculator is used to
determine the passenger weights.
2. The CG calculator is used to determine the index change due
to passenger loading.
3. The cursor is moved to the number of passengers in the
appropriate Section and then the wheel is moved to re-center
the line on the cursor. This shows the index change for the
passengers in that section.
a. Repeat this action for each Section.
• EMB 145: Section A, Section B, Section C, and Section E.
Passengers seated in Section D have no influence on the
Index.
• EMB 140: Section A, Section B, Section C, and Section D.
• EMB 135: Section A, Section B, and Section D.
Passengers seated in Section C have no influence on the
Index.
4. The upper portion of the passenger scale showing number of
passengers is used when using average passenger weights.
5. The calculator is designed conservatively enough to allow for
the small difference in the summer and winter weights (5 lbs.).
6. The inner portion of the scale is in pounds. This scale must
be used for:
a. Non-standard weight passengers (ACTUAL weight)
b. Children’s weight (82 lbs. Summer, 87 lbs. Winter)
REV. 4, 13 AUG 2005 10-3

Volume 5
7. If average passenger weights are being used and all seats are
full, then the “50 PAX”, “44 PAX”, or “37 PAX” line may be
used.
a. Move the cursor to the 50, 44, or 37 pax line and then re-
center by moving the wheel.
b. This shows the index change for all 50, 44, or 37 passen-
gers.
8. Flight Attendant(s):
a. The F/A 1 line on the ACM scale is the mark for compen-
sation of the forward flight attendant in the flight attendant
seat. The F/A is included in the BOI, however, the mark is
provided to remove them when a FA is not required (e.g.
operational check flights, or when the FA seat is deferred.
b. The F/A 2 line is used for the rear flight attendant seat if
installed. Normally the seat is not used and is not
accounted for in the BOW and BOI. If it is occupied, place
the cursor on the F/A 2 mark and re-center the wheel. This
will account for a flight attendant in this seat.
c. When the forward FA jumpseat is deferred the Flight Atten-
dant must sit in seat 1A and if the rear FA jumpseat is
deferred the Flight Attendant must sit in seat 18C.
d. You are required to account for the change in CG. First
remove the FA from the jumpseat and then calculate the
CG change at normal passenger weight to section A for
the forward FA or section E for the aft FA respectively.
D. Cargo Index
1. The cargo compartment consists of one section.
2. The index for this section is again determined by using the CG
calculator.
a. The index change is determined by moving the cursor to
the amount of weight, in pounds, on its corresponding
scale.
b. After moving the cursor, the wheel is then moved to re-
center the line on the cursor to show the index change.
Note: The length of scales marked in “lbs.” may or may not
correspond to compartment weight limits and should not
be used to determine compartment limitations. The
maximum cargo compartment capacity is 2,646 lbs.
(EMB 145/140) and 2205 lbs. for (EMB 135).
REV. 4, 13 AUG 2005 10-4

Volume 5
3. Carry-on baggage placed in the cargo area is 30 lbs. per

piece and must be accounted for.
a. After determining the number of carry-on bags in the cargo
area, determine their total weight listed on the back of the
CG calculator.
b. Using the CG calculator, show the index change using the
same method as used for the cargo area.
Note: Add the weight of the carry-on baggage to the
cargo weight.
4. Checked baggage weight tables are located on the back of the
Center of Gravity calculator. (30 lbs.)
E. Fuel Index
Fuel is loaded using the same method as cargo and passengers.
The fuel scale is not linear. For fuel loads above 10,000 lbs., use
the “10,000 OR MORE” mark. For more information on the fuel
see FUEL BURN OFF.
F. Observer Index
1. The observer weight is calculated at 195 lbs. year round.
2. The index change is determined using the CG calculator. The
cursor is moved to the ACM (Additional Crew Member) line
and then the wheel is moved to re-center the line on the cursor
to show the index change.
Note: An ACM who is moved from the flight deck to a cabin
seat must be removed via the ACM cursor line and then
added to the cabin as normal passenger weight.
G. Passenger and Cargo Additions and Removals
1. To add passenger or cargo weight, use the same method of
moving the cursor to the weight added and then rotating the
wheel to re-center the cursor line.
2. To subtract passenger or cargo weight, start with the cursor at
the zero line.
a. Rotate the wheel until the cursor indicates the weight or
number of passengers being removed.
b. The new index is then found under the index indicator line.
REV. 4, 13 AUG 2005 10-5

Volume 5
H. Final Index (CG)
1. After all loading is accomplished and adjustments made with
the CG calculator, the Loaded Index (CG) is read under the
index indicator line.
2. To see where the CG is in the envelope, find the point where
the index indicator line intersects the total weight of the
aircraft.
3. The units of trim are also determined from this point.
a. Locate the dashed trim line closest to the CG location.
This is the amount of trim needed.
b. For operations ahead of the “8” trim line, use a trim setting
of “8”.
c. For other operations interpolate between the trim lines to
set the trim.
I. Fuel Burn Off
1. The CG for landing must be determine to verify that the aircraft
is still with limits at landing.
a. Method 1:
1) Enter the fuel load last and look at the zero fuel index
before calculating the fuel.
a) This will give you a tanks empty CG and will tell
you where your CG will be if forced to use all of
your fuel.
b) Then spin in the fuel and check your legality for
takeoff.
Note: Using this method, the crew will be certain that the
aircraft is within landing CG limits if the actual fuel burn
is higher than expected (e.g. if delays are encountered
enroute, during a diversion or when going into the
reserve fuel).
b. Alternate Method:
1) Fuel burn off below 10,000 lbs. will cause the index
and CG to move aft and must be taken into account
for enroute and landing operations.
2) Enter the total amount of fuel on board.
3) Fuel burn cannot be “unloaded” like cargo or passen-
gers because the fuel scale is not linear.
REV. 4, 13 AUG 2005 10-6

Volume 5
4) To properly account for fuel burn you must “unload” all

of the fuel on board and then “reload” the amount to
be left in the tanks at landing.
5) For example, if the fuel load is 10,000 lbs. for takeoff
and the landing will be made with 3,000 lbs. remaining
(7,000 lbs. burn off), then it is computed as follows:
a) Unload the total fuel by placing the wedge cursor
on the ZERO line and rotating both cursors
counter clockwise until the wedge cursor is over
the “10,000 OR MORE” mark.
b) Then place the wedge cursor over the “3000” point
and rotate both cursors clockwise to put the wedge
cursor on the ZERO line. This will correctly show
the effect of the fuel burn.
6) If both the takeoff and landing fuel are more than
10,000 lbs., then the landing index will be the same as
the takeoff index, and only the change in weight need
to be accounted for.
WARNING: When the final index is at or near the limit, move
payload to bring the center of gravity more toward the
center of the envelope.
J. Aft Limit and Inflight Movement
1. There are two aft limits displayed on the calculator.
2. Limit constraints to account for inflight movement of
passengers and crew are incorporated into the AFT LIMIT
WITH PAX line and the caution zone is computed from this
line.
3. The AFT LIMIT line is protected with all other required limit
constraints and is available for use when there are no
passengers on board and if crew movement in the aircraft is
restricted.
4. When operating between these two lines the pilots and flight
attendant are not allowed to leave their seats.
REV. 4, 13 AUG 2005 10-7

Volume 5
K. Forward Limit for Takeoff with Flaps 9º or Flaps 22º
1. There are two forward limit lines displayed on the calculator.
2. The FWD LIMIT INFLIGHT, LANDING, & T/O FLAPS 9
displayed on the calculator are to be used for takeoff with flaps
9 and is also the forward limit for inflight and landing.
3. The FWD LIMIT T/O FLAPS 22 displayed in blue on the
calculator is the forward limit line for takeoff with flaps 22.
After airborne the Inflight and Landing limit applies as the
forward limit.
4. The caution zones attached to these various limits apply as
explained below when the appropriate limit applies. For
example, if takeoff is planned with flaps 22 then the caution
zone attached (in blue) to the flaps 22 forward limit line would
have to be complied with.
L. Caution Zones
1. Near the forward and aft limit lines are Caution Zones that
may require moving passengers.
2. If the final index falls in a Caution Zone, it is required that
passengers be seated according to the instructions in that
zone.
Note: In most cases, it will be sufficient to move one or two
passengers from the most forward (aft) section to the
most aft (forward) section to move the CG out of the
Caution Zone.
a. For example, if the final index fell in the Aft Caution Zone,
it will be required that passengers be seated as far forward
IN EACH SECTION as possible so that all of the empty
seats are the rearmost seats in each Section.
b. In a similar manner the Forward Caution Zone will require
passengers to be seated as far aft IN EACH SECTION as
possible.
c. If, after the passengers are moved and the loading
problem is re-spun, the index still falls in the caution zone
no further action is required and the loading will be within
limits.
REV. 6, 01 MAY 2008 10-8

Volume 5
d. When all passenger seats are occupied or when none of

the passenger seats are occupied, operation in the caution
zones is permitted without further action.
1) For example, when performing training or check rides
with only two pilots on board and the passenger
sections empty, the caution zones may be ignored.
3. The Caution Zones are designed with certain loading
restrictions assumed.
a. While it would be difficult to load an aircraft that would
exceed the parameters of the Caution Zones, it is possible.
b. Generally, it is assumed, that, within a given section, the
passengers are distributed throughout that section.
c. It is permissible to fill an entire section while another
section is empty, but not, for example, to fill the front three
rows in each section without filling some of the seats in the
aft portion of those sections.
REV. 6, 01 MAY 2008 10-9

Volume 5
M. SEE GEETM Calculator for EMB 145 LR
EM B 145LR F/A 1
CLO SET
C.G .CA LCU LA TO R 5 SEC A
ZERO 12 SEC B
12 SEC C
EN TRY N O T
REQ U IRED FO R 9 SEC D
SEC D
12 SEC E
1 1 2 3 4 5 F/A 2 LAV
2 6 7
500 8 A FT
1500 9 101
1000
3 500
200 112 BA G G A G E
4 0
25
PA
00 X
50 1 30
0 3 2 A FT BA G
GA 00
10 GE
4 500
PA 5
X 6 100
0 500 (lb
s)
7 10
8
15
00 5
00
E
00
9 500
0 1500 1000
12 1
15
0 15
X 200 00
10
PA 00
00
25 FU EL
00
20
11
30 000)
(X 1
s)
(lb
12
s)
20
1
3 2
A C (lb 5 4
00
0
LO SET
00
,00 76 C
154
10 O R E 98
25
M
X
OR 100
PA
F/A 1
250
0
0
F/A 2 6
300
264
A CM
(lbs)
Allw eights
50 PA X
in pounds
B PITCH TRIM : U N ITS
P S9 Valid only forChautauqua Airlines

FLA EM B 145LR AircraftSpecification CT6D
T/O
, &
A IRCRA FT
NG
DI W EIG H T
AN AL
,L L
4
T 48,501 FL
H AP
G
D
AL
I
22 S
E F EA C E
AR
FL
OR H
48,000
N
S
LF
U S A TS N ZO
AP AF
W
IN
FL TL
LA
T B IN
/O IM
T T
5
N M E IO
LIM I 45,000
P
IO Y S U T
IT
-27
FW D
C T PT A
NE
SE EM D C
N ZO
4
A U TIO S 22
FW
C P
FW D /O FLA
-26
LIM IT
T 42,000
0
AF
8 6
T
A F PTY N M
EM C TI
7
SE
LI
T C SE U
-25
5
M
FW D
-1
39,000
A U A T ST
IT
O
TIO S IN B E
W
IT
N
-2
-2
H
ZO A C T
4
36,000
PA
E AF
NE H
6
X
-2
-3
3
33,000
-2
-4
2
-2
1 -5
7
IN 30,000
D EX
-20
-6 D EX
8
-19 IN
27,337 -7
-18
-17 -8
S EE G EE ™ -16 -9 Copyright© 2005
-15 -11 -10
CenterofG ravity -14 -13 -12 CAVU International
Calculator ALL RIG H TS RESERVED
seegeesolutions.com
509-286-4281
CAUTION: Do not leave the calculator exposed to direct sunlight

or high heat conditions as it may be damaged. Leaving
the calculator in the sun on a glare shield for example,
will cause warping and cracking of the vinyl lamination
and may damage it beyond usable repair.
REV. 5, 15 FEB 2006 10-10

Volume 5
N. SEE GEETM Calculator for EMB 145 LR2
CAUTION: Do not leave the calculator exposed to direct sunlight or

high heat conditions as it may be damaged. Leaving
REV. 6, 01 MAY 2008 10-11

Volume 5
O. SEE GEETM Calculator for EMB 145 EP
EM B 145EP F/A 1
CLO SET
C.G .CA LCU LA TO R 5 SEC A
ZERO 12 SEC B
12 SEC C
EN TRY N O T
REQ U IRED FO R 9 SEC D
SEC D
12 SEC E
1 1 2 34 5 F/A 2 LAV
2 6 7
500 1000 8 9 A FT
3 1500 101
500
200 112 BA G G A G E
4 0
25
PA
00 X
50 1 30
0 3 2 A FT BA G
G 00
10 AG E
4 500
PA 5
X 6 100
0 500 (lb
s)
7 10
8
15
00 5
00
E
00
9 500
10 0 1000
15
X 12 2000 150 15
00
10
PA 00
00
25 EL
00 00) FU
20
11
0 10
3 (X
s)
(lb
0
750 E
12
s)
20
1
43 2
A C (lb MO
R
76 5
00
R
O LO SET
00
C
154
25
X
100
PA
F/A 1
250
0
0
F/A 2 6
300
264
A CM
(lbs)
Allw eights
50 PA X
in pounds
B PITCH TRIM : U N ITS
S9 Valid only forChautauqua Airlines

P
FLA EM B 145EP AircraftSpecification CT7D
T/O
, &
AL
NG LF
N DI A IRCRA FT LA
P S
LA W EIG H T
4
T,
H
G
I
D
FL
E F EA C E
AR
AL
OR H
N
46,275
IN
L
U S A TS N ZO
22 AF
FL
S CZ
LA P
5
T B IN
TL
AP
/O F 45,000
N M E IO
IM
-27
M IT T
EM
IO Y S U T
FW D LI E IT
ZO N
C T PT A
PT
SE EM D C
TIO N 22
Y
C A U
PS
AF
SE
FW
FW D /O FLA 42,000
-26
LIM IT
AT
T 6
T
0
A F N EA
S
LI TIO N C TIO
I
T
8
M
7
CA CH
IT
5
U SE
-25
FW D
-1
39,000
IT
H
ZO N M
PA
-2
NE U
-2
4
36,000
ST
-2
-3
BE
3
6
AF
33,000
T
-2
-4
2
-2
1 30,000 -5
IN
7
DE -2
0 -6 D EX
X
8
-19 IN
27,000 -7
-18
-17 -8
S EE G EE ™ -16 -9 Copyright© 2005
-15 -11 -10
CenterofG ravity -14 -13 -12 CAVU International
seegeesolutions.com
509-286-4281

