E-Jet QRH OI V4

OPERATIONAL INFORMATION
Table of Contents
TABLE OF CONTENTS
Table of Contents...................................................................... OI-TOC-1

Introduction ..................................................................................... OI-0-1
Airspace Procedures ..................................................................... OI-1-1
Interception procedures .....................................................................OI-1-1
B-RNAV .......................................................................................................OI-1-3
P-RNAV (RNAV 1 & RNAV 2) airspace ..........................................OI-1-4
RNAV and GPS approaches ................................................................OI-1-6
RVSM airspace .........................................................................................OI-1-9
Adverse Weather ............................................................................ OI-2-1
Cold Weather ............................................................................................OI-2-1
Holdover times ........................................................................................OI-2-8
All Weather Operations ............................................................... OI-3-1
Low Visibility Takeoff (LVTO) ..........................................................OI-3-1
Autoland .....................................................................................................OI-3-2
Supplementary Procedures........................................................ OI-4-1
Communications .....................................................................................OI-4-1
Refuelling or Defuelling .......................................................................OI-4-3
Non-Normal Procedures .............................................................. OI-5-1
Bomb Threat .............................................................................................OI-5-1
Flat Tire / Tire Burst .............................................................................OI-5-3
Hijack ...........................................................................................................OI-5-4
Administration ......................................................................... OI-ADM-1
List of Effective Pages ................................................................... OI-ADM-1
Revision Highlights ........................................................................ OI-ADM-1
REVISION 4.0 Operations Manual Part B OI-TOC-1

Table of Contents
INTENTIONALLY BLANK
OI-TOC-2 Operations Manual Part B REVISION 4.0

Introduction
INTRODUCTION
This chapter contains operational information and procedures

that are accomplished as required rather than routinely
performed on each flight.
Procedures accomplished on the ground are usually accomplished

by reference. Procedures accomplished in flight or those that are
an alternate means of accomplishing normal procedures, are
usually accomplished by memory. Infrequently used procedures,
not normally accomplished are usually accomplished by
reference.
REVISION 4.0 Operations Manual Part B OI-0-1

Introduction
INTENTIONALLY BLANK
OI-0-2 Operations Manual Part B REVISION 4.0

Airspace Procedures
AIRSPACE PROCEDURES
INTERCEPTION PROCEDURES
Follow the instructions by the intercepting airplane, interpreting
and responding to visual signals.
Notify ATC.
Establish communication with intercepting airplane. Use

emergency frequency 121,50, giving identity of intercepted
airplane and nature of flight. Navigational guidance and related
info will be given to an intercepted aircraft by radio
communication.
Consider squawk; set 7700 (distress), 7600 (lost communication)

as required.
If no communication with intercepting airplane can be

established, check interception signals below.
Signals Initiated by Intercepting Airplane and Responses by

Intercepted Airplane
INTERCEPTED
INTERCEPTING
Meaning airplane Meaning
airplane signals
responds
1 DAY or NIGHT – Rocking You have DAY or NIGHT – Understood,
airplane and flashing been inter- Rocking airplane, will comply.
NAV lights at irregular cepted. flashing NAV lights
intervals from a position Follow me. at irregular
slightly above and ahead intervals and
of, and normally to the following.
left of, the intercepted
airplane and, after
acknowledgement, a
slow level turn,
normally to the left,
onto the desired
heading.
Note: Meteorological
conditions or terrain
may require the
intercepting airplane to
reverse the positions
and direction of turn
given above in series 1.
Note: If the intercepted
airplane is not able to
keep pace with the
intercepting airplane,
the latter is expected to
fly a series of race-track
patterns and to rock the
airplane each time it
passes the intercepted
airplane.

Airspace Procedures
INTERCEPTED
INTERCEPTING
Meaning airplane Meaning
airplane signals
responds
2 DAY or NIGHT – An You may DAY or NIGHT – Understood,
abrupt break-away proceed. Rocking the will comply.
manoeuvre from the airplane
intercepted airplane
3 DAY or NIGHT – Land at DAY or NIGHT – Understood,
Lowering landing gear, this Lowering landing will comply.
showing steady landing aerodrome. gear, showing
lights and overflying steady landing
runway in use. lights and
following the
intercepting
airplane and, if
after overflying
the runway in use
landing is
considered safe,
proceeding to
land.
4 DAY or NIGHT – Raising Aerodrome DAY or NIGHT – If Understood,
landing gear and you have it is desired that follow me.
flashing landing lights designated the intercepted
while passing over is inade- airplane follow the
runway in use at a quate. intercepting
height exceeding 300M airplane to an
(1000ft) but not alternate aero-
exceeding 600M drome, the
(2000ft) above the intercepting
aerodrome level, and airplane raises its
continuing to circle landing gear and
runway in use. If unable uses the Series 1
to flash landing lights, signal prescribed
flash any other lights for intercepting
available airplane.
If it is decided to Understood,
release the you may
intercepted proceed.
airplane, the
intercepting
airplane uses
Series 2 signals
prescribed for
intercepting
airplane.
5 DAY or NIGHT – Regular Cannot DAY or NIGHT – Understood.
switching on and off of comply Use Series 2
all available lights but in signals prescribed
such a manner as to be for intercepting
distinct from flashing airplane.
lights.
6 DAY or NIGHT – In distress DAY or NIGHT – Understood.
Irregular flashing of Use Series 2
available lights signals prescribed
for intercepting
airplane.

