EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Chapter 14: Navigation and Communication

Emergency Overwing Exits

General
External communication is provided by three VHF COM radio
transceivers, two Mode S transponders, a SELCAL system, a
Communications Management Unit (CMU), and ARINC VHF
PRESTO microphones (on some aircraft). Internal
communication is provided by an intercom system for the flight
deck and ground personnel, an interphone system for the flight
attendant and the flight deck, and a Passenger Address (PA)
system. Additionally, a Cockpit Voice Recorder (CVR) is
installed to record all communication and navigation audio
signals.
Navigation is provided by two VHF NAV receiver modules, two
marker beacon receivers, two DME modules, an ADF module,
and either one or two GPS receivers.
The Radio Management System (RMS) integrates the major
navigation and communication systems. The RMS consists of
two Integrated Communication Units (ICU 1 and 2) and two
Integrated Navigation Units (INU 1 and 2). The RMS is primarily
controlled by two Radio Management Units (RMU 1 and 2).
RMU 1 normally controls ICU 1 and INU 1 while RMU 2 normally
controls ICU 2 and INU 2. In addition to the RMUs, one or two
Flight Management Systems (FMS) allow the VHF COM radios,
transponders, NAV receiver modules, and ADF receiver to be
tuned. The FMS(s) also provide access and interface to the GPS
receiver(s). Additional controls are installed in the aircraft for
other various communication and navigation systems.

Communication Systems
VHF COM Radios
ExpressJet has a three VHF COM radios installed on the EMB-145/EMB-135 fleet. The VHF COM radios have
an operating range of 118 to 136.975 MHz. All three COM radios are capable of transmitting and receiving
voice messages, but COM 3 is also capable of transmitting and receiving data messages. COMs 1 and 2 are
normally used for regular radio communication and COM 3 is normally used to transmit and receive data for
the Communications Management Unit (CMU). VHF COM 1 is powered by essential DC bus 1, VHF COM 2 is
powered by avionics DC bus 2A, and VHF COM 3 is powered by the avionics DC bus 1B.
The COM radios are primarily controlled with two Radio Management Units (RMU 1 and 2). RMU 1 is used to
control VHF COM 1 and RMU 2 is used to control VHF COM 2, but either RMU can tune either radio when
utilizing the RMU cross-side operation mode. If required, it is possible to display COM 3 on an RMU instead of
COM 1 or COM 2. The Tuning Backup Control Head (TBCH) provides an alternative means to tune COM 2 if
both RMUs fail. The Flight Management System(s) (FMS) are linked to COMs 1 and 2 to allow frequencies to
be entered with the Control Display Unit (CDU) alphanumeric buttons.

Transponders
Two transponders are installed in the aircraft. The transponders provide full Air Traffic Control Radio Beacon
Service (ATCRBS), Mode S, and TCAS capabilities. Transponder 1 receives altitude information from Air Data
Computer (ADC) 1 and transponder 2 receives altitude information from ADC 2. To ensure the correct altitude
is reported to ATC, use the transponder associated with the ADC the flight director is coupled to.
The transponders and TCAS displays are primarily controlled with the RMUs. The FMS(s) are linked to the
transponders to allow the transponder code to be changed with the CDU alphanumeric buttons.

05.18.2014 223
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Communications Management Unit (CMU)

The CMU is a router that allows the aircraft to send and receive data via VHF COM 3. The CMU allows the
flight crew to access AeroData for aircraft performance, Aircraft Communications Addressing and Reporting
System (ACARS) to communicate with airline operations, and Controller Pilot Data Link Communication
(CPDLC) to obtain route clearances and ATIS/weather reports. The CMU is accessed via the Control Display
Unit(s) (CDU). The CMU is powered by avionics DC bus 1B.

NOTE: The CMU communicates to ground stations operated by Data Link

Service Providers (DSP). If the aircraft is in an area that does not have
DSP coverage, then the CMU will not be able to send or receive messages.

Honeywell Mark III CMU ACARS Menu

Ground-to-Air Selective Calling (SELCAL) System

The SELCAL system operates in conjunction with COM 2 and allows the flight crew to communicate with
company personnel. Specific radio frequencies are available for regions ExpressJet operates. The SELCAL
system continuously monitors COM 2, so when COM 2 is tuned to one of the operations frequencies, the
system can respond to calls from the company. When the company wishes to contact an aircraft, it transmits a
four-letter code unique to the desired aircraft over the operations frequencies. If COM 2 is tuned to one of
those frequencies, the striped bar in the panel mounted SELCAL button will illuminate and the Aural Warning
Unit (AWU) will broadcast, “Call” over the intercom system.

224 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

ARINC VHF Direct Dial Press-To-Talk (PRESTO) System

Some aircraft are equipped with Dual-Tone Multi Frequency (DTMF) hand microphones. These microphones
allow flight crews to talk directly to Dispatch and ARINC radio operators over dedicated VHF ARINC
frequencies.

To place a call to Dispatch, tune a COM radio to the area frequency listed in the Jeppesen ARINC VHF radio
network coverage charts. Then, press the push-to-talk button while dialing the airline code (282) followed by
the two-digit dispatch desk code listed on the flight release to the right of the dispatch extension number after
“AG RADIO.” When dialing, hold each key for at least half a second and allow at least half a second pause
between keystrokes. Press the # key within 20 seconds of dialing the airline code and dispatch desk code to
place the call. To end the call, press the 0 and # keys.
To contact an ARINC radio operator, call “San Francisco ARINC” or “New York ARINC” on the area frequency
listed in the Jeppesen ARINC VHF radio network coverage charts. San Francisco ARINC controls all networks
except GulfNet and MaritimeNet. If the call is not answered within one minute, call again on the same
frequency. If no contact can be made after three minutes, try a different frequency.

Passenger Address (PA) and Interphone Systems

The PA system allows the flight deck occupants and the flight attendant to make passenger announcements
over speakers located in the Passenger Service Units (PSU). Although, the flight attendant can make
announcements over the PSU speakers with the flight attendant handsets, announcements from the flight deck
take priority if a Digital Audio Panel (DAP) is configured to make PAs. The PA system also generates chimes
for the PSUs and cabin sings. When a flight attendant call button is pressed on any PSU, a single chime
sounds in the cabin. When the no smoking or fasten belts switches are moved, a single chime sounds over the
flight deck intercom and PSU speakers. The galley CD player allows the safety briefing CD to be played over
the PSU speakers
The interphone system allows the flight deck occupants and the flight attendant to communicate with each
other through the flight attendant handsets. A panel in the flight deck allows the flight deck occupants to initiate
communication with the flight attendant and a panel above each flight attendant handset allows the flight
attendant to initiate communication with the flight deck.
NOTE: The end and beginning of sterile flight deck procedures when passing 10,000
feet is signaled with the no smoking sign switch and not the ATDT CALL button.