REV. 6, 01 MAY 2008 10-12

Volume 5
P. Weight Tables for EMB 145LR/LR2/EP

PAX WEIGHTS CARGO WEIGHTS
Number Summer Winter Child Child Number Checked/Carry-On
Pax Weight Weight Summer Wt. Winter Wt. Bags Weight
1 190 195 82 87 1 30
2 380 390 164 174 2 60
3 570 585 246 261 3 90
4 760 780 328 348 4 120
5 950 975 410 435 5 150
6 1140 1170 492 522 6 180
7 1330 1365 574 609 7 210
8 1520 1560 656 696 8 240
9 1710 1755 738 783 9 270
10 1900 1950 820 870 10 300
11 2090 2145 902 957 11 330
12 2280 2340 984 1044 12 360
13 2470 2535 1066 1131 13 390
14 2660 2730 1148 1218 14 420
15 2850 2925 1230 1305 15 450
16 3040 3120 1312 1392 16 480
17 3230 3315 1394 1479 17 510
18 3420 3510 1476 1566 18 540
19 3610 3705 1558 1653 19 570
20 3800 3900 1640 1740 20 600
21 3990 4095 1722 1827 21 630
22 4180 4290 22 660
23 4370 4485 23 690
24 4560 4680 24 720
25 4750 4875 25 750
26 4940 5070 26 780
27 5130 5265 27 810
28 5320 5460 28 840
29 5510 5655 29 870
30 5700 5850 30 900
31 5890 6045 31 930
32 6080 6240 32 960
33 6270 6435 33 990
34 6460 6630 34 1020
35 6650 6825 35 1050
36 6840 7020 36 1080
37 7030 7215 37 1110
38 7220 7410 Use Summer Weight 38 1140
39 7410 7605 MAY 1 - OCT 31 39 1170
40 7600 7800 Use Winter Weight 40 1200
41 7790 7995 NOV 1 - APR 30 41 1230
42 7980 8190 42 1260
43 8170 8385 43 1290
44 8360 8580 Observer Seat 44 1320
45 8550 8775 195 lbs 45 1350
46 8740 8970 46 1380
47 8930 9165 47 1410
48 9120 9360 Aircraft BOW & BOI 48 1440
49 9310 9555 is located in the aircraft weight and 49 1470
50 9500 9750 balance manual and in SABRE 50 1500
REV. 6, 01 MAY 2008 10-13

Volume 5
Q. SEE GEETM Calculator for EMB 140
EM B -140LR F/A FW D CLO SET

C.G .CA LCU LA TO R
8 SEC A
ZERO 12 SEC B
12 SEC C
12 SEC D
1 1 234 5 A FT CLO SETS

2 500
6 78
1000 9 10 A FT
3 500
1500 1
200 112 PA
4 0 X BA G G A G E
250
0
30
5 3 2 1 A FT BA G 00
00 GA
10 5 4 500 GE (lb
6 6 100
0 s)
7 500
D
8 500
12
7
10 5
1
9 PA X 10
00
1000 3000
2000 1000
00
15
8
11
20
C
)
(lbs
FU EL
12
15
000)
X
(X 1
00
PA
00
X
25
PA
1
3 2
5 4
6 A
00 7 LO SET FT C LO S
,0 E 98 DC
20
ET
154
(lbs 3000
10 O R FW
0
S
00
200
M 100 300
OR
)
F/A
(lbs)
B
2500
A CM
A 2646
PITCH TRIM : U N ITS

44 PA X
Valid only forChautauqua Airlines

EM B-140LR AircraftSpecification CT3E
A IRCRA FT
4
W EIG H T
A FT
LIM
IT
-29
46,517
1
5
SECTIO N M U ST BE FO RW ARD
44,000
EM PTY SEATS IN EACH
-28
FW D CA U TIO N ZO N E
8
FW D LIM IT
6 AF
7 T
LI
-27
A F PT IO N
41,000 M
E M EC T
-1
IT
T YS M
S
CA E U
W
U A T ST
IT
TI S B
-26
H
O IN E
-2
N
38,000 PA
ZO EA FT
X
N CH
E
-2
-3
5
35,000
6
-2
-4
4
32,000
-2
-5
7
3
-2 8
2 -6
IN -2 29,000
DE 1 -7 D EX
X -20
26,455 -8 IN
-19
-18 -9
-10
S EE G EE ™ -17
-16 -15 -14 -13 -12 -
11 Copyright© 2005
CenterofG ravity CAVU International
seegeesolutions.com
509-286-4281

REV. 5, 15 FEB 2006 10-14

Volume 5
R. Weight Tables for EMB 140

1 190 195 82 87 1 30
2 380 390 164 174 2 60
3 570 585 246 261 3 90
4 760 780 328 348 4 120
5 950 975 410 435 5 150
6 1140 1170 492 522 6 180
7 1330 1365 574 609 7 210
8 1520 1560 656 696 8 240
9 1710 1755 738 783 9 270
10 1900 1950 820 870 10 300
11 2090 2145 902 957 11 330
12 2280 2340 984 1044 12 360
13 2470 2535 1066 1131 13 390
14 2660 2730 1148 1218 14 420
15 2850 2925 1230 1305 15 450
16 3040 3120 1312 1392 16 480
17 3230 3315 1394 1479 17 510
18 3420 3510 1476 1566 18 540
19 3610 3705 1558 1653 19 570
20 3800 3900 1640 1740 20 600
21 3990 4095 1722 1827 21 630
22 4180 4290 22 660
23 4370 4485 23 690
24 4560 4680 24 720
25 4750 4875 25 750
26 4940 5070 26 780
27 5130 5265 27 810
28 5320 5460 28 840
29 5510 5655 29 870
30 5700 5850 30 900
31 5890 6045 31 930
32 6080 6240 32 960
33 6270 6435 33 990
34 6460 6630 34 1020
35 6650 6825 35 1050
36 6840 7020 36 1080
37 7030 7215 37 1110
38 7220 7410 Use Summer Weight 38 1140
39 7410 7605 MAY 1 - OCT 31 39 1170
40 7600 7800 Use Winter Weight 40 1200
41 7790 7995 NOV 1 - APR 30 41 1230
42 7980 8190 42 1260
43 8170 8385 43 1290
44 8360 8580 Observer Seat 44 1320
195 lbs 45 1350
46 1380
47 1410
Aircraft BOW & BOI 48 1440
is located in the aircraft weight and 49 1470
balance manual and in SABRE 50 1500
REV. 4, 13 AUG 2005 10-15

Volume 5
S. SEE GEETM Calculator for EMB 135
EM B 135
C.G .CA LCU LA TO R F/A CLO SET
ZERO 10 SEC A
EN TRY N O T
REQ U IRED FO R 12 SEC B
SEC C
9 SEC C
1 2 3 4 6 SEC D
1 5 6 PA
2 500
10 X LAV
00
3 500 150 A FT
0
4 BA G G A G E
(lb
s)
2 1
D
A FT BA G
50 4 3500 G AG E
10
0 6 15
000
7
6 8 0 500
9 150
100 00) FU EL
11 200 (X 10
10
7
12 1 00
X
2
00
PA
3
00
25
4
15
C LO SET
8
5
154
6
s) 000
15
7 100
3
O 00
00
8
RE
M 95
9
F/A
(lb
B
O
10
A CM
2000
200
0
PA X
2205
PITCH TRIM : U N ITS

37 PA X
Valid only forChautauqua Airlines

2500
EM B 135 AircraftSpecification CT3F

(lbs)
NE
4
A N
ZO A C H A R D
IO IN E R W
U T TS FO A FT
CA A E
-29
D Y SE S T B A IRCRA FT
LIM
1
W
F PT M U W EIG H T
EM O N
IT
4
I
CT
SE 44,092
-28
0
FW D LIM IT
A F PTY O N
EM C TI
-27
SE
41,000
T
-1
A F TIO NS IN EB E A F
8
C A SEA U S
6
T
U T T
LI O N EC H
7
M
-26
-2
IT
38,000
Z A T
W
IT
-2
-3
5
PA
35,000
X
-2
-4
4
32,000
-2
-5
3
-2
2 -6
IN -2 29,000
DE 1 -7 EX
7
-20 D
8
X -8 IN
-19 26,000
-18 -9
-10
S EE G EE ™ -17
-16 -15 -14 -13 -12
-11 Copyright© 2005
CenterofG ravity CAVU International
seegeesolutions.com
509-286-4281

REV. 5, 15 FEB 2006 10-16

Volume 5
T. Weight Tables for EMB 135

1 190 195 82 87 1 30
2 380 390 164 174 2 60
3 570 585 246 261 3 90
4 760 780 328 348 4 120
5 950 975 410 435 5 150
6 1140 1170 492 522 6 180
7 1330 1365 574 609 7 210
8 1520 1560 656 696 8 240
9 1710 1755 738 783 9 270
10 1900 1950 820 870 10 300
11 2090 2145 902 957 11 330
12 2280 2340 984 1044 12 360
13 2470 2535 1066 1131 13 390
14 2660 2730 1148 1218 14 420
15 2850 2925 1230 1305 15 450
16 3040 3120 1312 1392 16 480
17 3230 3315 1394 1479 17 510
18 3420 3510 1476 1566 18 540
19 3610 3705 1558 1653 19 570
20 3800 3900 1640 1740 20 600
21 3990 4095 1722 1827 21 630
22 4180 4290 22 660
23 4370 4485 23 690
24 4560 4680 24 720
25 4750 4875 25 750
26 4940 5070 26 780
27 5130 5265 27 810
28 5320 5460 28 840
29 5510 5655 29 870
30 5700 5850 30 900
31 5890 6045 31 930
32 6080 6240 32 960
33 6270 6435 33 990
34 6460 6630 34 1020
35 6650 6825 35 1050
36 6840 7020 36 1080
37 7030 7215 37 1110
Use Summer Weight 38 1140
MAY 1 - OCT 31 39 1170
Use Winter Weight 40 1200
NOV 1 - APR 30 41 1230
42 1260
43 1290
Observer Seat 44 1320
195 lbs 45 1350
46 1380
47 1410
Aircraft BOW & BOI 48 1440
is located in the aircraft weight and 49 1470
balance manual and in SABRE 50 1500
REV. 4, 13 AUG 2005 10-17

Section 2 Establishment of Weights and Indexes
Volume 5
A. Flight Crew and Flight Attendant Weight/Index
1. Flight Crew weight is 210 lbs. per crew member and this
includes their flight bag (20 lbs.).
2. Flight Attendant weight is 180 lbs. and this includes one flight
bag (10 lbs.) per attendant.
Note: (1) The flight attendant’s flight bag (10 lbs.) should
be hung from the coat hanger in the forward
closet.
Note: (2) The flight attendant’s flight bag is included in the
BOW and BOI and need not be added to weight
and CG.
3. The index for the flight crew and the forward jumpseat are
calculated into the BOI.
4. If the aft jumpseat is used, move the cursor to the F/A 2 line
and then re-center the line by moving the wheel.
B. Crew Bags
1. The weight for crewmember roller bags is 30 lbs.
2. The weight and location of the crew roller bags (30 lbs.) are
NOT included in the BOW and BOI and need to be added to
weight and CG.
3. This causes problems in most aircraft with the customary
storage of crewmember roller bags in the forward closet
because of the placarded floor weight limitation.
4. Not all Chautauqua aircraft are configured the same.
Therefore we provide different options for the crew to use
depending on aircraft configuration.
5. Storage Areas
a. Approved storage areas for crewmember roller bags are in
the forward closet, the aisle compartment (if installed) just
aft of the forward closet, behind and underneath a
passenger seat in the last seat row (if sufficient space is
available) and in the cargo compartment.
REV. 5, 15 FEB 2006 10-18

Volume 5
b. Exclusion
1) The placarded floor limits may not be exceeded.
2) Storage of crewmember roller bags in the galley, or in
any seat row other than behind the last row is not
approved.
3) Hanging a crewmember roller bag from the coat
hanger in the forward closet is prohibited.
c. EMB 145 Option 1:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag in the
aisle compartment (if installed) just aft of the closet.
2) For W&B, all three crewmember roller bags will be
calculated in the forward closet on the load manifest
and EMB 145 See Gee wheel
d. EMB 145 Option 2:
forward closet, one crewmember roller bag behind
and underneath a passenger seat in the last seat row
(if sufficient space is available).
2) The FA will note the crewmember roller bag on the
Passenger Count Form in the space for “Comments”.
3) For W&B, two crewmember roller bags will be calcu-
lated in the forward closet on the load manifest and
See Gee wheel. For the crewmember roller bag
behind the last row, use the “Aft Closets (EMB 140
only)” line on the load manifest and wheel in 30 lbs. in
Section E on the EMB 145 See Gee wheel.
e. EMB 145 Option 3:
forward closet, one crewmember roller bag collected
plane side as Valet bag and placed in the cargo
compartment.
2) Make sure this bag is clearly identified by the CREW
tag.
See Gee wheel. The crewmember roller bag in the
cargo compartment will be calculated as normal
carry-on baggage.
REV. 5, 15 FEB 2006 10-19

Volume 5
f. EMB 140:
1) The floor limit in the forward closet is placarded as
100 lbs. This allows the storage of three crewmember
roller bags without restriction.
2) For W&B, all three crewmember roller bags will be
calculated in the forward closet on the load manifest
and EMB 140 See Gee wheel.
g. EMB 135 Option 1:
forward closet, one crewmember roller bag behind
and underneath a passenger seat in the last seat row
(if sufficient space is available).
2) The FA will note the crewmember roller bag on the
Passenger Count Form in the space for “Comments”.
See Gee wheel. For the crewmember roller bag
behind the last row, use the “Aft Closets (EMB 140
only)” line on the load manifest and wheel in 30 lbs. in
Section D on the EMB 135 See Gee wheel.
h. EMB 135 Option 2:
forward closet, one crewmember roller bag collected
plane side as Valet bag and placed in the cargo
compartment.
2) Make sure this bag is clearly identified with a CREW
tag.
See Gee wheel. The crewmember roller bag in the
cargo compartment will be calculated as normal
carry-on baggage.
Note: The priority is determined by seniority. In case of a
dispute, the Captain will determine which crew bag goes
in the cargo compartment.
REV. 5, 15 FEB 2006 10-20

Volume 5
C. Observer Weight Index

1. Weight is 195 lbs. year round.
2. Change of aircraft index is determined by moving the cursor to
the ACM line and then re-centering the line by moving the
wheel. This shows the effect of the observer on the aircraft
index.
D. Passenger Weight Index
1. The average passenger weights:
Summer 190 lbs. (May 1 to Oct. 31)
Winter 195 lbs. (Nov. 1 to Apr. 30)
2. A table which shows the passenger weights is located on the
back of the calculator.
Note: The passenger weights include 16 lbs. for one
permitted carry-on item and one personal item that is
carried with the passenger into the cabin which need
not be added to weight or CG.
3. The change in aircraft index is determined by using the CG
calculator.
a. Determine the number of passengers in each section.
b. Move the cursor to the number of passengers in section A.
c. Then move the wheel to re-center the line.
d. Repeat this for the number of passengers in Section B, C,
D, and E on the B, C, D, and E scale depending on aircraft
type.
Note: For unusual passenger loads i.e. sports teams, the
CG calculator is still used. In this case the lbs. scale
is used instead of the number of passenger scale for
each section.
E. Child Count
1. A person who has not reached their 13th birthday is
considered a child for weight and balance calculations.
2. Lap children are not counted for weight and balance, only for
“souls-on-board”.
Note: The weight of children under the age of 2 has been
factored into the standard average adult passenger
weight.
3. The average child weight is:
Summer 82 lbs. (May 1 to Oct. 31)
Winter 87 lbs. (Nov. 1 to Apr. 30)
REV. 6, 01 MAY 2008 10-21

Volume 5
4. Whenever the Load Report shows one or more children in
the passenger count, the Passenger Count Form
prepared by the FA and the Load Manifest prepared by
the flight crew must reflect the same number of children
in the W&B calculation.
a. For the CG calculation,the actual weight of the child count
for the zone (Number of Children X 82/87 lbs) is used.
F. Baggage Weight/Index
1. Checked bag weight is 30 lbs.
2. Carry-on bags that are collected planeside or removed from
the cabin and placed in the cargo compartment are 30 lbs.
Note: Cargo weight tables are located on the back of the
See GeeTM calculator.
3. The effect on aircraft index due to cargo is computed using the
CG calculator.
a. First, the amount of weight in pounds in the cargo section
needs to be determined.
b. Then move the cursor to that amount on the cargo area
scale.
c. Re-center the line by moving the wheel.
4. The index change due to carry-on baggage being placed in
the cargo area is determined in the same manner.
a. On the cargo scale, move the cursor to the weight of the
carry-on baggage that was placed in the cargo area.
b. Re-center the line by moving the wheel.
5. Heavy Baggage
a. Baggage weighing 50 lbs. up to and including 100 lbs. are
calculated as 60 lbs.
b. Baggage weighing more than 100 lbs. are calculated at
actual weight.
6. Cargo/Baggage in Passenger Seat
a. When cargo or baggage is transported in a passenger seat
for which the passenger has purchased a ticket, use
1 Adult Passenger Weight (190 lbs, 195 lbs) for the
weight-and-balance calculations.
b. The cargo may not exceed the seat weight limit of 170 lbs.
Note: In case the aircraft is weight limited, the ACTUAL weight
of the cargo as supplied by the passenger may be used
REV. 6, 01 MAY 2008 10-22