Airspace Procedures
B-RNAV
Minimum Equipment Required prior to Entry
into B-RNAV Airspace
 1 FMS Source Selector Button; and
 1 VOR/ILS System; and
 1 DME System; and
 1 GPS; and
 1 FMS.
Note: The FMS meets the requirements for a multi-sensor area

navigation system when operated with radio or GPS updating and
may be used for enroute and terminal area operations.
In the Event of Airborne Failure of a Required

Item of B-RNAV Equipment
 Inform ATC
 ATC may instruct to avoid or leave airspace and / or use
conventional (VOR/DME/NDB) ATS routes

Airspace Procedures
P-RNAV (RNAV 1 & RNAV 2) AIRSPACE

into P-RNAV Airspace
 1 FMS Source Selector Button; and
 1 DME System; and
 1 GPS; and
 1 FMS.
The FMS navigation database must be current.

may be used for enroute and terminal area navigation.
Note: Some procedure charts may specific GNSS (GPS).
P-RNAV SIDs and STARs

 An RNAV departure or arrival may only be flown if it is
retrievable by route name from the FMS navigation
database and conforms to the charted route. The route
may subsequently be modified through the insertion or
deletion of specific waypoints in response to ATC
clearances. The creation of new waypoints by manual
entry is not permitted.
 LNAV mode is required. Autopilot should be engaged,
although manual flight using a flight director is permitted.
Lateral deviation should be monitored using either the
FMS lateral deviation scale on the ADI and CDI lateral
deviation indicator on the PFD HSI.
 RNAV SID. Prior to commencing takeoff, the flight crew
must verify that the airplane is RNAV compliant for the
procedure. If GPS is not available ensure at the start of the
takeoff roll the FMS position is accurate within 1,000ft
(0.17nm); if the position accuracy is outside this limit a
non-RNAV SID must be flown.
 If a manually entered RNP value was required, this should
be deleted when the RNAV procedure is complete or
when passing FL100 / 10,000ft, whichever is later.
Note: It is permissible to commence a departure conventionally

and convert to RNAV at a later stage, either as a normal part of the
procedure (in which case the RNAV commencement waypoint will
be marked on the chart) or at the Captain's discretion (due, for
example, to poor radio aid coverage on the ground). In either case,
compliance must be checked prior to commencing RNAV
operations and any alternate procedures or clearance agreed with
ATC.

Airspace Procedures
 RNAV STAR. During the Descent Procedure, the flight

crew should verify that the correct procedure has been
selected from the FMS navigation database. The active
FMS route should be checked by comparing the arrival
charts with the map display and the FPL page (in the
same manner as the departure routing is confirmed).
Particular attention should be paid to barometric
reference settings, especially where a change to QNH is
required at a specified waypoint. If a contingency to
revert to a conventional arrival is available it should be
reviewed.
Contingency Procedures
In addition to the normal contingency procedures, the flight crew
must notify ATC of any problem that results in the loss of the
required navigation capability during the procedure.
If one of the following messages is displayed, verify position,

confirming updating is enabled and consider requesting an
alternate clearance. Accomplish any relevant NNCs:
 DGRAD annunciation;
 Any other EPU/RNP exceedance alert.
If the accuracy check confirms that only one FMS position is

incorrect or has failed, resume navigation with the other system.
If the airplane is no longer able to comply with the procedure, an

alternative plan of action must be agreed with ATC. This may
include reversion to a conventional procedure, radar assistance,
continuing visually or an immediate climb to above MSA. In the
event of communications failure the flight crew should continue
with the RNAV procedure in accordance with the published lost
communication procedure.

Airspace Procedures
RNAV AND GPS APPROACHES

Minimum Requirements prior to Start a RNAV or
GPS Approach
 1 Flight Director
 1 Autopilot channel; and
 1 Autopilot (AP) button; and
 2 Autopilot/Trim Disengage (AP/TRIM DISC) buttons;
and
 ROLL CONTROL DISC and PITCH CONTROL DISC
Advisory EICAS messages not shown / not disconnected;
and
 1 DME; and
 1 GPS; and
 1 FMS; and
 1 FMS Source Selector button; and
 1 MCDU; and
 4 Display Units; and
 1 IRS; and
 2 ADS; and
The FMS navigation database must be current.

may be used for enroute and terminal area navigation.
Approach Preparation
WARNING: RNAV (RNP) AR approaches or RNAV (RNP) with
the mention “Authorisation required” are not authorized. The
use of LPV minimums are not authorized.
The following type of approaches are authorized: RNAV

(VOR/DME), RNAV (DME/DME), RNAV (GNSS), RNAV (GPS), GPS.
 Approach (including the missed approach) must be

selected on the MCDU arrivals page.
 Do not modify or add any waypoints to the selected
procedure.
 Verify track and distance between waypoints and vertical
profile (G/P) with the approach chart.
 Verify correct identification of waypoints as “fly-by” or
“fly-over”.
 Inhibit navaids for position updating as per NOTAM.
Note: If a waypoint has an “at or above” altitude restriction, it may

be changed to an “at” altitude restriction using the same altitude.
Speed modifications are allowed as long as the maximum
published speed is not exceeded. No other lateral or vertical
modifications after the IAF are allowed.

Airspace Procedures
Additional requirements when using VNAV minimums:

 If airport OAT is at or above the minimum temperature
for the procedure: do not use the TEMP COMP feature;
 If airport OAT is below the minimum temperature for the
procedure: use TEMP COMP feature;
 Use of Regional QNH is not allowed.
When using LNAV minimums, make cold temperature altitude

corrections to the waypoint altitude constraints if needed. Use the
TEMP COMP feature in the MCDU by entering the destination
temperature on the landing page. This must be entered prior to
reaching the IAF.
The missed approach may be RNAV or conventional.

