POH Cessna 170

ERJ-170
Pilot
Operating
Handbook
Volume 5
ERJ-170 Pilot Operating Handbook
Highlights
Volume 5
Highlights
Revision 8
• Establishes procedures for use of the Quick Reference
Checklist (QRC).
• Establishes procedures for use of the Quick Reference
Handbook (QRH) when used in conjunction with the QRC.
• Modifies protocols for the Pilot Flying (PF) and the Pilot
Monitoring (PM) during non-normal operations.
• Updates Chapter 5, Emergency and Abnormal Checklist, with
the new QRH, removing the red Emergency Tab and the yellow
Abnormal Checklist Tab.
REV. 8, 15 SEP 2008 HGH-1

Highlights
Volume 5
This Page Intentionally Left Blank
REV. 5, 01 MAY 2008 HGH-2

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

ORG. 14 MAR 2005 3-14-05 CEC
1 3-15-06 CEC
2 8-01-06 CEH
3 10-01-06 CEH
4 2-15-08 BAC
5 5-01-08 BAC
6 6-13-08 BAC
7 8-15-08 BAC
8 9-15-08 BAC
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Note: This manual is FAA accepted and bears a signed and

dated stamp in the header section on the List of
Effective Pages.
REV. 1, 15 MAR 2006 ROR- 1

Record of Revisions
Volume 5
REV. 1, 15 MAR 2006 ROR- 2

VOL 5, ERJ-170 Pilot Operating Handbook
Operations Bulletin Summary Record

Bulletins are issued on an as needed basis to convey timely informa-
tion to flight crewmembers. Bulletin information may supersede cur-
rent information found in this manual or introduce new procedures due
to changes in the regulatory or operating environment. Bulletins will
have either a verbal or written FAA acceptance or approval prior to
distribution. Bulletins are to be inserted in the area so designated on
the first page of the Bulletin. Their insertion or removal is to be
recorded below. Bulletins will be removed once the material covered
is incorporated into a Company manual revision (usually the next revi-
sion), or is no longer valid. Bulletins will be numbered consecutively
unless otherwise noted. It will be the responsibility of the crew mem-
ber to insert the bulletins by the date specified on the bulletin. Current
bulletin status is available in Sabre. See Page ROR-1 for more infor-
mation on revisions
A. Instructions:
1. Bulletin No.
Enter number of bulletin as indicated on the bulletin and/or the
instructions sheet.
2. Date Issued
Enter Effective Date of the bulletin as indicated on the bulletin
and/or the instructions sheet.
3. Subject:
Enter title of bulletin as indicated on the bulletin and/or the
instruction sheet.
4. Date removed
Enter the date on which you removed the bulletin.
5. Chapter/Page Location
Enter the chapter and page number(s) where the bulletin has
been inserted (e.g. 2-34, 7-11)
REV. 2, 15 AUG 2006 OBS- 1

REV. 2, 15 AUG 2006 OBS- 2

Chapter/
Bulletin Effectiv Date
Subject Page
No. e Date Removed
Location
08-05 5-01-08 AeroData ACARS System 9-1
REV. 7, 15 AUG 2008 OBS- 3

Chapter/
Bulletin Effectiv Date
Subject Page
No. e Date Removed
Location
REV. 7, 15 AUG 2008 OBS- 4

VOL 5, ERJ-170 Pilot Operating
Handbook
Manual Revision Status

Manual holders are provided multiple ways to access current man-
ual and revision status information. The various platforms are
detailed as follows:
A. Airline Reservation System Listings/Entries
Each airline we operate for has a proprietary reservation system
with a location for posting our publication’s revision status. The
system must first be signed in with a valid ID/password that is
authorized for using these entries.
System/Listings: Entry
United Airlines Computer System (APOLLO)
For Shuttle America S*UAX/RPRP
Delta Air Lines Computer System (Deltamatic)
For Shuttle America G.S5*4719
B. Through the Company Intranet

All publications issued and tracked by the Publications Depart-
ment are posted in these reports. The procedure to access them
is as follows:
• Log onto the Shuttle America, Inc. Intranet page.
(www.flyShuttle.net, click on “Employee Login”)
• Click on the “Tech Pubs” link.
• Click on the “Manual Revision Status Reports” link.
C. E-mail Status Report
The Shuttle America- Current Manual Status report is distributed,
via E-mail, by the Publications Department on a regular basis (nor-
mally each week, but no more than two weeks). This report, in
addition to listing the current revision for company and selected
maintenance/operations publications, serves as a tool for tracking
the status of work in progress and submitted to the FAA for
approval.
The distribution dates are also listed for each publication. This
report is used by the Dispatch Department for updating the Flight
Release Document.
This report is also the official list of the Primary and Secondary
contacts for each applicable publication. This serves as an aid for
other Contacts to use in coordinating publications related respon-
REV. 2, 15 AUG 2006 RST- 1

sibilities.
Note:This information is kept up to date by the Manager of
Publications or a designee, IND, at (317) 484-6038.
D. Through Flight Release Document:
Flight crews can find the relevant revision status information in the
"REMARKS" section of the flight release.
It is the flight and cabin crew's responsibility to ensure that their
manuals are up-to-date BEFORE commencing the flight. Crew
members must have available during flight duty all publications
listed in the manual revision status provided in the remarks section
of the flight release.
Note: The Flight Release is kept up to date by Dispatch
upon receipt of the Manual/Revision Status Report.
E. Bulletins
Bulletins will be issued on an as needed basis to convey timely
information. Bulletin information may supersede current opera-
tional information found in the ERJ-170 POH or introduce new
procedures due to changes in the regulatory or operating environ-
ment. Bulletins will have either a verbal or written FAA accep-
tance or approval prior to distribution.
Bulletins are to be inserted in the area so designated on the first
page of the bulletin. Record the receipt of each bulletin on page
OBS-3. Bulletins will be removed once the material covered is
incorporated in a future ERJ-170 POH revision or it is no longer
valid. Bulletins will be numbered consecutively unless otherwise
specified.
The flight release will list current bulletins in the “REMARKS” area.
F. Required Reading
Memos issued from the Operations, Flight, and Inflight Depart-
ments take on two new concepts, 1) they become required
reading and 2) they are sequentially numbered in their category of
memo.
From a crewmember perspective you must have read any new
memo(s) prior to your next trip. You will have no sign-in obligation,
but you will be held in compliance with the content of the memo.
All memos will be placed on the pilot bulletin board at each base
and on the Company’s Intranet web site under Department News.
ERJ-170 Memos E170 04-000
The number 04 refers to the year and the next three numbers
denote the memo sequence.
REV. 2, 15 AUG 2006 RST- 2

List of Effective Pages
Volume 5
Listing of Effective Pages
Page Revision/Dated Page Revision/Dated
HGH-1 . . . . REV. 8, 15 SEP 2008 TOC-8 . . . . .REV. 8, 15 SEP 2008

HGH-2 . . . REV. 5, 01 MAY 2008 TOC-9 . . . . .REV. 8, 15 SEP 2008
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OBS-1 . . . . REV. 2, 15 AUG 2006 TOC-12 . . . .REV. 8, 15 SEP 2008
RST-1 . . . . REV. 2, 15 AUG 2006 TOC-16 . . . .REV. 8, 15 SEP 2008
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LEP-8 . . . . . REV. 8, 15 SEP 2008 INTRO-1 . . . REV. 4, 15 FEB 2008
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LEP-10 . . . . REV. 8, 15 SEP 2008 INTRO-3 . . . REV. 4, 15 FEB 2008
LEP-11 . . . . REV. 8, 15 SEP 2008 INTRO-4 . . . REV. 4, 15 FEB 2008
LEP-12 . . . . REV. 8, 15 SEP 2008 1-1 . . . . . . . REV. 1, 15 MAR 2006
LEP-14 . . . . REV. 8, 15 SEP 2008 1-3 . . . . . . . .REV. 6, 13 JUN 2008
LEP-15 . . . . REV. 8, 15 SEP 2008 1-4 . . . . . . . REV. 2, 15 AUG 2006
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TOC-5 . . . . . REV. 8, 15 SEP 2008 1-10 . . . . . . .REV. 8, 15 SEP 2008
FAA Approved This manual is FAA approved.

The signed master List of Controlled Pages is kept
on file with Technical Publications. Changes are
only issued with FAA administrator approval.
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Volume 5
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REV. 8, 15 SEP 2008 LEP-5

Volume 5
5-21 . . . . . . REV. 8, 15 SEP 2008 5-56. . . . . . .REV. 8, 15 SEP 2008
5-22 . . . . . . REV. 8, 15 SEP 2008 5-57. . . . . . .REV. 8, 15 SEP 2008
5-23 . . . . . . REV. 8, 15 SEP 2008 5-58. . . . . . .REV. 8, 15 SEP 2008
5-24 . . . . . . REV. 8, 15 SEP 2008 5-59. . . . . . .REV. 8, 15 SEP 2008
5-25 . . . . . . REV. 8, 15 SEP 2008 5-60. . . . . . .REV. 8, 15 SEP 2008
5-26 . . . . . . REV. 8, 15 SEP 2008 5-61. . . . . . .REV. 8, 15 SEP 2008
5-27 . . . . . . REV. 8, 15 SEP 2008 5-62. . . . . . .REV. 8, 15 SEP 2008
5-28 . . . . . . REV. 8, 15 SEP 2008 5-63. . . . . . .REV. 8, 15 SEP 2008
5-29 . . . . . . REV. 8, 15 SEP 2008 5-64. . . . . . .REV. 8, 15 SEP 2008
5-30 . . . . . . REV. 8, 15 SEP 2008 5-65. . . . . . .REV. 8, 15 SEP 2008
5-31 . . . . . . REV. 8, 15 SEP 2008 5-66. . . . . . .REV. 8, 15 SEP 2008
5-32 . . . . . . REV. 8, 15 SEP 2008 5-67. . . . . . .REV. 8, 15 SEP 2008
5-33 . . . . . . REV. 8, 15 SEP 2008 5-68. . . . . . .REV. 8, 15 SEP 2008
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5-42 . . . . . . REV. 8, 15 SEP 2008 5-77. . . . . . .REV. 8, 15 SEP 2008
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5-44 . . . . . . REV. 8, 15 SEP 2008 5-79. . . . . . .REV. 8, 15 SEP 2008
5-45 . . . . . . REV. 8, 15 SEP 2008 5-80. . . . . . .REV. 8, 15 SEP 2008
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5-49 . . . . . . REV. 8, 15 SEP 2008 5-84. . . . . . .REV. 8, 15 SEP 2008
5-50 . . . . . . REV. 8, 15 SEP 2008 5-85. . . . . . .REV. 8, 15 SEP 2008
5-51 . . . . . . REV. 8, 15 SEP 2008 5-86. . . . . . .REV. 8, 15 SEP 2008
5-52 . . . . . . REV. 8, 15 SEP 2008 5-87. . . . . . .REV. 8, 15 SEP 2008
5-53 . . . . . . REV. 8, 15 SEP 2008 5-88. . . . . . .REV. 8, 15 SEP 2008
5-54 . . . . . . REV. 8, 15 SEP 2008 5-89. . . . . . .REV. 8, 15 SEP 2008
5-55 . . . . . . REV. 8, 15 SEP 2008 5-90. . . . . . .REV. 8, 15 SEP 2008

REV. 8, 15 SEP 2008 LEP-6

Volume 5
5-91. . . . . . . REV. 8, 15 SEP 2008 5-125 . . . . . .REV. 8, 15 SEP 2008
5-92. . . . . . . REV. 8, 15 SEP 2008 5-126 . . . . . .REV. 8, 15 SEP 2008
5-93. . . . . . . REV. 8, 15 SEP 2008 5-127 . . . . . .REV. 8, 15 SEP 2008
5-94. . . . . . . REV. 8, 15 SEP 2008 5-128 . . . . . .REV. 8, 15 SEP 2008
5-95. . . . . . . REV. 8, 15 SEP 2008 5-129 . . . . . .REV. 8, 15 SEP 2008
5-96. . . . . . . REV. 8, 15 SEP 2008 5-130 . . . . . .REV. 8, 15 SEP 2008
5-97. . . . . . . REV. 8, 15 SEP 2008 5-131 . . . . . .REV. 8, 15 SEP 2008
5-98. . . . . . . REV. 8, 15 SEP 2008 5-132 . . . . . .REV. 8, 15 SEP 2008
5-99. . . . . . . REV. 8, 15 SEP 2008 5-133 . . . . . .REV. 8, 15 SEP 2008
5-100. . . . . . REV. 8, 15 SEP 2008 5-134 . . . . . .REV. 8, 15 SEP 2008
5-101. . . . . . REV. 8, 15 SEP 2008 5-135 . . . . . .REV. 8, 15 SEP 2008
5-102. . . . . . REV. 8, 15 SEP 2008 5-136 . . . . . .REV. 8, 15 SEP 2008
5-103. . . . . . REV. 8, 15 SEP 2008 5-137 . . . . . .REV. 8, 15 SEP 2008
5-104. . . . . . REV. 8, 15 SEP 2008 5-138 . . . . . .REV. 8, 15 SEP 2008
5-105. . . . . . REV. 8, 15 SEP 2008 5-139 . . . . . .REV. 8, 15 SEP 2008
5-106. . . . . . REV. 8, 15 SEP 2008 5-140 . . . . . .REV. 8, 15 SEP 2008
5-107. . . . . . REV. 8, 15 SEP 2008 5-141 . . . . . .REV. 8, 15 SEP 2008
5-108. . . . . . REV. 8, 15 SEP 2008 5-142 . . . . . .REV. 8, 15 SEP 2008
5-109. . . . . . REV. 8, 15 SEP 2008 5-143 . . . . . .REV. 8, 15 SEP 2008
5-110. . . . . . REV. 8, 15 SEP 2008 5-144 . . . . . .REV. 8, 15 SEP 2008
5-111. . . . . . REV. 8, 15 SEP 2008 5-145 . . . . . .REV. 8, 15 SEP 2008
5-112. . . . . . REV. 8, 15 SEP 2008 5-146 . . . . . .REV. 8, 15 SEP 2008
5-113. . . . . . REV. 8, 15 SEP 2008 5-147 . . . . . .REV. 8, 15 SEP 2008
5-114. . . . . . REV. 8, 15 SEP 2008 5-148 . . . . . .REV. 8, 15 SEP 2008
5-115. . . . . . REV. 8, 15 SEP 2008 5-149 . . . . . .REV. 8, 15 SEP 2008
5-116. . . . . . REV. 8, 15 SEP 2008 5-150 . . . . . .REV. 8, 15 SEP 2008
5-117. . . . . . REV. 8, 15 SEP 2008 5-151 . . . . . .REV. 8, 15 SEP 2008
5-118. . . . . . REV. 8, 15 SEP 2008 5-152 . . . . . .REV. 8, 15 SEP 2008
5-119. . . . . . REV. 8, 15 SEP 2008 5-153 . . . . . .REV. 8, 15 SEP 2008
5-120. . . . . . REV. 8, 15 SEP 2008 5-154 . . . . . .REV. 8, 15 SEP 2008
5-121. . . . . . REV. 8, 15 SEP 2008 5-155 . . . . . .REV. 8, 15 SEP 2008
5-122. . . . . . REV. 8, 15 SEP 2008 5-156 . . . . . .REV. 8, 15 SEP 2008
5-123. . . . . . REV. 8, 15 SEP 2008 5-157 . . . . . .REV. 8, 15 SEP 2008
5-124. . . . . . REV. 8, 15 SEP 2008 5-158 . . . . . .REV. 8, 15 SEP 2008

REV. 8, 15 SEP 2008 LEP-7

Volume 5
5-159 ... . . REV. 8, 15 SEP 2008 5-194. . . . . . REV. 8, 15 SEP 2008
5-160 ... . . REV. 8, 15 SEP 2008 5-195. . . . . . REV. 8, 15 SEP 2008
5-161 ... . . REV. 8, 15 SEP 2008 5-196. . . . . . REV. 8, 15 SEP 2008
5-162 ... . . REV. 8, 15 SEP 2008 5-197. . . . . . REV. 8, 15 SEP 2008
5-163 ... . . REV. 8, 15 SEP 2008 5-198. . . . . . REV. 8, 15 SEP 2008
5-164 ... . . REV. 8, 15 SEP 2008 5-199. . . . . . REV. 8, 15 SEP 2008
5-165 ... . . REV. 8, 15 SEP 2008 5-200. . . . . . REV. 8, 15 SEP 2008
5-166 ... . . REV. 8, 15 SEP 2008 5-201. . . . . . REV. 8, 15 SEP 2008
5-167 ... . . REV. 8, 15 SEP 2008 5-202. . . . . . REV. 8, 15 SEP 2008
5-168 ... . . REV. 8, 15 SEP 2008 5-203. . . . . . REV. 8, 15 SEP 2008
5-169 ... . . REV. 8, 15 SEP 2008 5-204. . . . . . REV. 8, 15 SEP 2008
5-170 ... . . REV. 8, 15 SEP 2008 5-205. . . . . . REV. 8, 15 SEP 2008
5-171 ... . . REV. 8, 15 SEP 2008 5-206. . . . . . REV. 8, 15 SEP 2008
5-172 ... . . REV. 8, 15 SEP 2008 5-207. . . . . . REV. 8, 15 SEP 2008
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5-176 ... . . REV. 8, 15 SEP 2008 5-211. . . . . . REV. 8, 15 SEP 2008
5-177 ... . . REV. 8, 15 SEP 2008 5-212. . . . . . REV. 8, 15 SEP 2008
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5-184 ... . . REV. 8, 15 SEP 2008 5-219. . . . . . REV. 8, 15 SEP 2008
5-185 ... . . REV. 8, 15 SEP 2008 5-220. . . . . . REV. 8, 15 SEP 2008
5-186 ... . . REV. 8, 15 SEP 2008 5-221. . . . . . REV. 8, 15 SEP 2008
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5-188 ... . . REV. 8, 15 SEP 2008 5-223. . . . . . REV. 8, 15 SEP 2008
5-189 ... . . REV. 8, 15 SEP 2008 5-224. . . . . . REV. 8, 15 SEP 2008
5-190 ... . . REV. 8, 15 SEP 2008 5-225. . . . . . REV. 8, 15 SEP 2008
5-191 ... . . REV. 8, 15 SEP 2008 5-226. . . . . . REV. 8, 15 SEP 2008
5-192 ... . . REV. 8, 15 SEP 2008 5-227. . . . . . REV. 8, 15 SEP 2008
5-193 ... . . REV. 8, 15 SEP 2008 5-228. . . . . . REV. 8, 15 SEP 2008

REV. 8, 15 SEP 2008 LEP-8

Volume 5
5-229. . . . . . REV. 8, 15 SEP 2008 5-263 . . . . . .REV. 8, 15 SEP 2008
5-230. . . . . . REV. 8, 15 SEP 2008 5-264 . . . . . .REV. 8, 15 SEP 2008
5-231. . . . . . REV. 8, 15 SEP 2008 5-265 . . . . . .REV. 8, 15 SEP 2008
5-232. . . . . . REV. 8, 15 SEP 2008 5-266 . . . . . .REV. 8, 15 SEP 2008
5-233. . . . . . REV. 8, 15 SEP 2008 5-267 . . . . . .REV. 8, 15 SEP 2008
5-234. . . . . . REV. 8, 15 SEP 2008 5-268 . . . . . .REV. 8, 15 SEP 2008
5-235. . . . . . REV. 8, 15 SEP 2008 5-269 . . . . . .REV. 8, 15 SEP 2008
5-236. . . . . . REV. 8, 15 SEP 2008 5-270 . . . . . .REV. 8, 15 SEP 2008
5-237. . . . . . REV. 8, 15 SEP 2008 5-271 . . . . . .REV. 8, 15 SEP 2008
5-238. . . . . . REV. 8, 15 SEP 2008 5-272 . . . . . .REV. 8, 15 SEP 2008
5-239. . . . . . REV. 8, 15 SEP 2008 6-1 . . . . . . . REV. 1, 15 MAR 2006
5-240. . . . . . REV. 8, 15 SEP 2008 6-2 . . . . . . . REV. 1, 15 MAR 2006
5-241. . . . . . REV. 8, 15 SEP 2008 6-3 . . . . . . . REV. 1, 15 MAR 2006
5-242. . . . . . REV. 8, 15 SEP 2008 6-4 . . . . . . . REV. 1, 15 MAR 2006
5-243. . . . . . REV. 8, 15 SEP 2008 6-5 . . . . . . . REV. 1, 15 MAR 2006
5-244. . . . . . REV. 8, 15 SEP 2008 6-6 . . . . . . . REV. 1, 15 MAR 2006
5-245. . . . . . REV. 8, 15 SEP 2008 6-7 . . . . . . . REV. 1, 15 MAR 2006
5-246. . . . . . REV. 8, 15 SEP 2008 6-8 . . . . . . . REV. 1, 15 MAR 2006
5-247. . . . . . REV. 8, 15 SEP 2008 6-9 . . . . . . . REV. 1, 15 MAR 2006
5-248. . . . . . REV. 8, 15 SEP 2008 6-10 . . . . . . REV. 1, 15 MAR 2006
5-249. . . . . . REV. 8, 15 SEP 2008 6-11 . . . . . . REV. 1, 15 MAR 2006
5-250. . . . . . REV. 8, 15 SEP 2008 6-12 . . . . . . REV. 1, 15 MAR 2006
5-251. . . . . . REV. 8, 15 SEP 2008 6-13 . . . . . . REV. 1, 15 MAR 2006
5-252. . . . . . REV. 8, 15 SEP 2008 6-14 . . . . . . REV. 1, 15 MAR 2006
5-253. . . . . . REV. 8, 15 SEP 2008 6-15 . . . . . . REV. 1, 15 MAR 2006
5-254. . . . . . REV. 8, 15 SEP 2008 6-16 . . . . . . REV. 1, 15 MAR 2006
5-255. . . . . . REV. 8, 15 SEP 2008 6-17 . . . . . . REV. 1, 15 MAR 2006
5-256. . . . . . REV. 8, 15 SEP 2008 6-18 . . . . . . REV. 1, 15 MAR 2006
5-257. . . . . . REV. 8, 15 SEP 2008 6-19 . . . . . . REV. 1, 15 MAR 2006
5-258. . . . . . REV. 8, 15 SEP 2008 6-20 . . . . . . REV. 1, 15 MAR 2006
5-259. . . . . . REV. 8, 15 SEP 2008 6-21 . . . . . . REV. 1, 15 MAR 2006
5-260. . . . . . REV. 8, 15 SEP 2008 6-22 . . . . . . REV. 1, 15 MAR 2006
5-261. . . . . . REV. 8, 15 SEP 2008 6-23 . . . . . . REV. 1, 15 MAR 2006
5-262. . . . . . REV. 8, 15 SEP 2008 6-24 . . . . . . REV. 1, 15 MAR 2006

REV. 8, 15 SEP 2008 LEP-9

Volume 5
6-25 . . . . . REV. 1, 15 MAR 2006 7-6. . . . . . . . REV. 4, 15 FEB 2008
6-26 . . . . . REV. 1, 15 MAR 2006 7-7. . . . . . . . REV. 4, 15 FEB 2008
6-27 . . . . . REV. 1, 15 MAR 2006 7-8. . . . . . . . REV. 4, 15 FEB 2008
6-28 . . . . . REV. 1, 15 MAR 2006 7-9. . . . . . . . REV. 4, 15 FEB 2008
6-29 . . . . . REV. 1, 15 MAR 2006 7-10. . . . . . . REV. 4, 15 FEB 2008
6-30 . . . . . REV. 1, 15 MAR 2006 7-11. . . . . . . REV. 4, 15 FEB 2008
6-31 . . . . . REV. 1, 15 MAR 2006 7-12. . . . . . . REV. 4, 15 FEB 2008
6-32 . . . . . REV. 1, 15 MAR 2006 7-13. . . . . . . REV. 4, 15 FEB 2008
6-33 . . . . . REV. 1, 15 MAR 2006 7-14. . . . . . . REV. 4, 15 FEB 2008
6-34 . . . . . REV. 1, 15 MAR 2006 7-15. . . . . . . REV. 4, 15 FEB 2008
6-35 . . . . . REV. 1, 15 MAR 2006 7-16. . . . . . . REV. 4, 15 FEB 2008
6-36 . . . . . REV. 1, 15 MAR 2006 7-17. . . . . . . REV. 4, 15 FEB 2008
6-37 . . . . . REV. 1, 15 MAR 2006 7-18. . . . . . . REV. 4, 15 FEB 2008
6-38 . . . . . REV. 1, 15 MAR 2006 7-19. . . . . . . REV. 4, 15 FEB 2008
6-39 . . . . . REV. 1, 15 MAR 2006 7-20. . . . . . . REV. 4, 15 FEB 2008
6-40 . . . . . REV. 1, 15 MAR 2006 7-21. . . . . . . REV. 4, 15 FEB 2008
6-41 . . . . . REV. 1, 15 MAR 2006 7-22. . . . . . . REV. 4, 15 FEB 2008
6-42 . . . . . REV. 1, 15 MAR 2006 7-23. . . . . . . REV. 4, 15 FEB 2008
6-43 . . . . . REV. 1, 15 MAR 2006 7-24. . . . . . . REV. 4, 15 FEB 2008
6-44 . . . . . REV. 1, 15 MAR 2006 7-25. . . . . . . REV. 4, 15 FEB 2008
6-45 . . . . . REV. 1, 15 MAR 2006 7-26. . . . . . . REV. 4, 15 FEB 2008
6-46 . . . . . REV. 1, 15 MAR 2006 7-27. . . . . . . REV. 4, 15 FEB 2008
6-47 . . . . . REV. 1, 15 MAR 2006 7-28. . . . . . . REV. 4, 15 FEB 2008
6-48 . . . . . REV. 1, 15 MAR 2006 7-29. . . . . . . REV. 4, 15 FEB 2008
6-49 . . . . . .REV. 2, 15 AUG 2006 7-30. . . . . . . REV. 4, 15 FEB 2008
6-50 . . . . . .REV. 2, 15 AUG 2006 7-31. . . . . . . REV. 4, 15 FEB 2008
6-51 . . . . . .REV. 2, 15 AUG 2006 7-32. . . . . . . REV. 4, 15 FEB 2008
6-52 . . . . . .REV. 2, 15 AUG 2006 7-33. . . . . . . REV. 4, 15 FEB 2008
6-53 . . . . . . REV. 4, 15 FEB 2008 7-34. . . . . . . REV. 4, 15 FEB 2008
6-54 . . . . . . REV. 4, 15 FEB 2008 7-35. . . . . . . REV. 4, 15 FEB 2008
7-1 . . . . . . . REV. 4, 15 FEB 2008 7-36. . . . . . . REV. 4, 15 FEB 2008
7-2 . . . . . . . REV. 4, 15 FEB 2008 7-37. . . . . . . REV. 4, 15 FEB 2008
7-3 . . . . . . . REV. 4, 15 FEB 2008 7-38. . . . . . . REV. 4, 15 FEB 2008
7-4 . . . . . . . REV. 4, 15 FEB 2008 7-39. . . . . . . REV. 4, 15 FEB 2008
7-5 . . . . . . . REV. 4, 15 FEB 2008 7-40. . . . . . . REV. 4, 15 FEB 2008