Section 3 Chautauqua Airlines Passenger Count Form
Volume 5

A. Passenger Count Form Procedure
1. The Chautauqua Airlines Passenger Count Form provides a
standardized format for all Flight Attendants to perform the
passenger count and submit the data to the flight crew.
2. The Flight Attendant is responsible to provide the cockpit crew
with an accurate passenger AND child count for each aircraft
section.
a. For that purpose, the Flight Attendant will fill out the “Chau-
tauqua Airlines Passenger Count Form”.
b. The “Passenger Count Form” contains fields for the
number of adult and child passengers in each section,
weight in the forward closet, total number of ticketed
passengers and number of lap children.
3. The FA will hand the completed form to a flight crewmember.
4. The flight crew will enter the number of passengers and
children in the respective field of the Load Manifest.
5. The Passenger Count Form may be discarded after the
information is no longer needed for weight and balance
calculations.
B. Passenger Count Form Instructions
The Passenger Count Form is designed to be used in all types of
Chautauqua Airlines’ aircraft.
1. The left column shows the number of seating rows on the
aircraft as a reminder of which row corresponds to which
Section on the CG calculator.
2. The top row indicates the aircraft type. For the EMB 145, use
only the space in the column marked EMB 145.
3. The Section designation and the maximum number of seats in
each section are shown at the top of each box.
4. The total number of ADULTS in Section A is listed here.
5. The total number of CHILDREN in Section A is listed here.
6. The total number of ADULTS in Section B is listed here.
7. The total number of CHILDREN in Section B is listed here.
8. The total number of ADULTS in Section C is listed here.
9. The total number of CHILDREN in Section C is listed here.
REV. 5, 15 FEB 2006 10-23

Volume 5
10. The total number of ADULTS in Section D is listed here.
11. The total number of CHILDREN in Section D is listed here.
12. The total number of ADULTS in Section E is listed here.
13. The total number of CHILDREN in Section E is listed here.
14. In the TOTAL TICKETED PAX field, the FA will note all adult
and child passengers in all sections.
a. This number must correspond to the number of adult
passengers and children listed by the customer service
agent on the Load Report.
b. This includes authorized jumpseat riders in the cabin only.
c. Jumpseat riders in the cockpit are addressed by the flight
crew on the Load Manifest.
15. The FA will note SPECIALS in this field such as
unaccompanied minors and number of wheelchairs required
at the destination.
16. In the “Lap Children” field, the FA will list children under the
age of 2 years who are not counted in field 13.
17. This field shows the weight or number of items in the forward
closet. The FA may either list:
a. All bags and other items by total weight, or
b. the number of bags in the forward closet.
Note: A crew roller bag stored in the aisle compartment aft of
the forward closet (if installed) will be listed here.
18. This field shows the weight or number of items in the aft closet
where applicable. The FA may either list:
a. All bags and other items by total weight, or
b. the number of bags in the aft closet.
19. This space is for COMMENTS from the FA to the flight deck
(e.g. catering issues).
Note: If a crew roller bag is stored underneath a passenger
seat in the last row, the Flight Attendant will note the bag
in this space.
REV. 5, 15 FEB 2006 10-24

Volume 5
C. Sample Passenger Count Form

Chautauqua Airlines
1. Passenger Count Form
ROW CRJ200 EMB 135 EMB 140 2. EMB 145
1
Section A (16) Section A (10) Section A (8) Section A (5) 3.
2
Adult Adult Adult Adult 4.
3 Child
5.
Child Child Child Section B (12)
4
5
Section B (20) Section B (12) Section B (12) Adult
6.
Adult Adult Adult
6
7
Child 7.
Child Child
Section C (12)
8
Child
9
Section C (9) Section C (12) Adult 8.
Section C (14) Adult Adult
10
11
Adult
Child Child 9.
Section D (6) Child Section D (9)
12 Adult
13
Child
Child
Section D (12) Adult 10.
Adult
14 Child 11.
Section E (12)
15
16
Child Adult 12.
17
18
Child 13.
Total Ticketed Passengers
(Add Adults + Children in all Sections)
14.
Specials: Lap Children:

15. 16.
Closets: Fwd Aft Comments:

(not for CRJ200)
17. 18. 19.
REV. 6, 01 MAY 2008 10-25

Volume 5
REV. 6, 01 MAY 2008 10-26

Section 4 EMB 145/140/135 Weight and Balance Load
Volume 5 Manifest
Section 4 EMB 145/140/135 Weight and Balance Load Manifest

A. General
1. The Load Manifest will be completed and signed by any flight
crewmember assigned to the flight as PIC or SIC.
2. It is the Captain’s responsibility to ensure that the load
manifest is completed in a timely manner prior to departing
from the gate.
3. Normally, the First Officer will complete and sign the load
manifest, and the Captain will review the load manifest for
accuracy. The Captain retains overall responsibility of the
aircraft loading during its operation.
4. The load manifest is a two part form; one white and one
yellow.
a. The white copy will be carried by the crew.
b. The yellow copy will be retained at the departure station.
5. Initial load manifest preparation will be accomplished by the
FO well before scheduled departure time. This preparation
consists of:
a. All information known at the time the initial data is entered.
b. Any information not known at the time of initial data entry
(such as passenger load and/or cargo) will be entered into
the form at a logical time as the data becomes known.
c. Takeoff planning data is known as soon as ATIS is
received.
REV. 6, 01 MAY 2008 10-27

Volume 5 Manifest
B. Sample Load Manifest

1. CRJ 200 EMB 145 140 135 (Circle One) Load Manifest
Date: 2. Flight: 3.
MM DD YY
From: 4. To: 5. Aircraft: 6.
BOI: 7.. Min Fuel: 8.

Weights (from Passenger Count Form and Load Report)
Section Load Report Correction
Adult 10.
A 9.
Child
Adult 12.
B 11.
Child
Adult 14.
C 13.
Child
Adult 16.
D 15.
Child
Adult 18.
E 17.
Child
ACM 19.
Seat Baggage 20.
Passenger Total 21. 51.
Checked Bags 22. 23.
Heavy Bags 24. 25.
Carry-On Bags 26. 27.
Cargo
Cargo/COMAT 28.
Ballast 29.
Aft Cargo Sub-Total 30.
Closet/ Fwd
31. 32.
Wardrobe Aft (EMB 140)
Cargo Total 33. 52.
Basic Operating Weight (BOW) 34.
Zero Fuel Weight (ZFW) 35. 53.
Ramp Fuel 36. +
Ramp Weight 37. 54.
Estimated Taxi Fuel Burn 38. -
Takeoff Weight 39. 55.
Fuel Burn (From Flight Release) 40. -
Estimated Landing Weight 41. 56.
Maximum Takeoff Weight 42. 57.
Takeoff C.G. Index - 43. . Pitch Trim 44. Up
(Circle One) CRJ 200 45. EMB 145 Landing C.G. in Limits
Flap Setting 8º 20º 9º 18º 22º 47. YES
T/O Type MAX REDUCED T/O 46. ALT T/O-1 GSI: 48. YES NO
49.
Pilot Signature
White - Flight Crew Copy 50. Yellow - Station Copy (File for 3 Months)
REV. 6, 01 MAY 2008 10-28

Volume 5 Manifest
C. Load Manifest Instructions

Normally, the First Officer will complete and sign the Load Mani-
fest, and the Captain will check the accuracy and completeness of
the form.
The numbers in the sample load manifest are keyed to the items
below.
Top, Left Side, and Bottom of the Manifest:
1. Circle the appropriate Aircraft Type
(CRJ200, EMB 145, 140, 135 as applicable)
2. Date (Month/Day/Year).
3. Flight number.
4. Departure airport.
5. Arrival airport.
6. Aircraft N number.
7. Basic Operating Index (BOI) from flight release.
8. Total fuel required to destination, alternate, and reserve as per
release (MFUEL). This is required fuel at the start of takeoff
roll.
9. Number of passengers in the Section A, from Passenger
Count Form.
List number of adults and children separately in the space
provided.
10. Total weight of passengers in Section A.
List total weight of adults and children separately in the space
provided.
11. Number of passengers in the Section B, from Passenger
Count Form.
provided.
12. Total weight of passengers in Section B.
provided.
13. Number of passengers in the Section C, from Passenger
Count Form.
provided.
REV. 6, 01 MAY 2008 10-29

Volume 5 Manifest
14. Total weight of passengers in Section C.

provided.
15. Number of passengers in the Section D, from Passenger
Count Form.
provided.
16. Total weight of passengers in Section D.
provided.
17. Number of passengers in the Section E, from Passenger
Count Form.
provided.
18. Total weight of passengers in Section E.
provided.
Note: Whenever the Load Report shows one or more children
in the passenger count, the Passenger Count Form
prepared by the FA and the Load Manifest prepared by
the flight crew must reflect the same number of children
in the W&B calculation.
19. Total weight of Jumpseat Rider(s)/Observer/Additional
Crewmember (ACM) in the cockpit jumpseat and/or the aft
jumpseat (EMB 145 only). The weight for the ACM in the
cockpit jumpseat is 195 lbs year round and in the aft
jumpseat 180 lbs year round.
20. Total weight in all sections of all baggage that is stored in a
seat (Seat Baggage) for which a passenger has purchased a
ticket.
Note: The weight of seat baggage must be wheeled in for the
appropriate section on the CG calculator.
REV. 6, 01 MAY 2008 10-30

Volume 5 Manifest
21. Total weight of all passengers.

a. If the aircraft is filled to capacity with 50 ADULT passen-
gers, just complete this field. In this case, it is not neces-
sary to complete the number and weight for each section.
b. If there are any empty seats or children on board, the load
manifest must be filled out by section and the passenger
total entered.
22. Number of Checked Bags in the cargo compartment, as
indicated on the Load Report.
23. Total weight of Checked Bags in the cargo compartment
(30 lbs each).
24. Number of Heavy Bags in the cargo compartment, as
indicated on the Load Report.
25. Total weight of Heavy Bags in the cargo compartment
(60 lbs each).
26. Number of Carry-On Bags collected planeside and placed in
cargo compartment as indicated on the Load Report.
27. Total weight of Carry-On Bags in the cargo compartment
(20 lbs).
28. Total weight of Cargo/COMAT.
a. Add the weight of all other items including Motorized
Mobility Aid, Mail, SPD, Air Freight, COMAT
(ACTUAL weight).
29. Total weight of Ballast carried in the cargo compartment.
30. Cargo Compartment sub-total.
31. Number of bags/items in the forward closet (all types) and aft
closet (EMB 140 only).
32. Total weight of all items in the forward closet (all types) and aft
closet (EMB 140 only).
33. Add and enter total Cargo, Ballast, and Closet weight.
34. Basic Operating Weight (BOW) from flight release.
35. Zero Fuel Weight (ZFW) of the aircraft.
a. Calculate ZFW by adding the fields Basic Operating
Weight BOW (#34.), Passenger Total (#21.) and Cargo
Total (#33.).
b. Do not exceed Maximum Zero Fuel Weight limitation.
REV. 6, 01 MAY 2008 10-31

Volume 5 Manifest
36. Ramp Fuel.

Enter the actual amount of fuel onboard as displayed on the
EICAS. This means the total fuel onboard the aircraft after
fueling is completed, NOT the fuel load on the release.
37. Calculate Ramp Weight.
a. Add the fields Ramp Fuel (#36) to Zero Fuel Weight (#35).
b. Do not exceed Maximum Ramp Weight limitation.
38. Estimated Taxi Fuel Burn.
Estimate minutes taxi time from gate to takeoff and calculate
taxi fuel burn as 20 lbs per minute (single engine or two
engine, with or without APU).
39. Calculate Takeoff Weight.
a. Subtract Estimated Taxi Fuel Burn (#38) from Ramp
weight (#37).
b. Do not exceed Maximum Takeoff Weight (MTOW).
40. Enter the planned enroute Fuel Burn as listed on the flight
release (BURN).
41. Calculate the Estimated Landing Weight.
a. Subtract the planned enroute Fuel Burn (#40) from Takeoff
Weight (#39).
b. Do not exceed Maximum Landing Weight (MLW).
42. Maximum Takeoff Weight.
Enter the most restrictive maximum allowable takeoff weight
(MTOW). To accurately determine the Maximum Allowable
Takeoff Weight, the most limiting of the following weights must
be determined.
a. Structural Weights
- Ramp Structural Limit (RAMP WT)
- Takeoff Structural Limit (STRUCT TOW)
- Landing Structural LIMIT (STRUCT LDG)
- Maximum Zero Fuel Weight (MAX ZFW)
b. Performance Limit Weights
1) Takeoff
- Accelerate Stop Distance (Runway)
- Takeoff Distance (Runway)
- Obstacle Clearance (Runway)
- Takeoff Climb (Climb)
REV. 6, 01 MAY 2008 10-32

Volume 5 Manifest
2) Remaining Within Enroute – Driftdown

3) Arrival Within Landing
- Landing Distance
- Approach Climb
- Landing Climb (Not a factor, approach climb is
limiting)
43. List the Takeoff CG Index as indicated on the CG Calculator.
44. Indicate the Pitch Trim setting as determined from the CG
Calculator.
45. Circle the planned Takeoff Flap Setting in the EMB 145
column.
46. Circle the planned Takeoff Type (T/O or ALT T/O-1) in the
EMB 145 column.
47. Verify that the Landing CG Index is within the CG limits and
circle “YES”.
48. Ground Security Incident (GSI)
a. Circle NO if there was no GSI.
b. Circle YES to indicate to the customer/ramp personnel that
there is a GSI on board the aircraft.
49. Pilot Signature and Employee Number
The pilot completing the load manifest signs here with name
and employee number. With his/her signature the pilot
confirms the information on the load manifest is accurate and
complete.
50. The white copy of the completed load manifest will remain with
the flight crew and will be discarded after the flight. The yellow
copy must be handed to departure station personnel with a
copy of the load report.
Right Side, “Correction” to the Manifest:
The right side of the Load Manifest provides space for adjust-
ments to the original calculations in case passengers, cargo,
or fuel must be added or removed after the left side has been
completed.
51. Adjusted Total Passenger Weight.
a. If passenger(s) must be added or removed, list the appro-
priate passenger weight in the line for the respective
section, then
b. recalculate the Passenger Total and enter in line 51.
REV. 6, 01 MAY 2008 10-33

Volume 5 Manifest
52. Adjusted Total Cargo Weight.