05.18.2014 225
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Intercom System
The intercom system allows the captain, FO, observer, and ground personnel to communicate with each other.
Headset jacks are available near each pilot seat, the observer seat, the GPU receptacle access panel, and the
aft ramp hail communication panel.
The Digital Audio Panels (DAP) and control yoke communication switches control the intercom system for the
captain and FO. A button on each DAP allows either the headset microphone or the emergency oxygen mask
microphone to be connected to the intercom system. The control yoke communication switches are used to
turn the hot microphone feature on or off. When the hot microphone feature is enabled, audio from the
associated microphone is continuously sent to the intercom system. A switch on the observer headset jack
panel controls the hot microphone feature for the observer. Call buttons in the GPU receptacle access panel
and the aft ramp hail communication panel broadcast a tone over the intercom system and flight deck
speakers to alert the flight crew that ground personnel are trying to communicate with them.

NOTE: When using the emergency mask microphones, turn the hot microphone
feature off to prevent transmitting regulator noises over the intercom system.

Cockpit Voice Recorder (CVR)
Audio signals from all three Digital Audio Panels (DAP) AUDIO COMPRESSOR
BOARD
and a flight deck microphone are recorded on a solid AIRCRAFT
INTERFACE BOARD
state CVR system. Time information from the captain’s MEMORY INTERFACE
CABLE
HIGH-TEMPERATURE
clock is also recorded by the CVR. The CVR records INSULATION
MEMORY BOARDS
audio information whenever essential DC bus 2 is
powered. The CVR has a crash survivable memory unit STAINLESS-STEEL
capable of storing up to two hours of audio recordings. CASING

An impact switch turns the CVR off after a 5G impact is

detected. An Underwater Locator Beacon (ULB) is
triggered when the CVR is submerged in water. When
activated, the ULB transmits for approximately 30 days.
The CVR incorporates an erase feature. The erase
feature can be activated by pressing the ERASE button ACQUISITION
PROCESSOR BOARD
on the CVR control panel when the aircraft is on the
ground with the parking brake set. This will make the UNDERWATER
CVR data unavailable for regular data reading; however, LOCATOR BEACON

it is still possible for the CVR manufacturer to recover CVR Components

the “erased” CVR data.

NOTE: The flight deck microphone is located under the compass.

CVR Test
The CVR must be tested on the first flight of the day for the aircraft. The test is performed by pressing the
TEST button on the overhead panel. A successful test is indicated by the illumination of status LED for one
second. If the status LED does not illuminate, plug a headset into the CVR panel and press the TEST button
again. A tone will be heard over the headset if the test is successful.

CVR Panel

226 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Navigation Systems
VHF NAV Receiver and DME Modules
Each aircraft has two VHF NAV receiver modules and two DME modules. The VHF NAV receiver modules
include VOR/LOC, glideslope, and marker beacon receivers. The DME modules are capable of simultaneously
tracking four channels while using two other channels for identifying functions.
The NAV receiver modules and DME modules are primarily controlled with the RMUs. RMU 1 is used to
control VHF NAV 1 and RMU 2 is used to control VHF NAV 2, but either RMU can tune either NAV receiver
when utilizing the RMU cross-side operation mode. The FMS(s) are linked to the NAV receivers to allow
frequencies to be entered with the CDU alphanumeric buttons. The marker beacon receivers are controlled
with the DAPs. The DAPs allow the sensitivity and volume of the marker beacon receivers to be adjusted.
NOTE: The VHF NAV receiver modules are CAT II capable.

NOTE: VHF NAV 1 is powered by avionics essential DC bus 1.

NOTE: DME is not available when operating in essential electric power.

ADF Module
The ADF module includes an ADF antenna and an ADF receiver. The ADF receiver has an operating range of
100 to 1799.5 kHz and 2181 to 2183 kHz.

CAT II Requirements
When conducting a CAT II approach, the QRH Monitored Approach Briefing must be accomplished. The FO
will fly the approach procedure and if necessary, the missed approach procedure. The captain will monitor the
approach and accomplish the landing if the runway is sighted. The aircraft must be configured with the flaps
set at 22° and the autopilot must be disengaged by 85 feet AGL.
The maximum permitted headwind is 30 knots, the maximum permitted crosswind is 10 knots, and the
maximum permitted tailwind is 10 knots (9 knots for the EMB-145XR). The minimum Decision Height (DH)
ExpressJet is approved for is 100 feet and the minimum TDZ RVR ExpressJet is approved for is 1,200 feet.
The runway must have ALSF-1, ALSF-2, or an ICAO equivalent approach lighting system. The runway also
must have High Intensity Runway Lighting (HIRL), Touchdown Zone (TDZ) lights, and Centerline Lights (CL).
Additionally, the equipment requirements on the chart below must be met.
Aircraft Equipment Requirements
Equipment Number
Go-around Buttons 1
AHRS 2
EICAS 1
Primary Flight Displays 2
Multi-Function Displays 1
Autopilot 1
Yaw Damper Yes
Electric Trim System 1
FD System 2
VHF NAV System 2
VHF COM System 1
Radio Altimeters 1
EGPWS or GPWS 1
Aural Warning Unit Channel 1
Air Data Systems 2
Engines 2
Hydraulic Systems 1 and 2
Windshield Heat 2
Windshield Wipers 2
SBY Altimeter 1
SBY Attitude Indicator 1
SBY Airspeed Indicator 1
CAT II Checklist Logic Yes

05.18.2014 227
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Flight Management System (FMS)

The FMS acts as the primary navigational source for the EMB-145 and
EMB-135. Some aircraft have two FMS units and some aircraft have one
FMS unit. Each FMS has a Control Display Unit (CDU) used to control the
FMS. A joystick is also available to interact with the MFD. The CDU consists
of a display screen, line select buttons, mode buttons, function buttons, and
alphanumeric buttons. Besides navigation, the FMS calculates aircraft
performance, provides radio tuning capabilities, and offers access to the
CMU.
The Navigation Computer (NZ) of the FMS is certified for Oceanic, Remote,
North Atlantic Minimum Navigation Performance Specification Airspace,
Enroute, Terminal, Non-Precision Approach, and Required Navigation
Performance 10. The NZ receives information from a GPS receiver, Air Data
Computers (ADC) 1 and 2, Attitude Heading Reference Systems (AHRS) 1
and 2, VHF NAV receivers 1 and 2, and DME modules 1 and 2. The NZ
uses data from its GPS receiver primarily, but the NZ also monitors DME
and VOR data. If the NZ is unable to navigate via GPS, it will attempt to
Control Display navigate via DME/DME. If the NZ is unable to navigate via DME/DME, it will
Unit (CDU) attempt to navigate via VOR/DME. If the NZ is unable to navigate via
VOR/DME, the NZ will then be in the Degraded (DGRAD) mode and after two minutes, it reverts to the Dead
Reckoning (DR) mode. In the DR mode, the NZ will estimate the position of the aircraft based on the last
known heading, track, ground speed, TAS, and wind data gathered from AHRS 1 and 2 and ADC 1 and 2.
The FMS contains a database of airports, VORs, NDBs, waypoints, airways, departure procedures, arrivals,
and approach procedures. The database can be used to construct a flight plan. Although the FMS flight plan
can be defined both laterally and vertically, the Flight Director (FD) can only follow lateral navigation
information. Vertical guidance for descents is displayed with the Vertical Path Indicator (VPI) on the PFD. The
VPI will appear next to the altitude tape when nearing the Top-Of-Descent (TOD) to satisfy an altitude
constraint in the FMS flight plan that is below the current altitude. Vertical guidance is not available for climbs.
Holding patterns can be created and inserted into the flight plan. The flight plan is displayed on the MFDs with
white lines connecting the points that define the flight plan.