LNAV may be used, provided the missed approach is coded in the
navigation database and EPU does not exceed RNP (RNP for
missed approach is 1 NM). Otherwise revert to conventional
navigation.
Note: If the missed approach is conventional, the appropriate

airborne equipment and the associated ground navaids must be
operational.
Automation
F/D or A/P is mandatory until suitable visual reference is
established.
Use LNAV and VGP. Use LNAV for final approach course tracking
must be initiated no later than the FAF and before starting descent
to ensure terrain and obstacle clearance.
Notes regarding the use of VGP mode:

 Do not select preview;
 If a holding pattern is performed, VGP will only engage
after the FMS EXITING HOLD is active and with the
airplane in the inbound course of FAF.
 VGP permits a glide path capture when the airplane is
above the desired GP if the vertical mode is ALT. This
condition may cause excessive descent angles, which may
lead to destabilized approaches specially when the
engagement occurs at or in close proximity of the FAF.
For all other vertical modes, the VGP behaves like an ILS
and will capture the glide path only within a certain frame
(about 100 ft above or below path).
ATC interventions can be accepted. However:

 Flying to waypoints not coded in the database is
prohibited;
 Direct-to-IF is acceptable provided the track change at the
IF does not exceed 45°;
 Direct-to-FAF is not acceptable.

Airspace Procedures
 Modifying the procedure to intercept the final approach

course before the FAF is acceptable.
Approach Progress Monitoring

At 2nm before the FAF verify That “APPR” is annunciated on the
RNP data block indications on the HSI.
Both FCMs should monitor the LNAV and VGP deviation scales.
Maximum XTK error is 2 dots.

Maximum VTK error is 1 dot.
Contingency Procedures
After the FAF, in addition to the normal contingency procedures,
the FCMs must notify ATC of any problem that results in the loss
of the required navigation capability during the procedure.
During the approach, any time:

 XTK error exceeds 2 dots, or
 [VNAV minimums] VTK error exceeds 1 dot, or
 DGRAD annunciation, or
 VNAV trajectory is not consistent with altimeter or
vertical speed information
and suitable visual reference has not been established, a missed
approach must be executed.
Note: If a single FMS fails, select the cross-side FMS and continue
the approach.

Airspace Procedures
RVSM AIRSPACE
into RVSM Airspace
 1 Autopilot channels; and
 1 Autopilot (AP) button; and
 1 Altitude Hold (ALT) mode button; and
 ROLL CONTROL DISC and PITCH CONTROL DISC
Advisory EICAS messages not shown / not disconnected;
and
 1 Radar Altimeter system; and
 1 TCAS II system (unless otherwise authorized); and
 1 ATC Transponder; and
 2 ADS (ADS 1, 2 and 3 are RVSM-compliant)
Note: ADS 3 is not compliant in case of loss of sideslip
compensation (i.e. with EICAS message ADS 3 SLIPCOMP
FAIL displayed).
If the Required Equipment is not Serviceable

prior to Entry
 Inform ATC
 Do not enter RVSM airspace
 If possible, re-plan above, below or around RVSM
airspace
Failure of Equipment within RVSM Airspace

 Failure of one PFD Altitude Indication – Notify ATC
 Failure of both PFD Altitude Indications – Notify ATC then
exit RVSM airspace
 Failure of all automatic altitude control systems – Notify
ATC and consider exit from RVSM airspace

Airspace Procedures
INTENTIONALLY BLANK

Adverse Weather
ADVERSE WEATHER
COLD WEATHER
Note: This Operational Procedure should be accomplished when
required in conjunction with the appropriate Normal Procedure.
Review each section BEFORE performing the related NP. Refer to
Supplementary Procedures “Adverse Weather” for full details on
all cold weather procedures.
Power Up
Do the normal Power Up with the following additional steps:
1 Batteries ......................................Check installed and conditions
Battery temperature min -20°C.
Battery 2 voltage at or above 22.5V.
2 External Power (if available) ................................................ Check
External electrical power temperature min -54°C.
Accomplish a normal power up.
After the electric PBIT is done and the message FLT CTRL TEST IN
PROG disappears:
3 Hydraulic System Warm Up ...................................... Accomplish
Warm up must be accomplished before starting the
engines in case of reservoir temperatures below -18°C.
- Electric Hydraulic Pumps Sys 1 and 3A — ON
- PTU — ON
- Wait 30 seconds
- PTU — AUTO
- Electric Hydraulic Pump Sys 2 — ON
4 SLAT/FLAP.................................................................................... Check
5 Fuel Temperature ...................................................................... Check
Jet A fuel min -37°C
Jet A1 fuel min -44°C
Exterior Inspection
Do the normal Exterior Inspection with the following additional
steps:
1 Wheel Chocks ........................................................................... In place
2 Smart Probes/TAT .................................................................................
............ Free of ice and residual deicing and anti-icing fluids.
3 Air Conditioning Inlets/Outlets ................................ Clear of ice
4 All Protective Covers .........................................................Removed
5 Engines............................................................ Clear of ice and snow
6 Landing Gear ....................................... Clear of ice, unobstructed

Adverse Weather
7 Surfaces ................................................... Free of frost, ice or snow
Max 3mm light frost on lower wing, thin hoarfrost on
upper fuselage is acceptable. Cold-soaked fuel frost may
form on the ground on the wing upper surface after long
flights at low temperatures.
Expect this kind of frost when fuel remaining in each tank
exceeds 3420 kg (7540 lb).
8 APU Area ........................................................ Clear of ice and snow
9 Pressurization Static Port ............................................ Clear of ice
Preflight Procedure
Do the following steps before completing the normal Preflight
Procedure:
1 Cold WX secured maintenance procedures ................................
.....................................................................Undone by maintenance
2 APU switch ................................... START if required for heating
3 Air Conditioning Pneumatic Panel ........................................... Set
4 ADS Probe Heaters ........................................................ As required
If probes are contaminated, push in and verify lights
illuminated.
5 In case of remote deicing: delay trim checks.
6 TO DATASET MENU ........................................................................ Set
The MCDU T/O DATASET MENU must be set to REF A/I
ENG when 10°C ≥ OAT ≥ 5°C or to REF A/I ALL when OAT
< 5°C and:
- Icing conditions exist, or
- The ceiling is less than 1,700 ft.
Takeoff Performance
Review following items after completing the takeoff briefing:
1 Max crosswind / tailwind .................................................... Review
Review wind limitations vs. contamination in OM Part B,
Chapter 1.
2 Takeoff thrust ..........................................................................................
............ Full, or fixed takeoff derate, if runway contaminated