REV. 8, 15 SEP 2008 LEP-10

Volume 5
7-41. . . . . . . REV. 4, 15 FEB 2008 9-19 . . . . . . .REV. 4, 15 FEB 2008
7-42. . . . . . . REV. 4, 15 FEB 2008 9-20 . . . . . . .REV. 4, 15 FEB 2008
7-43. . . . . . . REV. 4, 15 FEB 2008 9-21 . . . . . . .REV. 4, 15 FEB 2008
7-44. . . . . . . REV. 4, 15 FEB 2008 9-22 . . . . . . .REV. 4, 15 FEB 2008
8-1. . . . . . . . REV. 4, 15 FEB 2008 9-23 . . . . . . .REV. 4, 15 FEB 2008
8-2. . . . . . . . REV. 4, 15 FEB 2008 9-24 . . . . . . .REV. 4, 15 FEB 2008
8-3. . . . . . . . REV. 4, 15 FEB 2008 9-25 . . . . . . .REV. 4, 15 FEB 2008
8-4. . . . . . . . REV. 4, 15 FEB 2008 9-26 . . . . . . .REV. 4, 15 FEB 2008
8-5. . . . . . . . REV. 4, 15 FEB 2008 9-27 . . . . . . .REV. 4, 15 FEB 2008
8-6. . . . . . . . REV. 4, 15 FEB 2008 9-28 . . . . . . .REV. 4, 15 FEB 2008
8-7. . . . . . . . REV. 4, 15 FEB 2008 9-29 . . . . . . .REV. 4, 15 FEB 2008
8-8. . . . . . . . REV. 4, 15 FEB 2008 9-30 . . . . . . .REV. 4, 15 FEB 2008
8-9. . . . . . . . REV. 4, 15 FEB 2008 9-31 . . . . . . .REV. 4, 15 FEB 2008
8-10. . . . . . . REV. 4, 15 FEB 2008 9-32 . . . . . . .REV. 4, 15 FEB 2008
8-11. . . . . . . REV. 4, 15 FEB 2008 9-33 . . . . . . .REV. 4, 15 FEB 2008
8-12. . . . . . . REV. 4, 15 FEB 2008 9-34 . . . . . . .REV. 4, 15 FEB 2008
9-1. . . . . . . .REV. 3, 01 OCT 2006 9-35 . . . . . . .REV. 4, 15 FEB 2008
9-2. . . . . . . .REV. 3, 01 OCT 2006 9-36 . . . . . . .REV. 4, 15 FEB 2008
9-3. . . . . . . .REV. 3, 01 OCT 2006 9-37 . . . . . . .REV. 4, 15 FEB 2008
9-4. . . . . . . .REV. 3, 01 OCT 2006 9-38 . . . . . . .REV. 4, 15 FEB 2008
9-5. . . . . . . .REV. 3, 01 OCT 2006 9-39 . . . . . . .REV. 4, 15 FEB 2008
9-6. . . . . . . .REV. 3, 01 OCT 2006 9-40 . . . . . . .REV. 4, 15 FEB 2008
9-7. . . . . . . . REV. 4, 15 FEB 2008 9-41 . . . . . . .REV. 4, 15 FEB 2008
9-8. . . . . . . . REV. 4, 15 FEB 2008 9-42 . . . . . . .REV. 4, 15 FEB 2008
9-9. . . . . . . .REV. 3, 01 OCT 2006 9-43 . . . . . . .REV. 4, 15 FEB 2008
9-10. . . . . . .REV. 3, 01 OCT 2006 9-44 . . . . . . .REV. 4, 15 FEB 2008
9-11. . . . . . . REV. 4, 15 FEB 2008 9-45 . . . . . . .REV. 4, 15 FEB 2008
9-12. . . . . . . REV. 4, 15 FEB 2008 9-46 . . . . . . .REV. 4, 15 FEB 2008
9-13. . . . . . . REV. 4, 15 FEB 2008 9-47 . . . . . . .REV. 4, 15 FEB 2008
9-14. . . . . . . REV. 4, 15 FEB 2008 9-48 . . . . . . .REV. 4, 15 FEB 2008
9-15. . . . . . . REV. 4, 15 FEB 2008 9-49 . . . . . . .REV. 4, 15 FEB 2008
9-16. . . . . . . REV. 4, 15 FEB 2008 9-50 . . . . . . .REV. 4, 15 FEB 2008
9-17. . . . . . . REV. 4, 15 FEB 2008 9-51 . . . . . . .REV. 4, 15 FEB 2008
9-18. . . . . . . REV. 4, 15 FEB 2008 9-52 . . . . . . .REV. 4, 15 FEB 2008

REV. 8, 15 SEP 2008 LEP-11

Volume 5
9-53 . . . . . . REV. 4, 15 FEB 2008 9-88. . . . . . . REV. 4, 15 FEB 2008
9-54 . . . . . . REV. 4, 15 FEB 2008 9-89. . . . . . . REV. 4, 15 FEB 2008
9-55 . . . . . . REV. 4, 15 FEB 2008 9-90. . . . . . . REV. 4, 15 FEB 2008
9-56 . . . . . . REV. 4, 15 FEB 2008 9-91. . . . . . . REV. 4, 15 FEB 2008
9-57 . . . . . . REV. 4, 15 FEB 2008 9-92. . . . . . . REV. 4, 15 FEB 2008
9-58 . . . . . . REV. 4, 15 FEB 2008 9-93. . . . . . . REV. 4, 15 FEB 2008
9-59 . . . . . . REV. 4, 15 FEB 2008 9-94. . . . . . . REV. 4, 15 FEB 2008
9-60 . . . . . . REV. 4, 15 FEB 2008 9-95. . . . . . . REV. 4, 15 FEB 2008
9-61 . . . . . . REV. 4, 15 FEB 2008 9-96. . . . . . . REV. 4, 15 FEB 2008
9-62 . . . . . . REV. 4, 15 FEB 2008 9-97. . . . . . . REV. 4, 15 FEB 2008
9-63 . . . . . . REV. 4, 15 FEB 2008 9-98. . . . . . . REV. 4, 15 FEB 2008
9-64 . . . . . . REV. 4, 15 FEB 2008 9-99. . . . . . . REV. 4, 15 FEB 2008
9-65 . . . . . . REV. 4, 15 FEB 2008 9-100. . . . . . REV. 4, 15 FEB 2008
9-66 . . . . . . REV. 4, 15 FEB 2008 9-101. . . . . . REV. 4, 15 FEB 2008
9-67 . . . . . . REV. 4, 15 FEB 2008 9-102. . . . . . REV. 4, 15 FEB 2008
9-68 . . . . . . REV. 4, 15 FEB 2008 9-103. . . . . . REV. 4, 15 FEB 2008
9-69 . . . . . . REV. 4, 15 FEB 2008 9-104. . . . . . REV. 4, 15 FEB 2008
9-70 . . . . . . REV. 4, 15 FEB 2008 9-105. . . . . . REV. 4, 15 FEB 2008
9-71 . . . . . . REV. 4, 15 FEB 2008 9-106. . . . . . REV. 4, 15 FEB 2008
9-72 . . . . . . REV. 4, 15 FEB 2008 9-107. . . . . . REV. 4, 15 FEB 2008
9-73 . . . . . . REV. 4, 15 FEB 2008 9-108. . . . . . REV. 4, 15 FEB 2008
9-74 . . . . . . REV. 4, 15 FEB 2008 9-109. . . . . . REV. 4, 15 FEB 2008
9-75 . . . . . . REV. 4, 15 FEB 2008 9-110. . . . . REV. 7, 15 AUG 2008
9-76 . . . . . . REV. 4, 15 FEB 2008 9-111. . . . . REV. 7, 15 AUG 2008
9-77 . . . . . . REV. 4, 15 FEB 2008 9-112. . . . . REV. 7, 15 AUG 2008
9-78 . . . . . . REV. 4, 15 FEB 2008 9-113. . . . . REV. 7, 15 AUG 2008
9-79 . . . . . . REV. 4, 15 FEB 2008 9-114. . . . . REV. 7, 15 AUG 2008
9-80 . . . . . . REV. 4, 15 FEB 2008 9-115. . . . . REV. 7, 15 AUG 2008
9-81 . . . . . . REV. 4, 15 FEB 2008 9-116. . . . . REV. 7, 15 AUG 2008
9-82 . . . . . . REV. 4, 15 FEB 2008 9-117. . . . . REV. 7, 15 AUG 2008
9-83 . . . . . . REV. 4, 15 FEB 2008 9-118. . . . . REV. 7, 15 AUG 2008
9-84 . . . . . . REV. 4, 15 FEB 2008 9-119. . . . . REV. 7, 15 AUG 2008
9-85 . . . . . . REV. 4, 15 FEB 2008 9-120. . . . . REV. 7, 15 AUG 2008
9-86 . . . . . . REV. 4, 15 FEB 2008 10-1. . . . . . . REV. 4, 15 FEB 2008
9-87 . . . . . . REV. 4, 15 FEB 2008 10-2. . . . . . . REV. 4, 15 FEB 2008

REV. 8, 15 SEP 2008 LEP-12

Volume 5
10-3. . . . . . . REV. 4, 15 FEB 2008 11-1 . . . . . . .REV. 6, 13 JUN 2008
10-4. . . . . . . REV. 4, 15 FEB 2008 11-2 . . . . . . .REV. 6, 13 JUN 2008
10-5. . . . . . . REV. 4, 15 FEB 2008 11-3 . . . . . . REV. 1, 15 MAR 2006
10-6. . . . . . REV. 7, 15 AUG 2008 11-4 . . . . . . REV. 1, 15 MAR 2006
10-7. . . . . . REV. 7, 15 AUG 2008 11-5 . . . . . . REV. 7, 15 AUG 2008
10-8. . . . . . REV. 7, 15 AUG 2008 11-6 . . . . . . REV. 7, 15 AUG 2008
10-9. . . . . . REV. 7, 15 AUG 2008 11-7 . . . . . . REV. 1, 15 MAR 2006
10-10. . . . . REV. 7, 15 AUG 2008 11-8 . . . . . . REV. 1, 15 MAR 2006
10-11. . . . . REV. 7, 15 AUG 2008 11-9 . . . . . . REV. 7, 15 AUG 2008
10-12. . . . . REV. 7, 15 AUG 2008 11-10 . . . . . REV. 7, 15 AUG 2008
10-13. . . . . REV. 7, 15 AUG 2008 11-11 . . . . . REV. 7, 15 AUG 2008
10-14. . . . . REV. 7, 15 AUG 2008 11-12 . . . . . REV. 7, 15 AUG 2008
10-15. . . . . REV. 7, 15 AUG 2008 11-13 . . . . . REV. 7, 15 AUG 2008
10-16. . . . . REV. 7, 15 AUG 2008 11-14 . . . . . REV. 7, 15 AUG 2008
10-17. . . . . REV. 7, 15 AUG 2008 11-15 . . . . . REV. 7, 15 AUG 2008
10-18. . . . . REV. 7, 15 AUG 2008 11-16 . . . . . REV. 7, 15 AUG 2008
10-19. . . . . REV. 7, 15 AUG 2008 11-17 . . . . . REV. 7, 15 AUG 2008
10-20. . . . . REV. 7, 15 AUG 2008 11-18 . . . . . REV. 7, 15 AUG 2008
10-21. . . . . REV. 7, 15 AUG 2008 11-19 . . . . . REV. 7, 15 AUG 2008
10-22. . . . . REV. 7, 15 AUG 2008 11-20 . . . . . REV. 7, 15 AUG 2008
10-23. . . . . REV. 7, 15 AUG 2008 11-21 . . . . . REV. 7, 15 AUG 2008
10-24. . . . . REV. 7, 15 AUG 2008 11-22 . . . . . REV. 7, 15 AUG 2008
10-25. . . . . REV. 7, 15 AUG 2008 11-23 . . . . . REV. 7, 15 AUG 2008
10-26. . . . . REV. 7, 15 AUG 2008 11-24 . . . . . REV. 7, 15 AUG 2008
10-27. . . . . REV. 7, 15 AUG 2008 11-25 . . . . . .REV. 4, 15 FEB 2008
10-28. . . . . REV. 7, 15 AUG 2008 11-26 . . . . . .REV. 4, 15 FEB 2008
10-29. . . . . REV. 7, 15 AUG 2008 11-27 . . . . . .REV. 4, 15 FEB 2008
10-30. . . . . REV. 7, 15 AUG 2008 11-28 . . . . . .REV. 4, 15 FEB 2008
10-31. . . . . REV. 7, 15 AUG 2008 11-29 . . . . . .REV. 4, 15 FEB 2008
10-32. . . . . REV. 7, 15 AUG 2008 11-30 . . . . . .REV. 4, 15 FEB 2008
10-33. . . . . REV. 7, 15 AUG 2008 11-31 . . . . . .REV. 4, 15 FEB 2008
10-34. . . . . REV. 7, 15 AUG 2008 11-32 . . . . . .REV. 4, 15 FEB 2008
10-35. . . . . REV. 7, 15 AUG 2008 11-33 . . . . . REV. 7, 15 AUG 2008
10-36. . . . . REV. 7, 15 AUG 2008 11-34 . . . . . REV. 7, 15 AUG 2008

REV. 8, 15 SEP 2008 LEP-13

Volume 5
11-35 ... . . REV. 4, 15 FEB 2008 11-70. . . . . . REV. 6, 13 JUN 2008
11-36 ... . . REV. 4, 15 FEB 2008 11-71. . . . . . REV. 6, 13 JUN 2008
11-37 ... . . REV. 4, 15 FEB 2008 11-72. . . . . . REV. 6, 13 JUN 2008
11-38 ... . . REV. 4, 15 FEB 2008 11-73. . . . . . REV. 6, 13 JUN 2008
11-39 ... . . REV. 4, 15 FEB 2008 11-74. . . . . . REV. 6, 13 JUN 2008
11-40 ... . . REV. 4, 15 FEB 2008 11-75. . . . . . REV. 6, 13 JUN 2008
11-41 ... . . REV. 4, 15 FEB 2008 11-76. . . . . . REV. 6, 13 JUN 2008
11-42 ... . . REV. 4, 15 FEB 2008 11-77. . . . . . REV. 6, 13 JUN 2008
11-43 ... . . REV. 4, 15 FEB 2008 11-78. . . . . . REV. 6, 13 JUN 2008
11-44 ... . . REV. 4, 15 FEB 2008 11-79. . . . . . REV. 6, 13 JUN 2008
11-45 ... . . REV. 4, 15 FEB 2008 11-80. . . . . . REV. 6, 13 JUN 2008
11-46 ... . . REV. 4, 15 FEB 2008 11-81. . . . . . REV. 6, 13 JUN 2008
11-47 ... . . REV. 4, 15 FEB 2008 11-82. . . . . . REV. 6, 13 JUN 2008
11-48 ... . . REV. 4, 15 FEB 2008 12-1. . . . . . . REV. 4, 15 FEB 2008
11-49 ... . . REV. 4, 15 FEB 2008 12-2. . . . . . . REV. 4, 15 FEB 2008
11-50 ... . . REV. 4, 15 FEB 2008 12-3. . . . . . . REV. 4, 15 FEB 2008
11-51 ... . . REV. 4, 15 FEB 2008 12-4. . . . . . . REV. 4, 15 FEB 2008
11-52 ... . . REV. 4, 15 FEB 2008 12-5. . . . . . . REV. 4, 15 FEB 2008
11-53 ... . . REV. 4, 15 FEB 2008 12-6. . . . . . . REV. 4, 15 FEB 2008
11-54 ... . . REV. 4, 15 FEB 2008 12-7. . . . . . . REV. 4, 15 FEB 2008
11-55 ... . . REV. 4, 15 FEB 2008 12-8. . . . . . . REV. 4, 15 FEB 2008
11-56 ... . . REV. 6, 13 JUN 2008 12-9. . . . . . . REV. 4, 15 FEB 2008
11-57 ... . . REV. 6, 13 JUN 2008 12-10. . . . . . REV. 4, 15 FEB 2008
11-58 ... . . REV. 6, 13 JUN 2008 12-11. . . . . . REV. 4, 15 FEB 2008
11-59 ... . . REV. 6, 13 JUN 2008 12-12. . . . . . REV. 4, 15 FEB 2008
11-60 ... . . REV. 6, 13 JUN 2008 12-13. . . . . . REV. 4, 15 FEB 2008
11-61 ... . . REV. 6, 13 JUN 2008 12-14. . . . . . REV. 4, 15 FEB 2008
11-62 ... . . REV. 6, 13 JUN 2008 12-15. . . . . . REV. 4, 15 FEB 2008
11-63 ... . . REV. 6, 13 JUN 2008 12-16. . . . . . REV. 6, 13 JUN 2008
11-64 ... . . REV. 6, 13 JUN 2008 12-17. . . . . . REV. 4, 15 FEB 2008
11-65 ... . . REV. 6, 13 JUN 2008 12-18. . . . . . REV. 4, 15 FEB 2008
11-66 ... . . REV. 6, 13 JUN 2008 12-19. . . . . . REV. 4, 15 FEB 2008
11-67 ... . . REV. 6, 13 JUN 2008 12-20. . . . . . REV. 4, 15 FEB 2008
11-68 ... . . REV. 6, 13 JUN 2008 12-21. . . . . . REV. 4, 15 FEB 2008
11-69 ... . . REV. 6, 13 JUN 2008 12-22. . . . . . REV. 4, 15 FEB 2008

REV. 8, 15 SEP 2008 LEP-14

Volume 5
12-23. . . . . . REV. 4, 15 FEB 2008
12-24. . . . . . REV. 4, 15 FEB 2008
INX-1. . . . . . REV. 8, 15 SEP 2008
INX-2. . . . . . REV. 8, 15 SEP 2008
INX-3. . . . . . REV. 8, 15 SEP 2008
INX-4. . . . . . REV. 8, 15 SEP 2008
INX-5. . . . . . REV. 8, 15 SEP 2008
INX-6. . . . . . REV. 8, 15 SEP 2008
INX-7. . . . . . REV. 8, 15 SEP 2008
INX-8. . . . . . REV. 8, 15 SEP 2008
INX-9. . . . . . REV. 8, 15 SEP 2008
INX-10. . . . . REV. 8, 15 SEP 2008
INX-11. . . . . REV. 8, 15 SEP 2008
INX-12. . . . . REV. 8, 15 SEP 2008
INX-13. . . . . REV. 8, 15 SEP 2008
INX-14. . . . . REV. 8, 15 SEP 2008
INX-15. . . . . REV. 8, 15 SEP 2008
INX-16. . . . . REV. 8, 15 SEP 2008
INX-17. . . . . REV. 8, 15 SEP 2008
INX-18. . . . . REV. 8, 15 SEP 2008
INX-19. . . . . REV. 8, 15 SEP 2008
INX-20. . . . . REV. 8, 15 SEP 2008
INX-21. . . . . REV. 8, 15 SEP 2008
INX-22. . . . . REV. 8, 15 SEP 2008
INX-23. . . . . REV. 8, 15 SEP 2008
INX-24. . . . . REV. 8, 15 SEP 2008
INX-25. . . . . REV. 8, 15 SEP 2008
INX-26. . . . . REV. 8, 15 SEP 2008

REV. 8, 15 SEP 2008 LEP-15

Volume 5

REV. 8, 15 SEP 2008 LEP-16

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

Section 1. General Statement ...................................................... 1-1
Section 2. Checklist Philosophy Normal Procedures
Flightdeck Checklist ................................................... 1-3
A. Philosophy ................................................................................. 1-3
B. Design ........................................................................................ 1-3
C. Content ...................................................................................... 1-4
D. Challenge and Response Concept.............................................. 1-4
E. Checklist Format - Normal Checklists ........................................ 1-5
F. Procedures ................................................................................. 1-5
Section 3. Non-Normal Checklist Philosophy ............................ 1-10
A. Policy ....................................................................................... 1-10
B. Non-Normal Checklists ............................................................. 1-11
C. Design ...................................................................................... 1-11
D. PF/PM ...................................................................................... 1-14
E. Assumptions............................................................................. 1-14
F. Challenge-Response-Response Concept ................................. 1-15
G. Procedures ............................................................................... 1-17
H. Formats .................................................................................... 1-19
Section 4. Automation Procedures ............................................ 1-23
A. Primary Task ............................................................................ 1-23
B. Transfer of Controls.................................................................. 1-23
C. Automation ............................................................................... 1-23
D. Policy ....................................................................................... 1-24
E. Procedure ................................................................................ 1-24
F. Automation Workload Tasks ..................................................... 1-24
G. Recommended Automation Usage ........................................... 1-25
H. Manipulation of Landing Gear and Flap Controls ...................... 1-25
REV. 8, 15 SEP 2008 TOC-1
Table of Contents
Volume 5
I. Flight Spoiler and Thrust Usage................................................ 1-25
J. Autothrottle Usage .................................................................... 1-25
K. Changing AFCS/PFD Altitude ................................................... 1-26
L. Altitude Callouts ....................................................................... 1-26
M. Flight Crewmembers at Their Stations ...................................... 1-27
Section 5. Callout Philosophy.................................................... 1-27
Section 6. Recommended Use of Autopilot ............................... 1-27
A. After Takeoff ............................................................................. 1-27
Section 7. VNAV ......................................................................... 1-27
A. General Operating Procedures ................................................. 1-27
Section 8. Definition of Terms ................................................... 1-28
A. Checklist................................................................................... 1-28
B. Expanded Checklist .................................................................. 1-28
C. Recommended Flows ............................................................... 1-28
D. Procedures ............................................................................... 1-28
E. Special Advisories .................................................................... 1-28
F. Push Button Terminology.......................................................... 1-28
G. Dark and Quiet Flight Deck ....................................................... 1-29
H. Preferred Profiles...................................................................... 1-30
I. Firewall Thrust .......................................................................... 1-31
J. Maximum Thrust ....................................................................... 1-31
Chapter 2 Limitations
Section 1. Type of Aircraft Operation .......................................... 2-1
A. Foreword .................................................................................... 2-1
B. Certification Status ..................................................................... 2-1
C. Types of Operations ................................................................... 2-1
Section 2. Weight Limits .............................................................. 2-2
A. Takeoff Weight ........................................................................... 2-2
B. Landing Weight........................................................................... 2-2
C. Additional Weight Penalties (C) .................................................. 2-2
D. Certificated Weight Limits ERJ-170............................................. 2-3
E. Certificated Weight Limits ERJ-175............................................. 2-3
Section 3. Operations .................................................................. 2-4
A. Operational Limits.......................................................................2-4
B. Center-of-Gravity (CG) Envelope ................................................ 2-5
C. Operational Envelope ................................................................. 2-7
D. ALTIMETERS MISCOMPARE TOLERANCES ............................2-8
E. Autopilot Source ......................................................................... 2-9
REV. 8, 15 SEP 2008 TOC-2

Table of Contents
Volume 5
Section 4. Speed Limits ............................................................. 2-10
A. Airspeed and Mach Number Limits ........................................... 2-10
B. Minimum Control Speed............................................................ 2-10
C. Minimum Operating Limit Speed ...............................................2-11
D. Maximum Flap Operating Speeds - VFE ................................... 2-11
E. Design Maneuvering Speed - VA .............................................. 2-11
F. Maximum Operating Speed.......................................................2-12
G. Maneuvering Speed (VA)- ERJ-170 ........................................ 2-13
H. Maneuvering Speed (VA) ERJ-175 .......................................... 2-14
Section 5. Ice and Rain Protection ............................................. 2-15
A. General .................................................................................... 2-15
B. Definition of Icing Conditions .................................................... 2-15
C. Engine and Wing Anti-Ice System Operations ........................... 2-15
Section 6. Fuel ........................................................................... 2-16
A. Fuel Quantity Chart ..................................................................2-16
B. Approved Fuels ........................................................................ 2-16
C. Fuel Tank Temperature ............................................................ 2-16
D. Fuel Imbalance ......................................................................... 2-16
E. Crossfeed Operations ............................................................... 2-16
Section 7. Pneumatics, Air Conditioning, & Pressurization ....... 2-17
A. Pressurization Chart ................................................................. 2-17
B. Air Conditioning ........................................................................ 2-17
Section 8. Hydraulics, Brakes, & Landing Gear ......................... 2-17
A. Brakes ...................................................................................... 2-17
B. Landing Gear Retraction ........................................................... 2-17
Section 9. Flight Controls .......................................................... 2-17
A. Flaps ........................................................................................ 2-17
B. Thrust Reversers (C) ................................................................ 2-18
Section 10. Instrument, Navigation, and Communications .......... 2-18
A. Navigation ................................................................................ 2-18
B. Enhanced Ground Proximity Warning (EGPWS) .......................2-18
C. Traffic Alert And Collision Avoidance (TCAS)............................2-18
D. VNAV ....................................................................................... 2-19
E. LOC Backcourse....................................................................... 2-19
F. ILS Procedures ......................................................................... 2-19
Section 11. Auto Flight Control System ....................................... 2-20
REV. 8, 15 SEP 2008 TOC-3

Table of Contents
Volume 5
Section 12. Power Plant ............................................................... 2-21
A. Type ......................................................................................... 2-21
B. Engine Operational Limits ..................................................... 2-21
C. EICAS Engine Limit Display Markings (C) ................................. 2-22
D. Engine Thrust ........................................................................... 2-22
E. Engine Starter Duty Cycle Limits .............................................. 2-23
F. Engine Starter Dry Motoring Duty Cycle Limits ......................... 2-23
G. AFM Compliance for Reduced Thrust Takeoff........................... 2-23
Section 13. APU Limits ................................................................ 2-24
A. Type ......................................................................................... 2-24
B. Operational Limits..................................................................... 2-24
C. Starter Duty Cycle .................................................................... 2-24
Section 14. Inertial Reference System (IRS) ................................ 2-25
A. Maximum Latitude for Stationary Alignment: ............................. 2-25
B. Time to Stationary Alignment Completion: ................................ 2-25
Section 15. Ozone Concentration ................................................ 2-26
A. North America - Maximum Ozone Criteria ................................. 2-27
B. North America - TWA Ozone Criteria ........................................ 2-28
Section 16. Noise Levels ............................................................. 2-29
Section 17. Simultaneous Failure of All Three MAUs .................. 2-30
Section 18. Domestic Reduced Vertical Separation Minimum
(DRVSM) Minimum Equipment Required ................... 2-31
Chapter 3 Normal Checklists

Section 1. Normal Procedures Flightdeck Checklist Page 1 ........ 3-1
Section 2. ERJ-170 Jumpseat Briefing ........................................ 3-3
A. Jammed Door Emergency Egress ...............................................3-3
B. Pilot/Copilot/Observer Oxygen Mask........................................... 3-4
C. Observer Seat ............................................................................ 3-5
D. Cockpit Window Emergency Exit ................................................ 3-6
Section 3. Change Bars on Checklists ......................................... 3-7
REV. 8, 15 SEP 2008 TOC-4

Table of Contents
Volume 5
Chapter 4 Normal Procedures

Section 1. Interior Flight Deck Inspection ................................... 4-1
A. General ...................................................................................... 4-1
B. Flow Pattern ............................................................................... 4-1
C. Logbook and Manuals - Checked ............................................... 4-1
D. Doorway..................................................................................... 4-2
E. Captain’s Side ............................................................................ 4-2
F. First Officer’s Side...................................................................... 4-2
G. Aft Control Pedestal ................................................................... 4-2
H. Observer Seat ............................................................................ 4-2
Section 2. Safety & Power On Checklist ...................................... 4-3
A. General ...................................................................................... 4-3
B. Flow Patterns ............................................................................. 4-3
C. Expanded Checklist.. ................................................................. 4-3
Section 3. Establishing Electrical Power/Air Conditioning ......... 4-5
A. General ...................................................................................... 4-5
B. Electrical .................................................................................... 4-5
C. Ground Power ............................................................................ 4-5
D. APU ........................................................................................... 4-5
E. Fly By Wire Power Up Built-In Test (PBIT) ................................. 4-6
F. Air Conditioning.......................................................................... 4-7
Section 4. Exterior Inspection ..................................................... 4-8
A. General ...................................................................................... 4-8
B. Conditions/Discrepancies ........................................................... 4-8
C. Procedures ................................................................................ 4-9
D. TSA Security Inspection - First Flight of the Day ........................ 4-9
E. Flow Pattern ............................................................................. 4-10
Section 5. Exterior Walkaround ..................................................4-15
A. General .................................................................................... 4-15
B. Conditions/Discrepancies ......................................................... 4-15
Section 6. Interior Cabin Inspection ...........................................4-16
A. General .................................................................................... 4-16
B. Flow Pattern ............................................................................. 4-16
C. Forward Lavatory ..................................................................... 4-16
D. Forward Galley......................................................................... 4-16
E. Forward Flight Attendant Control Panel .................................... 4-16
F. Forward Wardrobe Compartment ............................................. 4-16
G. Forward Flight Attendant Jumpseat .......................................... 4-16
H. Forward Left Overhead Compartment ...................................... 4-16
REV. 8, 15 SEP 2008 TOC-5