Dual FMS Configuration Operating Modes

Three operating modes are available for aircraft with two FMSs. ExpressJet normally operates the FMSs in
the DUAL MODE. In the DUAL MODE, the flight plan, performance data, pilot defined waypoints, and radio
frequencies are automatically transferred from one FMS to the other when a change is made to either. The
INITIATED TRANSFER MODE and INDEPENDENT MODE are also available. In the INITIATED
TRANSFER MODE, the flight plan and performance data will only be transferred to the other FMS via a
prompt on the last page of the flight plan. Pilot defined waypoints and radio frequencies will automatically
be transferred. In the INDEPENDENT MODE, only radio frequencies are automatically transferred to the
other FMS.

Aircraft Antennas and Sensors

TCAS II GPS 1 (2) TRANSPONDER VHF 1 ADF VHF 3 ELT VOR/LOC

TOP TOP

GLIDE TCAS II DME 1 VHF 2 DME 2

SLOPE BOTTOM
MARKER MARKER
BEACON 2 BEACON 1
TRANSPONDER
BOTTOM

228 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Radio Management System (RMS)

Radio Management System (RMS)
The RMS consists of two Integrated Navigation Units (INU
1 and 2) and two Integrated Communication Units (ICU 1
and 2). The RMS is controlled by RMU 1 and 2, the Tuning
Backup Control Head (TBCH), three Digital Audio Panels
(DAP), and either one or two FMSs. A Radio System Bus
(RSB) connects the RMUs, TBCH, and FMS(s) for
information exchange. Navigation and communication data
is displayed on the RMUs, PFDs, and MFDs.

RMU Schematic

Integrated Communication Units (ICU)

Two ICUs provide radio communication and ATC transponder capabilities. Each ICU consists of a VHF
COM radio and a Mode S transponder. The VHF COM radios have an operating range of 118 to 136.975
MHz. The transponders provide full Air Traffic Control Radio Beacon Service (ATCRBS), Mode S, and
TCAS capabilities.

Integrated Navigation Units (INU)

Two INUs provide radio navigation capabilities. Each INU consists of a VHF NAV receiver module and a
DME module. INU 1 also has an ADF module. Each VHF NAV receiver module includes VOR/LOC,
glideslope, and marker beacon receivers. The DME modules are capable of simultaneously tracking four
channels while using two other channels for identifying functions. The ADF module includes an ADF
antenna and an ADF receiver. The ADF receiver has an operating range of 100 to 1799.5 kHz and 2181 to
2183 kHz.

05.18.2014 229
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Controls and Indications

Radio Management Units (RMU)
Two RMUs control the integrated navigation and integrated communication units. RMU 1 provides primary
control of ICU 1 and INU 1. RMU 2 provides primary control of ICU 2 and INU 2. A cross-side operating mode
allows RMU 1 to control ICU 2 and INU 2 or RMU 2 to control ICU 1 and INU 1. Besides the normal radio
navigation and communication page, the RMUs can also display information from the PFDs, MFDs, and
EICAS in case the normal displays fail. RMU 1 is powered by essential DC bus 1 and RMU 2 is power by
essential DC bus 2.
1. Frequency transfer button – Moves the
frequency in the standby window to the active
window and the frequency in the active window to
the standby window.
2. Line select buttons – When pressed, the RMU
cursor moves to the associated data field. For some
features, additional pressing will cycle operating
modes or recall stored frequencies. Holding line
select buttons for the NAV or COM windows for three 1
seconds enables and disables the direct tuning
feature.
3. Frequency tuning knob – The outer knob allows 2
the data field highlighted by the RMU cursor to be
modified, the digits to the left of decimal places to be
modified, and the RMU brightness to be adjusted.
The inner knob adjusts the digits to the right of
decimal places.
4. Memory storage button – When the RMU cursor
is in the NAV or COM window, pressing this button 3
will store the standby frequency in the RMU memory.
5. DME select button – When pressed, it will split
the associated NAV window to allow the DME
10 8 7 5
channel to be changed independent of the VOR/ILS
frequency. Pressing the button again will change the 11 9 6 4
DME display from the VHF format to the TACAN
format. Pressing the button a third time will return the
DME channel to the paired DME channel for the
active NAV frequency.
6. Cross-side transfer button – Pressing this button with the RMU cursor in any data field other than the ATC
or TCAS windows will cause the other RMU to be displayed. If the RMU cursor is in the ATC or TCAS
windows, then this button will change the active transponder.
7. Test button – When pressed for the appropriate amount of time, the equipment associated with the location
of the RMU cursor will be tested. The button must be held down for two seconds for a COM test, five to seven
seconds for a DME, ATC, or ADF test, and 20 seconds for a NAV test.
8. Page button – This buttons causes the page menu to be displayed.
9. Dimming button – Pressing this button brings up the RMU brightness display and allows the outer tuning
knob to adjust the RMU brightness. Pressing this button again or any line select button will exit the RMU
brightness display.
10. Transponder identification mode button – This button activates the transponder ident squawk feature
for 18 seconds.
11. Squelch control button – When this button is pressed, the associated VHF COM radio squelch is opened
and the SQ message is displayed on the top line of the associated COM window. Pressing this button again
closes the squelch and removes the SQ message.

230 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

RMU Pages
The RMUs can display several pages of information. The pages allow the crew to tune radio frequencies
and adjust the operating modes and displays of the various components of the RMS. Additionally, the
RMUs can display navigation and system information that is normally displayed on the PFDs, MFDs, and
EICAS. The RMU pages can be selected using the function buttons and the line select buttons.

Radio Page
This is the page that is normally displayed. This allows the
navigation and communication frequencies and operating modes
to be selected. The display is divided into five sections to allow for
individual control over the associated VHF COM radio, VHF NAV
receiver, transponder, MFD TCAS display, and ADF receiver.

Navigation and Communication Memory Pages

Up to 12 frequencies can be stored in the RMU memory for both
the associated VHF COM radio and VHF NAV receiver. Stored
frequencies are not shared between the RMUs, so frequencies
stored on one RMU are only accessible from that particular RMU.