a. If checked bags, heavy bags, carry-on bags, cargo/
COMAT or ballast must be added or removed, list the
appropriate weight in the respective line, then
b. recalculate the Cargo Total and enter in line 52.
Note: Whenever the Passenger Total and/or Cargo Total was
changed, The Zero Fuel Weight, Ramp Weight, Takeoff
Weight, and Maximum Takeoff Weight must be
corrected as well.
53. Adjusted Zero Fuel Weight.
Calculate the new adjusted ZFW by adding or subtracting the
new weights of Passenger Total and/or Cargo Total to the
Basic Operating weight (BOW).
54. Adjusted Ramp Weight.
Calculate the new adjusted Ramp Weight by adding the Ramp
Fuel to the Adjusted Zero Fuel Weight.
Note: In case fuel was added or removed after the left side of
the Load Manifest was completed, use the corrected
Ramp Fuel value and continue with the following
corrections.
55. Adjusted Takeoff Weight.
a. Subtract the Estimated Taxi Fuel Burn (#38.) from the
Adjusted Ramp Weight (#54.).
b. Do not exceed Maximum Takeoff Weight (MTOW).
56. Adjusted Estimated Landing Weight.
a. Subtract the planned enroute Fuel Burn (#40.) from the
Adjusted Takeoff Weight (#55.).
b. Do not exceed Maximum Landing Weight (MLW).
57. Recalculate the Maximum Takeoff Weight taking the
limitations of item #42 into consideration.
Note: It may be necessary to correct the Takeoff C.G. Index
(#43.) and the Pitch Trim value (#44.)
REV. 6, 01 MAY 2008 10-34

Section 1 EMB 135/145 Series Minimum Equipment
Volume 5 List (MEL)
Chapter 11
Equipment and Systems
Section 1 EMB 135/145 Series Minimum Equipment List (MEL)

The purpose of the MEL is to authorize Chautauqua Airlines to
operate particular aircraft with equipment that is no longer in oper-
ational condition.
A. General
Individual items contained within this MEL are sequenced utilizing
the ATA numerical system. Individual items will address proce-
dures for both operational and maintenance personnel to follow in
conjunction with Chautauqua Airlines’ Operations and Mainte-
nance Manual procedures as applicable.
B. Discrepancies After Departure
1. The flight is considered to have departed (i.e. the aircraft is
considered to be in flight) when the main cabin door is closed,
the parking brake released, and the aircraft is taxiing under its
own power or moving during pushback.
2. After this time, a discrepancy that arises will be evaluated by
the Flight Crew as to whether to continue the flight or return for
maintenance and/or operational procedures set forth in the
MEL to be implemented.
3. When an item fails prior to takeoff, that is listed in the MEL as
an “M” item, the aircraft must return to accomplish the
maintenance (M) procedure before the flight takes off.
4. Several things the Flight Crew will take into consideration
when evaluating the MEL item are:
a. How the newly identified item may be affected by existing
MEL’d items.
b. Evaluate flight conditions expected to be encountered
during this intended flight and how the identified item will
affect the safety of the flight.
REV. 6, 01 MAY 2008 11-1

Section 1 EMB 135/145 Series Minimum Equipment
Volume 5 List (MEL)
c. Evaluate capabilities of the intended destination should

the identified item require deactivation procedures to be
implemented at the time of arrival.
5. Although a flight is considered to have departed as soon as
the aircraft moves under its own power, (forward or
backward), SAFETY is the predominant factor at all times
when considering Items a.), b.) and c.) listed above, as to
whether the flight should be continued or terminated.
C. Distribution
1. For distribution or revision status of the MEL, contact the
Manager of Technical Publications at (317) 484-6038. (This is
also a Dialnet number).
2. The Manager of Technical Publications (or his/her designee)
distributes and monitors this MEL Monitoring is performed
through the use of a tracking system and Acknowledgement
Letters which are returned to the Manager of Technical
Publications at the time of the MEL distribution or revision.
THE MINIMUM EQUIPMENT LIST WILL BE KEPT IN
A SEPARATE BINDER IN THE AIRCRAFT.
REV. 6, 01 MAY 2008 11-2

Section 2 Auxiliary Power Unit (APU) Hamilton
Volume 5 Sundstrand T-62T-40C14
Section 2 Auxiliary Power Unit (APU)

Hamilton Sundstrand T-62T-40C14
This model of APU is a growth version of the APU T62T-40C11.
The APU has an extended intake opening as well as an exhaust
pipe extension.
The APU Model T-62T-40C14 fuel system does not include a Start
fuel solenoid valve.
B. Control System
The APU Model T-62T-40C14 is controlled by the Full Authority
Digital Electronic Control (FADEC). The FADEC provides auto-
matic, full-authority, fuel scheduling from start to full load opera-
tion, under all ambient conditions and operating modes.
In addition, the FADEC automatically commands the APU to shut
down on occurrences of failures or events during start or opera-
tion. The T-62T-40C14 will automatically shutdown after the
R.P.M. reaches 104%.
Electric accessories provide FADEC inputs and execute output
commands.
REV. 4, 13 AUG 2005 11-3

Section 3 Integrated Standby Instrument System (ISIS)
Volume 5
The Integrated Standby Instrument System combines the stan-
dard 3 Electro-mechanical standby instruments into a single LCD
screen. The ISIS provides the following information:
• Attitude (Roll and Pitch)
• Standard or Baro-corrected altitude and the associated
barometric pressure
• Indicated Airspeed (IAS)
• Indicated Mach Number
• VMO
• Skid/Slip information
• Magnetic Heading (from AHRS 1)
Note: The numbers in the diagram correspond to the following

textual description.
REV. 4, 13 AUG 2005 11-4

Volume 5
B. Attitude Function
1. Using data from the sensors after its conversion to digital
format, the system computes and displays attitude (9). The
Aircraft symbol (14) is displayed in the middle of the horizon
area. It is a black symbol surrounded by a yellow area. The
reference triangle (4) shows roll indication for 0, 10, 20, 30, 45
and 60 degrees of bank angle. Lateral Acceleration (7) is a
black symbol surrounded in white below the reference triangle
(4). Lateral acceleration is shown in a range of +/- 0.2g.
2. The CAGE (12) button resets attitude to provide a quick erect
function. The CAGE (12) function is not operational during the
initialization mode, and shall only be used in stabilized flight
conditions or on the ground. DO NOT CAGE ISIS PRIOR TO
SHUTDOWN.
3. If failure of the Attitude function is detected by internal
monitoring, attitude display information, e.g. brown and blue
background, pitch scale, roll scale and roll pointer is removed
and replaced by black background, and an ATT flag is
displayed.
4. During the initialization process, the aircraft may not be
moved. The initialization process takes approximately 90
seconds. The initialization process is indicated by a INIT90
message on the ISIS screen.
C. Altitude Function
1. Depressing the STD (5) button sets the baro setting to
standard pressure. The barometric pressure can be adjusted
by using the rotary BARO (10) knob. The baro display is (6).
The ALT display is (8).
2. In case of failure of the altitude function detected by the
internal monitoring, the altitude tape is removed and an ALT
flag is displayed.
Note: The ISIS will only indicate inHg.
3. Computed Indicated Airspeed (2): Using data provided by
Pitot-Static 3, the system computes and displays airspeed in
the appropriate position on the screen (3). The Mach number
(13) is displayed as the aircraft accelerates through .45M and
disappears as the aircraft decelerates through .40M.
REV. 4, 13 AUG 2005 11-5

Volume 5
D. Heading Information
Heading Information (11) is displayed through a 50º area. The
graduated scale at the bottom is in 5º increments. Every 20º has
a 2-digit numeric display of heading.
E. Display Control
The instrument's brightness is controlled by the +/- buttons (1) on
the left side of the instrument.
Note: As the instrument receives raw Pitot-Static air data and
has its own gyro system, the values displayed on the
ISIS may not be as accurate as information displayed
through the AHRS.
REV. 4, 13 AUG 2005 11-6

Section 4 Turbulence Detection Radar
Volume 5

A. General
Aircraft N846RP and N847RP are equipped with a radar system
that enables detecting turbulence. They have the new control
panel P-880 as opposed to the panel P-660 in the other aircraft.
Operationally, the radar is the exact same but with the added func-
tionality of turbulence detection, thus requiring the use of a differ-
ent control panel.
This section describes only the differences in the control panels.
All other features and functions are the same across models.
B. Weather Radar Controls and Indications
The new control panel associated with the Weather Detection
Radar is Model P-880.
1. Range Selection Buttons:

Allows the selection of the radar's operating range.
(Same for Model P-660 vs. Model P-880)
2. Turbulence Detection Function Button:
(P-880 Model ONLY)
a. Alternate pressing turns on or off the radar's turbulence
detection function.
b. Function can be used only in WX or RCT mode, with
selected range of 50 NM or less.
REV. 4, 13 AUG 2005 11-7

Volume 5
c. When this mode is selected, the radar processes return
signals in order to determine if a turbulence condition is
present. Areas of potentially hazardous turbulence are
displayed as white. Any areas shown as turbulence
should be avoided.
d. When the TRB function is active, a T letter will be
displayed on the PFDs' and MFDs' radar mode field.
Examples:
1. R/T (Green) indicates WX with REACT and
Turbulence.
2. WX/T (Green) indicates Normal WX with
Turbulence.
CAUTION: Although turbulence may exist within any storm cell,
weather radar can only detect turbulence in areas of
rainfall.
3. Stabilization Function Button:
Disables the antenna stabilization function.
4. Slave Annunciator: (Dual Control Panels Only)
Illuminates to indicate that one controller is slaved to the
other.
5. Target Alert Control Button:
Alternate pressing selects or cancels the target alert feature.
6. Sector Scan Button: (SECT)
Selects either the radar's normal 12 sweeps per minute for a 120o
full scan or the faster update 24 sweeps per minute for a 60o sec-
tor scan. (Same for Model P-660 vs. Model P-880)
REV. 5, 15 FEB 2006 11-8

Volume 5
7. Antenna Tilt Control Knob:

a. The TILT knob is a rotary control that allows manual
control of the antenna's tilt angle.
b. ALTITUDE COMPENSATED TILT (PULL ACT): (Model
P-880 ONLY) Pulling out the TILT knob activates the auto
tilt control, which automatically readjusts tilt between +/-
2º based on changes in barometric altitude and/or
selected range. ACT adjusts the tilt to show a few ground
targets at the edge of the display. The TILT knob can
further be used for fixed offset corrections of up to 2º.
Note: Proper tilt management demands that tilt be changed
continuously, even in airplanes equipped with ACT.
8. Radar Modes Control Knob:
a. OFF: Turns off the weather radar.
b. SBY: Selects the weather radar standby operating mode.
c. WX: Selects the weather radar detection operating mode.
d. RCT: Selects the REACT function (P-880 Model Only).
e. GMAP: Selects the weather radar ground mapping oper-
ating mode.
f. FP: Selects the weather radar flight plan operating mode.
g. TST: Selects the weather radar test mode.
9. GAIN Control Knob:
Allows Receiver Gain control.
REV. 4, 13 AUG 2005 11-9

Section 5 Aircraft Communications Addressing and
Volume 5 Reporting System (ACARS) UniLink UL-600 on the
Section 5 Aircraft Communications Addressing and Reporting

System (ACARS) UniLink UL-600 on the EMB 140
Although the ACARS system, model UniLink UL-600, is installed
on the EMB 140, the system is not functional.
Section 6 Aircraft Communications Addressing and Reporting
System (ACARS) Honeywell Mark III on the EMB 135
(Aircraft Numbers N846RP and N847RP)
The ACARS system Honeywell Mark III, is currently operational
only on aircraft N846RP and N847RP.
While ACARS offers many different applications, CHQ will only be
utilizing a few functions of ACARS in the near future.
The flight crew has is responsible only for initialization of ACARS
before each flight per the procedures below.
The following information provides:
• A general description of ACARS.
• How the Communications Management Unit (CMU) works.
• ACARS Applications.
• Procedures for use of ACARS.
A. System Description
ACARS is a data link system that allows character-oriented mes-
sages to be exchanged between ground stations and the aircraft.
Messages are divided into two groups:
1. Addressed to or by crewmembers: data link requests or free
text reports;
2. Automatically sent reports of flight data performance data and
routine events.
Communication to ground stations are made through a Commu-
nications Management Unit (CMU) and Comm 3. The FMS CDU
provides the interface with the ACARS CMU applications.
REV. 4, 13 AUG 2005 11-10

Volume 5 Reporting System (ACARS) Honeywell Mark III on the
B. CMU Operation
1. Normal Operation
a. Pilot interface is accomplished through the FMS Control
and Display Unit (CDU). Data is entered in any field high-
lighted by a cursor. Generally, when accessing a FMS
page, the cursor will park off the page. Selecting the
ENTER key will place the cursor over the first enterable
field on the page. Data is then entered into the field with
the alphanumeric keys.
b. In some situations, flight progress and related data from
the FMS will pre-fill into the field but it is possible to
change that data by overriding that value with a manual
data entry.
c. When SEND is pressed, the message goes into a queue
for transmission. If the aircraft is flying over a region or is
grounded at an airport not covered by a DSP (Data Link
Service Provider) reception or transmission of messages
to or from a ground station will not be successful.
d. Communications are eased by the use of the Main Menu
page and several submenus to quickly access each func-
tion or service available.
2. Abnormal Operation
a. The CMU has a Built-In Test (BIT) function that contains
a continuous monitor and self-test monitor. The contin-
uous monitor function monitors critical system parameters
and record faults found during normal operations.
b. The self-test monitor function is activated upon command
from the system controller, external discrete input, front
test panel switch, maintenance computer or a power-up
event. The self-test monitor will exercise various system
functions, record faults found, and annunciate the results
of the test.
REV. 4, 13 AUG 2005 11-11

C. ACARS Applications
1. Air Traffic Service Applications
(Not currently enabled for Chautauqua aircraft)
a. ATIS (Air Traffic Information Service) Reports applica-
tions enables the flight crew to send a downlink message
requesting an uplink report that may be a specific airport
information or an en route information. (Not currently
enabled for Chautauqua Aircraft)
b. Departure Clearance Application is used to request a
departure clearance through character-oriented
messages instead of voice communication. (Not currently
enabled for Chautauqua Aircraft)
c. Expected Taxi Clearance is used to request a taxi clear-
ance through character-oriented messages instead of
voice communication. (Not currently enabled for Chau-
tauqua Aircraft)
d. Pushback Clearance is used to request a pushback
clearance through character-oriented messages instead
of voice communication. (Not currently enabled for Chau-
tauqua Aircraft)
e. TWIP (Terminal Weather Information for Pilots) provides
meteorological information to the flight crew. (Not
currently enabled for Chautauqua Aircraft)
2. Airline Operational Communications Applications (AOC)
Chautauqua has customized AOC applications supported by
the CMU (Communication Management Unit).
Examples of the AOC applications that Chautauqua will use
are:
• Flight Initialization
• Free Text
• Out, Off, On, and In Events (OOOI events) are
automatic reports sent to the airline operations control.
Both reports and trigger events are configured as
follows:
- Out Events - Doors closed, brakes released.
- Off Events - Takeoff.
- On Events - Landing.
- In Events - Brakes set, doors open.
REV. 4, 13 AUG 2005 11-12

Note: Crews are still required to “call in” times via company
radio during normal scheduled operations on N846RP
and N847RP.
IMPORTANT: Ensure the times you call in are the same
as the times held within ACARS (See Main Menu Page
2/2, 2L FLT Times).) The only time when crews do not
need to call in times are during Charter Operations on
N846RP and N847RP (Nationwide Service Included).
D. ACARS Window Pages
The ACARS Main Menu Page can be accessed by selecting NAV
on the main FMS Page, select DATALINK, then ACARS.
NOTES for ACARS Main Menu Page:
Note: (1) If this is the first access of the CMU (ACARS)
pages since power up, the ACARS Main Menu
Display appears.
Note: (2) If it is not the first access since power up, and
there are new messages, the New Messages
display appears.
Note: (3) If it is not the first access since power up, and
there are no new messages, the last ACARS
page accessed is displayed.
REV. 4, 13 AUG 2005 11-13

1. ACARS Main Menu
ACARS MA I N MENU 1 / 2
< P R E F L T N E W M S G S >
1L 1R
< I N F L T F R E E T E X T >
2L 2R
< P O S T F L T W X R E Q U E S T >
3L 3R
< S Y S M E N U A T S M E N U >
4L 4R
By pushing the PREV or NEXT buttons on the CDU, the pilot

can change pages within Menus/Applications.
ACARS MA I N MENU 2 / 2
< V O X C O N T A C T N E W M S G S >
1L 1R
< F L T T I M E S M S G S S E N T >
2L 2R
< S T A T U S M S G S R C V D >
3L 3R
< S Y S M E N U A T S M E N U >
4L 4R
REV. 4, 13 AUG 2005 11-14

2. Pre-Flight Initialization
Prior to each flight, the crew will initialize the ACARS. From
the Main Menu (Page 1), press line select key (LSK) 1L to
access the Pre-Flight screen.
The following screen will appear:
ACARS PRE - F L I GH T
< I N I T I A L I Z E N E W M S G S >
1L 1R
< D E P D E L A Y W X R E Q U E S T >
2L 2R
< F R E E T E X T
3L 3R
< M A I N M E N U A T S M E N U >
4L 4R
Each selection is outlined as follows:

• 1L - Initialize: enters pre-flight initialization page
• 1R - New Messages: enters messages page
• 2L - Departure Delay: enter departure delay page
• 2R - Weather Request: enter weather request page
• 3L - Free Text: enter free text page
• 4L - Main Menu: returns to main menu
• 4R - Air Traffic Services: enters air traffic services page
From the Pre-Flight Screen, press line select key (LSK) 1L to
access the Initialization Screen.
REV. 4, 13 AUG 2005 11-15

This will access the ACARS Initialization Display as follows:
ACARS I N I T I AL I ZE 1 / 2
F L T N O S K E D D A Y
1L x x x x d d 1R
D E P S T A D E S T S T A
2L a a a a a a a a 2R
F U E L Q T Y B D F U E L
3L n n n . n n n n n n 3R
< R E T U R N A U T O I N I T *
4L 4R
On the Initialization Page, the following data must be entered:

• 1L - Flight Number: enter flight number.
• 1R - Date: enter the day of the month.
• 2L - Departure Station: enter/confirm departure airport
(ICAO standard: i.e. KIND or KMCO).
• 2R - Destination Station: enter/confirm arrival airport
(ICAO standard: i.e. KIND or KMCO).
• 3L - Fuel Quantity: enter/confirm fuel quantity on
aircraft.
• 3R - Boarded Fuel: Not Applicable (No Entry Made)
REV. 4, 13 AUG 2005 11-16

Select NEXT on the CDU to continue Initialization on Page 2.