Table of Contents
Volume 5
I. Aft Lavatory .............................................................................. 4-17
J. Aft Left Overhead Bin ............................................................... 4-17
K. Aft Left Doghouse ..................................................................... 4-17
L. Aft Right Doghouse................................................................... 4-17
M. Aft Bulkhead (Left and Right) .................................................... 4-17
N. Aft Flight Attendant Jumpseat ................................................... 4-17
O. Aft Flight Attendant Control Panel ............................................. 4-17
P. Aft Lavatory .............................................................................. 4-17
Section 7. Originating/Receiving Checklist ............................... 4-18
A. General .................................................................................... 4-18
B. Who.......................................................................................... 4-18
C. When ........................................................................................ 4-18
D. Captain’s Flow Pattern.............................................................. 4-19
E. Captain’s Abbreviated Flow ...................................................... 4-20
F. Captain’s Expanded Flow - Panel Prep Flow Items: .................. 4-22
G. First Officer’s Flow Pattern ....................................................... 4-32
H. First Officer’s Abbreviated Flow ................................................ 4-33
I. First Officer’s Expanded Flow ................................................... 4-33
Section 8. Originating/Receiving Checklist ............................... 4-35
Section 9. Before Start Checklist (To the Line) ......................... 4-36
A. General .................................................................................... 4-36
B. Captain’s Flow Pattern.............................................................. 4-36
C. Captain’s Abbreviated Flow ...................................................... 4-37
D. Captain’s Expanded Flow ......................................................... 4-37
E. First Officer’s Flow Pattern ....................................................... 4-41
F. First Officer’s Abbreviated Flow ................................................ 4-42
G. First Officer’s Expanded Flow ................................................... 4-42
H. Before Start Checklist (To the Line) .......................................... 4-44
I. Departure Review ..................................................................... 4-45
Section 10. RNAV Pre-Flight Procedures ..................................... 4-46
A. Pre-flight Planning .................................................................... 4-46
B. General Operating Procedures ................................................. 4-46
C. Contingency Procedures........................................................... 4-47
Section 11. Weight & Balance (W & B) ......................................... 4-48
A. Captain’s Expanded Flow ......................................................... 4-48
B. First Officer’s Expanded Flow ................................................... 4-49
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Table of Contents
Volume 5
Section 12. Before Start Checklist (Below the Line).....................4-50
A. Captain’s Flow Pattern ............................................................. 4-50
B. Captain’s Abbreviated Flow ...................................................... 4-51
C. Captain’s Expanded Flow ......................................................... 4-51
D. First Officer’s Flow Pattern ....................................................... 4-52
E. First Officer’s Abbreviated Flow................................................ 4-53
F. First Officer’s Expanded Flow................................................... 4-53
G. Before Start Checklist (Below the Line) .................................... 4-53
Section 13. Pushback/Powerback Procedures .............................4-54
A. Pushback ................................................................................. 4-54
B. Powerback ............................................................................... 4-54
Section 14. Engine Start Procedure .............................................4-55
A. General .................................................................................... 4-55
B. Procedure ................................................................................ 4-55
C. Stable Engine Indications ......................................................... 4-55
D. Aborted Engine Start ................................................................ 4-55
E. Delayed Engine Start Procedure .............................................. 4-56
F. Engine Warm-up ...................................................................... 4-56
G. Extended Ground Delay ........................................................... 4-56
Section 15. Alternate Engine Start Methods .................................4-57
A. Engine Crossbleed Start On Ground ........................................ 4-57
B. Engine Ground Pneumatic Start ............................................... 4-57
C. Manual Starter Valve Operation Engine Start ........................... 4-58
Section 16. After Start Checklist ..................................................4-59
A. General .................................................................................... 4-59
B. Captain’s Flow Pattern ............................................................. 4-59
F. First Officer’s Abbreviated Flow................................................ 4-63
G. First Officer’s Expanded Flow................................................... 4-63
H. After Start Checklist ................................................................. 4-65
Section 17. Taxi Procedures .........................................................4-66
A. Thrust Management ................................................................. 4-66
B. Speed ...................................................................................... 4-66
C. Aircraft Movement .................................................................... 4-66
D. Nosewheel/Rudder Pedal Steering ........................................... 4-67
E. Brakes ..................................................................................... 4-67
F. Primary Task ............................................................................ 4-67
G. Single Engine Taxi ................................................................... 4-67
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Table of Contents
Volume 5
H. General Guidelines for Single Engine Taxi................................ 4-68
I. Specific Procedures for Single Engine Taxi .............................. 4-68
J. Delayed Engine Start ................................................................ 4-69
K. Turning Radius - ERJ-170 ........................................................ 4-70
L. Turning Radius - ERJ-175 ........................................................ 4-71
Section 18. Taxi Checklist ........................................................... 4-72
A. General .................................................................................... 4-72
B. Captain’s Flow Pattern.............................................................. 4-72
F. First Officer’s Abbreviated Flow ................................................ 4-75
G. First Officer’s Expanded Flow ................................................... 4-75
H. Takeoff Briefing ........................................................................ 4-76
I. Taxi Checklist ........................................................................... 4-77
Section 19. Before Takeoff Checklist .......................................... 4-78
A. Captain’s Flow Pattern.............................................................. 4-78
B. Captain’s Abbreviated Flow ...................................................... 4-79
C. Captain’s Expanded Flow ......................................................... 4-79
D. First Officer’s Flow Pattern ....................................................... 4-80
E. First Officer’s Abbreviated Flow ................................................ 4-81
F. First Officer’s Expanded Flow ................................................... 4-81
G. Before Takeoff Checklist ........................................................... 4-82
Section 20. FLEX Takeoff............................................................. 4-83
A. Procedures ............................................................................... 4-83
Section 21. Normal Takeoff.......................................................... 4-84
A. Setting Takeoff Thrust .............................................................. 4-84
B. Initial Steering .......................................................................... 4-84
C. Aft Center-of-Gravity Effects ..................................................... 4-84
Section 22. Other Takeoff Types ................................................. 4-85
A. Rolling ...................................................................................... 4-85
B. Maximum Performance ............................................................. 4-85
C. Crosswind................................................................................. 4-85
D. Flaps 1, 2, and 4 Takeoff .......................................................... 4-85
Section 23. Rotation & Lift-Off..................................................... 4-86
A. At V1 ........................................................................................ 4-86
B. Rotation and Liftoff ................................................................... 4-86
C. Initial Climb............................................................................... 4-86
D. Clean-Up and Acceleration ....................................................... 4-87
E. Flap Retraction Speed Schedule............................................... 4-87
F. Slat/Flap Retraction Complete .................................................. 4-87
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Table of Contents
Volume 5
Section 24. Normal Takeoff Profile .............................................. 4-88
Section 25. Normal Takeoff Actions & Callouts ........................... 4-89
Section 26. Climb Speed and Angle ............................................. 4-92
A. Climb Speed Determination ...................................................... 4-92
B. VNAV ....................................................................................... 4-92
C. Climb Speed Schedule ............................................................. 4-93
D. Climb Thrust ............................................................................. 4-93
E. Maximum Angle Climb.............................................................. 4-93
F. Fuel Utilization Program ........................................................... 4-93
Section 27. After Takeoff Checklist ............................................. 4-94
A. General .................................................................................... 4-94
B. PF’s Flow Pattern ..................................................................... 4-94
C. PF’s Abbreviated Flow.............................................................. 4-94
D. PF’s Expanded Flow................................................................. 4-94
E. PM’s After Takeoff Flow Pattern ............................................... 4-95
F. PM’s Abbreviated Flow ............................................................. 4-96
G. PM’s Expanded Flow ................................................................ 4-96
H. EICAS ..................................................................................... 4-96
I. APU ......................................................................................... 4-96
J. After Takeoff Checklist ............................................................. 4-96
Section 28. Passing 10,000 feet MSL ........................................... 4-97
A. General .................................................................................... 4-97
B. PF’s Flow Pattern ..................................................................... 4-97
C. PF’s Abbreviated Flow.............................................................. 4-97
D. PF’s Expanded Flow................................................................. 4-97
E. PM’s Flow Pattern .................................................................... 4-98
F. PM’s Abbreviated Flow ............................................................. 4-99
G. PM’s Expanded Flow After the Call Out .................................... 4-99
Section 29. Climbing Through Transition Altitude .....................4-100
A. General .................................................................................. 4-100
B. PF’s and PM Flow Pattern ...................................................... 4-100
C. PF’s Abbreviated Flows .......................................................... 4-101
D. PF’s Expanded Flows ............................................................. 4-101
E. PM’s Abbreviated Flows ......................................................... 4-101
F. PM’s Expanded Flows ............................................................ 4-101
Section 30. Cruise ......................................................................4-102
A. VNAV ..................................................................................... 4-102
B. Fuel Calculations.................................................................... 4-102
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Table of Contents
Volume 5
Section 31. Descent ....................................................................4-103
A. Schedule ............................................................................ 4-103
B. VNAV ..................................................................................... 4-103
C. Rate ....................................................................................... 4-104
D. Descent Ratio ......................................................................... 4-104
E. Factors ................................................................................... 4-104
F. Configuration .......................................................................... 4-105
G. Flight Spoiler and Thrust Usage.............................................. 4-105
H. Planning ................................................................................. 4-105
Section 32. Descent Flow and Checklist .....................................4-106
A. General .................................................................................. 4-106
B. PF’s Descent Flow Pattern at FL 180 ...................................... 4-107
C. PF’s Abbreviated Flow ............................................................ 4-108
D. PF’s Expanded Flow ............................................................... 4-108
E. PM’s Descent Flow Pattern Above FL 180 .............................. 4-109
F. PM’s Descent Flow Pattern Below FL 180 .............................. 4-110
G. PM’s Abbreviated Flow ........................................................... 4-111
H. PM’s Expanded Flow .............................................................. 4-111
I. Landing Speeds...................................................................... 4-112
J. Descent Checklist ................................................................... 4-116
K. Approach Briefing ................................................................... 4-116
Section 33. Descending Through 10,000 feet MSL ......................4-119
A. General .................................................................................. 4-119
B. PF’s Flow Pattern ................................................................... 4-119
E. PM’s Descending Through 10,000 Feet Flow Pattern.............. 4-120
F. PM’s Abbreviated Flow ........................................................... 4-121
G. PM’s Expanded Flow .............................................................. 4-121
Section 34. Holding ....................................................................4-122
Section 35. Stabilized Approach ................................................4-123
A. Definition and Parameters for Stabilized Approaches.............. 4-123
B. Minimum Stabilized Approach Heights .................................... 4-123
Section 36. Visual Approach.......................................................4-124
A. Normal Visual Approach Procedures ...................................... 4-124
B. Initial Approach....................................................................... 4-124
C. Base Leg ................................................................................ 4-124
D. On Final.................................................................................. 4-125
E. Landing Approach Path .......................................................... 4-125
F. Visual Approach Profile .......................................................... 4-126
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Volume 5
G. Normal Visual Approach Actions and Callouts ........................ 4-127
H. Position Orientation & Energy Management ........................... 4-127
I. Three to One Descent Profile ................................................. 4-129
J. Energy Management Factors ................................................. 4-129
K. Flap Settings .......................................................................... 4-129
Section 37. Instrument Procedures ............................................ 4-130
A. General .................................................................................. 4-130
B. Planning ................................................................................. 4-131
C. Aircraft Approach Category .................................................... 4-131
D. Contact Approaches ............................................................... 4-131
E. Determining Decision Altitude/Height ..................................... 4-131
F. Side-Step Maneuver............................................................... 4-131
G. ILS (CAT I) ............................................................................. 4-132
H. LDA (Precision) ...................................................................... 4-132
I. Automation............................................................................. 4-133
J. Alternate ILS Configuration .................................................... 4-135
K. ILS CAT I Actions and Callouts .............................................. 4-136
L. Precision Approach Profile ..................................................... 4-139
Section 38. ILS PRM Approach ................................................... 4-140
A. Procedures ............................................................................ 4-140
Section 39. Non-Precision Procedures ....................................... 4-141
A. General .................................................................................. 4-141
B. Setting Minimums................................................................... 4-141
C. Descent Profile....................................................................... 4-141
D. Calculated VDP ...................................................................... 4-142
E. Target Vertical Speed ............................................................ 4-143
F. MDA to Landing ..................................................................... 4-143
G. Non-Precision Actions and Callouts ....................................... 4-144
H. Non-Precision Profile ............................................................. 4-147
I. Circling Approaches ............................................................... 4-148
Section 40. RNAV Approach ....................................................... 4-151
A. General .................................................................................. 4-151
B. Jeppesen Approach Plate Terminology .................................. 4-151
C. LNAV/VNAV Approaches ....................................................... 4-151
D. Required Navigational Performance (RNP) ............................ 4-152
E. Discontinuing the Approach.................................................... 4-153
Section 41. Landing Callout ....................................................... 4-153
A. For CAT I ILS, RNAV, and Visual Approaches ....................... 4-153
B. Prior to the “Landing” Callout ................................................. 4-153
C. After the “Landing” Callout ..................................................... 4-153
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Table of Contents
Volume 5
Section 42. Landing Checklist ....................................................4-154
A. General .................................................................................. 4-154
B. PF’s Flow Pattern ................................................................... 4-154
E. PM’s Landing Checklist Flow Pattern ...................................... 4-155
F. PM’s Abbreviated Flow ........................................................... 4-156
G. PM’s Expanded Landing Flow ................................................. 4-156
H. Landing Checklist ................................................................... 4-157
Section 43. Go Around................................................................4-158
A. Preparation ............................................................................. 4-158
B. Manual vs. Automatic Go Around Procedures ......................... 4-158
C. TOGA Switch. ......................................................................... 4-158
D. Thrust And Configuration Requirements. ................................ 4-158
E. Go Around Maneuver.............................................................. 4-159
F. Go Around Actions And Callouts ............................................. 4-161
Section 44. Missed Approach Point ............................................4-163
A. ILS CAT I................................................................................ 4-163
Section 45. ILS/PRM Breakouts ..................................................4-163
A. Conflicting Controller/RA Guidance......................................... 4-163
B. ILS/PRM Breakouts Actions and Callouts ............................... 4-163
Section 46. Normal Landing........................................................4-165
A. Vertical Guidance ................................................................... 4-165
B. Thrust ..................................................................................... 4-165
C. Flare ....................................................................................... 4-165
D. Touchdown ............................................................................. 4-166
E. Ground Spoilers...................................................................... 4-166
F. Nosewheel & Rudder Inputs after Touchdown ........................ 4-166
G. Reverse Thrust ....................................................................... 4-167
H. Braking ................................................................................... 4-168
I. Landing Actions and Callouts.................................................. 4-169
J. Crosswind Landing ................................................................. 4-170
K. Land And Hold Short Operations (LAHSO) ............................. 4-172
Section 47. Landing Irregularities ..............................................4-180
A. Wing/Engine Strikes During Landing....................................... 4-180
B. Tail Strike During Landing ...................................................... 4-180
C. Bouncing at Touchdown ......................................................... 4-181
Section 48. Rejected Landing .....................................................4-181
A. Rejected Landing Maneuver ................................................... 4-181
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Table of Contents
Volume 5
Section 49. After Landing Checklist ........................................... 4-182
A. Taxi Procedures ..................................................................... 4-182
B. Engine Shutdown after Landing.............................................. 4-182
C. General .................................................................................. 4-182
D. Captain’s After Landing Flow Pattern ..................................... 4-183
E. Captain’s Abbreviated Flow .................................................... 4-184
F. Captain’s Expanded Flow ....................................................... 4-184
G. First Officer’s After Landing Flow Pattern ............................... 4-185
H. First Officer’s Abbreviated Flow.............................................. 4-186
I. First Officer’s Expanded Flow................................................. 4-186
J. After Landing Checklist .......................................................... 4-187
Section 50. Cockpit Voice Recorder (CVR) Deactivation
after a Reportable Event .......................................... 4-188
A. General .................................................................................. 4-188
B. NTSB Reportable Event Checklist .......................................... 4-188
Section 51. Parking Checklist .................................................... 4-189
A. General .................................................................................. 4-189
B. Captain’s Parking Flow Pattern .............................................. 4-189
C. Captain’s Abbreviated Flow .................................................... 4-190
D. Captain’s Expanded Flow ....................................................... 4-190
E. First Officer’s Parking Flow Pattern ........................................ 4-192
Section 52. Securing Checklist .................................................. 4-194
A. General .................................................................................. 4-194
B. Flow ....................................................................................... 4-194
C. Securing Checklist ................................................................. 4-195
Chapter 5. Emergency and Abnormal Checklists

Section 1. Quick Reference Handbook ........................................ 5-3
Chapter 6. Abnormal Procedures

Section 1. Starting Engines ......................................................... 6-1
A. Engine Start Abort...................................................................... 6-1
B. Hung Start.................................................................................. 6-1
C. Engine Dry Motoring .................................................................. 6-1
Section 2. Takeoff Emergencies .................................................. 6-3
A. Rejected Takeoff - General ........................................................ 6-3
B. Rejected Takeoff Actions & Callouts .......................................... 6-4
C. After a Rejected Takeoff............................................................. 6-4
D. Communications ........................................................................ 6-4
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Volume 5
E. Rejected Takeoff PA Announcements......................................... 6-4
Section 3. Loss of Thrust At or Above V1 .................................... 6-5
A. General ...................................................................................... 6-5
B. Considerations............................................................................ 6-5
C. Takeoff Performance ..................................................................6-5
D. Engine Failure ............................................................................ 6-6
E. Engine Fire ................................................................................. 6-6
F. Engine Severe Damage .............................................................. 6-7
G. Compressor/Engine Stall ............................................................ 6-8
H. Engine Failure Recognition ....................................................... 6-10
I. Engine Failure Callout .............................................................. 6-10
J. Thrust Requirements ................................................................ 6-10
K. Directional Control Prior to, and During, Liftoff .......................... 6-10
L. Rotation .................................................................................... 6-10
M. Directional Control After Liftoff .................................................. 6-11
N. Initial Climb............................................................................... 6-11
O. Ground Track Consideration ..................................................... 6-11
P. Acceleration and Clean-Up ....................................................... 6-12
Q. Max Continuous Thrust ............................................................. 6-12
R. Follow-Up Actions ..................................................................... 6-12
S. Landing .................................................................................... 6-13
Section 4. Loss of Thrust At or Above V1 Profile ....................... 6-14
A. Loss of Thrust At or Above V1 Actions & Callouts ..................... 6-15
Section 5. Inflight Emergencies ................................................. 6-17
A. EICAS Abnormal or Emergency Crew Coordination - Actions
and Callouts ............................................................................ 6-17
B. EICAS Advisory Crew Coordination - Actions and Callouts ....... 6-17
Section 6. Rapid Depressurization / Emergency Descent .......... 6-19
A. General .................................................................................... 6-19
B. Use of Flight Level Change (FLCH) .......................................... 6-19
C. Level off.................................................................................... 6-20
D. Manual Flight ............................................................................ 6-20
Section 7. One Engine Inoperative (OEI) Approaches ............... 6-21
A. General .................................................................................... 6-21
B. One Engine Inoperative (OEI) Visual Approach Procedure ....... 6-21
C. One Engine Inoperative Visual Approach Profile ....................... 6-23
D. One Engine Inoperative (OEI) Precision Approach
Procedure ................................................................................ 6-24
E. One Engine Inoperative Precision Approach Profile .................. 6-25
F. One Engine Inoperative (OEI) Non-Precision
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Volume 5
Approach Procedure ................................................................ 6-26
G. One Engine Inoperative Non Precision Profile .......................... 6-27
H. No Slat / Flap Approach Procedure .......................................... 6-28
I. No Slat / Flap Landing.............................................................. 6-29
Section 8. Rejected Landing .......................................................6-31
A. Rejected Landing Maneuver ..................................................... 6-31
Section 9. Engine Failure on Final ..............................................6-33
A. General .................................................................................... 6-33
Section 10. Engine Out Go Around...............................................6-34
A. Engine Out Go Around Maneuver............................................. 6-34
B. Acceleration and Clean-Up....................................................... 6-34
C. Max Continuous Thrust ............................................................ 6-35
D. Engine Out Go Around Actions And Callouts ............................ 6-36
Section 11. EGPWS ......................................................................6-39
A. EGPWS Input Sources ............................................................. 6-39
B. Use of the EGPWS................................................................... 6-39
C. EGPWS Recovery .................................................................... 6-40
D. Other EGPWS Alerts ................................................................ 6-41
Section 12. TCAS ..........................................................................6-42
A. TCAS Procedures .................................................................... 6-42
B. TCAS Warnings ....................................................................... 6-42
Section 13. Wake Turbulence .......................................................6-43
A. Recognition .............................................................................. 6-43
B. Wake Turbulence Recovery Actions and Callouts .................... 6-43
Section 14. Simultaneous Failure of All Three MAUs ...................6-44
A. CASE 1 - MAU'S Failure With Automatic Restore ..................... 6-44
B. CASE 2 - MAU'S Failure With Restore Upon Crew Action ........ 6-46
Section 15. Embraer Operational Bulletins ..................................6-48
A. Introduction .............................................................................. 6-48
B. Steer Fail EICAS Message ....................................................... 6-48
C. Engine Vibration and ENG EXCEEDANCE
EICAS Message ....................................................................... 6-49
D. SPDA FAIL EICAS Message .................................................... 6-53
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Table of Contents
Volume 5
Chapter 7 Weather Operations
Section 1. Contaminated Runway Operations .............................. 7-1
A. General ...................................................................................... 7-1
B. Hydroplaning .............................................................................. 7-1
C. Crosswind Landings ................................................................... 7-2
D. Use of Reverse Thrust ................................................................ 7-2
Section 2. Hot Weather Operations .............................................. 7-3
A. General ...................................................................................... 7-3
B. Taxi ............................................................................................ 7-3
C. Takeoff ....................................................................................... 7-3
D. Landing. .....................................................................................7-4
E. Brake Cooling ............................................................................. 7-4
Section 3. Cold Weather Operations ............................................ 7-5
A. General ...................................................................................... 7-5
B. Ground Operations ..................................................................... 7-5
C. ADSP Warm-Up..........................................................................7-5
D. Hydraulic Systems Warm-Up ...................................................... 7-6
E. Engine Start................................................................................ 7-7
F. Taxi ............................................................................................ 7-7
G. Run-Ups .....................................................................................7-8
H. Takeoff ....................................................................................... 7-8
I. Reject ......................................................................................... 7-9
J. In Flight ...................................................................................... 7-9
K. Landing ...................................................................................... 7-9
L. After Landing ............................................................................ 7-10
M. De/Anti-Icing Tables ................................................................. 7-10
N. PIREPS relating to Airframe Icing ............................................. 7-11
Section 4. Hazardous Weather ................................................... 7-15
A. Clear Air Turbulence (CAT) ...................................................... 7-15
B. Mountain Wave Turbulence ...................................................... 7-15
C. Turbulence and Thunderstorms ................................................ 7-15
D. Severe or Extreme Turbulence Encounter ................................ 7-15
E. Windshear ................................................................................ 7-15
F. Terminal Weather Information for Pilots (TWIP) ........................ 7-16
G. Definitions ................................................................................ 7-16
H. ATC Terminology. ..................................................................... 7-17
I. Ozone....................................................................................... 7-18
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Section 5. Operation in Turbulence ............................................7-19
A. Airspeeds ................................................................................. 7-19
B. Altitude..................................................................................... 7-19
C. Attitude .................................................................................... 7-20
D. Aircraft Systems ....................................................................... 7-20
E. Secure the Aircraft ................................................................... 7-20
F. Definitions of Turbulence Intensity ........................................... 7-21
Section 6. Windshear ..................................................................7-23
A. General. ................................................................................... 7-23
B. Windshear Flow Chart .............................................................. 7-24
C. Windshear Recognition Techniques ......................................... 7-25
D. Windshear Detection ................................................................ 7-26
E. Windshear Escape Guidance Mode.......................................... 7-27
F. Approach ................................................................................. 7-27
G. Windshear Recognition and Recovery Graphic......................... 7-28
H. Windshear Recovery Maneuver Actions and Callouts............... 7-29
I. Windshear Recovery Techniques ............................................. 7-30
J. Windshear escape maneuver due to
EGPWS announcement: .......................................................... 7-30
K. Windshear escape maneuver without
EGPWS announcement: .......................................................... 7-30
L. Table 1: Causes Of Windshear................................................. 7-31
M. Table 2: Danger Signals of Dry Microbursts ............................. 7-31
N. Microburst Guidelines/Windshear Probability ........................... 7-33
O. Table 4: Microburst Guidelines/Windshear Probability .............. 7-34
Section 7. Thunderstorms ..........................................................7-35
A. Use of Weather Radar.............................................................. 7-35
B. Lightning Strike ........................................................................ 7-35
Section 8. Volcanic Ash ..............................................................7-41
A. General .................................................................................... 7-41
B. On Ground Operations ............................................................. 7-42
C. In Flight Operations ................................................................ 7-43
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Volume 5
Chapter 8 Training Maneuvers
Section 1. General Training Procedures ...................................... 8-1
A. Minimum Altitude to conduct training maneuvers: ....................... 8-1
Section 2. Steep Turns................................................................. 8-2
A. Objective .................................................................................... 8-2
B. Configuration .............................................................................. 8-2
Section 3. Stalls ........................................................................... 8-3
A. General ...................................................................................... 8-3
B. Lateral and Directional Control ................................................... 8-3
C. Effect of Flaps ............................................................................ 8-3
D. Effect of Flight Spoilers ...............................................................8-3
E. Approaches to Stalls ................................................................... 8-3
F. Stall Training .............................................................................. 8-3
G. Entry........................................................................................... 8-4
H. Stall Recovery Actions and Callouts ........................................... 8-5
Section 4. Unusual Attitudes/Upsets ........................................... 8-6
A. Nose High Recognition ...............................................................8-6
B. Nose High Recovery Actions and Callouts .................................. 8-6
C. Nose Low Recognition ................................................................ 8-7
D. Nose Low Recovery Actions and Callouts ................................... 8-7
Section 5. Flight Training Acceptable Performance .................... 8-8
A. Steep Turns ................................................................................ 8-8
B. Approach to Stall ........................................................................ 8-8
C. Departure, Enroute, Holding, and Arrival..................................... 8-8
D. Precision Instrument Approaches (ILS) .......................................8-9
E. Nonprecision Instrument Approaches (VOR/NDB/LOC) .............. 8-9
F. Circling Approach ..................................................................... 8-10
G. Missed Approach ...................................................................... 8-10
H. Landing .................................................................................... 8-11
I. Normal, Abnormal, and Emergency Procedures........................ 8-11
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Chapter 9 Performance
Section 1. General ....................................................................... 9-1
A. Take-off Limitations 14 CFR 121.189 ......................................... 9-2
B. Enroute Limitations: One Engine Inoperative
14 CFR 121.191 ......................................................................... 9-3
C. Landing Limitations Destination Airports
14 CFR 121.195 ......................................................................... 9-3
D. Landing Limitations Alternate Airport
14 CFR 121.197 ......................................................................... 9-4
E. Aircraft Limitations: Type of Route
14 CFR 121.161 ......................................................................... 9-4
F. Alternate Airport for Departure
14 CFR 121.617 ......................................................................... 9-4
G. Fuel Computations ..................................................................... 9-5
H. Diversions to Airports ................................................................. 9-5
I. Performance Requirements ....................................................... 9-6
Section 2. Performance Definitions ............................................. 9-7
A. Airspeeds ................................................................................... 9-7
B. Determination of Maximum Allowable Takeoff Weight .............. 9-9
C. Thrust Rating for Takeoff.......................................................... 9-10
D. Miscellaneous .......................................................................... 9-10
Section 3. AeroData ....................................................................9-11
A. General .................................................................................... 9-11
Section 4. AeroData Takeoff Reports .........................................9-13
A. General .................................................................................... 9-13
B. Special Engine Failure Takeoff Path & Procedures .................. 9-15
C. Runway Conditions .................................................................. 9-16
D. Ground Vehicle Runway Friction Readings............................... 9-18
E. Takeoff On Wet, Slippery, Or Contaminated Runways ............. 9-18
F. Reduced Thrust Takeoff ........................................................... 9-20
G. Runway Naming Conventions .................................................. 9-21
Section 5. Takeoff Performance .................................................9-23
A. Takeoff Runway Analysis Report.............................................. 9-23
B. Takeoff Report Layout - General .............................................. 9-23
C. Takeoff Data Section................................................................ 9-26
D. Special Engine Failure Procedures .......................................... 9-27
Section 6. Takeoff Report – Max Temp Section ..........................9-28
A. Definitions – Max Temp Section ............................................... 9-28
B. Max Temp Section ................................................................... 9-29
C. Steps For Using The Max Temp Section .................................. 9-29
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D. Rules For Reading The Max Temp Section ............................... 9-30
Section 7. Takeoff Report – Max WT Section ............................. 9-31
A. General .................................................................................... 9-31
B. Max WT Section ....................................................................... 9-31
C. Steps For Using The Max Wt Section ....................................... 9-31
D. Rules For Reading The Max Wt Section ................................... 9-32
Section 8. Takeoff Report – Single Section ............................... 9-33
A. General .................................................................................... 9-33
B. Single Section Format .............................................................. 9-33
C. Rules For Reading The Single Section ..................................... 9-33
Section 9. Takeoff Report – Runway Notes ................................ 9-34
Section 10. ACARS TLR ............................................................... 9-34
A. General .................................................................................... 9-34
B. ACARS Runways Section ......................................................... 9-34
C. ACARS Takeoff Performance Section....................................... 9-35
Section 11. Enroute Performance Analysis ................................. 9-36
A. General .................................................................................... 9-36
B. Method 1 .................................................................................. 9-37
C. Method 2 .................................................................................. 9-37
D. Dispatch Airport Suitability ........................................................ 9-39
E. Inflight Airport Suitability ........................................................... 9-39
F. MEL/CDL Penalties .................................................................. 9-40
G. Selection Of Method 1 Or Method 2 .......................................... 9-40
Section 12. Enroute Engine Failure Procedures .......................... 9-41
A. General .................................................................................... 9-41
B. Procedures When Dispatched With Method 1 - Engine
Failure Below Single Engine Service Ceiling ............................. 9-41
C. Procedures When Dispatched With Method 1 - Engine
Failure At And Above Single Engine Service Ceiling ................ 9-42
D. Procedures When Dispatched With Method 2 - Engine
Failure Below Single Engine Service Ceiling ............................. 9-43
E. Procedures When Dispatched With Method 2 - Engine
Failure At And Above Single Engine Service Ceiling, But
Below Planned Cruise Altitude .................................................. 9-44
F. Procedures When Dispatched With Method 2 - Engine
Failure After Reaching Planned Cruise Altitude ........................ 9-45
Section 13. Landing Performance ................................................ 9-46
A. General .................................................................................... 9-46
B. Runway Naming Conventions ................................................... 9-46
C. Landing Report Layout ............................................................. 9-47
REV. 8, 15 SEP 2008 TOC-20

Table of Contents
Volume 5
D. Distance Section ...................................................................... 9-50
Section 14. Complex Special Procedures .....................................9-51
Section 15. Crosswind Performance ............................................9-52
A. Demonstrated Crosswind ......................................................... 9-52
B. Wind Component Chart ............................................................ 9-52
C. Wind Component Chart .......................................................... 9-53
D. Temperature Conversion Chart ............................................... 9-54
E. Unfactored Landing Distance & Required
Landing Distance .................................................................... 9-55
Section 16. AeroData ACARS Performance System .....................9-58
A. System Description .................................................................. 9-58
B. ACARS Applications................................................................. 9-58
C. ACARS MAIN MENU................................................................ 9-60
D. AIR TRAFFIC SERVICES (ATS) MENU ................................... 9-65
E. AERODATA ACARS SCREENS ............................................... 9-68
Section 17. Speed Charts .............................................................9-91
A. Overview .................................................................................. 9-91
Section 18. ERJ-175 Speed Charts and Performance Charts ..... 9-110
A. Overview ................................................................................ 9-110
Chapter 10 Weight and Balance Procedures