ATC/TCAS Control Page

Various TCAS features can be controlled with this page. The
INTRUDER ALTITUDE option can be set to either display TCAS
target altitudes relative to the altitude of the aircraft (REL) or can
be set to display the actual TCAS target altitudes (FL). The FL
setting is a temporary setting, so after 20 seconds, the INTRUDER
ALTITUDE reverts back to REL. The TA DISPLAY can be set to
AUTO or MANUAL. In AUTO, the MFD TCAS display is only
presented when a TA or RA condition exists. In MANUAL, the
MFD TCAS display is presented at all times along with all TCAS
targets. The flight number can be stored in the FLIGHT ID section
for Mode S coding. The altitude the selected transponder is
encoding is displayed on the bottom of the ATC/TCAS control
page.

05.18.2014 231
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Navigation Backup Page

This page displays HSI, DME, VOR/LOC, and ADF navigation
information. This page allows the RMUs to serve as a backup to
the MFDs incase the MFDs fail or the aircraft is operating in
essential electric power.

NOTE: Glideslope information is not displayed

on the RMU navigation backup page.

NOTE: DME is not available when operating
in essential electric power.

Engine Backup Page

This page displays information normally presented on the EICAS. The first page displays engine
information and the second page displays the fuel quantity, flap position, spoiler indications, landing
gear indications, and EICAS messages.

System Select Page

The system select page selects what communication radios are
paired to the RMUs. Normally VHF COM radios 1 and 2 are paired
to RMU 1 and RMU 2, but VHF COM 3 can also be paired to one
of the RMUs. Normally VHF COM 3 is operated in the DATA
mode, but this page can be used to set VHF COM 3 to the VOICE
mode. The bandwidth of VHF COM 3 can also be adjusted
between NARROW and WIDE.

Maintenance Page
The page can only be displayed on the ground as a result of an RMU test. The information displayed
varies depending on the type of test and the results of the test.

232 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

VHF COM, VHF NAV, and DME Operation

When the aircraft is first powered up, each RMU conducts a self-test. The COM functions should be
operational after seven seconds and the remaining radio equipment should be operational after 50
seconds. If the test is unsuccessful, an error message will be displayed. If the test is successful, the
RADIO page will be displayed. The RMUs can also be manually tested by selecting the desired unit to be
tested (COM, NAV, ADF, or transponder) and then pressing the TST button. All tests can be terminated by
pressing the TST button.
The COM window is located in the top left corner of each RMU.
The window has three lines of information. The top line displays
the active COM frequency, the middle line displays the standby
COM frequency, and the bottom line displays the associated
memory location number (up to 12). To the left of the window is a
frequency transfer button and a line select button. To tune a
COM radio, press the line select button to move the RMU cursor
(yellow box) to the desired standby COM frequency. Use the
tuning knob on the bottom right corner of the RMU to adjust the
standby frequency. Adjusting the standby frequency will cause
the TEMP message to be displayed in the memory location
number line if that new frequency has not been stored in
memory. Pressing the STO button will store the tuned frequency
in the associated memory location. To move the standby
frequency to the active frequency, press the frequency transfer
button. The active COM frequency can also be directly tuned by
holding the line select button for three seconds. The VHF COM
receivers incorporate an automatic time-out feature. After two
RMU COM Window minutes of continuous transmission, the associated transmitter
turns off, MICSTK is presented on the RMU, and a beep sound
is sent to the audio system to inform the pilots. To reactive the
transmitter, release the push to talk button and press it again.

The NAV window is located in the top right corner of each RMU.
The information displayed, controls, and operation is similar to
the COM window. The NAV window has an additional operating
mode to separate the VHF NAV receiver and the DME module
(DME hold). Normally the active DME channel is paired with the
active VHF NAV frequency and another DME channel is paired
with the standby VHF NAV frequency. Pressing the DME bezel
button will separate the DME module from the VHF NAV
receiver and cause the NAV window to split in two. The top part
of the window displays the VHF NAV receiver frequencies and
the bottom window displays the DME module frequency in VHF
format. The tuning knob can be used to adjust the DME
frequency independent of the VHF NAV receiver. The NAV
window can also be setup to allow the FMS to auto-tune the
VHF NAV receiver to the VORs along the route. To activate this
feature, go to the NAV memory page and press the NAV DME Hold RMU Display
frequency transfer button.

VHF COM 3
To display VHF COM 3 on an RMU, enter the SYS SELECT page by pressing the PGE button. The
COM radios displayed on the RMUs can then be selected. The available options are COM 1/COM 2,
COM 1/COM 3, and COM 2/COM3. The operating modes of the selected COM radios can be changed
by pressing the ½ button. COMs 1 and 2 can only operate in the VOICE mode. COM 3 can transmit
and receive both radio messages and data messages. Normally VHF COM 3 is operated in the DATA
mode to allow the Communications Management Unit (CMU) to function, but it can be switched to the
VOICE mode if necessary.

05.18.2014 233
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

CDU Radio Tuning Page

The FMS RADIO TUNING page allows the COM radios, NAV receivers, ADF receiver, and transponders
to be tuned with the CDU(s). To utilize this feature, go to NAV INDEX page 1 and select TUNE. VHF COM
frequencies, VHF NAV frequencies, ADF frequencies, and transponder codes can be entered in the
scratchpad and line selected to the desired device. When entering a VHF radio frequency, it is not
necessary to enter the first digit, decimal place, or the last digits if they are zeros. For example if 128.500
is to be tuned, simply enter 285 in the scratchpad. When the frequency or code is line selected in place,
the corresponding device is directly tuned to the new frequency.
The RADIO TUNING page can be configured with the RADIO CONFIG page. The RADIO CONFIG page
can be located by selecting NAV INDEX page 2, MAINTENANCE page 2, SETUP, RADIO CONFIG. The
type of device, device number, and previous frequency settings can be adjusted. The type can be set to
nothing, COM, ADF, or XPDR. The number can be set to 1, 2, 3, or nothing. The previous frequency
setting can be set to DE-SEL or SEL. The DE-SEL setting causes the previously tuned frequency to
replace the newly tuned frequency in the associated CDU data field. This allows the crew to go back to the
old frequency by pressing the same line select button again. The SEL setting does not move the old
frequency to the CDU data field.