The follow screen will appear:
ACARS I N I T I AL I ZE 2 / 2
C A P T I D C R E W - 3 I D
B1L n n n n n n n n n n n n B1R
F / O I D C R E W - 4 I D
B2L n n n n n n n n n n n n B2R
B3L B3R
< R E T U R N A U T O I N I T *
4L 4R
The following data will be entered:

• 1L - Captain ID: enter Captain’s employee number (Not
required at this time for Chautauqua Operations)
• 1R - CREW 3 ID: enter Flight Attendant’s employee
number (Not required at this time for Chautauqua
Operations)
• 2L - First Officer ID: enter First Officer’s employee
number (Not required at this time for Chautauqua
Operations)
• 2R - Crew 4 ID: Not Applicable to Chautauqua’s EMB-
145 Operations
• 4L - Return: will go back to the previous screen.
• 4R - Auto Initialization: Sends a downlink request to the
host server to provide information for initialization. This
function will not be used.
After entering all required data, simply push the RETURN key
(4L) to return to the Main Menu.
REV. 4, 13 AUG 2005 11-17

E. Free Text Functionality

Free Text functionality allows the crew to send operational mes-
sages to dispatch. From the main menu (Page 1/2), press line
select key (LSK) 2R to access the Free Text screen.
The following screen will appear:
ACARS FREE TEXT 1 / 3
T E X T L I N E S
A1L - - - - - - - - - - - - - - - - - - - - - - - - A1R
A2L - - - - - - - - - - - - - - - - - - - - - - - - A2R
A3L - - - - - - - - - - - - - - - - - - - - - - - - A3R
< R E T U R N R E P O R T *
4L 4R
On the free text page, data may be entered as follows:

• 1L - A maximum of 24 characters may be entered.
• 4L - Return: will go back to previous screen.
• 5L - Report: Sends the entire free text message.
Note: If more than three lines of information are needed,
select “NEXT” on the CDU to obtain another free text
screen with additional space/lines for data entry.
There are up to 3 additional screens for data. Screen two (2/3) is
an exact duplicate of screen one (1/3). Screen three (3/3) is the
last available screen and is depicted next.
REV. 4, 13 AUG 2005 11-18

ACARS FREE TEXT 3 / 3
T E X T L I N E S
C1L - - - - - - - - - - - - - - - - - - - - - - - - C1R
C2L - - - - - - - - - - - - - - - - - - - - - - - - C2R
C3L * TEST <SE L > PR I NT * C3R

< R E T U R N R E P O R T *
4L 4R
The last page of FREE Text Mode has two additional functions:
• 3L - TEST: A “TEST” toggle prompt appears when “MULTI”
is entered as the first line of text at LSK 1L. If the TEST
prompt is selected, when the message is sent, several test
blocks of test will be appended to the downlink message.
• 3R - Print: will print the entire free text message if a printer
is installed.
REV. 4, 13 AUG 2005 11-19

F. Uplink Messages
Dispatch has the capability of sending operational information to
the cockpit crew via uplinked messages to the cockpit. The crew
will be made aware that a message has been received by a flash-
ing amber MSG on the lower right section of the PFD and “DIS-
PLAY MSG RECEIVED” on the CDU Scratchpad. The may then
read the message by:
•Selecting NAV on the main FMS Page, then selecting
DATALINK
• Selecting NEW MSGS (1R) on the main menu
The message will be displayed as the following:
ACARS x x x x x x x x x x x x* x / n
x x x x x x x x x x x x x x x x x x x x x x x x
1L x x x x x x x x x x x x x x x x x x x x x x x x 1R
< R E T U R N P R I N T *
4L 4R
No response to dispatch is required unless requested in the mes-

sage. Once the message is read it can be viewed at a later time
by selecting MSGS RCVD from the main menu. If the crew is
requested to respond, simply select free text from the main menu
and respond as necessary.
REV. 4, 13 AUG 2005 11-20

Section 7 Tropospheric Airborne Meteorological Data
Volume 5 Reporting (TAMDAR) System

Reporting (TAMDAR) System
A. Equipment Description
1. The purpose of Tropospheric Airborne Meteorological Data
Reporting (TAMDAR) System is to automatically record
weather conditions and transmit this position specific weather
information to the ground based weather stations for
processing and to automatically collect and transmit Out – Off
– On – In (OOOI) times to ground services.
2. The operation of the Meteorological and OOOI equipment
require no action from the flight crew.
3. The TAMDAR System installation consists of
- a TAMDAR Sensor,
- SATCOM Transceiver,
- SATCOM Transceiver Power Supply,
- two Serial Converters, Antenna (GPS/Iridium/XM), and
- a panel mounted TAMDAR annunciator lamp.
4. The TAMDAR System is protected by the following circuit
breakers:
Label Function Rating Bus
TAMDAR SYSTEM TAMDAR 1 amp 28 VDC Bus 2

System Power
TAMDAR HEATER TAMDAR 15 amp 28 VDC Bus 2

Heater Power
SATCOM PWR SATCOM 3 amp 28 VDC Bus 2

SUPPLY Transceiver Power
Supply Power
B. Limitations
NONE
REV. 6, 01 MAY 2008 11-21

C. Normal Operating Procedures

1. The TAMDAR Sensor measures and detects several
atmospheric conditions including icing, turbulence, winds
aloft, temperature, humidity, pressure, and GPS position.
This atmospheric data from the TAMDAR Sensor is merged
with aircraft data from FMS-1, Captain’s Clock, as well as
parking brake, door, and air/ground logic, and then output to
the SATCOM Transceiver which periodically transmits the
data to the ground stations via satellite network.
2. The TAMDAR system reports aircraft OUT, OFF, ON and IN
(OOOI) events. Reports are transmitted through the installed
IRIDIUM SATCOM transceiver. These reports are re-
formatted as Internet messages by the AIRDAT operations
center and then routed to an operator’s aircraft tracking
system. These reports are automatic and require no pilot
input.
Trigger events for the OOOI events are as follows:
- OUT
Parking Brake Released, Main Cabin Door Open to
Closed Transition
- OFF
Parking Brake Off, Main Cabin Door Closed, and WOW
Off Ground transition
- ON
Parking Brake Off, Main Cabin Door Closed, and WOW
On Ground transition
- IN
Parking Brake On, Main Cabin Door Closed to Open
Transition
3. A blue TAMDAR LAMP (LED) is located on the First Officer’s
instrument panel. Illumination of this lamp indicates data link
functionality when the aircraft is on the ground only. This LED
is disabled when the aircraft is in flight. No other data is
provided to the pilot directly from the TAMDAR system.
REV. 6, 01 MAY 2008 11-22

4. The TAMDAR LED functions on the ground as follows:

- TAMDAR Power Up:
Momentarily illuminated as a check of the LED.
- On Solid:
SATCOM Transceiver is successfully communicating with
satellites.
- Blinking:
Successful transmission of an Out or In message.
- Off:
SATCOM Transceiver is unable to communicate with
satellite.
Note: No pilot action or monitoring required for TAMDAR
operation.
5. TAMDAR Lamp (LED) Location
REV. 6, 01 MAY 2008 11-23

6. TAMDAR Sensor Location
Note: Inspect the TAMDAR Sensor during the preflight

inspection and report a damaged or missing unit to
Maintenance.
7. SATCOM Antenna Location
REV. 6, 01 MAY 2008 11-24

D. Abnormal or Emergency Procedures

NONE
Note: Report popped TAMDAR circuit breaker(s) and a
damaged or missing TAMDAR sensor to
Maintenance.
E. Performance
No Change
REV. 6, 01 MAY 2008 11-25

Section 8 Location of Emergency Equipment
Volume 5
A. EMB 145 Emergency Equipment Diagram
Cockpit
Halon Cockpit
PBE Crash Axe
Cockpit Cockpit
Flashlight Flashlight
Halon Crash Axe
Lifevest
PBE Lifevest
Escape Flashlight
Interphone Flashlight Escape Rope
Lifevest
Call System Rope
Lifevest
Wardrobe
Forward F/A Jumpseat First Aid Kit
Lifevest PBE
Flashlight POB
Interphone AED
Emergency Exit-MCD EEMK
Grab and Go Kit
Forward Control Panel
Cabin Lights
Emergency Light Switch
Emergency Exit-GSD
Forward Bulkhead Compartment
Up to 4 Seat Belt Extensions
Demo Mask Infant Life Vests
Demo Safety Card A/C right, even rows
MRT (rows 4, 6, 8, 10, 14, 16)
Extra Safety Information Cards
Halon
Emergency Exit- Emergency Exit

Window Row 12 Window Row 12
Overhead Bin Row 18

POB
PBE
Aft F/A Jumpseat
Halon
MRT
Aft Interphone
Aft Call Panel
Fixed Halon Flashlight

Lifevest
Smoke Detector
REV. 6, 01 MAY 2008 11-26

Volume 5
B. EMB 140 Emergency Equipment Diagram

Escape Ropes
Cockpit
Halon,PBE
Flashlight Cockpit
Lifevest Crash Axe
Flashlight
Lifevest
Demo Equipment
Seatbelt Extensions Wardrobe
Extra Safety Information Cards POB
EEMK
FAK
Forward F/A Jumpseat AED
Lifevest MRT
Flashlight Grab and Go Kit
Interphone
Forward Control Panel Aft Galley

Cabin Lights Halon Extinguisher
Emergency Light Switch PBE
Infant Life Vests
A/C right, even rows
(rows 4, 6, 8, 10, 12, 14, 16)
Emergency Exit Emergency Exit

Row 11 Row 11
Stowage Compartment
(RH Side)
Aft Wall
MRT
PBE
Halon Flashlight
POB
Aft Interphone
Aft Call Panel
Stowage Compartment
(LH Side)
Lavatory
Lavatory
Smoke
SmokeDetector
Detector
Fixed Halon
Baggage Compartment
REV. 6, 01 MAY 2008 11-27

Volume 5
C. EMB 135 Emergency Equipment Diagram
Cockpit
Halon Cockpit
PBE
Cockpit Crash Axe
Cockpit
Flashlight
Halon Flashlight
Crash Axe
Lifevest
PBE Lifevest
Flashlight
Escape
Flashlight Lifevest
Escape Rope
Rope
Lifevest
Forward F/A Jumpseat Wardrobe
Lifevest FAK
Flashlight MRT
Interphone POB
AED
Forward Control Panel Grab and Go Kit
Cabin Lights EEMK
Emergency Light Switch
Forward Bulkhead
Halon
PBE Infant Life Vests
Demo Mask A/C right, even rows
Demo Safety Card (rows 2, 4, 6, 8, 10, 12)
Up to 4 Seatbelt Extensions
Emergency Exit-Row 9 Emergency Exit-Row 9
Aft Flashlight
Aft Interphone
Aft Call Panel Last Overhead Bin
Halon
PBE
MRT
POB
Lavatory
Fixed Halon
SmokeDetector
Smoke Detector
Fixed Halon
Lavatory
REV. 6, 01 MAY 2008 11-28

Section 9 EMB 145/140/135 Pressure Refueling/
Volume 5 Defueling
Section 9 EMB 145/140/135 Pressure Refueling/Defueling

A. General
1. If fueling is performed with passengers on board an a flight
attendant will be on board with the cabin door “open” to ensure
the safety of the passengers.
2. The pilot will ensure that no fueling shall be conducted during
any aircraft maintenance that might provide a source of
ignition to fuel vapors.
3. This section gives the procedures to refuel/defuel the fuel
tanks with the pressure method.
4. The pressure fueling procedure is done with the aircraft
energized.
5. The system automatically controls the operation: it stops at
the correct quantity and balances the quantity in the tanks.
6. Use the pressure fueling adapter and the fuel control panel.
7. The aircraft side pressure fueling adapter is assembled with a
valve operated by the opening movement of the fueling nozzle
shut-off valve.
8. The fuel control panel includes a remaining fuel-quantity
indicator which has an internal fueling quantity prescheduling
system for the tanks. This prescheduling is done through a
display operated with the related adjustment switch. These
indicators are repeaters of the indicators installed on the main
instrument panel. (Refer to the EMB 145/140/135 Pressure
Refueling Diagram)
9. Newer aircraft refueling systems include a “High Level
Exceeding Indication System” (HLEIS). This system will
illuminate a red “STOPRFL” light on the refueling panel when
the respective fuel tank exceeds the fuel tank capacity.
Note: If this light illuminates during the refueling, the fuel flow
from the fueling vehicle must be stopped immediately.
REV. 6, 01 MAY 2008 11-29

Volume 5 Defueling
B. Pressure Refueling/Servicing
1. Preparation
a. Statically bond truck to the aircraft at the preferred
bonding point located on right main landing gear. If the
preferred location is unavailable, an alternate location is
the right wing bayonet point
(See Static Bonding Diagram n).
b. Energize the aircraft with the External DC Power Supply.
c. Open the fuel panel access door on the right side of the
fuselage to access the fuel control panel and pressure
fueling adapter o.
Note: If the External DC Power Supply or APU is not available,
set the POWER SELECTION switch to the BATTERY
position, on the refueling panel.
d. Check to ensure that the passenger door is open.
2. APPROVED FUEL SPECIFICATIONS
• JET A
• JET A-1
• JP8
3. Fuel Quantities
a. Applicable to EMB Airplane Model EP
QUANTITY
POUNDS U.S. GALLONS
TANKS
TOTAL TOTAL
RIGHT 4600 680
LEFT 4600 680
TOTAL 9200 1,360
b. Applicable to EMB Airplane Model LR
QUANTITY
POUNDS U.S. GALLONS
TANKS
TOTAL TOTAL
RIGHT 5717 844
LEFT 5717 844
TOTAL 11,434 1,688
REV. 6, 01 MAY 2008 11-30