Section 1. Weight and Balance Control Policy ...........................10-1
Section 2. Cargo Compartments/Loading ...................................10-3
A. Cargo Compartments Description............................................. 10-3
B. Cargo Door Operations ............................................................ 10-3
C. Cargo Compartment Limits....................................................... 10-6
D. Baggage and Cargo Loading .................................................... 10-6
E. Package size tables ................................................................. 10-6
F. Cargo Nets............................................................................ 10-11
G. Live Animals Transportation ................................................... 10-14
Section 3. Weight & Balance Calculations................................ 10-16
A. General .................................................................................. 10-16
B. Basic Operating Index ........................................................... 10-17
C. Passenger Index .................................................................... 10-17
D. Cargo Index ........................................................................... 10-18
E. Fuel Index .............................................................................. 10-19
F. Forward Closet Index ............................................................. 10-19
G. Observer Index (ACM) ........................................................... 10-19
H. Passenger & Cargo Additions & Removals ............................. 10-19
REV. 8, 15 SEP 2008 TOC-21

Table of Contents
Volume 5
I. Final Index (CG) & Fuel Burn Off ............................................ 10-20
J. Fuel Burn Off .......................................................................... 10-21
K. Aft Limit & Inflight Movement .................................................. 10-22
L. Load Planning for the ERJ-175 ............................................... 10-22
M. Caution Zones ........................................................................ 10-23
N. See Gee Wheel for ERJ-170 .................................................. 10-24
N. See Gee Wheel for Interchange Aircraft.................................. 10-25
O. See Gee Wheel for ERJ-175 ................................................... 10-26
P. Weight Tables for ERJ-170 ..................................................... 10-27
Section 4. Weights & Indexes ...................................................10-28
A. Flight Crew and Flight Attendant Weight/Index ....................... 10-28
B. Observer Weight Index ........................................................... 10-28
C. Passenger Weight Index ......................................................... 10-28
D. Child Count............................................................................. 10-29
E. Baggage Weight/Index............................................................ 10-29
F. Completing the Shuttle America Airlines
W&B Load Manifest ................................................................ 10-30
G. Load Manifest Instructions ...................................................... 10-31
H. Sample Load Manifest ............................................................ 10-36
Chapter 11 Equipment and Systems

Section 1. Minimum Equipment List / Non-Essential Equipment and
Furnishings/ Configuration Deviation List
(MEL/NEF/CDL) ........................................................ 11-1
A. General .................................................................................... 11-1
B. Discrepancies After Departure .................................................. 11-2
C. Distribution ............................................................................... 11-2
Section 2. Emergency Equipment .............................................. 11-3
A. General .................................................................................... 11-3
B. Description & Operation............................................................ 11-3
C. Flightdeck Escape Rope ........................................................... 11-4
D. Cabin Seating ........................................................................... 11-5
E. Emergency Equipment Location - ERJ-170 ............................... 11-6
F. Emergency Equipment Location: Interchange
Aircraft 76 Seats ...................................................................... 11-9
G. Emergency Equipment Location - ERJ-175 ............................. 11-10
H. Emergency Lighting System ................................................... 11-11
I. Floor Proximity Emergency Escape Path Lighting System ...... 11-13
J. ERJ-170 Phase II Flightdeck Door .......................................... 11-15
K. Normal Procedures ................................................................. 11-17
REV. 8, 15 SEP 2008 TOC-22

Table of Contents
Volume 5
L. Emergency Flightdeck Entry ...................................................11-18
M. Cockpit Door ...........................................................................11-19
N. Emergency Exits .....................................................................11-24
O. Crash, Fire and Rescue Information........................................11-33
P. Closed Door Indications ..........................................................11-34
Section 3. ADSP Heater ............................................................ 11-35
A. System Description .................................................................11-35
Section 4. FMS ......................................................................... 11-35
Section 5. EPIC Load 17.5 Differences ..................................... 11-36
A. Overview.................................................................................11-36
Section 6. SPDA 9.2 Upgrade Differences ................................ 11-38
A. Overview.................................................................................11-38
Section 7. FADEC 5.2 Upgrade Differences .............................. 11-39
A. Overview.................................................................................11-39
Section 8. Load 17.2 Ops Procedure - Bleed 1 (2)
Overpress ................................................................ 11-40
A. Overview.................................................................................11-40
Section 9. LOAD 19.3 DIFFERENCES ..................................... 11-41
A. New EICAS Message..............................................................11-41
B. Reduction of Spurious EICAS Messages ................................11-41
C. Weather Radar .......................................................................11-41
D. Cruise Altitude ........................................................................11-41
E. VNAV Glide Path ....................................................................11-42
F. Vertical Display Improvements ................................................11-42
G. AMS Synoptic Page ................................................................11-42
H. RTE Page ...............................................................................11-42
I. Abeam Waypoints and Altitude Constraints.............................11-42
J. Airspace Model Improvement..................................................11-42
K. Autothrottles ...........................................................................11-42
L. AP FAIL CAUTION EICAS Message .......................................11-43
M. FLCH ......................................................................................11-43
N. Vertical Speed ........................................................................11-43
O. Electronic Checklists...............................................................11-43
P. NAV Radio Tuning Changes ...................................................11-43
Q. Takeoff and Landing Pages Changed .....................................11-44
R. Optimum V2 ............................................................................11-45
S. FGCS Priority Switching Modifications ....................................11-45
REV. 8, 15 SEP 2008 TOC-23

Table of Contents
Volume 5
Section 10. Load 19 RNAV/GPS Approaches ..............................11-45
A. General .................................................................................. 11-45
B. Jeppesen Approach Plate Terminology ................................... 11-45
C. RNAV Approaches.................................................................. 11-46
D. Missed Approach Procedures ................................................. 11-47
E. Required Navigational Performance (RNP) ............................. 11-47
F. Discontinuing the Approach .................................................... 11-47
G. Automation ............................................................................. 11-48
H. Alternate RNAV/GPS Configuration ........................................ 11-48
I. RNAV GPS Approach Actions and Callouts ............................ 11-50
Section 11. EPIC Load 21.2 Differences .....................................11-53
Section 12. Electronic Flight Bag - EFB .....................................11-56
A. General .................................................................................. 11-56
B. Crewmember Login ................................................................ 11-57
C. Main Menu.............................................................................. 11-58
D. Revision Status Menu ............................................................. 11-61
E. Charts..................................................................................... 11-64
F. Terminal Procedure Plate Display ........................................... 11-68
G. Enroute Chart Display............................................................. 11-70
H. Takeoff Minimums .................................................................. 11-75
I. Updating Chart Data ............................................................... 11-76
J. Memo ..................................................................................... 11-77
K. Manuals.................................................................................. 11-77
L. Abnormal EFB Operations ...................................................... 11-79
M. Aircraft Dispatch with an Abnormal EFB ................................. 11-81
Chapter 12 Abbreviations and Acronyms
REV. 8, 15 SEP 2008 TOC-24

Introduction
Volume 5
Introduction
Shuttle America operates the Embraer ERJ-170-LR model. Through-
out this manual, the aircraft is designated ERJ-170. This title applies
to all makes and models of the ERJ-170 in the Shuttle America fleet
unless specified differently.
The information contained in this publication represents the ERJ-170
Pilot Operating Handbook (ERJ-170 POH) for Shuttle America and
replaces the aircraft manufacturer’s Airplane Flight Manual (AFM) in
accordance with 14 CFR 121.141(b).
The Airplane Operators Manual (AOM), which contains detailed sys-
tem information, will be retained in each aircraft under a separate
cover.
REV. 4, 15 FEB 2008 INTRO-1

Introduction
Volume 5
A. Overview of ERJ-170 Pilot Operating Handbook
(ERJ-170 POH), Volume 5
Chapter 1 - General
Outlays a brief discussion of various aspects of the ERJ-170 POH.
Topics include checklist philosophy, crew coordination, flight auto-
mation and definition of terms.
Chapter 2 - Limitations
Contains FAA, Shuttle America, and Manufacturer imposed air-
plane and systems limitations.
Chapter 3 – Normal Checklists

Lists all items for each normal checklist from preflight inspection
to the terminating check. These checklists will also serve as a
backup to those carried separately onboard the aircraft.
Chapter 4 - Normal Procedures

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

Includes an alphabetical index of EICAS messages and Emer-
gency and Abnormal Procedures. This chapter is identical to the
Quick Reference Handbook (QRH) in the aircraft and will be
referred to in case the onboard checklist is missing or damaged.
Chapter 6 - Abnormal Procedures

Outlines the procedures, flight profiles and crew coordination to be
followed under abnormal conditions. This chapter will be a main
focus during initial and recurrent training.

Introduction
Volume 5
Chapter 7 – Weather Operations
Outlines procedures, guidelines and considerations for cold
weather operations, turbulence, windshear, and thunderstorms.
Chapter 8 – Training Maneuvers
Explains the maneuvers required during initial and recurrent train-
ing and check flights as well as the applicable performance stan-
dards.
Chapter 9 – Performance
Explains the use of data provided by Aircraft Performance Group
(APG) as well as information derived from the FAA approved
Embraer AFM. Takeoff and landing speed cards are also pro-
vided as a backup to those carried separately onboard the aircraft.
Chapter 10 – Weight and Balance

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

Contains a brief explanation of the MEL, which is kept in a sepa-
rate binder in each aircraft. Includes a section on the ERJ-170
emergency equipment and basic ACARS functions.
Chapter 12 – Abbreviations and Acronyms

Contains alphabetical abbreviations and acronyms listing.
Index
Alphabetical listing by subject
B. Questions
Shuttle America encourages all flight crewmembers to address
any questions or concerns regarding this manual to Chief Pilot.

Introduction
Volume 5

Section 1 General Statement
Volume 5
Chapter 1
General Policies

The information contained in this publication represents the ERJ-
170 Pilot Operating Handbook (ERJ-170 POH) for Shuttle Amer-
ica and replaces the aircraft manufacturer’s Airplane Flight Man-
ual (AFM) in accordance with 14 CFR 121.141(b).
POH procedures, limitations, and performance information is
revised whenever a change to the AFM/AOM is issued by the
manufacturer.
The Airplane Operators Manual (AOM, VOL II), which contains
detailed system information, will be retained in each aircraft under
a separate cover.
Central to the ERJ-170 POH is the institution of Standard Operat-
ing Procedures (SOPs) for the ERJ-170 regional jet fleet.
Research has shown that standardized procedures and defined
cockpit communications are significant factors in maintaining flight
safety. SOPs form the shared mental model that flight crewmem-
bers need to perform their tasks effectively as a team. Promoting
team performance also accomplishes the main objective of Crew
Resource Management (CRM). Shuttle America is therefore com-
mitted to providing SOPs that are clear, comprehensive, and
readily available to its flight crewmembers.
At the same time, the SOPs presented in this manual aim to
reduce as much as possible the operational shortcomings com-
mon to human interaction. These may include improper coordina-
tion among flight crewmembers, improper coordination between
flight and cabin crewmembers, distraction from basic flying skills
and misunderstandings.
REV. 1, 15 MAR 2006 1-1

Volume 5
The information contained in this publication is based on flight
tests, and accumulated airline and flight training experience, and
embraces current industry philosophies of aircraft operation.
Through strict adherence to the procedures contained in this man-
ual, flight crewmembers will achieve the objectives of Shuttle
America which are to place safety, standardization, passenger
comfort, schedule reliability and economy in their proper order.
On a routine basis, non-standard procedures are unacceptable in
a professional cockpit. However, the pilot-in-command has the
final authority as to the disposition of the aircraft and may deviate
from standard procedures as circumstances warrant.
REV. 1, 15 MAR 2006 1-2

Section 2 Checklist Philosophy Normal Procedures
Flightdeck Checklist
Volume 5
A. Philosophy
1. The use of standardized procedures and terminology reduces
confusion and promotes crew communication and
understanding throughout the flight. The proper use of the
Normal Procedures Flightdeck Checklist alleviates unsafe
practices, carelessness, and the development of
individualized procedures.
2. The Checklist is the flight crew's safety net to help ensure all
flows and procedures are accomplished correctly. The
checklist can only work effectively if it is accomplished
properly.
a. Checklists will be used in all phases of flight in accordance
with the policies and procedures listed in this section and
in the Pilot Handbook, if applicable.
b. Checklist policies and procedures will not compromise
aircraft operational capabilities for the exclusive purpose of
overall fleet standardization.
B. Design
1. The Normal Procedures Flightdeck Checklist is designed to
be quickly and easily accomplished in a logical time sequence
during the flight. Checklist groupings are selected so the items
are consistent with established flow patterns and can be
quickly accomplished. Normal checklists are used to verify
certain critical procedural steps have been accomplished.
2. Do-Verify
a. Normal checklists are "Do-Verify". Flow patterns and
procedures triggered by operation events are used to
complete all required normal actions prior to checklist
usage.
b. Exceptions:
The Safety & Power On Checklist and the Securing
Checklist are “Read and Do” Checklists.
REV. 6, 13 JUN 2008 1-3

Volume 5
C. Content
1. The Normal Procedures Flightdeck Checklist is a
comprehensive checklist made up of twelve individual flight
phase checklists:
a. Safety & Power On
b. Originating/Receiving
c. Before Start
d. After Start
e. Taxi
f. Before Takeoff
g. After Takeoff
h. Descent
i. Landing
j. After Landing
k. Parking
l. Securing
2. These checklists contain only those procedural steps which if
omitted, have a direct and adverse impact on normal
operations.
D. Challenge and Response Concept
1. The checklist incorporates the challenge and response
concept.
a. Challenger
1) The person who reads the checklist and verbally
issues the Challenge.
2) The challenger calls aloud (except for those check-
lists which are accomplished silently) all Challenges
and ensures the associated Responses are correct.
b. Responder
1) The person who verbally issues the Response.
2) The responder visually verifies each specific switch
position or action matches the correct checklist
Response.
REV. 2, 15 AUG 2006 1-4

Volume 5
E. Checklist Format - Normal Checklists
TITLE
1 2 3
Fuel Quantity Verify __REQ, __OB
Altimeters Verify __.__ Set
Departure Review [PF] Complete

4
Doors Verify Closed

Before Start Checklist [FO] Complete
Normal Procedures Flightdeck Checklist Example

1 The Challenge.
2 Response designator (e.g., Verify, C, FO, PF, or PM) indicating which
crewmember(s) is/are responsible for verifying a particular item or action
has been accomplished and makes the verbal response.
3 The Response.
4 This symbol indicates “the line” and is placed in the checklist to indicate a
break in the sequence. Normally, some action (i.e., pushback, selecting
final landing flaps, etc.) must occur before the checklist can proceed.
Note: When reading the checklist and the next item is the line,
the challenger will state “Down to the Line.”
F. Procedures
Even though the following guidance clearly delineates crew-
member responsibilities, it does not alleviate the first officer from
bringing to the captain's attention a checklist or checklist item he
feels has been overlooked, improperly accomplished, or delayed
too long.
1. When?
a. The Checklist Guidance Table indicates when to call for
the appropriate checklist.
b. Checklist items should be accomplished before calling for
the pertinent checklist. The crew should accomplish their
specific functions and duties by following established flow
patterns.
c. A checklist should not be initiated until sufficient time and
attention can be devoted to its expeditious completion.
REV. 1, 15 MAR 2006 1-5

Volume 5
2. How?
a. The "Checklist Guidance Table" indicates who initiates,
reads, and responds to each specific checklist.
b. The following general procedures apply:
1) All pilots will be at their duty station while accom-
plishing the checklists.
a) Exception:
The Safety & Power ON, and the Securing Check-
lists.
c. Challenger must...
1) Read aloud, except for those checklists which may be
accomplished silently, all Challenges from the check-
list until its completion. Challenges will not be recited
from memory.
Note: If a checklist item has not been completed when
challenged, the pilot(s) responding will discuss (if
necessary) the item, complete it, and then issue the
Response.
2) Ensure the correct Response is verbalized.
d. Responder(s) must...
1) Verify the required switch position or action is correct.
2) Verbalize the exact checklist Response.
3. Verify
a. The PM reads the whole checklist item including the
“Verify” and expected Response.
b. The PF will verify that the required action is completed and
repeat the Response.
c. Example “Verify”.
1. Gear .............................Verify.............. Down, 3 Green
PF PM
Read aloud “Gear, verify, down
Maintain aircraft control
three green
Verify gear is down and three green lights are illuminated
Repeat aloud “down three green”
REV. 6, 13 JUN 2008 1-6

Volume 5
4. Specific Responses
a. If a component is not installed on the aircraft, the
responder will state "Not Installed."
b. When blank lines are in the printed response, the
responder will state the condition or position of the item
(e.g., "29.92,"etc.).
1) Example:
PM states "Altimeters, Verify, 29.92";
PF states "29.92"
c. Italicized, bracketed "[ ]" items are added for emphasis
only, and are not required to be read.
d. If a Response is a variable setting, usually denoted by "or",
then the appropriate Response is the actual position.
5. Checklist Interruption
a. A checklist shall be called for once it is ascertained that the
checklist can be completed in its entirety without interrup-
tion. If the completion of a checklist is interrupted, the crew
will repeat the last checklist item before the interruption.
b. If the crew is unsure at which point the checklist was inter-
rupted, the whole checklist must be repeated from the
beginning.
6. Checklist “Hold”
a. It is NOT permissible to commence a checklist with the
express intent of holding at a particular checklist item.
Again, checklists are to be completed in their entirety
without interruption.
b. There are two exceptions; In the BEFORE START and
LANDING Checklists.
REV. 8, 15 SEP 2008 1-7

Volume 5
7. Flightdeck Verification
a. If...
1) Maintenance is performed on the flightdeck, or
2) The flightdeck is left unattended for long periods of
time, or
3) Unsupervised visitors are permitted in the flightdeck
(i.e., no flight crewmember present)
b. Then the flight crew must...
1) Verify switches, control handles, knobs, or levers are
in the prescribed positions, and
2) Verify the associated indicator lights and instrument
readings conform the proper positioning of the appli-
cable switches, control handles, knobs, or levers of all
the items on the Originating Checklist.
REV. 8, 15 SEP 2008 1-8

Volume 5
8. Checklist Guidance Table
Checklist Initiated By When Read By Response By
Safety & Arriving at an aircraft with no
N/A N/A N/A
Power On 1 electrical power
Accomplish to ensure all
equipment is operating properly
and if not, allow Maintenance
sufficient time to correct any
irregularities
Originating / Captain Originating: First

Receiving Aircraft’s first flight 2 of the day Officer
Receiving:
Anytime a flight crew change is
involved (either seat)
Before Start Captain After fueling is completed and First
the ATC clearance is received Officer
After Start Captain Before taxiing First
Officer
After both engines are started
and a) the aircraft is clear of the
ramp area, b) no runways are First
Taxi Captain being crossed, and c) the Officer
Captain is not executing a Response
series of complex taxi Designator
instructions
Before Captain When the aircraft is cleared to First
Takeoff cross the hold short line of the Officer
active runway
After selecting the flaps up
After Takeoff PF and/or accelerating to initial PM 3
climb speed
PF Prior to enter a critical phase of
Descent flight such as descending below PM
FL180
Landing PF After extending the landing gear PM
After the aircraft has cleared
After Landing Captain the active runway and the First
Captain has assumed full Officer 3
control of the aircraft
After every flight after the
First
Parking Captain aircraft has blocked into the
Officer
gate
When the aircraft is to remain
Securing 1 N/A overnight or when the next crew N/A N/A
will not arrive at the aircraft for
more than one hour
1. A “read and do” checklist. With no established flows, each item is read and
accomplished silently. The Safety and Power On Checklist is normally accomplished by
the first pilot arriving at the aircraft. The Securing Checklist is normally accomplished by
the last pilot to leave the aircraft. NOTE: The Securing Checklist does not require
verbalizing “Securing Checklist complete” if the other pilot is not present.
2. The first flight number entered in the Maintenance Log for the current operational day
shall be considered the first flight of the day.
3. Read and accomplished silently; however, verbalize appropriate “After (Takeoff or
Landing) Checklist complete”.
REV. 8, 15 SEP 2008 1-9

Section 3 Non-Normal Checklist Philosophy
Volume 5
A. Policy
1. Flight crewmembers will follow the non-normal procedures
located in the Quick Reference Handbook (QRH) or the
Emergency/Abnormal Checklists in this POH, to cope with or
contain non-normal situations. All actions must be
coordinated under the captain's supervision and performed in
a deliberate, systematic manner.
2. The QRC will be the primary reference whenever a non-
normal procedure contains either a memory item or an
immediate action item.
a. Memory Item - A memory item is defined as a task that
must be started as soon as possible after the Pilot Flying
(PF) recognizes the situation. The PF accomplishes the
task from memory and states the memory item. The Pilot
Monitoring will also accomplish the Memory Item when
appropriate (e.g. Oxygen Masks - On, 100%). All Memory
Items are formatted in black bold letters, all Caps, and the
text is located within a black bordered box.
b. Immediate Action Item - An immediate action item is
defined as a task that must be started as soon as possible
after the Pilot Flying (PF) commands the accomplishment
of the non-normal checklist and the task will be accom-
plished as a read-and-do item that the Pilot Monitoring
(PM) accomplishes while reading from the QRC. All
Immediate Action Items are formatted in black bold letters
and all Caps (no black bordered box). In the QRH, a heavy
black line is used to denote the break between the Imme-
diate Action Items and the remainder of the checklist.
3. Flight crewmembers must be thoroughly familiar with non-
normal procedures and the location and use of emergency
equipment. Any flight crewmember should be able to handle
the non-normal duties of any other crewmember.
4. The phrase non-normal procedures or checklists will be used
interchangeable with emergency/abnormal procedures or
checklist throughout this manual. Both reference the same
checklists and procedures contained in the Emergency/
Abnormal Checklist and the Abnormal Procedures chapters.
REV. 8, 15 SEP 2008 1-10

Volume 5
B. Non-Normal Checklists
Checklists cannot be created for all conceivable situations and are
not intended to preclude good judgement. In some cases devia-
tion from checklists may, at the discretion of the captain, be nec-
essary.
C. Design
Non-normal checklists are used to accomplish and verify each
step of a single emergency or abnormal procedure and must be
performed in sequence, one item at a time. Multiple failure situa-
tions may require crews to prioritize checklist usage. Non-normal
checklists can include immediate action items which are explicitly
identified as such, and are strictly limited to only those actions nec-
essary to stabilize the situation.
1. ERJ-170 Emergency Quick Reference Checklist (QRC)
a. The QRC is a flat card that is designed to be carried in its
holder that is located on top of the glare shield directly
underneath the standby magnetic compass (whiskey
compass).
b. When the PF calls for an non-normal checklist that
contains either a memory item or an immediate action
item, the PM will accomplish one of the following tasks:
1) QRC Checklist - Memory items and Immediate Action
Items
a) The PF (and the PM when appropriate) will
accomplish and state the memory items. The PM
will then pull out the QRC from its holder and read
the line(s) underneath the memory items which
are boxed. If there are no Immediate Action Items,
the PM will read “QRC Actions Complete. Go to
QRH Procedure Page XXX-XX.”
REV. 8, 15 SEP 2008 1-11

Volume 5
b) Example - Smoke Evacuation - The PF and the
PM will place their oxygen masks on, establish
communications (“Captain is up” - “First Officer is
up”) and the PF will state from memory:
•OXYGEN MASKS...Verify... ON, 100%
•CREW COMMUNICATIONS....ESTABLISH
The PM will pullout the QRC from its holder and
read and accomplish the line(s) underneath the
memory items:
•PRESSURIZATION DUMP BUTTON....
.......PUSH IN
•QRC ACTIONS COMPLETE
•GO TO QRH PG SMO-10.
The PM will place the QRC back in its holder and
immediately go to the appropriate page in the
QRH. The PM will accomplish the line(s) under-
neath the heavy black line in the QRH procedure
which denotes the break between the Immediate
Action Items and the remainder of the checklist.
There is no requirement to re-accomplish either
the Memory Items or the Immediate Action Items
if they were successfully accomplished using the
QRC.
2) QRC Checklist - Immediate Action Items Only
a) The PM will pull out the QRC from its holder and
read the Immediate Action Items. After reading
and accomplishing the Immediate Action Items,
the PM will read the line at the bottom of the proce-
dure.
b) Example - Engine Fire, Separation, or Damage -
The PM will read and accomplish the Immediate
Action Items and then state:
•QRC ACTIONS COMPLETE
•GO TO QRH PG EAP7-4.
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Volume 5
3) QRC Checklist - Exceptions
a) Emergency Descent - All items are read from the
QRC by the PM and accomplished by the PF.
There are no items that are accomplished using
the QRH.
b) Emergency Evacuation - All items are read from
the QRC by the First Officer and accomplished by
the Captain.
i) When evacuation of the aircraft is required, all
necessary actions are included in the Evacua-
tion Checklist. The items in the QRH on page
NAP-8 should only be accomplished at the
Captain’s discretion and only if imminent danger
to the flight crew is not present.
ii) If the cause for the evacuation is due to fire on
board the aircraft (Engine fire, APU fire, Cargo
fire, or Lavatory fire), the flight crew should fight
the fire first prior to initiating an evacuation. The
evacuation checklist should be accomplished
only if the fire remains out of control and there is
imminent danger to passenger and crew.
c) Smoke Procedures - All smoke procedures call for
oxygen masks on at 100%. Both flight crewmem-
bers should select the EMER position momentarily
using the oxygen supply control knob to clear the
mask when necessary if smoke or fumes are
present in the cockpit. After the EMER position is
selected and the mask is cleared, the knob should
then be returned to the 100% position since 100%
oxygen is used to prevent inhalation of contami-
nated air.
2. Confirm (Memory Items and Immediate Action Items)
a. Confirmation is accomplished by the Pilot Flying (PF) visu-
ally after the Pilot Monitoring (PM) has placed his/her hand
on the affected switch/lever.
b. The PF will state “Confirm” whenever the PM has placed
their hand on the appropriate switch/lever and is clear to
accomplish the required tasking.
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Volume 5
c. Whenever a confirm item involves the shutting down of an
engine, the PF must place their hand on the thrust lever of
the good engine and move the thrust lever forward out of
the idle detent. Once the thrust lever is out of the idle
detent, the FADEC will ignore any command by the Start/
Stop switch if the wrong Start/Stop switch is placed to the
Stop position.
D. PF/PM
1. Inflight, self explanatory.
2. On the ground, the captain will perform PF duties and the first
officer PM duties, respectively.
E. Assumptions
Non-normals assume the following:
a. Applicable system controls and switches are in the normal
configuration for flight.
b. All normal checklists are appropriately accomplished,
unless replaced by a corresponding non-normal checklist
(e.g., Engine Out Descent Checklist, Engine Out Landing
Checklist, etc.).
c. Any obvious actions required due to crew awareness items
will be completed. Pilots may accomplish actions not
affected by a non-normal situation (e.g., setting altimeters/
airspeed bugs, briefing an approach, etc.) at any appro-
priate time during the non-normal checklist providing the
immediate action items are completed.
d. Establish and communicate a plan with ATC, Dispatch,
flight attendant, and passengers as necessary when time
permits. ACARS may be utilized to communicate with
Dispatch.
e. The checking of circuit breakers and testing of lights are
always accomplished and only listed as an action step
when the procedure specifically requires it.
f. Non-normal checklists will be read aloud by the PM.
g. The Pilot Flying (PF) is always allowed to fly the airplane
and may accomplish any task that is appropriate to keep
the aircraft in a safe flight regime.
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Volume 5
h. Circuit Breakers will not be pulled or reset in flight unless
specifically called for in a Emergency/Abnormal/QRH
procedure. On the ground, Circuit Breakers will only be
reset by maintenance personnel or by the flight crew when
directed to do so by appropriate maintenance personnel.
i. Oxygen masks are donned in accordance with the
following table:
Condition Oxygen Mask

Yes-if cabin altitude is 10,000’
Loss of cabin pressure
or greater
Use of fire extinguisher Yes
First indication of smoke or
Yes
noxious fumes/odors
WARNING: Some fumes (visible or not) can cause either

temporary or permanent loss of vision.
j. If oxygen mask is required, appropriately select the
following:
1) Emergency oxygen to provide positive pressure and
to clear smoke, when necessary.
2) 100% oxygen to prevent inhalation of contaminated
air.
3) Normal oxygen to prolong usage when the situation
permits.
F. Challenge-Response-Response Concept
1. General
a. Non-normal checklists incorporate the challenge-do-verify
or challenge-response-response concept.
b. Only the red memory items require action prior to reading
the challenge and response.
c. There are three types of non-normal checklist items: stan-
dard, confirm, and verify.
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Volume 5
2. Standard
a. For standard non-normal checklist items, the PM reads
aloud the checklist challenge and response, selects the
proper control, accomplishes the action, then repeats the
response aloud.
b. Example “Standard”
p
1. SpeedBrake ...................................................... Closed
PF PM
- Read aloud “speedbrake closed”
- Position speedbrake to closed
position
- Repeat aloud “Closed”
3. Verify
a. Accomplished the same as standard non-normal checklist
items except the response is repeated by the PF.
b. Example “Verify”
.
1. Gear .............................Verify.............. Down, 3 Green
PF PM
Read aloud “Gear, verify, down
three green
Verify gear is down and three green lights are illuminated
Repeat aloud “down three green”
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Volume 5
G. Procedures
When a non-normal situation is evident, methodically accomplish
the following steps:
1. PF - Maintain Aircraft Control