RADIO TUNING 1/1 RADIO CONFIG 1/1

COM 1 COM 2 SAVE RADIO TUNE 1/3

COM 1 COM 1
XPDR ADF 1 TYPE
XPDR 1 ADF 1
NAV 1 NAV 2 NO. NAV 1 NAV 2
A FAK 113.30 R FAK 113.30
N AV 1 <--SELECT--> N AV 2 SETUP DE-SEL PRV FRQ

RADIO TUNING Page RADIO CONFIG Page

ADF Operation
The ADF window is located in the middle of the right side of each RMU. The window has two lines of
information. The top line displays the ADF receiver frequency and the bottom line displays the ADF
operating mode. To the right of the window are two line select buttons. To tune the ADF receiver, press the
top line select button to move the RMU cursor to the ADF frequency and use the tuning knob to adjust the
frequency. To change the ADF operating mode, press the lower line select button to move the RMU cursor
to the ADF operating mode line. The tuning knob or the lower line select button can then be used to
change the operating mode to ANT, ADF, BFO, or VOICE.
ADF Operating Modes
ANT The ADF only receives signals.
The ADF receives signals and calculates relative bearing to
ADF
the station.
The ADF adds a Beat Frequency Oscillator (BFO) for
BFO reception of Morse Code signals from NDB stations that
don’t superimpose the station identifier over the NDB signal.
VOICE The ADF receiver bandwidth increases for better reception.

NOTE: Bearing information is only available in the ADF and BFO operating modes.

234 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Transponder and TCAS Operation

The transponder window is located in the
middle of the left side of each RMU. The 40
transponder window has two lines of
information. The top line displays the
transponder code and the bottom line
displays the transponder operating mode.
The TCAS window is located below the
transponder window. The TCAS window
also has two lines of information. The top
line displays the horizontal range of the MFD
TCAS display and the bottom line displays
the vertical range of the MFD TCAS display.
Two line select buttons are located to the left
of both the transponder and the TCAS
windows.
MFD TCAS Display
To adjust the transponder code, press the top line select button to move the RMU cursor to the
transponder code and use the tuning knob to change the transponder code. Holding the transponder code
line select button for three seconds will change the transponder code to 1200. To adjust the transponder
operating mode, press the lower transponder line select button to move the RMU cursor to the transponder
operating mode line. The tuning knob or the lower line select button can then be used to cycle through the
transponder operating modes. Pressing the ½ button will toggle the active transponder between 1 and 2.
Transponder Operating Modes

ATC ON The transponder will transmit but will not send altitude information.

The transponder will transmit with altitude information, but the TCAS will
ATC ALT
not be operating
The transponder will transmit with altitude information, but only TCAS
TA ONLY
advisories will be displayed.
The transponder will transmit with altitude information, and TCAS Traffic
TA/RA
Alerts (TA) and Resolution Advisories (RA) will be displayed.

The MFD TCAS displays can be adjusted using the RMU TCAS window and corresponding line select
buttons. RMU 1 is used to change the TCAS display on MFD 1 and RMU 2 is used to change the TCAS
display on MFD 2. To adjust the horizontal range, press the top line select key to move the RMU cursor to
the horizontal range line and use the tuning knob or line select button to cycle through the available
ranges. The available horizontal ranges are 6, 12, 20, and 40 nm (Some units also have 80 and 120 nm).
To adjust the vertical range, press the bottom line select key to move the RMU cursor to the vertical range
line and use the tuning knob or line select button to cycle through the available settings (NORMAL,
ABOVE, and BELOW).
Transponder Vertical Ranges

‘
ABOVE 2,700 feet below to 7,000 feet above
AUTO: 1,200 feet below to 1,200 feet above
NORMAL
MANUAL: 2,700 feet below to 2,700 feet above
BELOW 7,000 feet below to 2,700 feet above

NOTE: When the Flight Director (FD) is coupled to the captain’s side, use
transponder 1 and when the FD is coupled to the FO’s side, use transponder 2.

Cross-Side Operation
It is possible for an RMU to be switched so it can remotely control the opposite side radio equipment.
Pressing the ½ button while the RMU cursor is in any window except the ATC/TCAS window will activate
the cross-side operating mode. The RMU will show the information from the other RMU in amber. For
example, if the cross-side operating mode is selected on RMU 1, RMU 1 will display the radios and
frequencies of RMU 2 in amber. Any changes made will be displayed in amber on RMU 2 to indicate that
the change was made by RMU 1.

05.18.2014 235
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Tuning Backup Control Head (TBCH)

The TBCH serves as a backup device for tuning COM 2 and NAV 2 in case the RMUs fail. In the normal mode,
the TBCH displays the active COM 2 and NAV 2 frequencies from RMU 2. Changes made to COM 2 and NAV
2 by either RMU are reflected in the TBCH display. Also, any changes to COM 2 and NAV 2 made using the
TBCH are reflected in RMU 2. When the EMRG button is pressed, the emergency mode is activated. In the
emergency mode, the Radio Management System (RMS) disables the RMUs and only allows COM 2 and NAV
2 to be tuned by the TBCH. The TBCH is powered by avionics DC bus 2A.
1. System installation annunciation – This
1 2 3 4 indicates which VHF COM radio the unit is
connected to.
2. Remote tuning annunciation – Indicates
the radio frequency has been tuned from
RMT
5 another source.
13
NAV AUDIO TX SQ 3. Tuning cursor – Indicates which frequency
can be adjusted with the tuning knob.
13 6
4. NAV audio annunciation – Indicates when
7 the NAV audio is selected.
12
8 5. Emergency mode annunciation – Indicates
when the TBCH is in the emergency mode.
RMU tuning of COM 2 and NAV 2 is not
possible in the emergency mode.
6. Squelch annunciation – Indicates the
squelch has been opened.
11 10 9 7. Transmit annunciation – Indicates the COM
transmitter is transmitting.
8. NAV audio button – Toggles the NAV audio
on and off.
9. Tuning knob – Changes the frequency adjacent to the tuning cursor. The inner knob changes the digits to
the right of the decimal place and the outer knob changes the digits to the left of the decimal place.
10. Squelch button – Opens and closes the squelch.
11. Normal/emergency mode selector knob/button – Some units have a button and some have a knob that
changes the operating mode of the TBCH. The normal mode is selected by turning the knob all the way to the
right. Turning the knob all the way to the left selects the emergency mode. On units with a button, the button
toggles the emergency mode on and off.
12. Transfer button – Moves the tuning cursor to the other frequency line.
13. Radio tuning annunciation – Identifies the type of device the frequencies are associated with.

236 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Digital Audio Panel (DAP)

Three DAPs allow the captain, FO, and observer to individually control radio transmissions, PAs, and audio
levels for the headsets and flight deck speakers. Each DAP is able select one COM transceiver (VHF COM 1,
VHF COM 2, or VHF COM 3) or the PA system. The volume of COM 1, COM 2, COM 3, NAV 1, NAV 2, the
ADF, DME 1, DME 2, the marker beacon receivers, the intercom, the headsets, and the flight deck speakers
can all be adjusted. The DAPs also allow the activation of the emergency oxygen mask microphones and the
flight deck speakers.
The left DAP is powered by essential DC bus 1, the right DAP is powered by essential DC bus 2, and the
observer’s DAP is powered by DC bus 2. If the power supply of a DAP fails, the DAP emergency mode must
be selected. The emergency mode is only available for the left and right DAPs. In the emergency mode, the
left DAP is connected directly to COM 1 and NAV 1 and the right DAP is connected directly to COM 2 and NAV
2. The interphone and all other knobs and buttons on the DAPs are disabled when operating in the emergency
mode.