Adverse Weather
On Stand De-icing
Perform following procedure for on stand de-icing with engines
shutdown:
1 Cabin crew and passengers ................................................. Advise
2 APU ..................................OFF / if ON: advise ground personnel
3 SLAT/FLAP..............................................................................................0
4 Pitch Trim ........................................................... FULL NOSE DOWN
5 Engine Bleed ..................................................................... Pushed Out
6 APU Bleed ......................................................................... Pushed Out
7 Packs ................................................................................... Pushed Out
Start de-icing:
8 Start time, fluid type, mixture ................................................. Note
9 Holdover time ...................................... Check (see tables below)
Wait at least 1 minute after de-icing:

10 APU Bleed ............................................................................ Pushed In
11 Engine Bleed ........................................................................ Pushed In
Wait at least 3 minutes after de-icing:

12 Packs ....................................................................................... Pushed In
Engine Start Procedure

Do the normal Engine Start Procedure with following
modifications:
1 Pushback before engine start .. Consider on slippery apron
2 Oil Pressure................................................................................... Check
During start with low oil temperatures, the oil pressure
may drop below the minimum oil pressure levels
temporarily after start. If the oil pressure remains below
minimum levels for more than 2 min, the engine must be
shut down and the oil heated.
During cold weather operations, oil pressure peaks to full

scale may occur. Oil pressure should decrease as oil
temperature increases. If oil pressure remains above
normal operating range, the engine should be shutdown.

Adverse Weather
Before Taxi Procedure

Do the normal Before Taxi Procedure with the following
modifications:
1 Steering ........................................................................................ Engage
2 Electric Hydraulic Pumps SYS 1 & 2 .................................... Auto
If reservoir temp is ≥0°C
3 ADS Probe Heater..........................................................Pushed OUT
4 Choose one:
Aircraft will not be de-iced remotely
 Go to step 5
Aircraft will be de-iced remotely

Do not move flaps or flight controls until after de-
icing is completed.
 Go to step 9
5 Flaps ................................................................................................. Check
CAUTION: Monitor movement: if flaps should stop,
immediately place flap lever in the same position as
indicated.
When airplane is de-iced, check flaps full travel (0 – Full –
0)
6 Flaps ................................................................................. Set as needed
If taxiway is contaminated or during precipitation below
0°C or if remote de-icing is required, taxi with flaps 0.
7 Flight controls ...................................... Check full travel and free
8 Pitch Trim ............................................................................................ Set
9 Before Taxi checklist......................................................... Complete
Taxi Out
Perform the normal Taxi Procedure with following modifications:
1 Speed .................................................. Slow, keep greater distance
Vibration due to “cold set” tires may occur, this should
disappear as they recover elasticity during taxi.
2 Thrust ............. Apply minimum thrust evenly and smoothly.
Do not use reverse.
3 Nose wheel steering ................................................ Smaller inputs
4 Use firm brake pressure on taxi stops whenever
pavement conditions permit in order to warm up the
brakes and dry moisture buildup within the disk stack.
Anti-skid protection is not provided below 10 kts, so
apply brakes accordingly.

Adverse Weather
5 Engine run-ups to 54% N1 minimum ...................... As needed
Check that the area behind the airplane is clear.
Run-up 30 seconds every 30 minutes (including taxi in
and out) in icing conditions or if increased fan vibration
due to fan ice accumulation is present.
Remote De-icing (Engines Running)

Perform following procedure if de-icing with engines running:
1 Cabin crew and passengers ................................................. Advise
2 APU ....................................................................................................... OFF
3 SLAT/FLAP..............................................................................................0
4 Thrust levers .................................................................................... Idle
5 Pitch trim ............................................................ FULL NOSE DOWN
6 Engine Bleed ..................................................................... Pushed Out
7 APU Bleed .......................................................................... Pushed Out
8 Packs .................................................................................... Pushed Out
Start de-icing:
9 Start time, fluid type, mixture ................................................. Note
10 Holdover time ...................................... Check (see tables below)
After de-icing:
11 Flaps ................................................................................................. Check
CAUTION: monitor movement: if flaps should stop,
immediately place flap lever in the same position as
indicated.
Check flaps full travel (0 – Full – 0)
12 Flaps ................................................................................. Set as needed
If taxiway is contaminated or during precipitation below
0°C, taxi with flaps 0.
13 Flight controls ...................................... Check full travel and free
14 Trim panel ..................................................................................... Check
15 Pitch Trim ............................................................................................ Set
Wait at least 1 min after de-icing:

16 APU Bleed ............................................................................ Pushed In
17 Engine Bleed ........................................................................ Pushed In
Wait at least 3 min after de-icing:

18 Packs ....................................................................................... Pushed In
19 Before Taxi checklist......................................................... Complete

Adverse Weather
Before Takeoff Procedure

Do the normal Before Takeoff Procedure with the following
modifications:
1 SLAT/FLAP............................................................... Set takeoff flaps
2 Flight Controls ............................................................................. Check
3 Ice Accumulation ........................................................................ Check
4 Engine Run Up ................................................................. As required
5 Before Take Off checklist ................................................ Complete
Takeoff Procedure
Do the normal Takeoff Procedure with the following modification:
1 Engine static run-up......................................................... As needed
For takeoff in icing conditions, it is recommended that
takeoff power be set to approximately 54% N1 and held
at that thrust level for 30 seconds or until fan vibration
level returns to normal just before or in conjunction with
the final takeoff power setting.
In Flight
Do the normal Climb, Cruise and Descent Procedure with the
following modifications:
1 Engine Parameters ............................................................... Monitor
If fan ice build-up is suspected (high indicated or
perceived vibration) accomplish the following periodic
engine run up (one engine at a time).
Reduce one thrust lever at a time towards idle, than

advance to a minimum of 70% N1 for 10 to 30 seconds.
Then return the thrust lever to the position required for
flight conditions.
2 Pitch Attitude and Airspeed ............................................. Monitor
If green dot is to be used, whenever the EICAS message
STALL PROT ICE SPEED is displayed, fly green dot + 10
kts.
If ice related performance decreases are noted, ensure

that all icing systems are selected ON, if necessary
activate manually.