Volume 5 Defueling
4. Static Bonding Diagrams
REV. 6, 01 MAY 2008 11-31

Volume 5 Defueling
5. Pressure Refueling
(Refer to Pressure Refueling Diagram)
a. Make sure that the REFUELING lightsp related to the L/
H and R/H tanks are off.
b. Make sure that the DEFUELING lightq is off.
c. Set the indicatorrto the desired fuel quantity.
Note: If fuel quantity remaining indicator indicates “FAIL”,
cease fueling and contact pilot in command
d. Connect the fuel nozzle to the pressure refueling
adapters.
e. Pressurize the system (35-50 psig).
f. Make sure that the REFUELING lightsp related to the L/
H and R/H tanks come on (CLOSED) and the refueling
flow stops.
g. Set the REFUELING switcht to the OPEN position and
make sure that the REFUELING lights related to the L/H
and R/H tanks go off and fuel quantity is increasing.
h. (For aircraft with HLEIS) If one or more than one of the
STOPRFL lightsu come on, immediately stop the fueling
pressure at the source and stop the refueling procedure.
(Select refueling switch to close).
Note: Notify the Flight Crew for further guidance on actions to
be taken.
i. Make sure that the REFUELING lightsp related to the L/
H and R/H tanks come on (CLOSED), when you have the
set fuel quantity.
j. Set the REFUELING switcht to the CLOSED position.
k. Remove the fuel nozzle from the pressure refueling
adapters, replace cap. Ensure retaining strap is around
the cap.
REV. 6, 01 MAY 2008 11-32

Volume 5 Defueling
6. Follow-on
a. De-energize the aircraft
Note: If you used the POWER SELECTION switch at the
BATTERY position, set it back to the NORMAL position
and close the switch guard.
WARNING: MAKE SURE THAT ALL THE SWITCH GUARDS ARE
AT THE CLOSED POSITION ON THE REFUELING
PANEL.
b. Close fueling panel access dooro.
c. Remove the bonding cable from the aircraftn.
REV. 6, 01 MAY 2008 11-33

Volume 5 Defueling
7. Pressure Refueling Diagram
p
q
r
t u
REV. 6, 01 MAY 2008 11-34

Volume 5 Defueling
C. Pressure Defueling/Servicing
Note: Defueling operations will be accomplished under
supervision of the flight crew.
1. Preparation
(See EMB 145/140/135 Static Bonding Diagramn).
b. Open the fuel panel access dooro on the right side of the
fuselage to access the fuel control panel and pressure
fueling adapter.
c. Energize the aircraft with the External DC Power Supply.
Note: If the External DC Power Supply is not available, set the
POWER SELECTION switch to the BATTERY position,
on the refueling panel.
2. Pressure Defueling
a. Make sure that the DEFUELING lightq is off.
b. Connect the fuel nozzle to the pressure refueling
adapters.
c. Set the DEFUELING switchu to the OPEN position and
make sure that the DEFUELING light comes on (OPEN).
d. Apply suction (4 psig MAX) to the nozzle or set the ELEC-
TRIC PUMPS POWER switches to the ON position.
Note: To defuel the L/H tank, set the x-feed switch to the LOW
2 position.
e. When you have the fuel quantity desired, set the DEFU-
ELING switchu to the CLOSED position and make sure
that its lightq goes off.
CAUTION: DO NOT PERMIT THE DRY OPERATION OF THE FUEL
PUMPS DURING THE DEFUELING OPERATION TO
PREVENT DAMAGE.
REV. 6, 01 MAY 2008 11-35

Volume 5 Defueling
f. Set the ELECTRICAL PUMPS POWER and X-FEED

switches to the OFF position.
g. Disconnect the fuel nozzle from the pressure refueling

adapters.
3. Follow-on
a. De-energize the aircraft.
Note: If you used the POWER SELECTION switch at the
BATTERY position, set it back to the NORMAL position
and close the switch guard.
WARNING: MAKE SURE THAT ALL THE SWITCH GUARDS ARE
AT THE CLOSED POSITION ON THE REFUELING
PANEL.
b. Close fueling panel access dooro.
c. Remove the bonding cable from the aircraftn.
REV. 6, 01 MAY 2008 11-36

Section 10 EMB 145/140/135 Gravity Refueling/
Volume 5 Servicing
Section 10 EMB 145/140/135 Gravity Refueling/Servicing

A. General
1. During gravity refueling on the right wing passengers may be
boarded via any type of door/jetway combination.
2. During gravity refueling on the left wing, passenger boarding
is only permissible via jetway directly to the airplane. No
passengers may be boarded via the ramp and airstairs during
the over-the-wing refueling on the left wing.
3. Passengers may remain on board the aircraft during refueling
operations provided that the main cabin door will be open with
the stairs down or jetway positioned in doorway and a crew
member is present to ensure the safety of the passengers.
4. Per GOM Chapter 1 Section 1, the pilot will ensure that no
fueling shall be conducted during any aircraft maintenance
that might provide a source of ignition to fuel vapors.
5. This section gives the procedures to gravity-refuel the fuel
tanks.
6. The aircraft has filler capsd for these procedures.
7. The fuel quantity in the tanks during the fueling/defueling is
monitored from the fuel refueling panel or with the direct-
measuring sticks.
B. Gravity Refueling/Servicing
1. Preparation
(See Static Bonding Diagram c).
b. Open filler caps on the L/H tank or the R/H tank. d
REV. 6, 01 MAY 2008 11-37

Volume 5 Servicing
2. Gravity Refueling
a. Put the fueling nozzle into the filler port.
b. Start the fueling. At the same time, monitor the fuel level
in the tank.
Note: Assistance from the flight crew is required to provide the
required amount of fuel for each tank.
c. Remove the fueling nozzle from the filler port after you
have the correct fuel level in the tank.
3. Follow-on
a. Close filler caps d.
b. Remove the bonding cable from the aircraft c.
REV. 6, 01 MAY 2008 11-38

Volume 5 Servicing
4. Gravity Fueling Diagram
REV. 6, 01 MAY 2008 11-39

Volume 5 Servicing
REV. 6, 01 MAY 2008 11-40

Section 1 Auxiliary Power Units T-62T-40C11 vs. T-
Volume 5 62T-40C14
Chapter 12
Differences
This chapter contains all the differences across Chautauqua Air-

line’s fleet of aircraft. All differences are based off the original
EMB 145 aircraft.
Section 1 Auxiliary Power Units T-62T-40C11 vs. T-62T-40C14
Original Aircraft all had T-62T-40C11 APUs. Chautauqua is mod-
ifying all aircraft to operate with T-62T-40C14 APUs. Refer to the
Table below to identify if the aircraft has a C11 or C14 APU and
the applicable differences.
T-62T-40C11 T-62T-40C14
No “Exhaust “Exhaust Silencer”

How to Identify
Silencer” Installed Installed
Max Altitude to
25,000 feet 30,000 feet
START
Overspeed
108% 104%
Shutdown
APU Control ESU FADEC
REV. 4, 13 AUG 2005 12-1

Section 2 EMB 145 MARK 1 Cockpit
Volume 5
A. EMB 145 ORIGINAL COCKPIT vs. EMB 145 MARK 1 COCKPIT
Original EMB 145 Mark 1 Cockpit
Standby
Electromechanical ISIS
Instrumentation
Weather Radar
1-On pedestal 2-On Glareshield
Controls
FMS CDU’s 1-On Pedestal 1 or 2 on Pedestal
RMU’s On the Pedestal On the Main Panel
On center of main Left Outboard of

ELT Switch
Panel Main Panel
Stacked Vertically Horizontal between
Master Warning/
left/right of Display Display Control and
Caution
Control RADAR Panel
Parking Brake “ON”

Below EICAS Over #2 RMU
light
Between Flight Con-

T/O Config Aft of Flap Lever
trol Disconnects
Immediately AFT of
SPS Panel Aft Pedestal Thrust Mode Selec-
tors
EICAS Rev. Panel Between RMU’s Aft of Trim Switches
Grouped with EICAS

Rev. and LG WARN
EGPWS OVRD On the main Panel
CUTOUT Panel on
AFT Pedestal
Grouped with EICAS
LG WARN CUTOUT Next to Thrust Levers Rev. Panel and
EGPWS OVRD.
REV. 5, 15 FEB 2006 12-2

Volume 5
Original EMB 145 Mark 1 Cockpit
Grouped with SPS

FMS Joystick Next to T/O Config.
Panel
TBCH FWD Pedestal AFT of SPS Panel
1- Honeywell on AFT 1 or 2 Honeywell on

FMS
Pedestal Forward Pedestal
AHRS 800 900
REV. 5, 15 FEB 2006 12-3

Volume 5
B. Mark 1 Cockpit Differences
1. Mark 1 Main Panel Differences
Brake “ON”
Light
RMUs
ISIS
Control Panels
Dual Radar
ELT Switch
REV. 4, 13 AUG 2005 12-4

Volume 5
2. Mark 1 Pedestal Differences
TO Config
FMS(s)
Note: 1 or 2 CDUs
may be installed
FMS Joystick
SPS Panel
Trim
Switches and
Pitch Trim
TBCH Cutout
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
REV. 4, 13 AUG 2005 12-5

Volume 5
REV. 4, 13 AUG 2005 12-6

Section 3 EMB 145 vs. EMB 140 Differences
Volume 5
Original EMB 145 EMB 140
Cockpit Layout Original Mark 1
EMB 140Max Ramp

48722 lbs. 46738 lbs.
Weight
Max Takeoff Weight 48501 lbs. 46517 lbs.
Max Landing
42549 lbs. 41226 lbs.
Weight
Max Zero Fuel

39462 lbs. 37698 lbs.
Weight
Length 98’0” 93’5”
Seats 50 44
Aft Closet N/A Aft of last row seats
Aft of last row of

Aft F/A Jumpseat N/A
seats
F/A Temp Control Sliding Control Rheostat
Engine Designation AE3007A1P AE3007A1/3
Max Single Engine

8338 lbs. 7580 lbs.
Thrust
Max ITT-T/O-1, T/O 948o C 929o C
External NWS
N/A FWD of Main Door
Switch
2 Total 1-Forward 2 Total 1-Forward

Walkaround
Wardrobe, 1-Over- Wardrobe, 1-AFT
Oxygen Bottles
head Bin #11 Last Single Seat
REV. 5, 15 FEB 2006 12-7

Volume 5
2 Total, 1-Above 2 Total, 1-AFTGalley,

PBE Wardrobe, 1-AFT LastSingle
1-Overhead Bin #11 Seat
2 Total, 1-Bulkhead 2 Total, 1-AFT Galley,
Fire Extinguisher Compartment, 1-AFT Last Single
1-Overhead Bin #11 Seat
2 Total, 1-Bulkhead 2 Total, 1-Above
MRT Compartment, Wardrobe, 1-AFT
1-Overhead Bin #11 Last Single Seat
Galley Oxygen
2 N/A
Masks
A/P GA Coupled
75 ft. 95 ft.
Loss
Below FMS
P/A Volume Control N/A
Installation
SELCAL Light On Main panel N/A
ELT 96 w/Manual Artex w/On and Arm

ELT Type
and Auto Function Function
Third Comm. N/A On Pedestal
Universal UNS-1K,
Honeywell SPZ-
FMS 2 - On Forward
2000-AFT Pedestal
Pedestal
ACARS Printer N/A AFT Pedestal
ACARS N/A AFT Pedestal
REV. 5, 15 FEB 2006 12-8

Volume 5
1. EMB 140 Main Panel Differences
NOTE: The Gust Lock Indicator Light is located below the Master Warning and Master
Brake “ON”
Light
Caution Lights.
RMU’s
ISIS
RADAR Control Panels
ELT
REV. 5, 15 FEB 2006 12-9

Volume 5
2. EMB 140 Pedestal Differences
P/A Volume
Control
TO Config
FMS’s
1. FMS Joystick
2. SPS Panel
Trim
Switches and
Pitch Trim
TBCH Cutout
Comm 3
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
ACARS Printer
REV. 5, 15 FEB 2006 12-10

Volume 5
3. Nose Wheel Steering System
The Nose Wheel Steering system has an external Cutout for
use by ground crews. The purpose of the switch is to ensure
that the crew during pushback procedures will not engage the
steering.
The ground crews can disengage the NWS on the ground by
opening the door and moving the switch to the
"DISENGAGED" position. This action will generate the same
STEER INOP message and as when the flight crew
disengages the steering.
However, the flight crew is not able to re-engage the steering
with the switch in the "DISENGAGED" position. Once the
pushback is complete, the ground crew will reset the switch to
the "ENGAGED" position. If the switch is not moved to the
"ENGAGED" position, the switch guard will automatically
return the switch when the access door is closed. To ensure
the switch was returned to "ENGAGED", the Captain should
engage the steering as normal and ensure the STEER INOP
EICAS message disappears.
REV. 5, 15 FEB 2006 12-11

Volume 5
REV. 5, 15 FEB 2006 12-12

Volume 5
Cockpit Layout Original Mark 1
Max Ramp Weight 48722 lbs. 44312 lbs.
Max Landing
42549 lbs. 40785 lbs.
Weight
Max Zero Fuel

39462 lbs. 35274 lbs.
Weight
Max Cargo Weight 2646 lbs. 2205 lbs.
Length 98’0” 86’5”
Seats 50 37
AFT of last Row of
Aft F/A Jumpseat N/A
Seats
Galley FWD and AFT Galley FWD Galley Only
Structure FWD of Bulkhead

Left Hand Galley
Seat 1A Compartment
Engine Designation AE3007A1P AE3007A1/3
Max Single Engine

8338 lbs. 7580 lbs.
Thrust
Max ITT-T/O-1, T/O 948o C 929o C
2 Total, 1-in galley,

Lav Smoke Horn 1-Located in galley
1-AFT Cabin
REV. 5, 15 FEB 2006 12-13

Volume 5
“Forward Cabin” Located above Ward- Located in Left Hand

PBE robe Galley
Landing Gear and LR Type Gear/Brake ER Type Gear/Brake

Brakes (Larger Brake) (Smaller Brake)
REV. 5, 15 FEB 2006 12-14

Volume 5
1. EMB 135 Main Panel Differences
Brake “ON”
Light
RMUs
ISIS
Control Panels
Dual Radar
ELT Switch
REV. 4, 13 AUG 2005 12-15

Volume 5
2. EMB 135 Pedestal Differences
TO Config
FMS(s)
Note: 1 or 2 CDUs
may be installed
FMS Joystick
SPS Panel
Trim
Switches and
Pitch Trim
TBCH Cutout
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
REV. 4, 13 AUG 2005 12-16

Section 5 EMB 145 vs. EMB 145 EP (N977RP and
Volume 5 N978RP) Differences
Section 5 EMB 145 vs. EMB 145 EP

(N977RP and N978RP) Differences
EMB 145 EP
Original EMB 145
(N977RP-N978RP)
Max Landing
42549 lbs. 41226 lbs.
Weight
Max Zero Fuel

39462 lbs. 37698 lbs.
Weight
APU C14 C11
Standby
Electro-mechanical Electro-mechanical
Instrumentation
Sterile Cockpit Lower right on

NOT installed
switch OVRHD panel
Under landing gear Under landing gear

SELCAL
handle handle
LR Version with max- MP Version with
Fuel Capacity Per
imum usable of 5717 maximum usable of
Tank
Lbs. 4600 Lbs.
Unusable Fuel per

39 Lbs. 48 Lbs.
Tank
Fuel Measuring
6 4
Sticks
Landing Gear and LR Type Gear/Brake ER Type Gear/Brake

Brakes (Larger Brake) (Smaller Brake)
REV. 6, 01 MAY 2008 12-17

Section 6 EMB 145 LR vs. EMB 145 LR2 Differences
Volume 5
Section 6 EMB 145 LR vs. EMB 145 LR2 Differences
EMB 145 LR EMB 145 LR2
Max Landing
42549 lbs. 43651 lbs.
Weight
Max Zero Fuel