2. Identify the Non-normal
PM Cancel the Warning
3. Accomplish Memory Items
4. Captain Assigns PF
5. Accomplish the Checklist
1. Maintain Aircraft Control

The PF will devote total awareness to the control and
navigation of the airplane and use automation as appropriate
to help reduce the workload.
2. Identify the Non-Normal
The first crewmember recognizing the nonnormal situation will
clearly announce it (e.g., "Engine Fire".) Do not identify which
engine has malfunctioned at this time. If not immediately
obvious which procedure to use, additional analysis may be
necessary. The captain will determine which procedure is
appropriate.
3. Cancel the Warning
The PM will cancel any warning and ensure the PF is aware
of the warning.
4. Accomplish Memory Items and/or Immediate Action
Items
PF accomplishes the Memory Items and/or calls for the
appropriate Checklist so that the PM can accomplish the
Immediate Action Items from the QRC.
5. Captain Assigns PF
a. In-flight, the captain will assign the flying duties after the
Memory Items or the Immediate Action Items are
complete. The Captain should assign the flying duties to
the F/O while non-normal checklists are being completed
unless conditions dictate otherwise.
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Volume 5
b. This allows the captain to direct full attention to the accom-
plishment of the non-normal checklist and communications
with external resources.
c. The captain should verbalize if it is desirable for the PF to
temporarily handle ATC communications.
d. Once all non-normal checklists and communications with
external resources are completed and prior to
commencing the approach, the captain will determine
which crewmember will be the PF for approach and
landing.
6. Accomplish the QRH Checklist
a. If using the QRC, the PM will accomplish the QRH Check-
list when:
1) The airplane flightpath and configuration are properly
established,
2) The airplane is not in a critical stage of flight (e.g.,
takeoff, landing).
3) Memory Items and/or Immediate Action Items have
been completed and the PM is directed to the QRH
Checklist by the QRC.
b. If not using the QRC, the PF will call for the appropriate
QRH checklist when:
1) The airplane flightpath and configuration are properly
established,
2) The airplane is not in a critical stage of flight (e.g.,
takeoff, landing).
REV. 8, 15 SEP 2008 1-18

Volume 5
H. Formats
1. QRC and QRH Format
QRC and QRH Memory Items and Immediate Action Items
2. QRC and QRH Memory Items and Immediate Action Items

Example
a. Title. Similar, if not identical, to the alerting light or condi
tion.
b. Memory Item(s). Memory items are shown in all capital
letters, black, bold, and inside a black bordered box.
These items should be accomplished by the PF without
delay.
c. Immediate Action Item(s). Immediate Action Items are in
all capital letters, black, bold, but not inside a black
bordered box. Immediate Action Items are read aloud and
those tasks are accomplished by the PM after the memory
items have been completed.
REV. 8, 15 SEP 2008 1-19

Volume 5
3. QRH Non-Normal Checklist Format.
The following checklist is generic and used for formatting reference only.
SMOKE EVACUATION
OXYGEN MASKS..............Verify.........ON, 100%

CREW COMMUNICATIONS...........ESTABLISH
PRESSURIZATION DUMP BUTTON........ PUSH IN
LAND AT NEAREST SUITABLE AIRPORT.
Cockpit Door ............................................ CLOSE

Cabin Rate ................................................ VERIFY
No
CABIN RATE IS LESS THAN 1000 FT/MIN?
Yes
Pressurization Mode Selector.....MAN

Pack 1 Button.......................PUSH OUT
Recirc Fan Button...............PUSH OUT
EMERGENCY DESENT
Procedure.....................................ACCOMPLISH
After smoke is cleared:
Pressurization Mode Selector........AUTO
Pressurization Dump Button.....PUSH OUT
Pack 1 Button.....................................PUSH IN
Recirc Fan Button.............................PUSH IN
NOTE: Identify the smoke origin and do the applicable

procedure.
Establish And Communicate A Plan.
END
REV. 8, 15 SEP 2008 1-20

Volume 5
a. Non-normal checklists may contain some of the
following elements:
1) Title. Similar, if not identical, to the alerting light or
condi tion.
2) Condition or Indication. When additional informa-
tion is required, a brief description of the abnormal
condition is provided.
3) Memory Item(s). Memory items are shown in all
capital letters, black, bold, and inside a black
bordered box.
4) Immediate Action Item(s). Immediate Action Items
are in all capital letters, black, bold, but not inside a
black bordered box.
5) Black Bold Line. This line is provided as a reference
for the PM as the break between any Immediate
Action Items and the remainder of the QRH Checklist.
A black line is not provided when there are no Imme-
diate Action Items in the Checklist. The PM should
begin reading the QRH Checklist at the first item
below the black bold line when transitioning from the
QRC to the QRH.
6) Land at Nearest Suitable Airport. This information
is provided to the pilot immediately after any Memory
Items or Immediate Action Items are accomplished.
Whenever this item is included in a QRH Checklist,
the PF should ensure that an emergency is declared
with Air Traffic Control and turn the aircraft without
delay towards the nearest suitable airport.
7) Logic Tree. The PM should follow the Logic Tree in
order to read and accomplish the appropriate tasks
for the condition of the aircraft.
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Volume 5
8) Establish and Communicate a Plan. The PM
should coordinate with the PF to establish a plan of
action. This plan of action should be communicated
with Air Traffic Control, Flight Attendant and Passen-
gers, and Dispatch. An easy mnemonic is “Advise,
Advise, Advise,” which will prompt the pilot to
remember to notify all of the appropriate entities.
Anytime the QRH Checklist contains the phrase
“Establish and Communicate a Plan, ” the PF will
ensure that an emergency is declared and the PM will
accomplish all of the communication tasking.
9) END. Indicates the end of the procedure.
4. EICAS Message Index
Located at the back of the QRH, the EICAS Message Index is
listed in alphabetical order and contains all non-normal EICAS
messages as they appear in the flightdeck with the non-
normal checklist page numbers beside them.
REV. 8, 15 SEP 2008 1-22

Section 4 Automation Procedures
Volume 5
A. Primary Task
1. Pilot Flying (PF)
The primary task of the pilot flying is to fly the aircraft.
2. Pilot Monitoring (PM)
a. The primary task of the pilot monitoring is to monitor and
assist the pilot flying as well as manage systems and
radio communications.
b. The PM is responsible to monitor the actions of the PF and
advise the PF anytime the aircraft deviates from assigned
parameters.
B. Transfer of Controls
1. Assignment of the Pilot Flying (PF)
The Captain always assigns the Pilot Flying (PF), both on the
ground and in the air.
2. Callouts
a. If there is a transfer of aircraft controls while in the air, the
transfer will always be initiated by the Captain.
b. If the Captain becomes the Pilot Flying (PF), the callouts
are:
1) Captain: “I have the Controls”
2) First Officer: “You have the Controls”
c. If the Captain becomes the Pilot Monitoring (PM), the call-
outs are:
1) Captain: “You have the Controls”
2) First Officer: “I have the Controls”
d. If the transfer of the aircraft controls occurs while on the
ground (e.g. at the end of the runway prior to takeoff), the
callouts are the same. The PF is responsible for the
control of the brakes while on the ground.
C. Automation
When used properly, automation enhances safety, improves oper-
ational capabilities and efficiencies, and reduces workload. During
autoflight, crew coordination and communications have an
increased importance.
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Volume 5
D. Policy
Comply with specific automation procedures and requirements
listed below. When specific automation procedures are not
required, pilots must choose what they believe to be an appro-
priate level of automation based upon task loading and situational
awareness (e.g., compliance time, area of operation, etc.). Main-
tain proficiency in the use of all automation levels and the skills
required to readily shift between the various automation levels.
E. Procedure
When making autoflight systems inputs
1. Confirm FMS inputs with the other pilot when airborne.
2. Activate the input.
3. Monitor mode annunciations to ensure autoflight system
performs as desired, and
4. Intervene if necessary.
F. Automation Workload Tasks
Flight
Mode Control
Condition Management
Inputs
System Inputs
Low Workload PF PF
On Autopilot PF or PM on PM on
High Workload
command of PF command of PF
PM or PF when
Manual Flight PM is task PM
loaded/saturated
F/O and as
Ground Movement defined in this F/O
POH
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Volume 5
G. Recommended Automation Usage
When specific automation procedures are not required, use the
following guidelines to choose an appropriate level of automation.
1. Enroute (Long Range Planning)
The highest level of automation is appropriate. This level
takes advantage of preflight programming. When significant
modification to long-range planning occurs, reverting to a
lower level of automation (at least temporarily) may be
appropriate.
2. Terminal (Short Range Planning)
For short-range planning (i.e., radar vectors, short-range
speed or climb rate control, etc.) mode control or flight
guidance inputs may be most effective. This level of
automation should be used predominantly in the terminal
environment when responding to clearance changes and
restrictions, including in-close approach/runway changes.
3. Immediate Action (Time Critical)
When immediate control of aircraft path is required, hand
flying may be necessary.
H. Manipulation of Landing Gear and Flap Controls
1. In flight, the pilot monitoring (PM) will normally move the
landing gear and flap controls upon the command of the pilot
flying (PF).
2. Prior to moving the landing gear or flap handle, the PM will
check the airspeed to ensure that it is in the normal operating
envelope for the aircraft configuration.
3. After checking the airspeed, the PM will repeat the command,
then select the landing gear or flaps to the commanded
position.
I. Flight Spoiler and Thrust Usage
Thrust should be at flight idle when deploying spoilers. Retract the
flight spoilers before adding thrust.
J. Autothrottle Usage
When hand-flying, Autothrottles may be used at pilot’s discretion.
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Volume 5
K. Changing AFCS/PFD Altitude
1. Aircraft On Autopilot
a. PF sets AFCS altitude via the guidance panel, points to the
PFD Selected Altitude Readout and verbally states the
cyan preselect altitude.
b. PM points to and verbally states the cyan preselect altitude
in the PFD Selected Altitude Readout.
c. Under high workload conditions, the PF may request the
PM to set the required altitude which is accomplished
using the procedure below.
2. Manually Controlled Flight
a. PM sets AFCS altitude via the guidance panel, points to
the PFD Selected Altitude Readout and verbally states the
cyan preselect altitude.
b. PF points to the new AFCS altitude and verbally states the
cyan preselect altitude in the PFD Selected Altitude
Readout.
L. Altitude Callouts
1. Pilot Monitoring (PM)
The Pilot Monitoring will normally be the first crewmember to
call the altitude. Generally speaking, the callout should occur
after the aural warning approximately 1,000 feet above/below
the assigned altitude.
2. Callouts
a. The altitude callouts should always reference the actual
altitude of the aircraft; e.g. 14,000 for 15,000, or FL230 for
FL 240.
b. The callouts “1,000 feet” or “1,000 to go” are not appro-
priate.
REV. 8, 15 SEP 2008 1-26

Section 5 Callout Philosophy
Volume 5
M. Flight Crewmembers at Their Stations
Both pilots must be seated in the cockpit whenever the aircraft is
moving during ground operations. Each required flight crewmem-
ber shall remain at their station while the aircraft is in the takeoff
or landing phase. They must also remain at their station while
enroute unless the absence of one crewmember is necessary for
the performance of duties in connection with the operation of the
aircraft or in connection with physiological needs.
If a pilot leaves their station and the aircraft is operating at or
above FL 250, the remaining pilot must don and use supplemental
oxygen until the other pilot returns to their position.
Observe the GOM cockpit security procedures.
Section 5 Callout Philosophy
The PF will call out each item in the order listed in the Actions and
Callouts tables. The PF must be aware of the actions of the PM
and not call for the next action item until the previous action item
is completed.
It is the responsibility of the PF not to overload the PM with too
many tasks in a short period of time.
Section 6 Recommended Use of Autopilot
A. After Takeoff
It is recommended to turn on the autopilot after takeoff only upon
reaching 210 KIAS (or VFS if single engine).
Section 7 VNAV
A. General Operating Procedures
Whenever the VNAV Flight Director mode is active, the PIC will be
responsible to ensure that the aircraft properly complies with all
altitude restrictions.
The Pilot Flying (PF) shall have the Vertical Profile displayed on
their MFD anytime the VNAV Flight Director mode is active
REV. 8, 15 SEP 2008 1-27

Section 8 Definition of Terms
Volume 5
A. Checklist
A formal printed list used to identify, schedule, compare, or verify
a group of elements or actions.
B. Expanded Checklist
A detailed and sequential description of every checklist item and
an explanation of how each element shall be completed.
C. Recommended Flows
A systematic approach to accomplishing action items pertaining to
specific phases of flight prior to calling for a checklist.
D. Procedures
An itemized or narrative format utilized to describe how to com-
plete action items which are not covered by a formal checklist but
are inherent to the operation of aircraft systems and/or flight oper-
ations.
E. Special Advisories
WARNING: Operating procedures, techniques and other related
information, which may result in personal injury or
loss of life, if not followed.
CAUTION: Operating procedures, techniques and other related
information, which may result in damage or destruction
of equipment, if not followed.
Note: Operating procedures, techniques and other related
information, which are considered essential to
emphasize.
F. Push Button Terminology
1. Push buttons have dual purposes.
2. They are used as switches (position) and as lights (indication).
3. Position will be either IN, Guarded, or OUT.
4. “Guarded” indicates the guard is in place and the underlying
switch light is dark (i.e., normal flight position).
5. Indication will be either dark (normal flight position) or an
illuminated white bar when the button is deselected.
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Volume 5
G. Dark and Quiet Flight Deck
1. The flight deck is designed to operate in flight with all systems
normal when the
a. overhead, main, glareshield, and control pedestal panels
have no lights ON,
b. there are no aural warnings, and
c. the selector knobs are at the twelve o’clock position.
2. A white bar illuminates on any button indicating it is not in its
normal position.
3. Shuttle America procedures follow the quiet flight deck
philosophy and include the following basic principles:
a. Limited Callouts
1) The pilots are required to state the callout exactly as
it is listed in the POH (i.e. the callouts are the callouts
- nothing more, nothing less).
2) Extraneous language is not appropriate during a
Callout.
b. CRM
1) The Pilot Monitoring (PM) advises the Pilot Flying
(PF) anytime the aircraft deviates from assigned
parameters.
2) The reverse of that is also true, which means that as
long as the PF is flying within assigned parameters,
the flight deck should be quiet.
c. Limited Briefings
1) Briefings should be, by definition, brief.
2) Briefings should be timely and cover safety of flight
items clearly and succinctly.
3) The briefings listed in the POH should be conducted
with the same principles as the Callouts.
a) The briefings should be conducted using as few
words as possible.
b) The format listed in the POH for each briefing
should be closely followed by all pilots.
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Volume 5
d. Loss of an engine on takeoff (V1 Cut)
1) The quiet flight deck will be maintained anytime the
aircraft is below 1,000 feet AFE. The only exceptions
to this are:
a) The required callout at 400 feet AFE of “HDG” or
“FMS NAV.”
b) Communication with ATC if the engine out proce-
dure is different from the clearance issued by the
Control Tower or Departure.
c) Radio calls below 1,000 feet AFE are not appro-
priate with an engine out.
H. Preferred Profiles
1. General
a. The Captain will utilize the Preferred Profile to the
maximum extent possible consistent with a safe operation.
b. The Captain should elect to use the alternate (allowed)
profile only when there is an obvious operational require-
ment.
c. The Captain has permission to utilize the alternate
(allowed) profile; however, that permission should not be
abused.
2. Specific Profiles
a. Profile for Takeoff
1) Preferred - Flaps 2
2) Allowed - Flaps1, Flaps 4
a) The approved runway performance (AeroData)
must be available to perform a Flaps 1 or Flaps 4
takeoff.
3) Preferred - Rolling Takeoff
a) A rolling takeoff may be used anytime a FLEX
takeoff is performed regardless of flap setting.
4) Allowed - Normal Takeoff
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Volume 5
b. Profile for Landings
1) Preferred - Flaps 5
2) Allowed - Flaps Full
a) The approved runway performance (APG/Aero-
Data) must be available to perform a Flaps Full
landing.
c. Profile for Single Engine Taxi
1) Preferred - Engine 1 as the running engine.
2) Allowed - Engine 2 as the running engine.
Note: On taxi out, Hydraulic System 1, 2, and 3A Electric
Pumps must be ON until the second engine is started.
On taxi in, Hydraulic System 1, 2, and 3A Electric Pumps
must be ON anytime the taxi in is accomplished using
Engine 2 instead of Engine 1.
d. Profile for Vertical Navigation
1) Preferred - VNAV using V-PTH or V-FLCH
2) Allowed - Manually using VS, FPA, or FLCH
I. Firewall Thrust
1. Firewall thrust is defined as advancing the thrust levers to the
mechanical stops.
2. Overboosting the engines when the situation is not sufficiently
serious, or prior to performing all other recovery actions
available, would shorten engine life and increase the potential
for engine failure proportionate to the time and amount of
overboost, engine condition, and environment.
J. Maximum Thrust
1. Maximum thrust is defined as maximum certified N1.
REV. 8, 15 SEP 2008 1-31

Volume 5
REV. 8, 15 SEP 2008 1-32

Section 1 Type of Aircraft Operation
Volume 5
Chapter 2
Limitations
Section 1 Type of Aircraft Operation

A. Foreword
1. The ERJ-170 must be operated in accordance with the
limitations presented in this chapter.
2. Flight crew members will be aware of and comply with all
limitations.
3. Limitations are of such importance that flight crew members
must be continuously aware of them in order to avoid
exceeding the limitation, prevent equipment damage, and/or
ensure safety.
4. All limitations are Airplane Flight Manual (AFM) limitations
unless otherwise noted:
a. (C) indicates a Shuttle America imposed limitation that is
more restrictive than the AFM limitation.
B. Certification Status
Shuttle America’s ERJ-170 aircraft are certificated in the Trans-
port Category (14 CFR 25 and 36).
C. Types of Operations
1. The ERJ-170 is certified for the following types of operation
when the required equipment is installed, in operable
condition, and approved in accordance with the applicable
Federal Aviation Regulations:
a. Visual flight
b. Night flying
c. Instrument flight
d. Icing conditions
e. CAT I (C)
f. RVSM
2. The aircraft configuration must not vary from those described
in the Normal Procedures, Training Maneuvers, and
Emergency/Abnormal Procedures Chapters of the ERJ-170
POH or from those described in the Quick Reference
Handbook (QRH) procedures.
REV. 6, 13 JUN 2008 2-1

Section 2 Weight Limits
Volume 5
A. Takeoff Weight
The maximum takeoff weight (weight at brake release or at start
of takeoff roll) is limited by the most restrictive of the following:
1. Maximum takeoff weight (climb limited)
2. Maximum field length limited takeoff weight
3. Maximum certificated takeoff weight
4. Obstacle clearance, enroute, and landing limitations
5. Brake energy limit weights
B. Landing Weight
Maximum landing weight is limited by the most restrictive of the
following:
1. Maximum approach and landing weight (runway length plus
obstacle, altitude and temperature, and including limitations
for inoperative equipment)
2. Maximum landing weight (climb limited)
3. Maximum certificated landing weight
C. Additional Weight Penalties (C)
1. Additional weight penalties may apply due to weather
conditions, runway conditions, and MEL/CDL items.
2. Refer to the MEL/CDL Manual and this manual’s performance
chapter to calculate weight penalties as applicable.
REV. 7, 15 AUG 2008 2-2

Volume 5
D. Certificated Weight Limits ERJ-170
Parameter Limit
Maximum Ramp Weight (MRW) 82,364 lbs.
Maximum Takeoff Weight (MTOW) 82,011 lbs.
Maximum Landing Weight (MLW) 72,310 lbs.
Maximum Zero Fuel Weight (MZFW) 65,256 lbs.
Maximum Zero Fuel Weight (MZFW) - Tail 66,446 lbs.
No. N646RW and higher** (see note below)
Note: Interchange aircraft are restricted to a maximum Zero

Fuel Weight (MZFW) of 65,256 lbs.
E. Certificated Weight Limits ERJ-175
Parameter Limit
Maximum Ramp Weight (MRW) 85,870 lbs.
Maximum Takeoff Weight (MTOW) 85,517 lbs.
Maximum Landing Weight (MLW) 74,957 lbs.
Maximum Zero Fuel Weight (MZFW) 69,886 lbs.
REV. 7, 15 AUG 2008 2-3

Section 3 Operations
Volume 5
A. Operational Limits
Parameter Limit
Minimum Flight Crew Pilot & Copilot
Max. takeoff and landing tailwind component 10 knots
Max. runway slope +/- 2.0%
Runway Surface Type PAVED
Flap maneuvering load acceleration limits. Flaps...
- Up -1.0 G to +2.5 G
- Down (1,2,3,4,5,and Full) 0.0 G to +2.0 G
Max. operating altitude 41,000 feet
Max. takeoff and landing altitude 8,000 feet
Max. ambient air temperature for T/O and landing 52°C
Max. flap extension altitude 20,000 feet
Max. flight operating latitude 78oN to 78oS
Min. ambient temperature approved for takeoff -40°C
Min. ambient temperature for operation -54°C
REV. 7, 15 AUG 2008 2-4

Volume 5
B. Center-of-Gravity (CG) Envelope
The maximum permissible center of gravity range with landing
gear extended is shown in the Center-of-Gravity Limits. The effect
of landing gear retraction on CG position is negligible.
1. Center-of-Gravity Limits ERJ-170 LR
INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS
REGION 1 - NOT ALLOWED FOR TAKEOFF
90000
11.8% 27%
85000 8.8% MTOW
82011 lb
80000 4%
75000 75728 lb
MLW
72310 lb
70000
MZFW
WEIGHT - lb
65000 65256 lb
60000
55000
1
50000 50706 lb 50706 lb
48060 lb
4% 7%
45000
18.8%
40000
170FAA002 - 18MAR2004
35000
-10 -5 0 5 10 15 20 25 30 35 40 45
CG POSITION - %MAC
REV. 7, 15 AUG 2008 2-5

Volume 5
2. Center-of-Gravity Limits ERJ-175 LR
EMBRAER 175 LR MODEL
INFLIGHT LIMITS (FLAPS AND GEAR UP)
TAKEOFF AND LANDING LIMITS
REGION 1 - NOT ALLOWED FOR TAKEOFF
95000
90000 8.1% 11.1% 25.1% 28.1%

MTOW
85000 85517 lb
80000
MLW 74957 lb
75000
70000 69886 lb
WEIGHT - lb
MZFW
65000
60627 lb
60000
55000
1
50000 49604 lb
45000 4% 7% 21% 27% 30%

170CTA005 - 24AUG2004
40000
35000
-5 0 5 10 15 20 25 30 35 40
CG POSITION - %MAC
REV. 7, 15 AUG 2008 2-6

Volume 5
C. Operational Envelope
45000
-65°C 41000 ft -21.5°C
40000
35000
30000
ISA + 35°C
ALTITUDE - ft
25000
20000
15000
8000 ft
10000
5000
c
-1000 ft
0
-54°C -40°C 52°C

-5000
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
STATIC AIR TEMPERATURE - °C
TAKEOFF, LANDING & GROUND START c
NOTE: In the event of a landing below -40°C, the airplane may not
takeoff without further maintenance inspection.
REV. 7, 15 AUG 2008 2-7

Volume 5
D. ALTIMETERS MISCOMPARE TOLERANCES
The EMBRAER 170 Air Data System (ADS) relies on a total of four
Air Data SmartProbes (ADSPs) and two Total Air Temperature
probes (TATs) to determine air total pressure, static pressure and
total temperature. Three Air Data Applications (ADAs) compute
this information to provide air data to the PFDs and other aircraft
systems. IESS (Integrated Electronic Standby System) performs
both the functions of computing air information and presenting air
data to flight crew.
There are four ADS, which interact with flight crew. In normal oper-
ation, ADS 1 provides information to captain’s PFD, ADS 2 pro-
vides information to co-pilot’s PFD and ADS 3 is the backup
source for both PFDs whereas ADS 4 is the IESS.
Differences between pilot and co-pilot altitude readings may occur
due to a number of reasons. Altitude, airspeed, aircraft configura-
tion and the ADSP’s locations influence the altitude reading mis-
compare. As long as the miscompare is within a certain tolerance,
it is acceptable.
To verify if altimeter difference is within tolerance, the flight crew
should proceed as follows:
Altitude...........................................................STABILIZE
Maintain variation within +/- 50 ft.
Air Speed........................................................STABILIZE
Maintain variation within +/- 5 kt.
REV. 7, 15 AUG 2008 2-8

Volume 5
Wait a minimum of 15 seconds in straight and level flight, prefera-
bly with Autopilot engaged, to compare the difference between
altitudes using the following table:
MAXIMUM DIFFERENCE
BETWEEN ALTITUDES (1)
AIRCRAFT ALTITUDE ADS 1 to ADS 2
ADS 1 to ADS 3/IESS (2)
ADS 2 to ADS 3/IESS (3)
ft ft
-2000 UP TO 10000 50
10000 UP TO 20000 120
20000 UP TO 41000 180
Note: (1) These are comparative, not absolute values.

(2) Message ADS 3 (4) SLIPCOMP FAIL must not be dis-
played.
(3) ADS 3 and IESS use the same pressure sensors.
Comparison between them is not applicable.
If a difference above the tolerance is noticed, report to the mainte-

nance personnel.
E. Autopilot Source
When the altitude between the Captain’s and First Officer’s dis-
play exceed 100 feet, use PFD 1 as the selected source for auto-
pilot.
REV. 7, 15 AUG 2008 2-9

Section 4 Speed Limits
Volume 5
A. Airspeed and Mach Number Limits
WARNING: Maximum operating speeds VMO/MMO and
maximum flap operating speeds may not be
deliberately exceeded in any regime of flight (climb,
cruise, or descent).
Parameter Limit
Maximum operating airspeed VMO
Maximum operating mach number .82 (MMO)
Maximum airspeed for RAT operation VMO/MMO
Turbulent airspeed (below 10,000 feet) 250 KIAS
Turbulent airspeed (at or above 10,000 feet) 270 KIAS/.7M
Maximum tire limit ground speed 195 knots (C)
(225 mph)
Maximum windshield wiper operation speed 250 KIAS (C)
Maximum gear extension speed (VLO) 250 KIAS
Maximum gear extended speed (VLE) 250 KIAS
Maximum gear retraction speed (VLO) 250 KIAS
Note: VLO is the maximum speed at which the landing gear can
be safely extended and retracted.
Note: VLE is the maximum speed at which the aircraft can be
safely flown with the landing gear extended and locked.
Note: Reference VMCA and VMCL are figured into VR and V2
numbers.
B. Minimum Control Speed

The minimum control speeds are presented by the CAFM outputs
associated to takeoff flaps and engine models.
REV. 7, 15 AUG 2008 2-10

Volume 5
C. Minimum Operating Limit Speed
Intentional speed reduction below the onset of stall warning, as
defined by stick shaker operation, is prohibited unless a lower
speed is specifically authorized for flight test or training opera-
tions. (C)
D. Maximum Flap Operating Speeds - VFE
Flap Position VFE (KIAS)

1 230
2 215
3 200
4 180
5 180
Full 165
E. Design Maneuvering Speed - VA

Full application of rudder and aileron controls, as well as maneu-
vers that involve angles of attack near the stall, must be confined
to speeds below 240 KIAS. (C)
REV. 7, 15 AUG 2008 2-11

Volume 5
F. Maximum Operating Speed
45000
MMO=0.82
40000
35000
30000
ALTITUDE - ft
25000
20000
VMO
15000
10000
5000
170CTA003 - 23APR2004
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
AIRSPEED - KIAS
Note: VMO/MMO may not be deliberately exceeded in any

regime of flight (climb, cruise, or descent).
REV. 7, 15 AUG 2008 2-12

Volume 5
G. Maneuvering Speed (VA)- ERJ-170
45000
40000
MMO=0.82
35000
30000
ALTITUDE - ft
25000
VA
20000
15000
10000
5000
170CTA011 -03MAR2004
0
200 210 220 230 240 250 260 270 280 290 300
AIRSPEED - KIAS
Note: Maneuvers that involve angle of attack near the stall or

full application of rudder, elevator, and aileron controls
should be confined to speeds below VA. In addition, the
maneuvering flight load factor limits, presented in this
chapter, should not be exceeded.
CAUTION: Rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw
(e.g. large side slip angles) may result in structural
failures at any speed, even below VA.
REV. 7, 15 AUG 2008 2-13

Volume 5
H. Maneuvering Speed (VA) ERJ-175
MANEUVERING SPEED (VA ) - (EMBRAER 175 MODELS)
45000
40000
MMO=0.82
35000
30000
ALTITUDE - ft
25000
20000
VA
15000
10000
170CTA016 -12NOV2004
5000
0
200 210 220 230 240 250 260 270 280 290 300
AIRSPEED - KIAS
REV. 7, 15 AUG 2008 2-14

Section 5 Ice and Rain Protection
Volume 5
Section 5 Ice and Rain Protection
A. General
1. There is no temperature limitation for anti-icing system
automatic operation.
B. Definition of Icing Conditions
1. Icing conditions exist when Static Air Temperature (SAT) on
the ground/takeoff or Total Air Temperature (TAT) in flight is
10 °C or below and...
a. Visible moisture in any form is present such as clouds, fog
with visibility of one mile or less, rain, snow, sleet and ice
crystals;
or
b. When operating on ramps, taxiways, or runways where
surface snow, ice, standing water, or slush may be
ingested by the engines; or freeze on engines, nacelles, or
engine sensor probes.
C. Engine and Wing Anti-Ice System Operations
1. On the ground (C)
During taxi out and takeoff, the MCDU TO DATASET MENU
must be set to ALL when SAT is 10oC or below and icing
conditions exist or are anticipated.
2. In flight
The engine and wing anti-ice systems operate automatically in
case of ice encounter when the ICE PROTECTION Mode
Selector is in AUTO. If either one or both ice detectors are
failed, the crew must set the mode selector to ON when icing
conditions exist or are anticipated below 10ºC TAT with visible
moisture.
CAUTION: On the ground, do not rely on visual icing evidence or
ice detector actuation to turn on the engine anti-icing
system. Use the temperature and visual moisture
criteria specified in this section.
CAUTION: Delaying the use of the anti-icing system until ice build-
up is visible from the flight deck may result in ice
ingestion and possible engine damage and/or flameout.
REV. 7, 15 AUG 2008 2-15

Section 6 Fuel
Volume 5
Section 6 Fuel
A. Fuel Quantity Chart
Fuel Quantity ERJ-170 LR

Maximum usable quantity per tank 10367 lbs
(1532 US Gal)
Unusable quantity per tank 100 lbs
(15 US Gal)
Aircraft maximum fuel capacity 20,935 lbs
(usable + unusable fuel) (3094 US Gal)
Note: Fuel density of 6.767 lbs/gal is used in these limitations.