Adverse Weather
After Landing Procedure

Perform the normal After Landing Procedure with following
modifications:
1 Speed .................................................. Slow, keep greater distance
2 Nose wheel steering ................................................ Smaller inputs
3 Thrust ............. Apply minimum thrust evenly and smoothly.
Do not use reverse thrust
4 If approach was flown in icing conditions, or
If Runway or taxiway is contaminated:
Flaps ................................................................................ Do not retract
5 Engine and wing ice protection ............................... As required
6 Engine run-ups to 54% N1 minimum ...................... As needed
Check that the area behind the airplane is clear.
Run-up 30 seconds every 30 minutes (including taxi in
and out) in icing conditions or if increased fan vibration
due to fan ice accumulation is present.
Secure Procedure
If airplane stays unattended in forecasted temperature 0°C or
below, do the following steps.
1 SLAT/FLAP..............................................................................................0
2 Pitch Trim ............................................................................. Full Down
3 Wheel chocks ............................................................. Verify in place
4 Emergency/Parking brakes .............................................Released
5 Coordinate cold weather maintenance procedures
(protective covers installed, water and waste system
drained and batteries removed) with maintenance crew.
6 Doors.............................................................................................. Closed

Adverse Weather
HOLDOVER TIMES
CAUTION: De-icing / Anti-icing fluids used during ground de-
icing / anti-icing are not intended for – and do not provide –
protection during flight.
CAUTION: The time of protection will be shortened in severe

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 also be reduced when aircraft skin
temperature is lower than OAT. Therefore, the indicated
times should be used only in conjunction with a pre-takeoff
check.

Adverse Weather
Active Frost Conditions

Active frost is a condition when frost is forming without
precipitation when aircraft surface temperature is at or below 0°
C and below dew point.
CAUTION: For all other weather conditions the holdover

tables under various weather conditions must be used.

Adverse Weather
Generic Type I fluid

Adverse Weather
Generic Type II fluid

CAUTION: ‘Generic’ Type II fluid: use these tables if the
specifications/manufacturer are unknown.

Adverse Weather
ABAX Ecowing 26 Type II fluid

CAUTION: Use these tables only if the specifications/
manufacturer are confirmed by handling agent.
Note: This fluid is normally used at EBBR / EBCI.

Adverse Weather
Kilfrost ABC-K Plus Type II fluid

CAUTION: Use these tables only if the specifications/
manufacturer are confirmed by handling agent.
Note: This fluid is normally used at EBLG / EBOS.

Adverse Weather
Generic Type III fluid

Adverse Weather
Generic Type IV fluid

Adverse Weather
INTENTIONALLY BLANK

All Weather Operations
ALL WEATHER OPERATIONS
LOW VISIBILITY TAKEOFF (LVTO)

Note: A LVTO is a takeoff with a RVR less than 400m. For US
operations, minimum RVR is 1000ft.
Takeoff is by Captain only.
For an LVTO with an RVR below 150m RVR but not less than
125m the following extra requirements shall be met:
 High intensity runway centreline lights spaced 15 m or
less and high intensity edge lights spaced 60 m or less are
in operation;
 Both flight crew members are qualified for take-offs
below 150m;
 A 90 m visual segment is available from the flight deck at
the start of the take-off run, and
 The required RVR value is achieved for all of the relevant
RVR reporting points
In case of failed or downgraded equipment, the minimum take-off

RVR required is the highest of:
 Chart minima;
 Minima derived from the table below:
RVR / Visibility
Operating Facilities
(1)
Day: Runway edge lights and runway
centre line markings
Night: Runway edge lights and runway end
300 m
lights, or
Runway centre line lights and
runway end lights
Runway edge lights and runway centre line
200 m
lights
Runway edge lights and runway centre line TDZ, MID, rollout
lights 150 m (2)
High intensity runway centre line lights
TDZ, MID, rollout
spaced 15 m or less and high intensity edge
125 m (2)
lights spaced 60 m or less are in operation
Note 1: The reported RVR value representative of the initial part
of the take-off run can be replaced by Flight Crew Member
assessment.
Note 2: The required RVR value shall be achieved for all of the
relevant RVRs.

AUTOLAND
General
Autoland PF
Cat I (*) As needed CAPT
LTS Cat I Mandatory CAPT
Cat II Mandatory CAPT
OTS Cat II Mandatory CAPT
Cat IIIA Mandatory CAPT
(*) WARNING: In CAT I conditions or better, Low Visibility

Procedures may not be in force. Interference of ILS signals
may occur. The flight path must be closely monitored and
autopilots disengaged immediately if excessive disturbances
occur near the ground.
Equipment Required for Autoland

Required System
1 Autopilot Channel
2 Flight Director Systems
2 Autopilot/Trim disengage buttons
Required A/P disconnect aural warning
1 Autopilot button
A/T Engagement Annunciation (If A/T is
Required
used)
Not disconnected. ROLL CONTROL DISC and PITCH
No EICAS message. CONTROL DISC Advisory EICAS message.
1 Windshield wiper
2 RA/BARO Selector knobs
Decision Height/Minimum Descent
2
Altitude (MINIMUMS) Selector knobs
1 (only if PREV
VOR/Localizer (V/L) Source Selector
button is inoperative
button
on the same side)
2 Radar Altimeter System
2 VOR/ILS System
GS validity check means (i.e. OM or
Required
equivalent)
2 Inertial Reference Systems
2 Primary Flight Displays (PFD)
1 VHF/COMM System
1 EGPWS
2 Air Data Systems (ADS)
2 GP channels
1 Engines operating
S/F 5 Landing flap setting