1 3

2
5

1. Microphone selector buttons – When pressed, it allows the reception and transmission on the associated
radio (COM 1, COM 2, COM 3, or HF) or the PA system. Only one button can be selected at a time, so when a
button is selected, the previously selected button releases. Lights in each button illuminate when the buttons
are selected.
2. Audio control knobs – These knobs allow the volume of the associated communication and navigation
equipment to be adjusted. When a knob is pressed in, the audio from the associated device is muted. When
knob is released, the audio from the associated device is broadcast over the headset and/or flight deck
speaker. Rotating a knob to the right will increase the volume and rotating a knob to the left will decrease the
volume.
3. Emergency button – This buttons should be pressed when the normal power supply to a DAP is
interrupted. When pressed, it connects each headphone to the associated COM and NAV units. So, the
captain’s headset will be connected to COM 1 and NAV 1 only and the FO’s headset will be connected to
COM 2 and NAV 2 only. The observer will not be connected to any radios. The interphone is disabled when
the emergency mode is selected.
4. BOOM/MASK button – When pressed, the boom microphone is selected for radio, intercom, interphone,
and PA transmissions. When released, the emergency oxygen mask microphone is selected for radio,
intercom, interphone, and PA transmissions.
5. ID/VOICE button – When pressed, the NDB and VOR signals are filtered to enhance Morse Code
identification. When released, the VOR audio signals are filtered to reduce Morse Code signals and enhance
voice transmissions.

05.18.2014 237
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Digital Audio Panel (DAP) (Continued)

6. Speaker master volume control knob – This knob adjusts the volume of the associated flight deck
speaker.
7. Sidetone knob – When this knob is pressed, the associated flight deck speaker is disabled and when it is
released, DAP audio signals are sent to the associated flight deck speaker. Rotating the knob adjusts the
sidetone. The sidetone should be turned all the way down when using the hand microphone along with either
flight deck speaker. This will prevent feedback from the hand microphone during transmissions.
8. Marker beacon volume knob – This controls the volume of the marker beacon audio sent to the
associated headset and/or flight deck speaker.

NOTE: Even at the lowest volume setting, marker beacon audio can still be heard.

9. Marker beacon sensitivity/mute knob – When this knob is pressed, the marker beacon audio signal is
temporarily muted for five to 20 seconds. Rotating the knob to the right increases the sensitivity of the marker
beacon receiver and rotating the knob to the left decreases the sensitivity of the marker beacon receiver.
10. Interphone selector knob – When pressed, intercom and interphone audio is not sent to the associated
headset. When released, intercom and interphone audio is sent to the associated headset. Rotating the knob
adjusts the volume of the intercom and interphone audio.
11 Headphone master volume control knob – This controls the volume of the audio sent to the
headphones.

6 7 8 9 10 11

238 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Pilot Headset Jack Panels

Each jack panel allows a headset and a hand microphone to be connected.

Observer Headset Jack Panel

1. Observer microphone switch – This controls the
microphone setting for the observer.
HOT: Audio from the microphone is continuously sent
to the intercom system.
OFF: Audio from the microphone is not sent to the
intercom system.
PTT: When held in this position, audio from the
1 2
observer’s microphone is transmitted over the selected
COM radio or PA system. When the switch is released,
it returns to the OFF position.
2
2. Headset jacks – Allows a headset to be connected.

GPU Receptacle and Aft Ramp Hail Communication Panels

1. Headset jacks – Allows a headset to be connected.
2. COCKPIT CALL button – When pressed, a double chime is broadcast over the intercom system and flight
deck speakers to alert the flight crew.

1 2 2 1

05.18.2014 239
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

SELCAL Button
When the aircraft specific four-letter code is
transmitted over the frequency COM 2 is tuned to,
the striped bar in the button illuminates and the Aural
Warning Unit (AWU) broadcasts, “Call” over the
intercom system. When the button is pressed, the
striped bar extinguishes and the system is reset so it
can monitor COM 2 for another call.

Cockpit Voice Recorder (CVR) Panel

1. STATUS LED – Illuminates for one second to indicate a

successful CVR test.
2. ERASE button – This button only functions when the aircraft is
on the ground with the parking brake set. When pressed, the
recorded CVR data is made unavailable for regular data retrieval.
Only the CVR manufacturer is able to recover “erased” CVR data.
3. TEST button – When pressed, the CVR conducts a self-test. A
1 2 3 4 successful test is indicated by the illumination of the STATUS LED
and a tone broadcast through the CVR headphone jack.
4. HEADPHONE jack – Allows a headset to be connected to listen
for the successful CVR test tone in case the STATUS LED is
inoperative.

Control Yoke Communication Switch

Each control yoke has one three-position communication switch.
The switch can be momentarily held in the PTT position to allow
audio from the associated headset/emergency oxygen mask
microphone to be transmitted over the selected COM radio or PA
system. When the switch is released, it returns to the HOT position.
In the HOT position, the associated headset/emergency oxygen
mask microphone continuously transmits audio to the intercom
system. The switch can be moved down to the OFF position to
disconnect the associated headset/emergency oxygen mask
microphone from the intercom system.

NOTE: If either control yoke communication switch is held in the PTT position
for longer than two minutes, the associated microphone will be disabled and
the MICSTK message will be displayed on the associated RMU.

Glareshield Push-To-Talk (PTT) Button
When pressed, audio from the associated headset/emergency oxygen mask
microphone is transmitted over the selected COM radio or PA system.

240 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Hand Microphone
A hand microphone is available for each pilot. When the hand microphone PTT button is held, audio from the
associated hand microphone is transmitted over the selected COM radio or PA system.
Some aircraft are equipped with Dual-Tone Multi Frequency (DTMF) hand microphones. DTMF microphones
have a keypad on them to place direct calls to Dispatch using the ARINC radio network.

DTMF Hand Microphone

Interphone Control Panel

1. CABIN button – When pressed, it connects the flight deck intercom system to the flight attendant handsets
and a striped bar in the button illuminates. If the CABIN button is pressed first to initiate communication, a
double chime broadcast in the cabin and the PILOT lights on the flight attendant call panels illuminate to alert
the flight attendant.
2. Cabin emergency button – When pressed, it connects the flight deck intercom system to the flight
attendant handsets and a striped bar in the button illuminates. If the cabin emergency button is pressed first to
initiate communication, a double chime is broadcast in the cabin and the EMER PILOT lights on the flight
attendant call panels illuminate to alert the flight attendant.
3. Backup interphone button – Use this button in case the normal interphone mode fails. When pressed, it
connects the flight deck intercom system to the flight attendant handsets and striped bars in the CABIN, CAB
EMER, and BACKUP INPH buttons illuminate. The PILOT and EMER PILOT annunciator lights on the flight
attendant call panels also illuminate to alert the flight attendant.
4. Flight attendant call button – When pressed, double chime sounds in the cabin to signal the flight
attendant.