Different fuel densities may be used provided the
volumetric limits are not exceeded.
B. Approved Fuels
1. Fuels conforming to any of the following specifications are
approved for use.
a. Primary fuel
1) Jet A (ATSM D1655)
2) Jet A-1 (ATSM D1655)
b. Alternate fuel
1) JP-8 (MIL-T-83133A)
c. Brazilian Specification
1) QAV1
C. Fuel Tank Temperature
- Minimum .................................................... - 40°C
D. Fuel Imbalance
- Maximum fuel imbalance between tanks.....800 lbs (C)
E. Crossfeed Operations
The XFEED Selector must be set to OFF during takeoff and
landing.
REV. 7, 15 AUG 2008 2-16

Section 7 Pneumatics, Air Conditioning, &
Volume 5
Section 7 Pneumatics, Air Conditioning, & Pressurization
A. Pressurization Chart
Pressure PSI
Maximum Differential Pressure
• Up to 37,000 feet 7.80 psi
• Above 37,000 feet 8.34 psi
Maximum Differential Overpressure 8.77 psi
Maximum Differential Negative Pressure -0.5 psi
Maximum Differential Pressure 0.20 psi
for Takeoff and Landing
B. Air Conditioning
The maximum altitude for single pack operation is 31,000 feet. (C)
Section 8 Hydraulics, Brakes, & Landing Gear
A. Brakes
Cooling Limitation - do not takeoff with amber brake temperature
indicators. (C)
B. Landing Gear Retraction
Activation of the landing gear downlock release button is
prohibited for all takeoffs unless obstacle clearance is required.
(C)
Section 9 Flight Controls
A. Flaps
1. Maximum Altitude with Flaps Extended
- Maximum altitude ...................... 20,000 feet.
2. Enroute use of flaps is prohibited. (C)
3. Do not hold in icing conditions with Flaps extended. (C)
REV. 7, 15 AUG 2008 2-17

Section 10 Instrument, Navigation, and Communications
Volume 5
B. Thrust Reversers (C)
1. Approved for ground use only.
2. Intended for use during full stop landings.
3. Do not attempt a go-around maneuver after deployment of the
thrust reversers.
4. Power back operations using thrust reversers are prohibited.
5. Landing rollout below 60 KIAS:
a. Application of maximum reverse thrust is not permitted.
b. Reduce reverse thrust to IDLE.
6) After selecting reverse thrust, do not move the thrust levers
into the forward thrust range until the REV icon on the EICAS
is shown in amber or green.
Section 10 Instrument, Navigation, and Communications
A. Navigation
1. TAS, TAT, and SAT are only valid above 60 KIAS.
2. Standby magnetic compass indication is not valid while
transmitting on VHF #1.
3. Barometric altimeter minimums must be used for all CAT I
approaches.
B. Enhanced Ground Proximity Warning (EGPWS)
1. The Enhanced Ground Proximity Warning System (EGPWS)
limitations are as follows:
a. Aircraft navigation must not be predicated upon the use of
the Terrain Awareness Display.
b. The use of predictive EGPWS functions should be manu-
ally inhibited when landing at an airport that is not in the
airport database to avoid unwanted alerts.
c. Pilots are authorized to deviate from their current ATC
clearance to the extent necessary to comply with an
EGPWS Warning.
d. The Terrain Display is intended to be used as a situational
tool only and may not provide the accuracy and/or fidelity
on which to solely base terrain avoidance maneuvering.
e. The use of predictive EGPWS functions should be manu-
ally inhibited during QFE operations if GPS data is unavail-
able or inoperative.
C. Traffic Alert And Collision Avoidance (TCAS)
Pilots are authorized to deviate from their current ATC clearance
to the extent necessary to comply with a Resolution Advisory - RA.
REV. 7, 15 AUG 2008 2-18

Section 10 Instrument, Navigation, and
Volume 5
D. VNAV
The VNAV Flight Director mode may only be used when both
pilots have completed the Shuttle America VNAV Course.
E. LOC Backcourse
LOC Backcourse approaches using IESS is not authorized.
F. ILS Procedures
1. The appropriate ILS procedure must be programmed into the
EPIC System via the NAV INDEX / ARRIVAL page prior to
commencing any ILS approach. (C)
2. Before initiating an approach to landing with AUTOPILOT
engaged, make sure the correct ILS identifier has been
verified on the FMS PROGRESS PAGE 1/3, Lines 5L and 5R.
REV. 7, 15 AUG 2008 2-19

Section 11 Auto Flight Control System
Volume 5
Section 11 Auto Flight Control System
Note: All altitudes are AGL
- Minimum Engagement Height (Takeoff) ........... 400 ft
- Minimum Enroute Height (Cruise) .............. 500 ft
- Minimum Use Height (Coupled ILS Approach).... 50 ft
Note: The ERJ-170 is certified with a “zero-loss” auto flight
control system. This is why there is a 50 foot AFL limit
on coupled ILS approaches.(FAR 121.579)
- Do not engage the autopilot at altitudes below 400 ft

AGL except when performing the following:
For ______ approaches the minimum height for

autopilot use is ____ feet
AGL
Visual and Non-precision 200 (C)
Precision - Coupled ILS 50
Takeoff 400
REV. 7, 15 AUG 2008 2-20

Section 12 Power Plant
Volume 5
A. Type
Two General Electric CF-34-8E5
B. Engine Operational Limits
Parameter Min. Max.

N1 -- 99.5%
N2 58.5% 99.4
ITT
• Start -- 815ºC
•Normal Takeoff and 965ºC (1)
Go Around -- (2)
949ºC
•Maximum Takeoff and 1006ºC (1)
Go Around --
990ºC (2)
•Maximum Continuous -- 960ºC
Oil Pressure 25 psi 95 psi
Oil Temperature
•Continuous -- 155ºC
•Transient -- 163ºC (3)
Note: (1) Time limited to the first 2 minutes of the total 5

minute limit.
Note: (2) Time limited to the remaining 3 minutes of the
total 5 minute limit.
Note: (3) Time limited to 15 minutes for transient operation
above 155oC.
REV. 7, 15 AUG 2008 2-21

Volume 5
C. EICAS Engine Limit Display Markings (C)
The engine limit display markings on EICAS must be used to
determine compliance with the maximum/minimum limits and pre-
cautionary ranges.
CAUTION: If EICAS markings show more conservative limits than
those specified below, the limit markings on the EICAS
must be used.
Red Maximum and Minimum Limitations

Amber Caution Range
Green Normal Operating Range
D. Engine Thrust
1. Operation at reduced takeoff thrust based on the assumed
temperature higher than the actual ambient temperature is
permissible if the aircraft meets all applicable performance
requirements at the planned takeoff weight and reduced thrust
setting.
2. The total thrust reduction must not exceed 25% of the full
takeoff thrust.
3. As a condition to the continuous use of the reduced thrust
procedures, operators must periodically check system to
ensure that engines are capable of producing full takeoff
thrust.
4. Use of reduced takeoff thrust procedures is not allowed on
runways contaminated with standing water, slush, snow, or
ice.
Note: Takeoff with the Automatic Takeoff Thrust Control
System (ATTCS) OFF is not authorized.
REV. 7, 15 AUG 2008 2-22

Volume 5
E. Engine Starter Duty Cycle Limits
Followed by
Number of Start Maximum Time...
Cool Down of...
1st and 2nd 90 seconds ON 10 seconds OFF
(ground)
120 seconds ON (in
3rd through 5th flight) 5 minutes OFF
Note: For ground starts, the maximum cumulative starter run

time per start attempt is 90 seconds (monitoring plus
start time).
Note: For in-flight starts, the maximum cumulative starter run
time per start attempt is 120 seconds (monitoring plus
start time).
F. Engine Starter Dry Motoring Duty Cycle Limits

The dry-motoring cycle (with thrust levers at IDLE) may be used
for engine ground starts and engine airstarts.
Followed by
Number of Start Maximum Time...
Cool Down of...
1st 90 Seconds ON 5 minutes OFF
2 through to 5 (1) 30 Seconds ON 5 minutes OFF
Note: (1) After 5 sequential motorings, cycle may be

repeated following a 15 minute cool down period.
G. AFM Compliance for Reduced Thrust Takeoff
As a condition to the continuous use of the reduced thrust proce-
dures, Shuttle America periodically checks to ensure that the
engines are capable of producing full takeoff thrust by performing
a not reduced thrust takeoff (No FLEX) at regular intervals. Shuttle
America takes credit for the full thrust takeoffs completed for per-
formance or other normal operational reasons. The procedures to
assure AFM compliance by using the FAA approved engine con-
dition monitoring program are located in the GOM, Chapter 5,
Section 15.
REV. 7, 15 AUG 2008 2-23

Section 13 APU Limits
Volume 5
Section 13 APU Limits
A. Type
Sundstrand APS 2300
B. Operational Limits
Parameter Min. Max.

Start
Temperature -54ºC ISA + 35ºC
Altitude -- 30,000 ft
Operation
Temperature -62ºC ISA + 35ºC
Altitude
Electrical -- 33,000 ft
Bleed -- 15,000 ft
To Assist Engine Start -- 21,000 ft
Rotor Speed -- 108%
EGT
Start -- 1032ºC
Continuous -- 717ºC
C. Starter Duty Cycle
Start Cycle Maximum... Followed By...

1st and 2nd 60 seconds ON 60 seconds OFF
3rd cycle 60 seconds ON 5 minutes OFF
REV. 7, 15 AUG 2008 2-24

Section 14 Inertial Reference System (IRS)
Volume 5
Section 14 Inertial Reference System (IRS)
The aircraft may be operated within the North and South magnetic
polar cut-out regions specified in the table below, but IRS mag-
netic heading and track angle magnetic data will not be available.
MAGNETIC
CUT-OUT LATITUDE LONGITUDE
REGIONS
Between 73.125°N Between 80°W and
North and 82°N 130°W
North of 82°N Between 0° and 180°W/E
Between 60°S and Between 120°E and
South 82°S 160°E
South of 82°S Between 0° and 180°W/E
Note: Whenever operating within North or South magnetic

polar cutout regions, current aircraft heading must be
referenced to true heading, if not already selected.
Otherwise, the Heading Failure Indication flag will be
displayed.
A. Maximum Latitude for Stationary Alignment:
- 78.25° Northern and Southern
- IRS stationary alignment will complete only after a
valid aircraft present position (latitude and
longitude) is received either from the FMS (pilot
entry) or automatically from GPS.
B. Time to Stationary Alignment Completion:
20
ALIGNMENT TIME - minutes.....
15
10
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
ALIGNMENT LATITUDE - degrees Northern and Southern
REV. 7, 15 AUG 2008 2-25

Section 15 Ozone Concentration
Volume 5
The tables below show the aircraft altitude limitations due to ozone
concentration in atmosphere for airplanes not equipped with the
Ozone Converters.
Note: These tables are based on FAA ADVISORY CIRCULAR
120.38.
Note: The tables show altitude limitations calculated for
constant ozone concentration and cabin stabilized at
8000 ft.
Note: For conditions other than those specified in item 2
above, an optimized flight plan must be approved by
regulatory agencies.
Note: For longitudes, the following apply:
- W = Western
- E = Eastern
- Reference = 100°W longitude
REV. 7, 15 AUG 2008 2-26

Volume 5
A. North America - Maximum Ozone Criteria
FLIGHT
LEVEL JAN FEB MAR APR MAY JUN
LATITUDE W E W E W E W E W E W E
80°N - 323 - 323 - 314 - 313 - 307 - 326
75°N - 327 - 323 - 321 - 314 - 314 - 327
70°N - 341 - 323 - 326 - 321 - 314 - 334
65°N 356 346 333 326 328 327 328 321 326 321 338 336
60°N 376 356 347 336 338 334 327 326 327 326 341 336
55°N 394 362 376 346 347 341 327 334 327 327 347 356
50°N 407 376 409 362 366 346 327 336 334 336 356 366
45°N - 396 - 376 376 366 346 346 346 362 376 396
40°N 406 - 366 386 376 396 382 366 402 396 - -
35°N - - - - - - - - - - - -
FLIGHT
LEVEL JUL AUG SEP OCT NOV DEC
80°N - 336 - 382 - 394 - 382 - 346 - 346
75°N - 346 - 396 - 386 - 382 - 362 - 356
70°N - 346 - 406 - 396 - 382 - 382 - 356
65°N 346 356 396 406 406 406 382 394 406 386 376 366
60°N 347 366 402 - - - 396 401 407 394 386 382
55°N 356 382 406 - - - - - 407 401 401 396
50°N 366 406 - - - - - - - 406 - -
45°N - - - - - - - - - - - -
40°N - - - - - - - - - - - -
35°N - - - - - - - - - - - -
REV. 7, 15 AUG 2008 2-27

Volume 5
B. North America - TWA Ozone Criteria
Note: Values below are the altitude limitations which the
aircraft is allowed to fly more than 3 continuous hours.
FLIGHT
LEVEL JAN FEB MAR APR MAY JUN
80°N - 274 - 270 - 270 - 270 - 270 - 270
75°N - 278 - 274 - 270 - 270 - 270 - 270
70°N - 292 - 274 - 270 - 270 - 270 - 274
65°N 312 294 298 270 301 273 292 270 270 270 303 274
60°N 321 298 311 278 303 291 274 270 270 270 311 274
55°N 332 298 321 292 311 291 270 274 270 270 311 292
50°N 338 312 354 298 315 298 270 274 274 274 311 312
45°N 338 314 338 312 315 311 274 294 294 294 318 318
40°N 332 334 312 318 312 317 312 311 318 318 334 334
35°N 374 354 374 354 338 353 354 334 374 334 392 374
FLIGHT
LEVEL JUL AUG SEP OCT NOV DEC
80°N - 270 - 298 - 298 - 298 - 292 - 298
75°N - 274 - 314 - 312 - 298 - 294 - 298
70°N - 274 - 321 - 314 - 312 - 298 - 298
65°N 294 294 332 332 334 318 321 314 334 298 318 301
60°N 298 312 332 334 338 334 323 318 334 298 321 312
55°N 301 312 332 334 354 334 334 334 338 314 334 318
50°N 312 318 332 334 374 334 354 354 338 334 354 334
45°N 321 334 354 354 - 374 374 354 353 334 354 334
40°N 294 354 - 398 - - - 374 394 354 354 334
35°N - 394 - - - - - - - 398 - 374
REV. 7, 15 AUG 2008 2-28

Section 16 Noise Levels
Volume 5
Section 16 Noise Levels
The following information is derived from the Embraer 170 Air-
plane Flight Manual, Supplement 3, Operation with CF34-8E5
Engines:
The following Effective Perceived Noise Levels (EPNLs) comply

with FAA Part 36, Appendix C, Stage 3 noise limits and were
obtained by analysis of approved data from noise tests conducted
under the provisions of ICAO Annex 16, Volume 1, Chapter 3 as
well as FAA Part 36.
NOISE LEVEL IN EPNdb
CONDITION
Airplane
Model
Flyover Lateral Approach
EMB 170-SE/ 84.1 92.3 94.9

EMB 170-SU
NOISE LEVEL IN dBA
CONDITION
Airplane
Model Approach Approach
Flyover
Flaps 5 Flaps Full
EMB 170-SE/ 71.5 84.6 85.5

EMB 170-SU
Flyover and Lateral noise levels were established for the

EMBRAER 170 equipped with APU Sundstrand APS 2300, with
two GE CF34-8E5 engines, with the chevron nozzle, at maximum
takeoff weight, with all engines at maximum takeoff power setting
and flaps 1.
Approach noise levels were established from a 3° glide slope at
the maximum landing weight, VREF + 10 KIAS, and flaps FULL.
REV. 7, 15 AUG 2008 2-29

Section 17 Simultaneous Failure of All Three MAUs
Volume 5
Note: All operational procedures for the simultaneous failure of
all 3 MAUs are located in Chapter 6, Abnormal
Procedures.
The MAUs monitor the PRIMUS EPIC routed information full time
in order to detect any synchronization loss and, if it occurs, the
MAU's attempt to re-synchronize in order to protect the system.
During flight tests, it has been detected that a specific case of PRI-
MUS EPIC synchronization loss, which is not successfully resyn-
chronized within an acceptable period and leads to a
simultaneous failure of the three MAUs.
As a consequence of the failure of all three MAUs, all five Display
Units (DUs) will also fail. In addition, the Flight Control System
(FCS) reverts to direct mode and both the Autopilot and the Auto-
throttle will disengage. After this event, two different scenarios will
arise.
1. CASE 1: MAU's failure and auto restore.
2. CASE 2: MAU's failure and manual restore upon crew
action.
Note: In face of this temporary condition, Shuttle America
Airlines will not dispatch an aircraft with the Integrated
Electronic Standby System (IESS) inoperative even
though that is allowed by the MEL.
REV. 7, 15 AUG 2008 2-30

Section 18 Domestic Reduced Vertical Separation
Volume 5
Section 18 Domestic Reduced Vertical Separation Minimum
(DRVSM) Minimum Equipment Required
The ERJ-170 requires a defined set of equipment that must be
operational prior to operations within DRVSM airspace. All of the
following equipment must be in proper operating condition before
dispatching into DRVSM airspace.
Note: For the purposes of this document, DRVSM=RVSM. The
“D” represents “Domestic” and refers to RVSM
operations in the United States.
If any of this minimum equipment becomes inoperative while
enroute, the pilot will notify ATC and request an altitude below FL
290.
- 2 RVSM Compliant Air Data Systems
- 1 Autopilot with Altitude Hold Mode operative
- 1 Altitude Alerter
- 1 Transponder
Note: The ADS 1, ADS 2 and ADS 3 are compliant with RVSM
operation. The ADS3 is not considered RVSM compliant
in case of loss of sideslip compensation, EICAS
message ADS3 SLIPCOMP FAIL displayed.
Note: The Integrated Electronic Standby System (IESS) must
not be used for RVSM operation.
REV. 7, 15 AUG 2008 2-31

Section 18 Domestic Reduced Vertical Separation
Minimum (DRVSM) Minimum Equipment Required
Volume 5
REV. 7, 15 AUG 2008 2-32

Section 1 Normal Procedures Flightdeck Checklist
Page 1
Volume 5
Chapter 3
Normal Checklists
Section 1 Normal Procedures Flightdeck Checklist Page 1
SAFETY & POWER ON

Maintenance Status . . . . . . . . . . . . . . . . Checked
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL DC PUMP & AC PUMPs 1 & 2 . . . . . . AUTO
ERJ-170 EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . OFF
HYD SYS 1,2, & 3B ELEC PUMPs . . . . . . . . AUTO
HYD SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . OFF
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . DN
POWERPLANT START/STOP 1&2 . . . . . . . STOP
Speed Brake Lever . . . . . . . . . . . . . . . . . . .CLOSE
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
BATT 1 / BATT 2 . . . . . . . . . . . . . . . . . .ON / AUTO
Displays 2 & 3 . . . . . . . . . . . . . . . . . . . . . Available
EICAS Messages . . . . . . None annunciated first
5 seconds
BATT 1 & BATT 2 . . . . . . . . . . . . . . .22.5 vDC Min
SLAT/FLAP Lever . Agrees with surface position
FIRE EXTINGUISHER . . . . . . . . . . . . . . . Checked
NORMAL Electrical Power/Air Conditioning . . . . Establish
PROCEDURES ORIGINATING / RECEIVING

CHECKLIST Preflight Inspections . . . . . . .Verify . . .Complete
Logbook, Forms & Manuals .Verify . . . Checked
QRH . . . . . . . . . . . . . . . . . . . . .Verify . . . .Installed
Gear/RAT Pins . . . . . . . . . . . .[FO] . . . . . Stowed
CB Panels . . . . . . . . . . . . . . . .Verify . . . Checked
Panel Prep. . . . . . . . . . . . . . . .Verify . . .Complete
O2 & Interphone . . . . . . . . . . .Verify . . . Checked
Receiving Checklist . . . . . . .[FO] . . . .Complete

REV: 3
DATE: 13 JUN 2008
REV. 6, 13 JUN 2008 3-1

Section 1 Normal Procedures Flightdeck Checklist
Page 1
Volume 5
Normal Procedures Flightdeck Checklist Page 2
BEFORE START DESCENT

Fuel Quantity . . . . . . . . .Verify . . .___Req,___OB Shoulder Harness. . . . . . . . Verify . . . . . . . . . On
MCDU . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . Set FSTN BELTS . . . . . . . . . . . . [PM] . . . . . . . . . . ON
O2 . . . . . . . . . . . . . . . . . .Verify . . . . . . . .Checked Altimeters . . . . . . . . . . . . . . Verify . . . . .__.__Set
Altimeters . . . . . . . . . . . .Verify . . . . . . . . __.__Set Landing Data. . . . . . . . . . . . [PM] . . . . . . . . . . Set
PASSENGER SIGNS . . .[C] . . . . . . . . . . . . . . ON EICAS . . . . . . . . . . . . . . . . . [PM] . . . . . Checked
Departure Review . . . . .[PF] . . . . . . . . Complete Approach Briefing . . . . . . . [PF] . . . . . .Complete
___________________________________ Descent Checklist . . . . . . . [PM] . . . . .Complete
Doors/Windows . . . . . . VerifyClosed and Locked
RED BCN . . . . . . . . . . . .[FO] . . . . . . . . . . . . . ON LANDING
PARKING BRAKE . . . . .[C] . . . . . . . . Set or OFF
Before Start Checklist . .[FO] . . . . . . . . Complete Flight Attendants . . . . . [PM] . . . . . . . . . Notified
EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . Checked
Landing Gear . . . . . . . . Verify . . Down, 3 Green
AFTER START ___________________________________
Flight Controls . . . . . . . .Verify . . . . . . . .Checked Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __
PITCH & TRIM. . . . . . . . .Verify . . . . . . _._&Green Landing Checklist . . . . [PM] . . . . . . . .Complete
Takeoff Data . . . . . . . . . .Verify . . . __,__,__,__/__
EICAS . . . . . . . . . . . . . . .[FO] . . . . . . . . .Checked AFTER LANDING
Shoulder Harness . . . . .Verify . . . . . . . . . . . . .On
Transponder . . . . . . . . . . . . . . . . . . . As Required
Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
After Start Checklist . . .[FO] . . . . . . . . Complete
APU . . . . . . . . . . . . . . . . . . . . . . . . . . As Required
After Landing Checklist . . . [FO]. . . . . .Complete
TAXI
EICAS . . . . . . . . . . . . . . . . . Verify . . . . .Checked PARKING
Brake Temp . . . . . . . . . . . . [FO] . . . . . . . . Green PARKING BRAKE . . . . . . . . [C] . . . . . .Set or OFF
Takeoff Briefing . . . . . . . . . [PF]. . . . . . Complete Thrust Levers . . . . . . . . . . . [C} . . . . . . . . . . . IDLE
Taxi Checklist. . . . . . . . . . . [FO] . . . . . Complete START/STOP 1 & 2 . . . . . . . [C] . . . . . . . . . . STOP
PASSENGER SIGNS. . . . . . [C] . . . . . . . . . . . OFF
BEFORE TAKEOFF RED BCN . . . . . . . . . . . . . . . [C] . . . . . . . . . . . OFF
HYDRAULICS . . . . . . . . . . . [C] . . . . . . . . . . . . Set
Flight Attendants . . . . . . . . [FO] . . . . . . Notified
Parking Checklist . . . . . . . . [FO]. . . . . .Complete
T.O. MIN Fuel Quantity . . . Verify___Req,___OB
Transponder. . . . . . . . . . . . [FO] . . . . . . . .TA/RA
T/O CONFIG . . . . . . . . . . . . [FO] . . . . . .Checked SECURING
Before Takeoff Checklist. . [FO] . . . . . Complete Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
EXTERNAL LIGHTS Switches (All) . . . . . . . . OFF
AFTER TAKEOFF EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPU/APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
DOME Light Switch . . . . . . . . . . . . . . . . . . . . OFF
After Takeoff Checklist . . . [PM] . . . . . Complete
Entrance Light Switchlight (Fwd FA Panel) . OFF
Securing Checklist . . . . . . . . . . . . . . . . .Complete
NTSB REPORTABLE EVENT

CVRs-. . . . . . . . . . . . . . . . . . [C] . . . . . . Deactivate
Logbook Enrties . . . . . . . . . [C} . . . . . . .Complete
CVR Deactivation Checklist[C] . . . . . . .Complete
REV. 6, 13 JUN 2008 3-2

Section 2 ERJ-170 Jumpseat Briefing
Volume 5
Seat belt and shoulder harness is to be worn at all times.
Sterile cockpit must be followed during critical phases and all
operations below 10,000 feet.
The combined smoke goggles and the oxygen mask unit is in a
compartment to your right for your use.
In the event of an emergency you may be asked to take a seat in
the cabin if available.
Review the following pictorials and ask the Captain if you have
any questions concerning the pictorials.
A. Jammed Door Emergency Egress
1. Check the red indication to 2. Remove the quick release

assure the door is unlatched. pin.
3. Push the door outboard 4. Remove the door.

while holding the handle
REV. 1, 15 MAR 2006 3-3

Volume 5
B. Pilot/Copilot/Observer Oxygen Mask
Yellow indicates oxygen

is flowing.
Test /Reset button
OXY ON FLAG appears
when oxygen is supplied
to the mask.
Purge Valve
Harness Inflation Button - Pressing inflates the harness so the mask

may be donned.
Regulator - “Emerg” supplies 100% under positive pressure
“100%” supplies pure oxygen, “Norm” oxygen/air mixture
REV. 1, 15 MAR 2006 3-4

Volume 5
C. Observer Seat
6 3
2 6
4
Release the seat.