39462 lbs. 40564 lbs.
Weight
Red Placard with white “LR2” inscription
LR2
REV. 6, 01 MAY 2008 12-18

Section
Volume 5
Chapter 13
Abbreviations and Acronyms
Symbol Meaning
°C Degree Celsius
°F Degree Fahrenheit
A Ampere
A/C Aircraft
AALT Acceleration Altitude
AC Alternating Current
ACM Air Cycle Machine
ACOC Air Cooled Oil Cooler
ACT Actuation, Active
ADC Air Data Computer
ADF Automatic Direction Finder
ADJ Adjustment
ADV Advance
AFE Above Field Elevation
AFM Airplane Flight Manual
AFS Autoflight System
AGL Above Ground Level
AHC Attitude and Heading Computer
AHRS Attitude and Heading Reference System
AI Engine anti-ice
AIL Aileron
ALC APU Line Contactor
ALT Altitude
ALTN Alternate
AM Amplitude Modulation
REV. 6, 01 MAY 2008 13-1

Section
Volume 5
Symbol Meaning
ANR Automatic Navigation Realignment
ANT Antenna
AOA Angle of Attack
AP Autopilot
API Antenna Position Indicator
APR Automatic Power Reserve
APT Airport IATA identifier.
APU Auxiliary Power Unit
ASC APU Starting Contactor
ATC Air Traffic Control
ATDT Attendant
ATS Air Turbine Starter
ATT Attitude
ATTCS Automatic Takeoff Thrust Control System
ATTD Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AWU Aural Warning Unit
B/C Back Course
BACV Bleed Air Check Valve
BAGG Baggage
BATT Battery
BBC Backup Battery Contactor
BC Battery Contactor
BCU Brake Control Unit
BCV Brake Control Valve
BFO Beat Frequency Oscillator
BIT Built In Test
BKUP INPH Back-Up Interphone
BLD Bleed
REV. 6, 01 MAY 2008 13-2

Section
Volume 5
Symbol Meaning
BTC Bus Tie Contactor
BTL Bottle
CAB EMERG Cabin Emergency
CAS Calibrated Airspeed, Crew Alerting System
CBV Cross Bleed Valve
CCDL Cross-Channel Data Link
CCW Counterclockwise
CDH Clearance Delivery Head
CDL Configuration Deviation List
CG Center of Gravity
CIS Cabin Interphone System
CKPT Cockpit
CL Climb
CLB Climb
CLR Clear
CLSD Closed
CMC Central Maintenance Computer
COMM, COM Communication
CON Continuous
CPAM Cabin Pressure Acquisition Module
CPCS Cabin Pressure Control System
CR Cruise
CRZ Cruise
CVG Compressor Variable Geometry
CVR Cockpit Voice Recorder
CW Clockwise
DAP Digital Audio Panel
DAU Data Acquisition Unit
DC Direct Current, Digital Controller
DEC Decrease
DET Detector
REV. 6, 01 MAY 2008 13-3

Section
Volume 5
Symbol Meaning
DFDR Digital Flight Data Recorder
DG Directional Gyro
DH Decision Height
DISC Disconnect
DME Distance Measurement Equipment
DN Down
DT Direct turn
e.g. for example
EADI Electronic Attitude Director Indicator
EBC Essential Bus Contactor
EBV Engine Bleed Valve
ECM Electronic Control Module
ECS Environmental Control System
ECU Environmental Control Unit
EDL Electrical Distribution Logic
EDS Electrical Distribution System
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Position Warning System
EGT Exhaust Gas Temperature
EHSI Electronic Horizontal Situation Indicator
EIC Essential Interconnection Contactor
EICAS Engine Indication and Crew Alerting System
ELEC Electrical
ELEV Elevator
ELT Emergency Locator Transmitter
EMER PILOT Emergency Pilot
EMG, EMERG Emergency
ENG Engine
ERR Error
ESU Electronic Sequence Unit
ET Elapsed Time
REV. 6, 01 MAY 2008 13-4

Section
Volume 5
Symbol Meaning
EXT External
EXTG Extinguish
FADEC Full Authority Digital Electronic Control
FCOC Fuel Cooled Oil Cooler
FDAU Flight Data Acquisition Unit
FDRS Flight Data Recorder System
FECU Flap Electronic Control Unit
FGC Flight Guidance Controller
FL Takeoff flap setting
FLP Flap setting
FLS Flap Selector Lever
FLX Flexible
FMS Flight Management System
FPDU Flap Power and Drive Unit
FPLN Flight Plan
FPMU Fuel Pump and Metering Unit
FR Fuel Remaining
FRA Flap retraction altitude = Acceleration altitude
FSBY Forced Standby
ft Feet
FTB Flap Transmission Brake
FU Fuel Used
FVS Flap Velocity Sensor
FWD Forward
g Gravity Acceleration
G/S, GS Glide Slope
GCU Generator Control Unit
GI Ground Idle
GLC Generator Line Contactor
GMAP Ground Mapping
GMT Greenwich Mean Time
REV. 6, 01 MAY 2008 13-5

Section
Volume 5
Symbol Meaning
GND Ground
GPC Ground Power Contactor
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
h Hour
H Heading
HDG Heading
HF High Frequency
HP High Pressure
hPa HectoPascal
HSCU Horizontal Stabilizer Control Unit
HSI Horizontal Situation Indicator
HSV High Stage Valve
HW Headwind
HYDR Hydraulic
Hz Hertz
i.e. in other words
IAS Indicated Airspeed
IC Integrated Computer
ICAO International Civil Aviation Organization
ICU Integrated Communication Unit
IFOG Interferometer Fiber Optic Gyros
IFR Instrument Flight Rules
ILS Instrument Landing System
IM Integrated Computer Configuration Module
in.Hg Inches of Mercury
INBD Inboard
INC Increase
INOP Inoperative
INTPH Interphone
REV. 6, 01 MAY 2008 13-6

Section
Volume 5
Symbol Meaning
INU Integrated Navigation Unit
IPS Inches Per Second
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
ISIS Integrated Standby Instrument System
ITT Interturbine Temperature
KCAS Calibrated Airspeed in Knots
KEAS Equivalent Airspeed in Knots
kg Kilogram
Khz Kilohertz
KIAS Indicated Airspeed in Knots
km Kilometer
kt Knot
LAV Lavatory
lb Pounds
LEI Local Engine Inoperative
LGEU Landing Gear Electronic Unit
LOC Localizer
LOGO Logotype
LP Low Pressure
LRN Long Range
LSB Lower Sideband
LSS Lightning Sensor System
LT Left turn
LVIS Limited visibility conditions (as per OpsSpecs C054)
LX Lightning Detection
m Meter
M Mach
REV. 6, 01 MAY 2008 13-7

Section
Volume 5
Symbol Meaning
MAC Mean Aerodynamic Chord
MAN Manual
MAX Maximum
MAXV1 Maximum V1 takeoff speed
mb Millibar
MB Marker Beacon
MCP Mode Control Panel
MEA Minimum Enroute Altitude
METW Maximum enroute takeoff weight
MFD Multifunction Display
MFDU Magnetic Flux Detector Unit
MFPTW Maximum flight plan takeoff weight.
Mhz Megahertz
min Minute
MIN Minimum
MKR Marker
MLDW Maximum landing weight
MLS Microwave Landing System
MLW Maximum Design Landing Weight
mm Millimeter
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MOW Maximum Design Operating Weight

MRTW Maximum runway takeoff weight
MRW Maximum Design Ramp Weight
MSU Mode Select Unit
MTOW Maximum Design Takeoff Weight
MTOW Maximum takeoff weight
MTXW Maximum taxi weight
MZFW Max Zero Fuel Weight
N1 N1
REV. 6, 01 MAY 2008 13-8

Section
Volume 5
Symbol Meaning
N2 N2
NAV NAV
NB NB
nm Nautical Mile
OM Outer Marker
OS V2 Overspeed Indicator (EMB 140 only)
OUTBD Outbound
OVHT Overheating
OVLD Overload
OVPRESS Overpressure
OXY Oxygen
PAA Passenger Address Amplifier
PAS Passenger Address System
PAST Pilot Activated Self Test
PAX Passenger
PBE Protective Breathing Equipment
PBLT Push Button Light Test
PCU Power Control Unit
PDSV Pressure Drop Spill Valve
PFD Primary Flight Display
PLDW Planned landing weight
PMA Permanent Magnet Alternator
PMRLW Planned maximum runway landing weight
PMRTW Planned maximum runway takeoff weight.
POAT Planned outside temperature in degree centigrade.
POST Power On Self Test
PQNH Planned QNH (Altimeter setting).
PRCS Process
PRESS Pressure
PRV Pressurizing Valve
PRWY Planned runway
REV. 6, 01 MAY 2008 13-9

Section
Volume 5
Symbol Meaning
psi Pound Per Square Inch
PSU Passenger Service Unit
PTOW Planned takeoff weight.
PTT Press To Transmit
PWIND Planned wind direction / speed.
QNE Barometric Pressure for Standard Altimeter Setting (29.92 inches HG)
QNH Barometric Pressure for Height Above Mean Sea Level (MSL)
QTY Quantity
RA Radio Altimeter
REACT Rain Echo Attenuation Compensation Technique
REF Reference
REI Remote Engine Inoperative
RMI Radio Magnetic Indicator
RMS Radio Management System
RMU Radio Management Unit
RNG Range
RPM Revolution Per Minute
RSB Radio System Bus
RT Right turn
RTA Receiver/Transmitter/Antenna
SAT Static Air Temperature
SBC Shed Bus Contactor
SCV Starting Control Valve
sec Second
SELCAL Selective Call
SL Sea Level
SLVD Slaved
SOV Shutoff Valve
SPC Stall Protection Computer
SPS Stall Protection System
SQ Squelch
REV. 6, 01 MAY 2008 13-10

Section
Volume 5
Symbol Meaning
SRN Short Range
SSB Single Sideband
STAB Stabilizer
STBY Stand By
TA Traffic Advisory
TACAN Tactical Air Navigation Aid
TAS True Airspeed
TAT Total Air Temperature
TBCH Tuning Backup Control Head
TCAS Traffic and Collision Avoidance System
TCS Touch Control Steering
TDR Transponder
TEMP Temperature
TGT Target
TKNB Turn Knob
TLA Thrust Lever Angle
TLR Takeoff and Landing Report
TO Takeoff
TRB Turbulence
TST Test
TW Tailwind
V Volt
V1 Decision Speed
V2 Takeoff Safety Speed
VA Design Maneuvering Speed
VA Volt-Ampere
VAP Approach Speed
VAPP VOR Approach Mode

VEF Critical Engine Failure Speed
VFE Maximum Flaps Extended Speed
VFR Visual Flight Rules
REV. 6, 01 MAY 2008 13-11

Section
Volume 5
Symbol Meaning
VHF Very High Frequency
VLE Maximum Landing Gear Extended Speed
VLF Very Low Frequency
VLO Maximum Landing Gear Operating Speed
VLOF Lift Off Speed
VLV Valve
VMBE Maximum Brake Energy Speed
VMCA Air Minimum Control Speed

VMCG Ground Minimum Control Speed
VMO Maximum Operating Speed
VOR VHF Omnidirectional Range
VR Rotation Speed
VREF Landing Reference Speed
VREFXX Landing Reference Speed associated to the flap setting XX
VS Stall speed
VS Vertical Speed
VTGT Target Speed
W/S Windshield
WB Weight and Balance
WB Wide Bandwidth
WG Wing
WX Weather Detection
X Cross
XFR Transfer
REV. 6, 01 MAY 2008 13-12

Index
Volume 5
Index
A
Abbreviations and Acronyms .......................................................... 13-1
Abort ................................................................................................. 6-3
Aborted Start .................................................................................. 4-51
Actions ............................................................................................ 1-41
Actions & Callouts .......................................................................... 6-67
Actions and Callouts Tables ........................................................... 1-43
Aft Closet Capacities ...................................................................... 2-12
After Landing ................................................................................ 4-183
After Start ....................................................................................... 4-51
After Takeoff ................................................................................... 4-95
Air Cart Engine Start ...................................................................... 4-49
Air Conditioning .............................................................. 4-67, 4-99, 7-7
Airplane Operators Manual (AOM) ................................... INTRO-1, 1-1
Airplane Power Up ......................................................................... 4-13
Airspeed Reference Bug .............................................................. 4-120
Airworthiness Release .................................................................... 1-21
ALD ................................................................................................ 3-20
Alerts
EGPWS ...................................................................................... 6-64
Altitude Preselect ..........................1-8, 4-40, 4-98, 4-107, 4-128, 4-129
Anti Skid ......................................................................................... 1-20
Antiskid ......................................................................................... 4-181
Approach ...................................................................................... 4-119
Approach and Landing with an Engine Failure ............................... 6-54
Approach Briefing .............................................................. 4-114, 4-140
Approach Charts .......................................................................... 4-114
Approach Check ........................................................................... 4-114
Approach Pattern with Known Flap Failure .................................... 6-54
APR ................................................................................... 4-127, 4-128
APU Engine Start ........................................................................... 4-48
APU Operation ............................................................................... 1-24
APU Start ....................................................................................... 4-13
APU Start with Batteries ................................................................. 4-14
REV. 6, 01 MAY 2008 IDX-1

Index
Volume 5
APU Start with GPU ........................................................................4-17

APU Starter Limits ..........................................................................2-17
ASEL .................................................... 4-40, 4-98, 4-107, 4-128, 4-129
ATTCS ............................................................................................2-18
Attitude and Heading Reference System ........................................2-22
Authorized Types of Takeoffs .........................................................2-15
Automatic Takeoff Thrust Control System ......................................2-18
Autopilot ............................................... 2-25, 4-75, 4-107, 4-127, 4-165
Autopilot Operation ................................................................... 1-8, 1-9
Auxiliary Power Unit Operational Limits ..........................................2-17
Available Landing Distance (ALD) ..................................................3-20
B
Back Course Approaches .............................................................4-128
Baggage Compartment Capacity ....................................................2-12
Before Start ........................................................................... 4-37, 4-39
Blowout Panel ...................................................................................3-9
BNK .................................................................................................4-99
Brake Usage ......................................................................... 1-20, 4-64
Brakes ...........................................................................................4-172
Breakout ........................................................................................4-141
C
Cabin Announcements ....................................................................1-20
Cabin Portable O2 Bottles ..............................................................2-26
Calibrated Airspeed – KCAS .............................................................9-5
Callouts ...........................................................................................1-40
Wake Turbulence ........................................................................6-67
Category and Use of Aircraft .............................................................2-1
Challenge and Response ..................................................................1-5
challenge-and-response ...................................................................3-9
Challenge-Do-Verify ..........................................................................1-5
Chautauqua Standard Takeoff ........................................................4-65
Checklist ...........................................................................................1-3
Checklist “Hold” .................................................................................1-6
Checklist Interruption ........................................................................1-6
REV. 6, 01 MAY 2008 IDX-2