NOTE: The end and beginning of sterile flight deck procedures when passing 10,000
feet is signaled with the no smoking sign switch – not the ATTD CALL button.

1 2 3 4

05.18.2014 241
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Flight Attendant Handsets

1. Press-To-Talk (PTT) button – When pressed, audio from the handset microphone is transmitted to either
the cabin through the PA system, the other flight attendant handset through the interphone system, or the flight
deck through the interphone system depending on what operating mode the handset is configured for.
2. Buttons and annunciators – These buttons control the operating mode of the handset. It can be
configured to make passenger announcements (PA), communicate with the other handset (ATTD), or
communicate with the flight deck (PILOT or EMER PILOT). The annunciator lights above each button
illuminate to indicate which button is selected.
3. Backup interphone button – If the handset cannot connect to the flight deck normally, press the backup
interphone button. The handset will then be permanently connected to the flight deck intercom system. Also,
the PILOT, EMER PILOT, and BKUP INPH annunciators illuminate on the handset that commanded the
backup interphone mode.

2 3

242 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

FMS Control Display Unit (CDU)

1. Annunciators – The CD-810 CDU has annunciator lights above the display and the CD-820 CDU displays
the annunciations on the screen itself.
DSPLY (white): Indicates the CDU is displaying a page that is not related to the current lateral or vertical
flight path.
DR (amber): Indicates the FMS has not received position information for greater than two minutes.
DGRAD (amber): Indicates that the FMS position information is not accurate.
MSG (white): Indicates an advisory or alert message is present on the scratch pad.
OFFSET (white): Indicates a lateral offset path has been activated.
APRCH (white): Indicates the FMS is operating in the approach mode. The approach mode is entered
when the FMS is selected as the navigation source, a non-precision instrument approach has been
selected from the database, the aircraft is within 2 nm of the FAF, the FMS is not in the DGRAD mode,
and the FMS is using approved sensors for the non-precision approach.

NOTE: All annunciators except the DSPLY are also shown on the PFDs.

2. Line select buttons – Four line select buttons are located on each side of the CDU. These buttons allow
other pages and menus to be entered, information from the scratchpad to be moved to data fields next to the
buttons, and information from data fields next to the buttons to be moved to the scratchpad.
3. Scratchpad – This area allows pilots to make entries with the alphanumeric buttons and move them into
data fields with the line select buttons. Advisory and alert messages are also displayed in this area.
4. Brightness control knob/pad – This controls the brightness of the CDU display.
5. Mode buttons
PERF: Displays the performance pages.
NAV: Displays the NAV index pages.
FPL: Displays the flight plan pages.
PROG: Displays the progress pages.
DIR: Displays the active flight plan with the DIRECT and INTERCEPT prompts.
6. Function buttons
PREV: Displays the previous page.
NEXT: Displays the next page.
CLR: Clears alphanumeric characters and messages from the scratchpad.
DEL: When used with the line select buttons, entire entries in data fields next to line select buttons can be
erased.
7. Alphanumeric buttons – These buttons allow letters, numbers, and symbols to be entered in the
scratchpad.

2 2

3 4

5 5

6
7

05.18.2014 243
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

FMS Joystick
The joystick allows the pilots to interact with the MFD flight plan
display. Individual waypoints can be selected and custom waypoints
can be created by selecting any location on the MFD. When a custom
waypoint is selected, the latitude and longitude that define that
waypoint or sent to the CDU scratchpad(s).
When the joystick is first moved, a cyan box (designator) and dashed
line extend from the aircraft symbol. The bearing and distance of the
designator is shown on the bottom right corner of the MFD. To
activate the joystick features, go to the MFD MENU page and select
JSTK with the MFD soft keys. The skip (SKP) feature cycles the origin
of the designator from the aircraft symbol to the other waypoints on
the FMS flight plan. The recall (RCL) feature removes the designator.
The enter (ENT) features enters the latitude and longitude information
of the designator into the CDU scratchpad(s).

MFD Joystick Display

MFD Joystick Menu Tree

244 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Electrical System Panel

1. AVIONICS MASTER button 1 – When this button is selected, the
avionics DC bus 1A, avionics DC bus 1B, and avionics essential DC
bus 1 are connected to the electrical system. When this button is
released, the associated avionics buses are disconnected from the
electrical system and a striped bar in the button illuminates. The
AVIONICS MASTER button 1 controls the power supplies for VHF
COM 3, transponder 1, the CMU, NAV receiver module 1, DME module
1, the ADF module, FMS 1, and CDU 1.
2. AVIONICS MASTER button 2 – When this button is selected, the
avionics DC bus 2A, avionics DC bus 2B, and avionics essential DC
bus 2 are connected to the electrical system. When this button is
released, the associated avionics buses are disconnected from the
electrical system and a striped bar in the button illuminates. The
AVIONICS MASTER button 2 controls the power supplies for VHF
COM 2, transponder 2, NAV receiver module 2, DME module 2, the
TBCH, FMS 2 (dual FMS aircraft), and CDU 2 (dual FMS aircraft).
1 2

Display Control Panel (DCP)

1. Display format selector button – This button alternates the HSI presentation between the full compass
format and the arc format. If the arc format is selected, radar information is presented on the PFD when the
radar system is on.
2. Ground speed/time-to-go selector button – This changes the ground speed/time-to-go/elapsed time field
on the associated PFD between groundspeed information and time-to-go information.
3. Elapsed time selector button –When first pressed, it causes the ground speed/time-to-go/elapsed time
field on the associated PFD to display the elapsed time information. Each subsequent press causes the
elapsed timer to start, stop, and reset.
4. Navigation source selector button – Pressing this button causes the primary navigation source of the
associated HSI to switch to the on-side NAV receiver. Pressing this button when the on-side NAV receiver is
already selected will change the primary navigation source to the opposite NAV receiver.
5. FMS source selector button – Pressing this button causes the primary navigation source of the associated
HSI to switch to the FMS. If the aircraft has two FMSs, pressing this button again will change the primary
navigation source from the on-side FMS to the opposite FMS.
6. Bearing selector knobs
OFF: Disables the associated bearing pointer.
NAV 1(2): Selects the respective NAV receiver as the source for the associated bearing pointer.
ADF: Selects the ADF receiver as the source for the associated bearing pointer.
FMS: Selects the FMS as the source for the associated bearing pointer.