Let the seat down slowly into
position.
Release the strap
Bring the seat bottom to a
horizontal position.
Pull the backrest up to top-off
fitting.
Lock the backrest.
REV. 1, 15 MAR 2006 3-5

Volume 5
D. Cockpit Window Emergency Exit
1 Press lock button. 2 Pull the handle in & backward.
3 4 5
Pull escape rope from

overhead panel. Deploy escape rope. Exit flightdeck
Assist others after
7
reaching ground.
6 Use escape rope loops.
REV. 1, 15 MAR 2006 3-6

Section 3 Change Bars on Checklists
Volume 5
Checklists will no longer require change bars. They will display the
classification (approval) block, containing the current revision
number and date. This is done to ensure the checklists flow
cleanly. Details of checklist changes will be reflected in the
Expanded Checklist chapter.
REV. 5, 01 MAY 2008 3-7

Volume 5
REV. 5, 01 MAY 2008 3-8

Section 1 Interior Flight Deck Inspection
Volume 5
Chapter 4
Normal Procedures

A. General
1. The interior flight deck inspection ensures flight deck
emergency equipment is on board and operational.
2. Who - Normally accomplished by the Captain.
3. When - This inspection is accomplished prior to the Safety and
Power On Checklist on the first flight of the day and is
accomplished on subsequent flights when flight deck crew
changes occur.
B. Flow Pattern
A circle flow pattern starting at the doorway, then to the Captain’s
side, First Officer’s side, and ending at the doorway.
C. Logbook and Manuals - Checked
1. Check that the following manuals are on board and current:
a. Maintenance Logbook
1) Review the Maintenance Log for MEL’d items, CDL’d
items, open write-ups, and a current Airworthiness
Release
b. Minimum Equipment List (MEL)
c. EMB Operations Manual (AOM Vol 2)
d. EMB Supplemental Performance Manual
e. Normal Checklists (2)
f. Data Cards
g. Emergency and Abnormal Checklists (QRH)
h. Quick Reference Checklist (QRC)
i. Honeywell Pilot’s FMS Guide (Vol II)
j. APG Airport Analysis Manual
REV. 8, 15 SEP 2008 4-1

Volume 5
k. Registration and Certificate of Airworthiness
Note: Should the Normal Checklists, Data Cards, or
Emergency and Abnormal Procedures be lost,
mutilated, or otherwise unusable, the ERJ-170 POH
may be used until a replacement is made.
D. Doorway
1. PBE (1) ......................................................................Check
2. Halon Fire Extinguisher (1) Pressure in green, pin installed
3. Crash Axe (1) ........................................................... Stowed
E. Captain’s Side
1. Flashlight........................................................... LED steady
2. Life Vest(1)..............................Installed in seat back pocket
3. Circuit Breakers ......................................Closed or collared
4. Escape Rope .............................................................Check
5. Headset.................................................................. Installed
F. First Officer’s Side
1. Flashlight........................................................... LED steady
2. Circuit Breakers ......................................Closed or collared
3. Life Vest(1)..............................Installed in seat back pocket
4. Jumpseat Life Vest (1) ............Installed in seat back pocket
5. Escape Rope .............................................................Check
6. Landing Gear and RAT Safety Pins ...................... On board
G. Aft Control Pedestal
1. ERJ-170 C.G. Calculator ......................................On board
H. Observer Seat
1. Observer Seat ........................................... Check Condition
2. Observer O2 ...............................................................Check
3. Observer Audio Panel .................................................... Set
REV. 1, 15 MAR 2006 4-2

Section 2 Safety & Power On Checklist
Volume 5
A. General
1. This checklist safely configures the aircraft for application of
electrical power and/or air conditioning.
2. Who - Normally accomplished by the first pilot arriving at the
aircraft.
3. When - Arriving at an aircraft with no electrical power after the
Interior Flight Deck Inspection is complete.
B. Flow Patterns
This is a “read and do” checklist with no established flows. Each
item is read and accomplished silently.
C. Expanded Checklist..
Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked

If not already accomplished as part of the Interior Flight Deck
Inspection, verify all maintenance items are appropriate and all
MEL/CDLs are considered or cleared. Circuit breakers are either
in (closed) or out (collared) as appropriate. Verify all applicable
safety items are on board.
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Note: To read the battery voltage, the GPU Pushbutton must
be disconnected (pushed out).
APU GEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL DC PUMP & AC PUMPS 1 & 2. . . . . . . . . . . . . . . . . . . . AUTO
EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note: Photo luminescent escape path marking strips (cabin)
must be charged prior to the first flight of the day by
Interior Cabin Lighting. 15 minutes of Ceiling and
Entrance Cabin Lighting Exposure in Bright Mode.
REV. 5, 01 MAY 2008 4-3

Volume 5
WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYDRAULIC SYS 1, 2, & 3B ELEC PUMPs . . . . . . . . . . . . . . AUTO
HYDRAULIC SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
POWERPLANT START/STOP 1 & 2 . . . . . . . . . . . . . . . . . . . . STOP
Speed Brake Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
BATT 1/BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/AUTO

Note: Ensure airplane is not moved until IESS is initialized.
Initialization occurs within 90 seconds after power-up.
Displays 2 & 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Available
After turning BATT 1 / BATT 2 to ON/AUTO, there may be a brief
cycling of screens until only Display Units 2 and 3 are available. DU 2
displays the Status Page and DU 3 displays EICAS.
EICAS Messages . . . . . . . . . . . None annunciated first 5 seconds
BATT 1/BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 vDC Min

Check the batteries’ voltage in the MFD Status page.
CAUTION: Each battery voltage must be at least 22.5 volts at this
point in order to continue the checklist.
SLAT/Flap Lever. . . . . . . . . . . . . . . . Agrees with surface position
CAUTION: Ensure the surface area is clear prior to moving any
flight control surfaces.
FIRE EXTINGUISHER PANEL . . . . . . . . . . . . . . . . . . . . . . .Checked
Perform Originating/Receiving Fire Extinguisher flow item.
Electrical Power/Air Conditioning . . . . . . . . . . . . . . . . . . Establish
REV. 1, 15 MAR 2006 4-4

Section 3 Establishing Electrical Power/Air
Conditioning
Volume 5
Section 3 Establishing Electrical Power/Air Conditioning
A. General
With all of the variables to consider (i.e., ground equipment, air-
craft equipment, the temperature inside the aircraft, outside air
temperature, ground time, departure time, etc.), use the following
priorities when applying electrical power and/or air conditioning.
B. Electrical
1. Preferred priority is to utilize ground power whenever
available to reduce APU cycles.
2. To allow the flight controls built-in test, wait three (3) minutes
after power up to turn any hydraulic pump on.
3. Ensure the aircraft is not moved before the IESS is initialized.
C. Ground Power
If “AVAIL” light is illuminated, do the following:
1. GPU Switch ........................................................... PUSH IN
Note: If the source of AC power is lost, power down the

airplane utilizing the Parking & Securing Checklist and
then perform the power up procedure utilizing the Safety
& Power On Checklist.
D. APU
Refer to the Receiving/Originating Checklist, “APU”.
REV. 6, 13 JUN 2008 4-5

Conditioning
Volume 5
E. Fly By Wire Power Up Built-In Test (PBIT)
1. The FBW PBIT test consists of two different checks:
a. An electrical PBIT test which lasts 3 minutes
b. A hydraulic PBIT test which lasts 1 minute
2. If either test fails, a FLT CTRL BIT EXPIRED EICAS message
is displayed 50 hours (elapsed time) after the last successful
PBIT when the aircraft is on the ground and the EICAS
messages are no longer inhibited. The message will continue
being displayed on the EICAS until a new electrical and
hydraulic PBIT is successfully completed.
3. FLT CTRL BIT EXPIRED
a. If the FLT CTRL BIT EXPIRED EICAS message is
displayed, perform the hydraulic PBIT as follows:
1) Do not move any flight control surface.
2) Turn the electrical hydraulic pumps 1, 2, and 3A to ON
3) Wait 60 seconds
4) At this point, the FLT CTRL BIT EXPIRED EICAS
message should extinguish
5) Turn the electrical hydraulic pumps 1, 2, and 3A to
OFF if no longer needed
Note: If the FLT CTRL BIT EXPIRED EICAS message remains
displayed after accomplishing the hydraulic PBIT, the
flight crew must power down the aircraft utilizing the
Parking & Securing Checklist, wait one minute, and then
perform the power up procedure utilizing the Safety &
Power On Checklist.
4. Electrical PBIT
a. The electrical PBIT provides detection of out-of-tolerance
conditions and failures in the FCMs, P-ACEs, and S-ACEs.
b. The electrical PBIT is automatically performed during
power-up, after the airplane is powered by any AC source.
c. The electrical PBIT test takes approximately 3 minutes to
complete and can be observed by the flight crew on the
Flight Control synoptic page on the MFD.
REV. 5, 01 MAY 2008 4-6

Conditioning
Volume 5
d. After the 3 minute electrical test is complete, the clock for
the ELEC PBIT on the flight control synoptic page will show
50 hours. The hydraulic PBIT test must also be performed
to complete a valid Fly-By-Wire PBIT test.
e. The electrical PBIT test will be interrupted if:
1) Any electric hydraulic pump is running
2) The Flight Control Mode Panel switches are cycled
3) The AC power supply is interrupted
5. Hydraulic PBIT
a. Activate the hydraulic system using the AC electric pumps
as follows:
1) EICAS STEER OFF ..............................Annunciate
WARNING: Serious injury may result if hydraulics are introduced
without STEER OFF annunciated.
2) HYD SYS 1 ELEC PUMP.................................. ON
3) HYD SYS 2 ELEC PUMP.................................. ON
4) HYD SYS 3 ELEC PUMP A .............................. ON
b. The hydraulic PBIT provides functional test of the flight
control actuators.
c. The hydraulic PBIT is performed when all 3 hydraulic
systems are pressurized for one minute.
d. After the 1 minute hydraulic test is complete, the clock for
the HYD PBIT on the flight control synoptic page will show
50 hours.
e. The hydraulic PBIT will be interrupted if any flight control
surface is moved white the test is running.
F. Air Conditioning
Preferred priority is to utilize ground air whenever available to
reduce APU cycles. When necessary, start the APU to ensure
passenger comfort.
CAUTION: To avoid cabin air contamination, do not operate air
conditioning packs using the ground pneumatic start
cart.
Note: Comfortable outside air temperatures may not require air
conditioning to be applied to the aircraft.
REV. 5, 01 MAY 2008 4-7

Section 4 Exterior Inspection
Volume 5
A. General
1. The exterior inspection ensures the overall condition of the
aircraft and its visible components and equipment are safe for
flight.
2. Who - Normally accomplished by the First Officer.
3. When - This inspection is accomplished on the first flight of the
day and subsequent flights when flight deck crew changes
occur.
4. Before beginning the inspection, review the Maintenance Log
and if electrical power is not established; complete the Safety
& Power On Checklist.
5. Check - The word “Check” is used throughout this inspection
to describe a visual examination to detect obvious
unsatisfactory conditions/discrepancies.
B. Conditions/Discrepancies
Verify the aircraft is acceptable for flight. Even though not noted
individually, the aircraft and its visible components must be
checked for the following:
1. Proximate area is free of potential foreign object damage
(FOD) items.
2. Passenger walkway and boarding stairs are safe and clear.
3. Flight control surfaces are unobstructed and free from
contamination.
4. All vents, ports, intakes, and exhausts are unobstructed.
5. Tire condition and pressure are acceptable.
6. All covers, plugs, picket/mooring lines removed.
7. Pay particular attention to any evidence of fluid leaks from
components, drains, panels, aircraft skin, and in ground
vicinity.
8. Condition of skin (visible damage) on radome section,
fuselage, wings, nacelles, pylons, and empennage.
9. All access panels and doors not actually involved in
maintenance are secured.
REV. 2, 15 AUG 2006 4-8

Volume 5
10. Pitot static probes for evidence of freezing, severe
discoloration, condition, and security.
C. Procedures
Prior to commencing the inspection:
1. Review the Maintenance logbook IAW the GOM
2. Complete the Safety & Power On Checklist, if electrical power
is not established
3. Turn on the RED BCN and NAV lights and turn off the RED
BCN when the Exterior Inspection is complete or after the
RED BCN function has been verified.
4. Initialize either the Captain or First Officer FMS positions
D. TSA Security Inspection - First Flight of the Day
1. Per the Shuttle America TSA Amendment to the Aircraft
Operator Standard Security Program (which provides for a
TSA compliant exterior inspection of the aircraft for the first
flight of the day), the Exterior Inspection is compliant with the
TSA guidelines with the following additions:
a. All aircraft access panels are to be inspected from the
outside looking for signs of obvious tampering but do not
have to be opened.
b. In addition, the following access panels must be opened
for inspection on the first flight of the day and then secured.
1) Oxygen Supply Gauge access panel
Note: Note: If the Oxygen Supply Gauge access panel
requires a special tool (e.g. screwdriver, etc.), do not
open the panel.
2) Engine Fire Extinguishing Bottle access panel located
underneath the aircraft near the aft cargo hold.
3) Right and Left Water Drain Valve access panels
located underneath the aircraft just aft of the main
gear wheel well.
4) Open the aft door of both Hydraulic System 1 and 2
compartments to inspect the entire compartment.
5) Potable Water access panel
6) Waste Service Panel
Note: If there is fluid leaking from the Waste Service Panel, do
not open the panel.
REV. 4, 15 FEB 2008 4-9

Volume 5
E. Flow Pattern
Start at the Forward Entry Door and proceed in the direction indi-
cated in the external route below, and terminate at the bottom of
the passenger stair unit.
Nose
Nosewheel
& Gear
Left Wing Right Wing
Left Right
Main Gear Main Gear
Tail
Cone
REV. 2, 15 AUG 2006 4-10

Volume 5
1. Nose Section
a. Exterior Lights .................................................... CHECK
b. External Power Receptacle................................ CHECK
c. Smart Probes/TAT Sensors/Ice Detectors ......... CHECK
d. RVSM Critical Areas .................................NO DAMAGE
e. Windshield Wipers ............................................. CHECK
f. Radome.............................................................. CHECK
g. Forward Avionics Compartment.................... SECURED
2. Nosewheel and Gear
a. Nose Gear............................................................ Check
Check if the nose wheel position indication mark is within
the nose wheel position indication scale limits.
b. Wheels and Tires ................................................. Check
c. Nose Gear Up Lock Hook ................................Unlocked
d. Nose Gear Strut/Wheel Well/Doors ..................... Check
e. Ground Locking Pin......................................... Removed
f. Landing and Taxi Lights ....................................... Check
3. Right Forward Fuselage
a. RAT Safety Lock Pin ....................................... Removed
b. Oxygen Discharge Indicator........................ Green DISC
c. Fwd Cargo Door................................................... Check
d. Inspection Light .................................................... Check
e. Landing Lights...................................................... Check
f. Air Inlets and Outlets.............................................. Clear
g. Red Beacon Light................................................. Check
h. Antennas .............................................................. Check
i. Ram Air Inlets......................................................... Clear
4. Right Wing
a. Wing Leading Edges ............................................ Check
b. Pylon .................................................................... Check
c. Right Engine......................................................... Check
d. Thrust Reverser Cowl ................... Flushed with Nacelle
e. Refueling Compartment Door ........................... Secured
f. Access Panels................................................... Secured
g. Magnetic Level Indicators .............................. Pushed In
REV. 2, 15 AUG 2006 4-11

Volume 5
h. Pressure Relief Valve ...........................................Check
i. Fuel Tank Vent ...................................................... Clear
j. Navigation and Strobe Lights................................Check
k. Static Discharges .............................Number and Check
l. Ensure three (3) on the aileron and six (6) on the winglet.
m. Flight Control Surfaces and Fairings.....................Check
5. Right Main Gear
a. Right Main Gear....................................................Check
b. Wheels and Tires ..................................................Check
c. Right Main Gear Up lock Hook ........................ Unlocked
d. Right Gear Strut/Wheel Wells ...............................Check
e. Right Ground Locking Pin ............................... Removed
f. Brake Wear Indicators ..........................................Check
6. Right Rear Fuselage
a. Engine Cowls ........................................................Check
b. Thrust Reverser .................................................. Stowed
c. Right Pylon ...........................................................Check
d. Antennas...............................................................Check
7. Empennage
a. Horizontal Stabilizer ..............................................Check
b. Ensure proper clearance of all flight control surfaces from
all ground equipment or other obstructions and all surfaces
are clear of any contaminates.
c. Elevators ...............................................................Check
d. Static Discharges (13)...........................................Check
e. Navigation and Strobe Lights................................Check
f. Antennas...............................................................Check
REV. 2, 15 AUG 2006 4-12

Volume 5
8. Tail Cone
a. Air Inlets and Outlets.............................................. Clear
b. Aft Cargo Door ..................................................... Check
c. Antennas .............................................................. Check
d. Access Doors and Panels ................................. Secured
e. Battery Air Outlet.................................................... Clear
f. Flight Control Surfaces......................................... Check
g. Static Discharges .............................Number and Check
Ensure 4 on the rudder and 4 on each elevator
h. APU...................................................................... Check
i. External Power Receptacle.................................. Check
j. Potable Water Service Panel ............................... Check
k. Pressurization Static Port....................................... Clear
9. Left Rear Fuselage
a. Left Pylon ............................................................. Check
b. Thrust Reverser ..................................................Stowed
c. Engine Cowls ....................................................... Check
10. Left Main Gear
a. Left Main Gear ..................................................... Check
b. Wheels and Tires ............................................ Condition
c. Left Main Gear Up Lock Hook ..........................Unlocked
d. Left Gear Strut/Wheel Wells................................. Check
e. Left Ground Locking Pin.................................. Removed
f. Brake Wear Indicators.......................................... Check
11. Left Wing
a. Air Inlets and Outlets.............................................. Clear
b. Flight Control Surfaces and Fairings.................... Check
c. Static Discharges .............................Number and Check
Ensure three (3) on the aileron and six (6) on the winglet.
d. Navigation and Strobe Lights ............................... Check
e. Fuel Tank Vent....................................................... Clear
f. Pressure Relief Valve........................................... Check
g. Magnetic Level Indicators ..............................Pushed IN
h. Access Doors and Panels ................................. Secured
i. Thrust Reverser Cowl ................... Flushed with Nacelle
REV. 2, 15 AUG 2006 4-13

Volume 5
j. Left Engine............................................................Check
k. Pylon .....................................................................Check
l. Wing Leading Edges.............................................Check
12. Left Forward Fuselage
a. Air Conditioning Connection Access Door ............Check
b. Inspection Light.....................................................Check
c. Landing Lights ......................................................Check
d. Air Inlets and Outlets ............................................. Clear
e. Red Beacon Light .................................................Check
f. Antennas...............................................................Check
g. Ram Air Inlets ........................................................ Clear
REV. 2, 15 AUG 2006 4-14

Section 5 Exterior Walkaround
Volume 5
Section 5 Exterior Walkaround
A. General
1. The exterior walkaround ensures the overall condition of the
aircraft is safe for flight and/or ready for the next day’s
operations.
2. Who - Accomplished by one of the flight deck crew members.
3. When - This walkaround is accomplished at each intermediate
stop when a flight deck crew change does not occur and after
the last flight of the day.
Note: If any discrepancies are found after the last flight of the
day, the Captain will inform the maintenance controller
through the dispatcher of any mechanical
discrepancies.
B. Conditions/Discrepancies
Verify the aircraft is acceptable for flight. Check the aircraft is free
of damage and fluid leakage and the following:
1. Flight Controls ................................................ Unobstructed
2. Doors & Access Panels (not in use)....................... Secured
3. Main cabin door vent flaps .................... Closed if inclement
weather or last flight of the day
4. Ports & Vents ................................................. Unobstructed
5. Tires ......................................................Condition and wear
6. Gear Struts ......................................... Not fully compressed
7. Engines ................................................................. Checked
Check fan blades after engine has stopped rotating.
REV. 2, 15 AUG 2006 4-15

Section 6 Interior Cabin Inspection
Volume 5
A. General
1. The interior cabin inspection ensures cabin emergency
equipment is on board and operational and the cabin is ready
for departure.
2. Who - Normally accomplished by the Flight Attendant; on
flights without Flight Attendants, a flight deck crew member.
3. When - This inspection is accomplished on the first flight of the
day and subsequent flights when flight crew changes occur.
B. Flow Pattern
A “front” to “back” flow pattern from the galley to the lavatory.
When proceeding ensure the overhead bins are closed and
locked.
C. Forward Lavatory
1. Smoke Detector ................................................ Operational
D. Forward Galley
1. Galley Doors .............................................Closed & latched
2. Forward Entry Door....................................................Check
3. Forward Service Door ................................................Check
E. Forward Flight Attendant Control Panel
1. Emergency Light Switch (ELS) .............................. Guarded
F. Forward Wardrobe Compartment
1. PBE (1) ......................................................................Check
2. First Aid Kit................................................ Sealed & secure
3. Halon Fire Extinguisher (2) ........................................Check
4. Portable O2 Bottle & 2 Masks ....................................Check
G. Forward Flight Attendant Jumpseat
1. Life Vest (1) ............................................ Check in Package
2. Flashlight (1) ........................................................... LED On
3. Manual Release Tool .................................................Check
H. Forward Left Overhead Compartment
1. Grab-and-Go Kit.........................................................Check
REV. 2, 15 AUG 2006 4-16

Volume 5
I. Aft Lavatory
1. Galley Doors............................................. Closed & latched
2. Aft Entry Door............................................................ Check
3. Aft Service Door ........................................................ Check
J. Aft Left Overhead Bin
1. EEMK (1)................................................................... Check
K. Aft Left Doghouse
1. First Aid Kit (1)........................................... Sealed & secure
2. Portable O2 Cylinder & 2 Masks ............................... Check
3. Halon Fire Extinguisher (1)........................................ Check
L. Aft Right Doghouse
1. Megaphone (1).......................................................... Check
2. Automated External Defibrillator (AED)..................... Check
3. Halon Fire Extinguisher (1)........................................ Check
M. Aft Bulkhead (Left and Right)
1. PBE (2)...................................................................... Check
N. Aft Flight Attendant Jumpseat
1. Life Vest (1) ............................................. Check in package
2. Flashlight (1)............................................................LED On
3. Manual Release Tool ................................................ Check
O. Aft Flight Attendant Control Panel
1. Emergency Light Switch (ELS)...............................Guarded
P. Aft Lavatory
1. Smoke Detector................................................. Operational
REV. 2, 15 AUG 2006 4-17

Section 7 Originating/Receiving Checklist
Volume 5
A. General
1. This checklist ensures all equipment is operating properly and
set up for engine start. Call for Originating Checklist on the
first flight of the day, Receiving when flight deck crew
changes.
B. Who
1. Initiated by the Captain, read by the First Officer
C. When
1. Accomplish early enough to ensure all equipment is operating
properly and if not, allow maintenance sufficient time to
correct any irregularities.
REV. 2, 15 AUG 2006 4-18

Volume 5
D. Captain’s Flow Pattern
CAPTAIN ORIGINATING/RECEIVING FLOW
COMPASS
O2 MASK
REV. 2, 15 AUG 2006 4-19

Volume 5
E. Captain’s Abbreviated Flow
Captain’s Abbreviated Originating/Receiving
Checklist Flow
- Panel Prep Flow Items -
• FMS - POS INIT
• CB / DVDR - Checked & On
• DVDR control panel - Tested
• Electrical Panel- Set
• Cockpit Lights Panel - As Required
• Fuel Panel - Checked
• Passenger Signs Panel - Set
• Fire Extinguisher Panel - Checked
• APU Control Panel - Set
• Windshield Wipers - Off
• External Lights Panel - As Required
• Hydraulic Panel - Set
• Pressurization Panel - Set
• Windshield Heating - IN
• Ice Protection Panel - Set
• Air Conditioning/Pneumatic Panel - Set
• Passenger Oxygen - Set
• Standby Compass - Check
• Guidance Panel - Set
• Display Controller Unit - Set
• Glareshield Light Control Panel - As Required
• Reversionary Panel - Checked
• PFD - Checked
• MFD - Checked
• IESS - Checked & Set
• Gnd Prox Terr Inhib - OUT
• Parking Brake Light - Checked
• EICAS - Checked
• Clock - Set
• Landing Gear - DN
REV. 2, 15 AUG 2006 4-20

Volume 5
Captain’s Abbreviated Originating/Receiving
Checklist Flow
• ELT - Arm
• GND PROX G/S INHIB - OUT
• LG WRN INHIB - Guarded
• Flight Control Mode Panel - Checked
• Stall Warning - Checked
• Powerplant Panel - Checked
• EICAS FULL - OUT
• Speed Brake Lever - 0
• Thrust Levers - Idle
• RAT Manual Deploy - Stowed
• Parking Brake - Set or OFF
• Audio Panel - Set
• O2 & Interphone - Check/100%
• GND PROX Flap OVRD- Guarded
• SLAT / Flap - 0
• Trim Panel- Checked
• COCKPIT DOOR CONTROL - Checked
• ELEVATOR DISCONNECT - IN
• AILERON DISCONNECT - IN
REV. 2, 15 AUG 2006 4-21

Volume 5
F. Captain’s Expanded Flow - Panel Prep Flow Items:
1. FMS ..................................................................... POS INIT
Initialize position on either pilot’s FMSs if not previously done.
Note: If a “VERIFY POSITION” message appears after
initializing, both pilots will verify the correct position prior
to any further FMS POS INIT entries.
2. CB and DVDR .............................................. Checked & On
a. Electronic CBs ..................................................Checked
1) On the MCDU, do the following:
a) CB Function Key ......................................Select
b) OUT / LOCK (1L) ..................................... Select
Note: Ensure agreement with maintenance status.
b. DVDR......................................................................... On
1) On the MCDU, do the following:
a) Menu Function Key .................................. Select
b) Misc (1L) ..................................................Select
c) DVDR (5R)............................................... Select
Note: This check is accomplished on the first flight of the day.
Note: Ensure recording ON (green) is active. Use the 1L key to
toggle from ON to OFF and vice versa.
3. DVDR CONTROL PANEL .....................................Checked
4. ELECTRIC AC POWER................................................. Set
a. IDG 1 Selector ...................................................... AUTO
b. IDG 2 Selector ...................................................... AUTO
c. GPU ............................................................. As required
Note: If AVAIL light is illuminated and ground power usage is
appropriate.
1) GPU .................................................................... IN
d. AC BUS TIES Selector ......................................... AUTO
e. APU GEN.................................................................... IN
REV. 2, 15 AUG 2006 4-22

Volume 5
5. ELECTRIC DC POWER................................................. Set
a. TRU 1....................................................................AUTO
b. TRU ESS...............................................................AUTO
c. TRU 2....................................................................AUTO
d. BATT 1 Selector........................................................ ON
e. DC BUS TIES........................................................AUTO
f. BATT 2 Selector....................................................AUTO
6. COCKPIT LIGHTS ............................................ As required
a. MAIN PNL, OVHD PNL & PEDESTAL Knobs ................
..................................................................... As required
b. ANNUCIATORS TEST Button .............................. Press
c. Pushbutton Striped Bars & Caption Indications ... Check
d. DOME .......................................................... As required
7. FUEL ..................................................................... Checked
a. XFEED Selector ...................................................... OFF
b. DC PUMP Selector ...............................................AUTO
c. AC PUMP 1 Selector.............................................AUTO
d. AC PUMP 2 Selector.............................................AUTO
8. PASSENGER SIGNS..................................................... Set
a. EMER LT Selector ........................................... Checked
1) EMER LT Selector............................................. ON
Ensure EMER LT ON and ENMER LT NOT ARMED
EICAS messages annunciate.
2) EMER LT Selector......................................ARMED
b. NO PED .................................................................. OFF
c. FSTN BELTS .......................................................... OFF
REV. 2, 15 AUG 2006 4-23

Volume 5
9. FIRE EXTINGUISHER PANEL ..............................Checked
a. Prior to performing the FIRE Panel Test ensure that no
“FAIL” fire detection/extinguishing system messages are
displayed on the EICAS.
If a FIRE EXTINGUISHER Check ___
done in conjunction with the Safety Then this check is considered...
& Power On Checklist...
complete and not done during the
was
Originating/Receiving Checklist.
not accomplished and must be
was not done during the Originating/
Receiving Checklist.
b. # 1 & # 2 EXTG Handles ....................................Stowed

c. CARGO SMOKE FWD/AFT.............................. Guarded
d. APU .................................................................. Guarded
e. APU CONTROL EMER STOP.......................... Guarded
f. Fire Detection TEST Button ....................... Press & Hold
g. Observe the following Lights:
1) # 1 Engine Fire Extinguishing handle
2) # 2 Engine Fire Extinguishing handle
3) FIRE EXTINGUISHER CARGO SMOKE FWD push-
button
4) FIRE EXTINGUISHER CARGO SMOKE AFT push-
button
5) FIRE EXTINGUISHER APU pushbutton
6) APU CONTROL EMER STOP pushbutton (upper
half)
7) Captain and First Officer master WARN lights
(flashing)
REV. 2, 15 AUG 2006 4-24

Volume 5
h. Observe the following EICAS messages:
1) ENG 1 FIRE
2) ENG 2 FIRE
3) APU FIRE
4) CARGO FWD SMOKE
5) CARGO AFT SMOKE
6) Left and right FIRE warning icon on ITT EICAS
indicators
i. Observe the following Aural warnings:
1) Continuous bell, silence by pressing either master
WARN lights
10. APU CONTROL ............................................................. Set
The following procedure is a flow since it is accomplished when-
ever necessary throughout the course of a normal flight.
Note: BATT 1 must be ON and BATT 2 must be in the AUTO
for the APU to start.
a. EMER STOP Button..........................................Guarded
b. APU CONTROL MASTER .... ON, START, then release
Note: Wait 2-3 seconds with the switch in the ON position prior
to Start to ensure that the FADEC is active(i.e. the APU
RPM and EGT status on the EICAS goes from dashes to
numbers). Hold the switch in the Start position for
approximately 2 seconds, and then place the switch
back to ON.
Note: With APU FADEC Software 2.1, the APU will shut down
after a one minute cool down period with pneumatics off
and electrical power on during the cool down period.
c. Air Conditioning ...........................................As Required
1) Preferred priority is to utilize ground air whenever
available to reduce APU cycles. When necessary,
start the APU to ensure passenger comfort.
2) Comfortable outside air temperatures may not require
air conditioning to be applied to the aircraft.
11. WINDSHIELD WIPER 1 & 2......................................... OFF
REV. 2, 15 AUG 2006 4-25

Volume 5
12. EXTERNAL LIGHTS ......................................... As required
a. NAV .......................................................................... ON
b. STROBE ..................................................................OFF
c. RED BCN.................................................................OFF
1) When exterior inspection is complete.
d. LOGO .......................................................... As required
1) Day time ...........................................................OFF
2) Night time .......................................................... ON
During sunset to sunrise and during low visibility
procedures.
e. TAXI NOSE & SIDE .................................................OFF
f. INSP ........................................................................OFF
g. LANDING LEFT/NOSE/RIGHT................................OFF
13. HYDRAULIC ..........................................................Checked
a. SYS 1 ENG PUMP SHUTOFF.......................... Guarded
b. PTU Selector ........................................................ AUTO
c. SYS 2 ENG PUMP SHUTOFF.......................... Guarded
d. SYS 1 ELEC PUMP .............................................. AUTO
e. SYS 2 ELEC PUMP .............................................. AUTO
f. SYS 3 ELEC PUMP A..............................................OFF
g. SYS 3 ELEC PUMP B...........................................AUTO
Note: If the AC Hydraulic pumps were activated to accomplish
the Fly-by-Wire PBIT test, the Captain is allowed to keep
the hydraulic pumps on at his/her discretion.
14. PRESSURIZATION ....................................................... Set
a. CABIN ALT Selector ............................................. STOP
b. MODE Selector ..................................................... AUTO
c. DUMP ............................................................... Guarded
d. LFE Selector ......................................................... STOP
15. WINDSHIELD HEATING 1 & 2 ........................................ IN
REV. 2, 15 AUG 2006 4-26