Runway Conditions and Wind Limits

 Braking action.......................................................... > 0.3 (Medium)
 Wind limits .................................................................................... Check

Headwind 25kts, Crosswind 15kts, Tailwind 10kts.
Note: If runway is contaminated or braking action is less
than GOOD, see OM Part B
DH and Controlling RVR

Note: LVP must be in force.
LTS OTS Cat

Cat II
Cat I Cat II IIIA
DH (ft), use chart or OMC Chart
100 100 50
minimums if higher DA
TDZ RVR (m), use chart or OMC
400 350 300 200
minimums if higher
MID RVR (m) 125 125 125 125
END RVR (m) 75 75 75 75
The touchdown zone RVR is always controlling. If reported and
relevant, the midpoint and stop end RVR are also controlling.
‘Relevant’ means that part of the runway used down to 60 knots.

Bugs
RA: set DH
For CAT I, first select RA.

After AUTOLAND is annunciated, change to BARO and set DA.
Set approach V-speeds using QRH Performance data, CAT II

Operations.

Contingencies
Note: Any autoland status change (as installed) is called
immediately by the first FCM who sees it.
Note: Below 400 ft, the PM does not make FMA callouts, except if
it is erroneous or missing.
Pilot response
Failure At or below 800 ft
Above 800 ft RA
RA
Engine failure
Engine failure Continue approach
AFCS failure
Flashing
green/red AP on
Re-engage A/P Manual go-around
FMA with aural
alarm
HARDOVER Manual go-around
SLOWOVER Manual go-around
ASA change from
If not recovered by
AUTOLAND1 to Automatic go-
800 ft: automatic
APPR2 or around
go-around
APPR1ONLY
AT amber Continue with manual thrust
FLARE does not
- Manual landing
engage at 50 ft RA
RETD does not Manually retard
-
engage at 30 ft RA thrust levers
Alert
ILS Deviation
Go-around
Alert
Note: When experiencing an AFCS failure, a manual landing can be

considered if suitable visual references are established.

INTENTIONALLY BLANK

Supplementary Procedures
SUPPLEMENTARY PROCEDURES
COMMUNICATIONS
CPDLC Logon
May be accomplished 45-15 minutes prior to FIR entry point.
Verify ACARS LINK is AVAILABLE.
Note: If the ACARS LINK is not AVAILABLE, continue with

standard VHF voice procedures.
Complete CPDLC Logon

1 DLK key ........................................................................................... Select
2 ATC.................................................................................................... Select
3 NOTIFY ............................................................................................ Select
Insert or verify appropriate data (ATC callsign should be
used)
4 ATC CENTER NOTIFY ............................................................... Select
Once a successful connection is established the “NOTIFY” prompt

changes to “NOTIFYING” and finally “NOTIFIED” to indicate
successful logon.
Prior to crossing the next FIR boundary an automatic logon will

occur and a following message should be received.
CURRENT ATC UNIT

EDYY MAASTRICHT
Note that upon leaving CPDLC airspace, logoff will occur

automatically.
Log-on Addresses
Address Sector
European Continental Airspace
EDYY Maastricht Above FL245
EDUU Rhein Above FL245
EGPX Scottish Above FL285 or FL195
where available
EGTT London Above FL285 or FL195
where available
EISN Shannon Above FL285
LSAG Geneva Above FL145
LSAZ Zurich Above FL145
GCCC Canarias

Receiving a Datalink Clearance

Upon receiving a clearance via datalink, accomplish the following
routine:
Both pilots should check the datalink clearance
ACCEPT (or REJECT) the clearance
Set the uplinked clearance data on the appropriate panel

or MCDU page.
Accomplish the clearance
Data Link Exchange

A typical data link exchange, such as an altitude request (other
requests follow a similar format) between the flight crew and ATC
includes the following steps:
1 DLK key ........................................................................................... Select
2 ATC.................................................................................................... Select
3 REQUEST ........................................................................................ Select
Insert appropriate data
4 VERIFY ............................................................................................ Select
Verify the downlink request
5 SEND ................................................................................................ Select
ATC Response
ATC may initially send a STANDBY message; CANCEL (CANC) this
response.
If an altitude request is approved, a conditional clearance can be

expected (report leaving, passing or level).
An automatic response report will be generated to the original
message. Pushing the ROGER / WILCO prompt opens this report.
If the report is not automatically generated, it can be sent
manually through the REPORT page.

REFUELLING OR DEFUELLING
Note: This procedure is to used when refueling or defuelling with
passengers embarking, on board or disembarking is needed.
WARNING: Wide-cut fuels (JP-4, Jet B) are prohibited.
WARNING: Local regulations always supersede this

procedure. Refer to your charts, OM Part C or handling agent.
1 Handling agent .......................................................................... Inform
Coordinate with the handling agent to inform the airport
fuelling superintendent and the fire services with
intentions and parking position.
2 SCCM .............................................................................................. Inform
3 Fuelling company (truck driver) ....................................... Inform
4 Engines................................................................................... Shutdown
5 Weather .......................................................................................... Check
Fuelling is prohibited during thunderstorm activity.
6 HF radios .............................................................................. Do not use
7 FSTN BELTS switch ....................................................................... OFF
8 NO SMKG switch ............................................................................... ON
9 EMERGENCY LIGHTS selector .......................................... ARMED
Verify no EMERG LT NOT ARMED on EICAS.
10 Minimum 3 cabin crew ..................................................... On board
11 FCM in the flight deck .............................................................Ensure
One FCM must be present in the flight deck.
12 P.A. announcement ......... “Cabin crew, fuelling is imminent”
13 CCMs at stations ..............................................Confirm with SCCM
14 Evacuation means ............................................................... Available
Confirm with SCCM that at least one aerobridge or stairs
is available and that all other outside door areas are clear
to permit slide deployment.
15 Fire brigade .............................. Check near aircraft (as needed)
Or adequate fire-fighting equipment.