1 2 3 4 5

6 6

05.18.2014 245
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Primary Flight Display (PFD)

1. Vertical deviation display – When the NAV receiver is tuned to an ILS frequency and selected as the
primary navigation source, the glideslope scale appears on the associated PFD. The glideslope pointer is
green when the on-side NAV receiver is selected for primary navigation and amber when the opposite NAV
receiver is selected for navigation.
2. Marker beacon display – This area displays either an O in cyan (OM), M in amber (MM), or I in white (IM)
when a marker beacon receiver detects a marker beacon. The white box appears when the NAV receiver is
tuned to a LOC frequency and selected as the primary navigation source.
3. Bearing pointer – Two bearing pointers are available for each PFD. Bearing pointer 1 is cyan and bearing
pointer 2 is white. Bearing pointer 1 can display navigation information from NAV 1, the ADF, or from FMS 1
(or just the FMS if there is only one FMS installed). Bearing pointer 2 can display information from NAV 2, the
ADF, or from FMS 2 (or just the FMS if there is only one FMS installed). The bearing pointers only appear if
the selected navigation source is valid. The bearing selector knobs on the Display Control Panels (DCP)
control the bearing pointers.
4. Bearing source annunciations – These indicate what navigation source the associated bearing pointer is
using. The annunciation will remain even when the selected navigation source is invalid.
5. Ground speed/time-to-go/elapsed time field – This area displays either the ground speed, time-to-go, or
the elapsed time. The ground speed and time-to-go information is dependent on the primary navigation source.
If an FMS is selected as the primary navigation source, then the ground speed and time-to-go values will be
derived from GPS data. If the NAV receiver is selected as the primary navigation source, then the ground
speed and time-to-go values will be derived from DME data. The elapsed time display is selected and
controlled with the elapsed time selector button on the associated DCP.

246 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Primary Flight Display (PFD) (Continued)

6. Selected course annunciation – This shows the selected course of the CDI in green when a NAV receiver
is selected as the primary navigation source. When the opposite NAV receiver is selected as the primary
navigation source, the annunciation is amber.
7. Course deviation NAV source annunciation – This indicates the selected navigation source of the CDI.
This can display VOR1, VOR2, ILS1, ILS2, FMS, FMS1, or FMS2. The annunciation is magenta when the FMS
is selected as the primary navigation source and green when a NAV receiver is selected as the primary
navigation source. When the FMS is selected on single FMS aircraft, or when the opposite FMS or NAV
receiver is selected as the primary navigation source, the annunciation is amber.
8. DME holding and distance annunciation – If the FMS is selected as the primary navigation source, then it
will show the distance to the next waypoint in magenta. If a NAV receiver is selected as the primary navigation
source, then it will show the distance to the associated DME frequency in green. If the DME hold feature is
being used, a white H will be displayed to the right of the DME distance display instead of the normal NM label.
When the FMS is selected on single FMS aircraft, or when the opposite FMS or NAV receiver is selected as
the primary navigation source, the annunciation is amber.
9. Wind velocity display – The arrow indicates the direction of the wind relative to the aircraft and the number
to the left indicates the strength of the wind in knots.
10. Course Deviation Indicator (CDI) – This shows the primary navigation source. The CDI can display either
FMS lateral navigation data or navigation data from either NAV receiver. The navigation source selector button
and the FMS source selector button on the DCPs control the associated CDI. The CDI is magenta when the
on-side FMS is selected as the primary navigation source and green when the on-side NAV receiver is
selected as the primary navigation source. When the FMS is selected on single FMS aircraft, or when the
opposite FMS or NAV receiver is selected as the primary navigation source, the CDI is amber.

10

05.18.2014 247
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

FMS Indications on the PFD

1. Drift angle bug – This indicates the course the aircraft is tracking.
2. Approach/terminal area annunciations – The TERM annunciation indicates the FMS is operating in
the terminal scale mode. The APP annunciation indicates the FMS is operating in the approach mode with
approach scaling. Both annunciations are cyan.
3. Desired track annunciation – This shows the desired ground track to follow the FMS flight plan in
magenta when the on-side FMS is selected as the primary navigation source. On single FMS aircraft or
when the opposite FMS is selected as the primary navigation source, the desired track is amber.
4. To waypoint symbol – This shows the name of the waypoint the FMS is navigating to.
5. Degrade mode/dead reckoning mode/waypoint annunciations – DGRAD is displayed when the
FMS is operating in the degraded mode. DR is displayed when the FMS is operating in the dead reckoning
mode. WPT is displayed when nearing a flight plan waypoint.
6. Vertical deviation display – This scale appears when nearing the Top-Of-Descent (TOD) point. The
arrow is referred to as the Vertical Path Indicator (VPI). The VPI follows the vertical path in the FMS flight
plan. The VPI is magenta when the on-side FMS is selected as the primary navigation source and amber
on single FMS aircraft or when the opposite FMS is selected as the primary navigation source.
7. Message annunciation – The MSG annunciation appears when an FMS message is received.

6
2

3 7

248 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Multi Function Display (MFD)

1. FMS source annunciation – FMS for single FMS aircraft and FMS1 or FMS2 for dual FMS aircraft. The
annunciation is magenta.
2. Drift angle bug – This indicates the course the aircraft is tracking. The bug is magenta.
3. To waypoint data annunciations – This area shows the name of the waypoint the FMS is navigating to
along with the distance and time required to reach that waypoint.
4. Waypoint symbol – The waypoint symbols represent the points that define the FMS flight plan. A maximum
of 10 waypoints can be displayed on an MFD.
5. Wind vector display – The arrow indicates the direction of the wind relative to the aircraft and the number
to the left indicates the strength of the wind in knots.

1 2

05.18.2014 249
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

INTENTIONALLY LEFT BLANK

250 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

Limitations
Navigation and Communication
§ CAT II Operations
o Minimum Decision Height (DH): 100 feet
o Minimum RVR: 1,200 feet
o Maximum crosswind: 10 knots
o Maximum tailwind:
§ EMB-135LR, EMB-145EP, and EMB-145LR: 10 knots
§ EMB-145XR: 9 knots
o The approach and landing must be performed with the flaps set to 22°.
o The autopilot must be disengaged below 85 feet AGL.

05.18.2014 251
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

INTENTIONALLY LEFT BLANK

252 05.18.2014
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

FMS

MSG
328 DTK
FMS1 APP
KDVT
12.3 NM
DR
A
44
A
VOR1
A

240
0

05.18.2014 253
 EMB-145/EMB-135 SSG Chapter 14: Navigation and Communication

ACARS MAIN MENU

PRE FLT MESSAGING

IN FLT WEATHER

FLIGHT LOG

SYS MENU 18:43 ATS MENU

MENU WX MAP
SYS MFD CKLST TCAS TERR PLAN

COM1 NAV1

110.25 111.30
113.50
109.15 DME
H AML
TEMP- 1
113.5
ATC/TCAS
A

ADF
0
254 05.18.2014