Index
Volume 5
Checklist Philosophy ........................................................................ 1-4
Checklist Responses ........................................................................ 1-7
Circling Approaches ..................................................................... 4-155
Clean Configuration Stall (Flaps 0°) ................................................. 8-4
Climb ................................................................................... 4-97, 4-100
Climb Check ................................................................................. 4-101
Cockpit Coordination ...................................................................... 1-18
Cockpit Setup ................................................................................. 4-40
Cold Weather Operations ................................................................. 7-1
Company Related Communications ............................................... 1-16
Complex-Special ............................................................................ 9-20
Controlled Flight Into Terrain (CFIT) .............................................. 6-61
Crew Coordination ........................................................................ 4-114
Crew Coordination during Control Transfer .................................... 1-15
Crew Resource Management (CRM) ............................................... 1-1
CRM ............................................................................................... 1-18
Cross-Bleed Engine Start ............................................................... 4-50
Crossfeed Procedure ..................................................................... 6-67
Crossing Taxiways and Runways .................................................. 1-18
Crosswind Landings ..................................................................... 4-170
Cruise ........................................................................................... 4-103
Cruise Check ................................................................................ 4-103
D
Deadbolt Lock .................................................................................. 3-9
Definition of Terms ........................................................................... 1-3
DELAYED ENGINE AFTER START CHECK ................................. 4-57
Demonstrated Crosswind ............................................................... 2-15
Departure ....................................................................................... 1-20
Departure Delays ........................................................................... 1-20
Descent ............................................................................. 4-107, 4-112
Descent Check ............................................................................. 4-113
Descent Planning Guide ............................................................... 4-109
Discrepancies ................................................................................. 11-1
Do Verify ........................................................................................... 1-4
Driftdown ........................................................................................ 9-77
Dry Motoring ................................................................................... 4-46
REV. 6, 01 MAY 2008 IDX-3

Index
Volume 5
E
EGPWS ................................................................................. 2-23, 6-61
Alerts ...........................................................................................6-64
Escape Maneuver .......................................................................6-63
Recovery .....................................................................................6-63
EGPWS CAUTION .........................................................................6-61
EGPWS WARNING ........................................................................6-61
EICAS Messages ..............................................................................5-2
Electromechanical Gust Lock System ............................................2-21
Emergency Descent ........................................................................6-24
Engine Cool Down ........................................................................4-185
Engine Dry Motoring .......................................................................4-46
Engine Failure associated with an Engine Fire Indication ..............6-19
Engine Start ......................................................................................7-2
Engine Start Abort ................................................................... 4-46, 6-1
Engine Warm Up .............................................................................4-64
Engine Warm-Up and Cool-Down Limitations .................................2-18
Engines ...........................................................................................2-18
Enhanced Ground Proximity Warning System ...................... 2-23, 6-61
Enroute .........................................................................................4-103
Expanded Checklist ..........................................................................1-3
Expanded Checklists ......................................................................1-45
Exterior Inspection ............................................................. 3-3, 4-3, 4-4
Exterior Lights .................................................................................1-22
F
Final Approach and Landing Speeds ............................................4-120
First Flight Items ...............................................................................1-7
Flaps 18º/22º Takeoff ......................................................................4-84
Flaps 9º Takeoff ..............................................................................4-76
FLC .......................................................................... 4-98, 4-107, 4-129
Flight Crewmembers at their Stations .............................................1-15
Flight Director ....................................... 4-40, 4-75, 4-107, 4-127, 4-165
Flight Level Change Mode (FLC) ........................................ 4-98, 4-107
Flight Management System (FMS) .................................................2-29
REV. 6, 01 MAY 2008 IDX-4

Index
Volume 5
Flight Training Acceptable Performance ........................................ 8-13
FMS ................................................................................................ 2-29
Formats ................................................................................. 1-39, 1-46
Forward Closet Capacity ................................................................ 2-12
Fuel Computations ........................................................................... 9-2
Fuel Specification ........................................................................... 2-16
Fuel Tank Temperature .................................................................. 2-16
G
GA ................................................................................................ 4-165
Go-Around .................................................................................... 4-163
Go-around .................................................................................... 4-168
Go-Around Mode .......................................................................... 4-165
GPU Power (No APU) .................................................................... 4-20
H
HDG .................................................................................. 4-127, 4-128
High Speed ILS/VFR Final .................................................. 4-136, 6-34
Holding ......................................................................................... 4-117
Honeywell SPZ-2000 ...................................................................... 2-29
Hung Start ............................................................................... 4-46, 6-1
I
IAS ..................................................................................... 4-129, 4-165
Ice Panel ................................................................................. 4-67, 7-7
icing conditions ............................................................................... 1-23
ILS ....................................................................................... 4-131, 6-28
ILS PRM .............................................................................. 3-17, 4-138
Indicated Airspeed - KIAS ................................................................ 9-5
Indicated Airspeed Mode (SPD) .......................................... 4-99, 4-107
Indications ...................................................................................... 1-41
Inflight Emergencies ....................................................................... 6-22
Instrument Approach .................................................................... 4-119
Instrument Markings ......................................................................... 2-1
Integrated Standby Instrument System (ISIS) ................................ 2-25
Introduction .............................................................................. INTRO-1
Intrusion Resistant Cockpit Door ............................................. 2-34, 3-9
ISIS ................................................................................................. 2-25
REV. 6, 01 MAY 2008 IDX-5

Index
Volume 5
J
Jumpseat Briefing Card ....................................................................3-8
K
KCAS ................................................................................................9-5
KIAS ..................................................................................................9-5
L
LAHSO ................................................................................ 3-20, 4-174
Land And Hold Short Operations ..................................................4-174
Land And Hold Short Operations (LAHSO) ....................................3-20
Landing .........................................................................................4-169
Landing Check ..............................................................................4-171
Landing Configuration Stall (Flaps 45°) Profile ...............................8-11
Landing Gear Operation/Extended Speed (VLO and VLE) ............2-13
Limitations .........................................................................................2-1
Load Manifest ...............................................................................10-27
Loading ...........................................................................................2-12
LOC type / VOR / NDB Approaches .............................................4-128
Low Bank Mode (BNK) ...................................................................4-99
Lower Than Standard Visibility Takeoff ................................ 4-77, 4-86
M
M.E.L ...............................................................................................11-1
Maneuvering Flight Load Factors ...................................................2-13
Maneuvering Speed (VA) ................................................................2-15
Maximum Acceptable Difference between Altimeters ........... 2-32, 2-33
Maximum Altitude for Flap Extension .............................................2-21
Maximum battery temperature ........................................................2-21
Maximum differential negative pressure .........................................2-21
Maximum differential overpressure .................................................2-21
Maximum differential pressure ........................................................2-21
Maximum Flap Extended Speed (VFE) ..........................................2-15
Maximum load on APU generator ...................................................2-21
Maximum load on main generator ..................................................2-21
Maximum Operating Speed ............................................................2-14
REV. 6, 01 MAY 2008 IDX-6

Index
Volume 5
Maximum Temperature for Anti-icing Operation ............................ 2-20
Microbursts ..................................................................................... 7-17
Minimum Control Speed ................................................................. 2-13
Minimum Crew ................................................................................. 2-1
Minimum Equipment List .............................................................. 4-176
Minimum Oxygen Pressure for Dispatch ........................................ 2-26
Minimum Temperature for Manual Anti-icing Operation ................. 2-20
Missed Approach ............................................................... 4-156, 4-163
Missed Approach - One Engine Inoperative ................................... 6-57
Missed Approach Point ................................................................ 4-163
N
NAV ................................................................................... 4-127, 4-128
Navigation Lights ............................................................................ 1-22
navigational aids ........................................................................... 4-119
NDB Approaches .......................................................................... 4-128
Non-Precision Approach .............................................................. 4-151
non-precision approach ................................................................ 4-125
Non-Precision Approach - One Engine Inoperative ....................... 6-50
Non-Precision Approaches ................................................ 4-128, 4-145
Normal Approach Speeds ............................................................ 4-120
Normal Checklist .............................................................................. 3-5
O
Observer seat ................................................................................... 3-9
Off Route Procedure ...................................................................... 9-77
Operation In Icing Conditions ......................................................... 2-20
Operational Envelope ....................................................................... 2-2
Operational Limits .......................................................................... 2-19
Overhead Compartment Capacity .................................................. 2-12
Overview of Embraer Pilot Operating Handbook .................... INTRO-2
Oxygen ........................................................................................... 2-26
Ozone Concentration ..................................................................... 2-27
REV. 6, 01 MAY 2008 IDX-7

Index
Volume 5
P
PIREPS ...........................................................................................7-11
PIT ........................................................................... 4-99, 4-107, 4-129
Pitch (PIT) ........................................................................... 4-99, 4-107
Pitch Trim ........................................................................................2-21
Pitot probes .....................................................................................2-32
Pitot/Static system ..........................................................................2-32
Post Flight Duties ..........................................................................4-195
Powerback ......................................................................................4-44
Precision Approach - One Engine Inoperative ................................6-45
Precision Approaches ......................................................... 4-127, 6-27
Preflight .............................................................................................4-1
Pressure Sensitive Latch cover ........................................................3-9
Pre-Taxi Planning ...........................................................................1-17
PRIMUS II Radios ...........................................................................2-35
Procedures ........................................................................................1-3
Profiles ............................................................................................1-39
Pushback ........................................................................................4-43
R
RA ...................................................................................................6-65
Radar ..............................................................................................2-22
Radar Altimeter .............................................................................4-128
Rapid Depressurization ...................................................................6-24
Recommended Flows ............................................................. 1-3, 1-44
Recoveries
EGPWS .......................................................................................6-63
Red Beacons ..................................................................................1-22
Reference Speed Bugs ...................................................................4-41
Rejected Landing ................................................... 4-163, 4-168, 4-177
Rejected Landing Procedure (RLP) ..............................................4-180
Rejected Takeoff ...............................................................................6-3
Release Briefing ..............................................................................4-37
Resolution Advisory ........................................................................6-65
RMU Setup .....................................................................................4-41
REV. 6, 01 MAY 2008 IDX-8

Index
Volume 5
Rolling Takeoff ............................................................................... 4-76
Rolling Takeoff with Flaps 18º/22º .................................................. 4-85
Runway Limits ................................................................................ 2-13
S
Safety Inspection .............................................................................. 4-9
SET .................................................................................................. 1-7
SET UP Check ...................................................................... 4-22, 4-25
Shut-down .................................................................................... 4-187
Shutdown Check .......................................................................... 4-188
Simple-Special ............................................................................... 9-18
Single Engine Taxi ..................................................... 4-46, 4-63, 4-185
Slam Latch ....................................................................................... 3-9
SOPs ................................................................................................ 1-1
SPD ..................................................................................... 4-99, 4-107
Special Advisories ............................................................................ 1-3
Speed Brakes ............................................................................... 4-108
Speed Callouts ............................................................................. 4-126
Stabilized Approach .......................................................... 4-124, 4-177
Stall Recovery .................................................................................. 8-4
Stalls ................................................................................................. 8-4
Standard Operating Procedures (SOPs) .......................................... 1-1
Standby Altimeter System .............................................................. 2-32
Starter Limits .................................................................................. 2-18
Starting Engine ............................................................................... 4-48
Starting Engines ...................................................................... 4-45, 6-1
Static probes .................................................................................. 2-32
Static Takeoff ................................................................................. 4-77
Static Takeoff with Flaps 18º/22º .................................................... 4-86
Steep Turns ...................................................................................... 8-2
Sterile Cockpit ..................................................................... 1-16, 4-115
Sterile Cockpit Light ....................................................................... 1-16
Sunstrand T-62T-40C11 ................................................................. 2-17
Sunstrand T-62T-40C14 ................................................................. 2-17
Supplemental Oxygen .................................................................... 1-15
System Operations ......................................................................... 1-22
REV. 6, 01 MAY 2008 IDX-9

Index
Volume 5
T
TA ...................................................................................................6-65
Tailwind ...........................................................................................2-15
Takeoff ............................................................................................4-75
Takeoff Briefing ...............................................................................4-65
Takeoff Configuration Stall (Flaps 9°) ...............................................8-8
Takeoff Emergencies ........................................................................6-3
Takeoff Thrust Mode .......................................................................2-18
Takeoff with Engine Failure, Flaps 18º/22º .....................................6-14
Takeoff with Engine Failure, Flaps 9º ...............................................6-9
Taxi Instructions ..............................................................................1-17
Taxi Operations ...............................................................................1-17
Taxi Speed ......................................................................................1-19
Taxi Thrust ......................................................................................1-19
Taxi Turns .......................................................................................1-19
Taxiing in .......................................................................................4-185
Taxiing out ......................................................................................4-63
Taxiway Diagram ............................................................................1-17
TCAS .............................................................. 4-41, 4-108, 4-140, 6-65
Terminating ...................................................................................4-191
Terminating Check ........................................................................4-192
Thruflight Exterior Inspection ............................................................4-8
THRUFLIGHT Set Up .....................................................................4-34
Thrust Reverse ................................................................. 4-172, 4-181
Thrust Reversers .................................................................. 1-20, 2-18
Thunderstorms ................................................................................7-27
Tolerances between Altimeter Indications ......................................2-32
Towing ............................................................................................4-43
Traffic Advisory ...............................................................................6-65
Traffic Alert and Colloision Avoidance System (TCAS) Operation ....1-3
Transition Altitude ............................................................. 4-102, 4-108
Transponder ....................................................................................4-41
Turbulence ......................................................................................7-13
Turbulence Intensity ........................................................................7-15
Turbulent Air Penetration Speed .....................................................2-15
REV. 6, 01 MAY 2008 IDX-10

Index
Volume 5
U
Universal UNS-1k ........................................................................... 2-30
Unusual Attitude Recovery ............................................................. 8-17
V
VA ................................................................................................... 2-15
VDP .............................................................................................. 4-125
Vertical Speed Mode (VS) ................................................... 4-99, 4-107
VFE ................................................................................................ 2-15
Visual ............................................................................................ 4-160
Visual Approaches ...............................3-18, 4-158, 4-160, 4-161, 6-42
Visual Callouts ................................................................... 4-126, 4-160
Visual Descent Planning .............................................................. 4-158
Visual Descent Point .................................................................... 4-125
Visual Descent Point (VDP) ......................................................... 4-125
VLE ................................................................................................. 2-13
VLO ................................................................................................ 2-13
VMCA ............................................................................................. 2-13
VMCG ............................................................................................. 2-13
VMCL ............................................................................................. 2-13
VMO/MMO ..................................................................................... 2-14
VOR .............................................................................................. 4-128
VOR Check .................................................................................. 4-104
VS ............................................................................. 4-99, 4-107, 4-129
W
Wake Turbulence ........................................................................... 6-67
Recovery .................................................................................... 6-67
Weight .............................................................................................. 2-3
Weight and Balance ............................................................ 10-1, 10-27
Windshear ...................................................................................... 7-16
Windshear Recovery ...................................................................... 7-23
Windshield Heat ............................................................................. 1-23
Windshield Wiper Operation ........................................................... 2-13
Workload Sharing ............................................................................. 1-8
REV. 6, 01 MAY 2008 IDX-11

Index
Volume 5
REV. 6, 01 MAY 2008 IDX-12

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1. The change bars next to the text indicate revised material

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Operations Bulletin Summary Record

E145-08-03 05-01-08 Visual Control Check of Elevator 08/06/08 4-7

REV. 5, 15 FEB 2006 OBS-3

Operations Bulletin Summary Record

REV. 4, 13 AUG 2005 OBS-4

Chapter 1 General Policies

REV. 6, 01 MAY 2008 TOC-1

REV. 6, 01 MAY 2008 TOC-2

REV. 6, 01 MAY 2008 TOC-3

REV. 6, 01 MAY 2008 TOC-4

REV. 6, 01 MAY 2008 TOC-5

Chapter 3 Normal Checklists

REV. 6, 01 MAY 2008 TOC-6

Chapter 4 Normal Procedures

REV. 6, 01 MAY 2008 TOC-7

REV. 6, 01 MAY 2008 TOC-8

REV. 6, 01 MAY 2008 TOC-9

Chapter 5 Emergency and Abnormal Checklists

REV. 6, 01 MAY 2008 TOC-10

Chapter 6 Abnormal Procedures

REV. 6, 01 MAY 2008 TOC-11

REV. 6, 01 MAY 2008 TOC-12

Chapter 7 Weather Operations

REV. 6, 01 MAY 2008 TOC-13