16 Communication with supervising ground crew .... Establish
Communication shall be established and shall remain via
intercom or other suitable means.
Note: if fuel vapour is detected inside the aeroplane, or

any other hazard arises during refuelling or defuelling,
fuelling must be stopped immediately.
17 Emergency evacuation order ............................................. Review
Be ready to use it when dictated by circumstances.
18 When fuelling is completed:
P.A. announcement ....... “Cabin crew, fuelling is completed”

Non-Normal Procedures
NON-NORMAL PROCEDURES
BOMB THREAT
Airplane is on the ground
1 Crew briefing:
Prepare passengers for evacuation.
Suspicious object should not be touched.
2 Disembark passengers:
Disembark passengers and crew with all hand baggage
using steps or airbridge.
Use escape slide only in extreme emergency.
Assemble passengers at least 200 m upwind of the
airplane.
Airplane is in flight
WARNING: Do not raise cabin altitude.
1 Level off, fly at turbulent air penetration speed and, if
possible, avoid turbulence.
2 Flight deck door ......................................................... Verify Locked
3 Cabin Crew ................................................................................... Notify
4 Seat Belt Signs .................................................................................... ON
5 GALLEY ............................................................................................... OFF
Advice cabin crew to shut down Galley Master Switches
6 IFE/CSS Power switches .................................................. Push Out
7 LFE ........................................................... Set current cabin altitude
8 Declare an emergency and plan to land at the nearest
suitable airport. Use the phrase “Flight is secure”.
9 When conditions allow, descend to current cabin altitude
at turbulent air penetration speed.
Descending to the existing cabin altitude will result in a
cabin differential pressure of zero, reducing the structural
load on the fuselage as far as possible.
10 Consider setting transponder code 7700
11 Brief crew and passenger for a Precautionary or
Emergency landing (example PA follows)
12 Organize search of flight deck and cabin
13 Establish landing configuration early
14 Review Operation Procedures “Interception” (Monitor
121.5 MHz)
15 Advise ATC of requirements for remote parking,
passenger coaches and steps

16 After landing, disembark passengers and crew with
minimum delay, with hand baggage when circumstances
permit
17 If an immediate landing cannot be made:
 Make a PA to the passengers (example follows)
 Request any passengers with I.E.D. experience to
come forward to assist with bomb search and
covering, etc.
18 If a suspicious device is discovered:
 It is preferable not to move it.
 Cover with polythene and pack with wet pillows,
blankets, etc.
 Move passengers away.
 Move portable oxygen, first aid kits, etc. away.
 Fire extinguishers should be available.
 Disconnect non-essential electrical power near the
device.
19 If device is to be moved (after cabin differential pressure

is ZERO), move as close as possible to The last but one
window on the airplane left side (least risk bomb
location):
 Disarm door escape slide.
 Place and secure device on top of escape bustle.
 Do not remove bustle from door.
 Use maximum amount of blast attenuating
materials, with only soft material being piled above
the seat back level.
20 Example of a bomb warning PA:
Captain to announce:
“May I please have your complete attention. We have
received a warning that a device has been placed on
board this aircraft. We consider this warning to be a hoax
(fake warning), as calls of this nature have been received
by airlines many times in the past.
However, as your safety is of paramount importance, we
must take such warnings seriously.
I am, therefore, making arrangement to land as soon as
possible so that a thorough search of the aircraft can be
carried out.”
(if applicable):
“In the meantime, the cabin crew will be carrying out a
preliminary search and I would be grateful for your co-
operation.
I would like to repeat that this warning is almost certainly
a hoax and that there is no cause for alarm.
I will let know as soon as I have any further information”

FLAT TIRE / TIRE BURST

Guideline for tire burst during takeoff
1 When unaccounted vibration occurs during takeoff roll,
always consider a possible tire problem.
2 Do not reject above 80 kt, there may not be sufficient
runway with the available brakes.
3 Leave gear and flaps down (if performance permits).
4 Ask for an inspection of the takeoff runway.
Landing on a flat tire

1 Burn off fuel.
2 Use normal landing technique.
3 Use centre of the runway.
4 Use differential braking as necessary for directional
control.
5 With a single tire failure towing is not necessary unless
unusual vibration is noticed or other failures have
occurred.
6 If a nose gear tire is known to be flat:
 Autobrakes may be used at lower settings if
desired.
 Slowly and gently lower the nose wheels to the
runway while braking lightly.
 Runway length permitting, use idle reverse thrust.
 After nose gear touchdown, increasing or
decreasing control column back pressure may
change vibration levels
 Maintain nose gear contact with the runway.
7 If one or more main gear tires are known to be flat:
 Do not use autobrakes.
 Expect a general loss of braking effectiveness, a
yawing moment towards the flat tire with light or
no braking and a yawing moment away from the
flat tire if the brakes are applied harder.
 After touchdown, ensure ground spoilers are
deployed then use maximum reverse thrust.
8 If uncertain whether a nose tire or a main tire has failed:
 Slowly and gently lower the nose wheels to the
runway.
 Do not use autobrakes.
 Differential braking may be required to steer the
airplane.
 Use idle or higher reverse thrust as needed to stop
the airplane.
Note: Extended taxi distances or fast taxi speeds can cause

significant increases in temperatures on the remaining tires.

HIJACK
Airplane is on the ground
1 Flight deck door ......................................................... Verify Locked
2 ATC...................................................Inform “Flight deck is secure”
3 Do not takeoff.
4 Pass all relevant information to the authorities when
possible.
5 ATC may be able to provide a discrete frequency for
communications with security personnel.
Airplane is in flight
1 Flight deck door ........................................................... Verify locked
2 ATC...................................................Inform “Flight deck is secure”
3 Declare an emergency and plan to land at the nearest
suitable airport.
4 Pass all relevant information to the authorities when
possible.
5 Transponder ........................................................................... Set 7500
6 Review Operation Procedures “Interception” (Monitor
121.5 MHz)
7 ATC may be able to provide a discrete frequency for
communications with security personnel.

Administration
ADMINISTRATION
LIST OF EFFECTIVE PAGES

Page Rev Date Page Rev Date
OI-TOC-1 4.0 28 APR 2014 OI-2-12 4.0 28 APR 2014
OI-TOC-2 4.0 28 APR 2014 OI-2-13 4.0 28 APR 2014
OI-0-1 4.0 28 APR 2014 OI-2-14 4.0 28 APR 2014
OI-0-2 4.0 28 APR 2014 OI-2-15 4.0 28 APR 2014
OI-1-1 4.0 28 APR 2014 OI-2-16 4.0 28 APR 2014
OI-1-2 4.0 28 APR 2014 OI-3-1 4.0 28 APR 2014
OI-1-3 4.0 28 APR 2014 OI-3-2 4.0 28 APR 2014
OI-1-4 4.0 28 APR 2014 OI-3-3 4.0 28 APR 2014
OI-1-5 4.0 28 APR 2014 OI-3-4 4.0 28 APR 2014
OI-1-6 4.0 28 APR 2014 OI-3-5 4.0 28 APR 2014
OI-1-7 4.0 28 APR 2014 OI-3-5 4.0 28 APR 2014
OI-1-8 4.0 28 APR 2014 OI-3-6 4.0 28 APR 2014
OI-1-10 4.0 28 APR 2014 OI-4-1 4.0 28 APR 2014
OI-2-1 4.0 28 APR 2014 OI-4-2 4.0 28 APR 2014
OI-2-2 4.0 28 APR 2014 OI-4-3 4.0 28 APR 2014
OI-2-3 4.0 28 APR 2014 OI-4-4 4.0 28 APR 2014
OI-2-4 4.0 28 APR 2014 OI-5-1 4.0 28 APR 2014
OI-2-5 4.0 28 APR 2014 OI-5-2 4.0 28 APR 2014
OI-2-6 4.0 28 APR 2014 OI-5-3 4.0 28 APR 2014
OI-2-7 4.0 28 APR 2014 OI-5-4 4.0 28 APR 2014
OI-2-8 4.0 28 APR 2014 OI-ADM-1 4.0 28 APR 2014
OI-2-9 4.0 28 APR 2014 OI-ADM-2 4.0 28 APR 2014
OI-2-10 4.0 28 APR 2014
OI-2-11 4.0 28 APR 2014
REVISION HIGHLIGHTS
No change.
REVISION 4.0 Operations Manual Part B OI-ADM-1

Administration
INTENTIONALLY BLANK
OI-ADM-2 Operations Manual Part B REVISION 4.0

E-Jet QRH OI V4

Uploaded by

Copyright:

Available Formats

You might also like

E-Jet QRH OI V4

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

E-Jet QRH OI V4

Uploaded by

Copyright:

Available Formats

OPERATIONAL INFORMATION

Table of Contents...................................................................... OI-TOC-1

REVISION 4.0 Operations Manual Part B OI-TOC-1

OI-TOC-2 Operations Manual Part B REVISION 4.0

This chapter contains operational information and procedures

Procedures accomplished on the ground are usually accomplished

REVISION 4.0 Operations Manual Part B OI-0-1

OI-0-2 Operations Manual Part B REVISION 4.0

Establish communication with intercepting airplane. Use

Consider squawk; set 7700 (distress), 7600 (lost communication)

If no communication with intercepting airplane can be

Signals Initiated by Intercepting Airplane and Responses by

REVISION 4.0 Operations Manual Part B OI-1-1

OI-1-2 Operations Manual Part B REVISION 4.0

Note: The FMS meets the requirements for a multi-sensor area

In the Event of Airborne Failure of a Required

REVISION 4.0 Operations Manual Part B OI-1-3

P-RNAV (RNAV 1 & RNAV 2) AIRSPACE

The FMS navigation database must be current.

P-RNAV SIDs and STARs

Note: It is permissible to commence a departure conventionally

OI-1-4 Operations Manual Part B REVISION 4.0

 RNAV STAR. During the Descent Procedure, the flight

If one of the following messages is displayed, verify position,

If the accuracy check confirms that only one FMS position is

If the airplane is no longer able to comply with the procedure, an

REVISION 4.0 Operations Manual Part B OI-1-5

RNAV AND GPS APPROACHES

The FMS navigation database must be current.

Note: The FMS meets the requirements for a multi-sensor area

The following type of approaches are authorized: RNAV

 Approach (including the missed approach) must be

Note: If a waypoint has an “at or above” altitude restriction, it may

OI-1-6 Operations Manual Part B REVISION 4.0

Additional requirements when using VNAV minimums:

When using LNAV minimums, make cold temperature altitude

The missed approach may be RNAV or conventional.

Note: If the missed approach is conventional, the appropriate

Notes regarding the use of VGP mode:

ATC interventions can be accepted. However:

REVISION 4.0 Operations Manual Part B OI-1-7

 Modifying the procedure to intercept the final approach

Approach Progress Monitoring

Maximum XTK error is 2 dots.

During the approach, any time:

OI-1-8 Operations Manual Part B REVISION 4.0

If the Required Equipment is not Serviceable

Failure of Equipment within RVSM Airspace

REVISION 4.0 Operations Manual Part B OI-1-9

OI-1-10 Operations Manual Part B REVISION 4.0

REVISION 4.0 Operations Manual Part B OI-2-1

OI-2-2 Operations Manual Part B REVISION 4.0

Wait at least 1 minute after de-icing:

Wait at least 3 minutes after de-icing:

Engine Start Procedure

During cold weather operations, oil pressure peaks to full

REVISION 4.0 Operations Manual Part B OI-2-3

Before Taxi Procedure