Volume 5
16. ICE PROTECTION......................................................... Set
a. ENGINE 1 ................................................................... IN
b. WING .......................................................................... IN
c. ENGINE 2 ................................................................... IN
d. MODE Selector .....................................................AUTO
e. TEST Selector......................................................... OFF
Note: The TEST function is a maintenance procedure.
17. AIR COND / PNEUMATIC.............................................. Set
a. CKPT Knob ................................................. As required
b. RECIRC ...................................................................... IN
c. PAX CABIN Knob......................................... As required
d. PACK 1 ....................................................................... IN
e. PACK 2 ....................................................................... IN
f. XBLEED ...................................................................... IN
g. BLEED 1 ..................................................................... IN
h. APU BLEED ................................................................ IN
i. BLEED 2 ..................................................................... IN
18. PASSENGER OXYGEN................................................. Set
a. MASK DEPLOY Selector .....................................AUTO
b. MASK DEPLOYED ........................................... No Light
19. Standby Compass ................................................. Checked
a. Cross check heading against pilot and copilot HSIs on the
PFD and MFD.
Note: Heading information may be inaccurate due to ground
equipment magnetic disturbance at the gate.
REV. 2, 15 AUG 2006 4-27

Volume 5
20. Guidance Panel ............................................................. Set
a. ALT SEL ............................................................. Ft. only
b. SPEED.................................................................... MAN
c. SRC ........................................................................... PF
Display Controller UnitSet
d. BARO SET.............................................. IN (inches Hg.)
1) Set current station pressure by rotating the selector
and verify on PFD that FL<###> is not displayed in
the altitude select window.
e. HSI ....................................................... Compass or Arc
f. BRG ................................................................. On or Off
21. GLARESHIELD Lights Control Panel ............... As required
22. REVERSIONARY PANEL.............................................. Set
a. DISPLAYS Selector .............................................. AUTO
b. SENSORS Selectors (ADS/IRS).................. As required
23. PFD ........................................................................Checked
a. Airspeed Tape .................................. Speeds not shown
b. EADI .....................................................Level & flag-free
c. Altitude Tape................................................Within limits
d. VSI ................................................................................ 0
e. EHSI and compass ............... No flags & same headings
24. MFD .......................................................................Checked
a. Hydraulic Synoptic page .......................................Check
1) Verify hydraulic fluid quantity and pressure.
b. Status page...........................................................Check
Verify the following:
1) Hydraulic brake accumulator pressures
2) Oil quantities
3) Oxygen quantity
a) Use the color coding to determine the appropriate
number of crewmembers; i.e. Green for 3, Blue
(cyan) for 2, and Amber to determine that the
oxygen must be serviced prior to departure.
REV. 2, 15 AUG 2006 4-28

Volume 5
25. IESS .............................................................Checked & Set
a. Attitude ................ Compare with PFD attitude indicators
b. Altimeter ...................................................... Set if known
1) Compare readout with the PFD altitude tapes
c. ALT or SPD Flags ..................................None displayed
d. VSI ................................................................................0
26. GND PROX TERR INHIB............................................. OUT
27. EMERG/PRKG BRAKE Light ................................ Checked
ON light indicates brakes are applied.
28. EICAS.................................................................... Checked
a. Verify all displayed EICAS messages are normal for the
current operational aircraft configuration.
29. Clock .............................................................................. Set
a. GPS/INT/SET Selector............................................ GPS
If the clock displays dashes (-- -- --), adjust as follows:
1) GPS/INT/SET Selector .....................................SET
2) Enter the correct time
3) GPS/INT/SET Selector ......................................INT
30. Landing Gear Lever........................................................ DN
31. ELT...............................................................................ARM
Note: Testing is a maintenance function.
32. GRD PROX GS INHIB ................................................. OUT
33. LG WRN INHIB ......................................................Guarded
34. FLIGHT CONTROLS MODE................................. Checked
a. ELEVATORS.....................................................Guarded
b. RUDDER...........................................................Guarded
c. SPOILERS ........................................................Guarded
35. STALL WARNING ................................................. Checked
a. SHAKER 1 CUTOUT .............................................. OUT
b. SHAKER 2 CUTOUT .............................................. OUT
REV. 2, 15 AUG 2006 4-29

Volume 5
36. POWERPLANT ......................................................Checked
a. START/STOP 1 Selector ...................................... STOP
b. START/STOP 2 Selector ...................................... STOP
c. IGNITION 1 Selector............................................. AUTO
d. IGNITION 2 Selector............................................. AUTO
37. EICAS FULL ................................................................ OUT
38. Speed Brake Lever ..................................................CLOSE
39. Thrust Levers ............................................................... IDLE
40. RAT MANUAL DEPLOY Handle .............................. Stowed
a. Cover ..................................................................... Flush
41. PARKING BRAKE Handle ................................. Set or OFF
42. Audio Control Panel (ACP) ............................................ Set
43. Oxygen Masks & Regulators ............................CHECK/100%
Carry out the test as follows:
a. Set the regulator controller to “100%”.
b. Press and hold the “TEST/RESET” button.
c. Verify a short illumination or “blink” of the indicator.
d. Verify audible pressurization in the headset or over the
speaker.
e. Once the mask fully pressurizes the indicator must go out,
showing that the system is leak free.
f. Switch the controller to the “EMER” position and depress
the “TEST/RESET” button to verify indicator continuously
showing oxygen flow until the “TEST/RESET” button is
released and/or the “EMER” mode is turned OFF.
g. Return the regulator controller to 100%.
h. Speaker on ACP will automatically turn on during the test.
Select the speaker off if not desired by the flight crew.
44. GND PROX Flap OVRD ........................................ Guarded
45. SLAT / Flap Lever .............................................................. 0
46. TRIM ............................................................ Checked & Set
a. SYS 1 CUTOUT................................................ Guarded
b. SYS 2 CUTOUT................................................ Guarded
REV. 2, 15 AUG 2006 4-30

Volume 5
Note: Verify that Roll, Yaw, and Pitch (Main and Backup) trims
are operating properly both ways. Verify system’s 3-
second protection working properly. Adjust Yaw and Roll
trims to the neutral position, and Pitch trim to the green
band.
47. COCKPIT DOOR CONTROL ................................ Checked
a. Upon entry, with both flightdeck crewmembers present in
the flightdeck, close the flightdeck door.
b. Visually check that the Flightdeck Access System button,
located on the center control pedestal, is in the LOCK
(covered) position.
c. Press the TEST button
d. Continually tests the flightdeck aural alert while pressed,
regardless of audio selection.
e. Press the LOCK button to unlock the flight door.
f. The door red indicator light is steady if the emergency
cockpit access is denied;
g. A green indicator light is steady if the door is unlocked.
h. The flightdeck door will now open.
i. Re-close the flightdeck door.
j. A cabin crewmember, present at the Flightdeck Access
Panel, will press the button on the Flightdeck Access
Panel.
k. A requisite 30-second time interval will pass after which the
flightdeck door will automatically unlock allowing the cabin
crewmember to enter.
l. The test is considered complete if all the above steps are
followed and successful.
Note: If a Flight Attendant is not available, steps j. and k. may
be accomplished by the FO or a qualified ACM.
48. ELEVATOR DISCONNECT ....................... IN & NO EICAS
49. AILERON DISCONNECT........................... IN & NO EICAS
REV. 2, 15 AUG 2006 4-31

Volume 5
G. First Officer’s Flow Pattern
FIRST OFFICER ORIGINATING/RECEIVING
O2 MASK
F
ALTERNATIVE
GEAR EXTENTION
REV. 2, 15 AUG 2006 4-32

Volume 5
H. First Officer’s Abbreviated Flow
First Officer’s Originating/Receiving Checklist Flow

- Panel Prep Flow Items -
• FMS - POS INIT
• Display Controller Unit - Set
• Glareshield Light Control Panel - As required
• Reversionary Panel - Checked
• PFD - Checked
• MFD - Checked
• O2 & Interphone - Check/100%
• Alt Gear Extension - Checked
• Gear and RAT Pins - 4 Pins Stowed
I. First Officer’s Expanded Flow - Panel Prep Flow Items:

1. FMS...................................................................... POS INIT
Initialize position on either pilot’s FMSs if not previously done.
Note: If a “VERIFY POSITION” message appears after
initializing, both pilots will verify the correct position prior
to any further FMS POS INIT entries.
2. Guidance Panel.............................................................. Set
a. SRC............................................................................ PF
b. SPEED ....................................................................MAN
c. ALT SEL.............................................................. Ft. only
3. Display Controller Unit.................................................... Set
a. BARO SET ..............................................IN (inches Hg.)
1) Set current station pressure by rotating the selector
and verify on PFD that FL<###> is not displayed in
the altitude select window.
b. HSI ....................................................... Compass or Arc
c. BRG .................................................................On or Off
4. GLARESHIELD LIGHTS CONTROL PANEL .... As required
REV. 2, 15 AUG 2006 4-33

Volume 5
5. REVERSIONARY PANEL.............................................. Set
a. DISPLAYS Selector .............................................. AUTO
b. SENSORS (ADS/IRS).................................. As required
6. PFD ........................................................................Checked
a. Airspeed Tape .................................. Speeds not shown
b. EADI .....................................................Level & flag-free
c. Altitude Tape................................................Within limits
d. VSI ................................................................................ 0
e. EHSI and compass ............... No flags & same headings
7. MFD .......................................................................Checked
a. Status page...........................................................Check
8. Audio Control Panel (ACP) ............................................ Set
9. Oxygen Masks & Regulators ............................CHECK/100%
Carry out the test as follows:
a. Set the regulator controller to “100%”.
b. Press and hold the “TEST/RESET” button.
c. Verify a short illumination or “blink” of the indicator.
d. Verify audible pressurization in the headset or over the
speaker.
e. Once the mask fully pressurizes the indicator must go out,
showing that the system is leak free.
f. Switch the controller to the “EMER” position and depress
the “TEST/RESET” button to verify indicator continuously
showing oxygen flow until the “TEST/RESET” button is
released and/or the “EMER” mode is turned OFF.
g. Return the regulator controller to 100%.
h. Speaker on ACP will automatically turn on during the test.
Select the speaker off if not desired by the flight crew.
10. Alternate Gear Extension Compartment ................Checked
a. Alternate Gear Extension Lever...................... Full down
b. Electrical Override Switch ............................... NORMAL
Open the door to ensure switch position.
11. Gear and RAT Pins ...................................... 4 Pins Stowed
REV. 2, 15 AUG 2006 4-34

Volume 5
This is a “Do-Verify” checklist.
Preflight Inspections . . . . . . . . . Verify . . . . . . . . . . . . . . Complete

Verifies the appropriate exterior/interior preflight inspections are
complete.
Logbook, Forms, & Manuals . . . Verify . . . . . . . . . . . . . . Checked

Refer to the GOM (forms and manuals required under Flight Prep-
aration) for the list of items required to be onboard the aircraft.
QRH . . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . Installed

Place in the center pedestal holder with the ERJ-170 C.G. CAL-
CULATOR.
If the QRH in the aircraft is missing, use the Emergency and
Abnormal Checklists in the ERJ-170 POH.
Gear/RAT Pins . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . .Stowed

Verifies the landing gear and RAT safety pins are stowed (may be
done during the Preflight - Interior Flight Deck Inspection).
CB Panels . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked

Verifies the CB panels are checked (done during the Preflight -
Interior Flight Deck Inspection).
Panel Prep . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Complete

Verifies the Captain and First Officer Panel Prep flow items are
completed.
O2 & Interphone . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked
Receiving Checklist . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 2, 15 AUG 2006 4-35

Section 9 Before Start Checklist (To the Line)
Volume 5
A. General
1. This flow and checklist is used to prepare for starting the
engines.
2. Who - Initiated by the Captain; read by the First Officer.
3. When - After fueling is completed, and ATC clearance is
received.
B. Captain’s Flow Pattern
CAPTAIN BEFORE START – TO THE LINE
F S
REV. 2, 15 AUG 2006 4-36

Volume 5
C. Captain’s Abbreviated Flow
Captain’s Before Start Checklist Flow (To the Line)

At least three (3) minutes after AC electrical power is estab-
lished and done early enough to allow maintenance action (if
required)
• HYDRAULIC - Checked
After fueling is completed and ATC clearance is received
• PARKING BRAKE - Set
• O2 - Checked
• MCDU - Set (if PF) Crosschecked (if PM)
• PFD - Checked
• MFD - Checked
• PASSENGER SIGNS- ON
• Departure Review - Brief if PF
• Call for “Before Start Checklist”
D. Captain’s Expanded Flow

At least three (3) minutes after AC electrical power is established
and done early enough to allow maintenance action (if required)
CAUTION: To allow the flight controls built in tests, wait three (3)
minutes after establishing AC electrical power prior to
turning on any hydraulic pump(s).
1. HYDRAULIC .........................................................Checked
a. EICAS STEER OFF ......................................Annunciate
WARNING: Serious injury may result if hydraulics are introduced
without STEER OFF annunciated.
b. HYD SYS 1 ELEC PUMP.......................................... ON
c. HYD SYS 2 ELEC PUMP.......................................... ON
d. HYD SYS 3 ELEC PUMP A ...................................... ON
e. FLT CTRL NO DISPATCH ................... Not annunciated
Note: If the Hydraulic System was previously checked as part
of the aircraft power up and the pumps were left on, this
check may be considered accomplished and need not
be repeated at this time.
REV. 2, 15 AUG 2006 4-37

Volume 5
After fueling is completed and ATC clearance is received:
2. PARKING BRAKE......................................................... Set
a. PARKING BRAKE..................................................Raise
b. EMERG/PRKG BRAKE Light........................ Illuminated
3. MCDU (if PF) ................................................................. Set
a. FMS .......................................................................Load
1) Enter flight plan route.
a) FMS Routing. The PF normally enters the routing
into the FMS. The PM will verify the routing is
entered correctly and active. Compare the total
distance on the FMS Progress Page against the
Flight Release. Resolve any discrepancies.
b. T/O DATASET MENU...........................................Select
c. Enter the following data:
1) T/O MODE (TO-1)
2) T/O TEMP ( __°C)
3) ATTCS (ON)
4) REF ECS (ON or Select OFF from the performance
attachment of the flight release)
Note: ENG REF DISAG message will always be annunciated
when the REF ECS is set to on with the APU running and
thrust levers at idle.
5) REF A/I (OFF or if in icing conditions, ALL)
d. Transponder Code ...................... Ensure assigned code
Normally, the transponder code is already entered after
receipt of the ATC clearance. If not done, enter the
assigned code now.
4. Guidance Panel ............................................................ Set
a. Set the following information:
1) Initial Heading
2) Altitude
3) Source
4) Course
REV. 2, 15 AUG 2006 4-38

Volume 5
5. PFD .......................................................................Checked
a. ALT SEL..................................... Initial Assigned altitude
b. EHSI.......... Departure course and NAV source selected
c. Heading Bug ...................... Set for departure procedure
Note: Placing the Heading Bug on the Runway Heading is not
appropriate unless assigned by ATC.
6. MFD.......................................................................Checked
a. MAP ..................................................................... Check
1) Select appropriate settings for Radar/TCAS/Navaids/
Waypoints, etc.
a) Ensure STBY is checked in the Weather menu.
b. PFD, HSI, and MAP ..................................... Crosscheck
1) Crosscheck initial heading, altitude, source and
course on the PFD, HSI, and MAP.
c. Hydraulic Synoptic page ...................................... Check
1) Ensure hydraulic fluid quantity green
Note: If the Hydraulic System was previously checked as part
of the aircraft power up and the pumps were left on, this
check may be considered accomplished and need not
be repeated at this time.
d. Status page .......................................................... Check
1) Ensure the following are green:
a) BRAKES EMER ACCUM SYS 1 & SYS 2
b) ENGINE OIL LEVEL
c) CREW OXY PRESSURE
Note: If the Status Page was previously checked as part of the
aircraft power up, this check may be considered
accomplished and need not be repeated at this time.
e. Ensure required fuel on board and balanced
7. EICAS ...................................................................Checked
a. Ensure required fuel on board and balanced
b. Check STEER OFF message illuminated
Note: If the EICAS and Steer Off message was previously
checked as part of the aircraft power up, this check may
be considered accomplished and need not be repeated
at this time.
REV. 2, 15 AUG 2006 4-39

Volume 5
8. PASSENGER SIGNS .................................................... ON
a. PED .......................................................................... ON
b. FSTN BELTS ............................................................ ON
9. Departure Review (if PF) .................................. Complete
If PF and after the first officer has completed his flows, review
the performance attachment to the flight release and accom-
plish the Departure Review IAW the POH.
Note: The Release Briefing should be included in the
Departure Review if not previously briefed.
REV. 2, 15 AUG 2006 4-40

Volume 5
E. First Officer’s Flow Pattern
FIRST OFFICER BEFORE START – TO THE LINE
REV. 2, 15 AUG 2006 4-41

Volume 5
F. First Officer’s Abbreviated Flow
First Officer’s Before Start Checklist Flow

After fueling is completed and ATC clearance is received
• PFD - Checked
• MFD - Checked
• MCDU - Set
• O2 - Checked
• Departure Review - Brief if PF
After the captain calls for the “Before Start Checklist”
• Accomplish Before Start Checklist (To the Line)
G. First Officer’s Expanded Flow

1. Guidance Panel ............................................................ Set
a. Set the following information:
1) Initial Heading
2) Altitude
3) Source
4) Course
2. PFD .......................................................................Checked
a. ALT SEL .................................... Initial Assigned altitude
b. EHSI ......... Departure course and NAV source selected
c. Heading Bug .......................Set for departure procedure
3. MFD ...................................................................... Checked
a. MAP ......................................................................Check
1) Select appropriate settings for Radar/TCAS/Navaids/
Waypoints, etc.
a) Ensure STBY is checked in the Weather menu.
b. PFD, HSI, and MAP ..................................... Crosscheck
1) Crosscheck initial heading, altitude, source and
course on the PFD, HSI, and MAP.
REV. 2, 15 AUG 2006 4-42

Volume 5
4. MCDU.................................................................. Set
a. ACARS..........................................................Initialized
1) MCDU...........................................................DLK
2) Main Menu........................................PRE FLT (1L)
3) Preflight.............................................Initialize (1L)
4) Data.................................................Enter/Confirm
b. FMS (if PF)..............................................................Load
1) Enter flight plan route.
a) FMS Routing. The PF normally enters the routing
into the FMS. The PM will verify the routing is
entered correctly and active. Compare the total
distance on the FMS Progress Page against the
Flight Release. Resolve any discrepancies.
c. T/O DATASET MENU (if PF) ................................Select
d. Enter the following data:
1) T/O MODE (TO-1)
2) T/O TEMP ( __°C)
3) ATTCS (ON)
4) REF ECS (ON or Select OFF from the performance
attachment to the flight release)
Note: ENG REF DISAG message will always be annunciated
when the REF ECS is set to on with the APU running and
thrust levers at idle.
e. REF A/I (OFF or if in icing conditions, ALL)
f. Transponder Code (if PF) ........... Ensure assigned code
Normally, the transponder code is already entered after
receipt of the ATC clearance. If not done, enter the
assigned code now.
5. Departure Review ( if PF).................................. Complete
If PF and when the Captain is ready, review the performance
attachment to the flight release and accomplish the Departure
Review IAW the POH.
Note: The Release Briefing should be included in the
Departure Review if not previously briefed.
REV. 2, 15 AUG 2006 4-43

Volume 5
H. Before Start Checklist (To the Line)
Fuel Quantity . . . . . . . . . . . . . . . Verify . . . . . . . . . . . __Req, __OB

Crosscheck the fuel on board against the required “RAMP FUEL
on the Flight Release and ensure the wing tanks are balanced.
Note: The required fuel for this checklist is Company required
fuel and not FAR required fuel. The Captain, as the
representative of the Company, is allowed to accept the
onboard fuel if it is less than Company required fuel as
long as FAR required fuel is available prior to takeoff at
brake release.
MCDU . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . Set
O2 . . . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . .Checked
Altimeters . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . ___.___ Set

1. Captain cross checks the left field elevation and barometric
settings.
2. First Officer cross checks the right altimeter field elevation and
barometric settings.
3. Compare indicated altitude, max difference ± 75 feet (FAA)
within field elevation and cross check left and right field
elevation indications within ± 75 feet of each other. .
PASSENGER SIGNS . . . . . . . . . . .[C] . . . . . . . . . . . . . . . . . . . . ON
Departure Review. . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete
The preceding portion of the Before Start Checklist may

be accomplished anytime prior to start. The following
portion should be accomplished after W & B
calculations are completed and just prior to pushback
(or just prior to engine start if no pushback).
REV. 2, 15 AUG 2006 4-44

Volume 5
I. Departure Review
1. Clearance
2. Standard Instrument Departure (SID) including RNAV
procedures if appropriate.
3. Special Considerations:
a. Unique...
1) Airport Advisory Information
2) Acceleration Altitude if greater than 1,000 ft. AFE
3) Noise Abatement Procedures
4) Engine Failure Procedures
5) Emergency Return Plan
6) Rejected Takeoff Considerations due to field length
7) Lower-than-standard Takeoff and Alternate
b. Significant...
1) Terrain/Obstacles
2) Weather Conditions
c. Any other known risks
d. Intentions
REV. 2, 15 AUG 2006 4-45

Section 10 RNAV Pre-Flight Procedures
Volume 5
This section provides the basic information concerning RNAV
procedures using the Honeywell EPIC System.
A. Pre-flight Planning
1. Verify the appropriate flight plan suffix code (Q) is designated
on the flight release.
2. Ensure the onboard navigation data base in the FMS is
current.
3. Ensure there is no degradation of the EPIC System prior to
flight; i.e. there are no EICAS or FMS messages that relate to
the normal operation of the FMS and/or the GPS system.
B. General Operating Procedures
1. Crosscheck the cleared flight plan against the Jeppesen
charts or other applicable resources, as well as the navigation
system textual display and the aircraft map display.
2. While operating on RNAV segments including RNAV SIDs
and STARS, both pilots must be in LNAV mode on their
displays (i.e. magenta needles on their PFD).
3. When loading the route of flight into the FMS and using an
RNAV SID or STAR:
a. The SID or STAR must be retrievable by procedure name
from the FMS navigation data base
Note: Manual entry of any published procedure waypoints into
the aircraft system is not permitted and pilots must not
change any RNAV SID or STAR waypoint type from a
fly-by to a fly-over or vice versa.
b. Both pilots must verify that the correct departure airport,
active runway, RNAV SID, and initial waypoint are properly
entered into the FMS data base for the active flight plan,
that any discontinuities are resolved (deleted) with respect
to the departure procedure, and the route of flight is veri-
fied either on the Map page or on the Plan page of the
MFD.
c. The information regarding the RNAV SID should be
included as part of the Departure Review briefing when
covering "Clearance and SID."
REV. 5, 01 MAY 2008 4-46

Volume 5
d. When utilizing an RNAV SID (Type B SID)
1) The correct departure runway must be programmed
into the FMS prior to taking the active runway.
2) An RNP of 1.0 must be displayed on both PFDs.
3) The correct call by the PF at 400 feet AFE is “FMS
NAV” and the flight crew must follow the flight guid-
ance.
Note: If on vectors to join the RNAV SID, utilize HDG Mode
until cleared by ATC to proceed on the published
RNAV procedure.
4) Any changes to the departure clearance by ATC must
be loaded in the FMS by the PM on the command of
the PF.
e. The most important element of the cockpit setup for an
RNAV SID is for both pilots to verify that the magenta CDI
is centered on their HSI after taking the active runway. If
the magenta CDI is not centered for any reason after the
aircraft takes the active runway, the Captain must taxi clear
of the runway and not takeoff.
C. Contingency Procedures
1. While on the ground and prior to takeoff, request an amended
clearance from ATC if you are unable to comply with an RNAV
SID.
2. During flight, the pilot must notify ATC of any loss of the RNAV
capability, together with the proposed course of action. If
unable to comply with the requirements of an RNAV
procedure (e.g. an RNAV SID or STAR) the pilots must advise
Air Traffic Control as soon as possible.
REV. 5, 01 MAY 2008 4-47

Section 11 Weight & Balance (W & B)
Volume 5
See Chapter 11, "Weight & Balance" for policy and procedures.
Note: The Captain is allowed to re-assign the Weight and
Balance calculation listed below between the Captain
and the First Officer as long as the tasking is
accomplished safely and all calculations for ZFW, CG,
and V Speeds are verified by the other crewmember.
Captain’s Weight & Balance Calculations

After Weight and Balance paperwork is received (5 minutes
prior to scheduled departure)
• Confirm Passenger seating zones with “A” F/A
• Enter Zero Fuel Weight (Perf Init Page 3/3)
• Compute V speeds and enter Perf T/O Page 3/3 or review
the V speed calculation from the ACARS Takeoff Data
screen
• Set VFS (Speed Select on Guidance Panel) or select FMS
mode on the Speed Selector Knob.
• MCDU - TRS - TO Dataset
A. Captain’s Expanded Flow

1. Passenger seating zones ........................................ Verify
2. ZFW ............................................................................... Set
3. V Speeds ....................................................................... Set
4. VFS ................................................................................. Set
a. Set speed using the Speed Select Knob on the Guidance
Panel and verify speed on the PFD or select FMS mode on
the Speed Selector Knob.
1) FMS mode will be operative whenever the flight plan
is closed out, the PERF INIT is initialized, the V
Speeds are entered into Takeoff Perf Page 3/3, and
the TOGA button is active.
5. MCDU - TRS - T/O DATASET....................................... Set
a. Verify takeoff data and select Flex temperature
REV. 5, 01 MAY 2008 4-48

Volume 5
First Officer’s Weight & Balance Calculations

After Weight and Balance paperwork is received (6 minutes prior to
scheduled departure)
• Crosscheck the loading with the Captain
• Complete the ACARS Loadsheet Screen or LF-001 Load Form
• Perform CG calculations via the Whiz Wheel or review the CG
calculation from the ACARS
• Set Takeoff Trim
B. First Officer’s Expanded Flow

1. Loading .....................................................................Verify
2. ACARS or LF-001 .............................................. Complete
3. CG Calculation................................................... Complete
4. Takeoff Trim .................................................................. Set
a. Set takeoff trim according to the setting established on the
load manifest or from the ACARS.
REV. 5, 01 MAY 2008 4-49

Section 12 Before Start Checklist (Below the Line)
Volume 5
A. Captain’s Flow Pattern
CAPTAIN BEFORE START – BELOW THE LINE
S
F
COCKPIT
WINDOW/DOORS
REV. 2, 15 AUG 2006 4-50

Volume 5
B. Captain’s Abbreviated Flow
Captain’s Before Start Checklist (Below the Line) Flow

Just prior to pushback (or just prior to engine start if no pushback)
• Sterile Sign On
• Cockpit Window / Doors - Closed & Locked
• PARKING BRAKE - As required
• EICAS - Check
• Call for “Below the line”
C. Captain’s Expanded Flow

1. STERILE COCKPIT LIGHT ........................................... ON
2. Cockpit Window / Doors ...................... Closed & Locked
a. Verify the window is closed and locked, the cockpit door is
locked, the Cockpit Door Control Unlocked light is out, and
all doors show green on the Status Page.
3. PARKING BRAKE ...........................................SET or OFF
a. If pushback is required
1) Parking Brake .................................................. OFF
Note: The Captain will not release the Parking Brake until
receiving confirmation first from the Push Back Crew that
it is safe to release the brake.
Note: Ensure that both the Captain and the First Officer verify
the “POWER OFF/OUT” signal from the ground crew
when disconnecting the GPU prior to taxi.
b. If pushback is not required
1) Parking Brake ...................................................SET
Note: Ensure that both the Captain and the First Officer verify
the “POWER OFF/OUT” signal from the ground crew
when disconnecting the GPU prior to taxi.
4. EICAS .......................................................................Check
a. Verify the STEER OFF annunciator is shown on the EICAS
prior to pushback.
Note: The Captain will verbalize to the Push Back Crew that
the Parking Brake is OFF and the Steer is OFF.
REV. 2, 15 AUG 2006 4-51

Volume 5
5. Call for “Below the Line.”
D. First Officer’s Flow Pattern
FIRST OFFICER BEFORE START – BELOW THE LINE
S
COCKPIT
WINDOW/DOORS
REV. 2, 15 AUG 2006 4-52

Volume 5
E. First Officer’s Abbreviated Flow
First Officer’s Before Start Checklist (Below the Line) Flow

Just prior to pushback (or just prior to engine start if no pushback)
• RED BCN - ON
• Cockpit Window / Doors - Closed & Locked
• EICAS - Check
After the captain calls “Below the line”
• Accomplish Before Start Checklist (Below the Line)
F. First Officer’s Expanded Flow
1. RED BCN ....................................................................... ON
2. Cockpit Window / Doors ...................... Closed & Locked
a. Verify the window is closed and locked, the cockpit door is
locked, the Cockpit Door Control Unlocked light is out, and
all doors show green on the Status Page.
3. EICAS .......................................................................Check
a. Verify the STEER OFF annunciator is shown on the EICAS
prior to pushback.
4. Accomplish Before Start Checklist - Below the Line.
G. Before Start Checklist (Below the Line)
Doors/Windows . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . Closed

1. Status Page.............................No red indications displayed
RED BCN. . . . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . . . ON
(D) PARKING BRAKE . . . . . . . . . . [C]. . . . . . . . . . . . . . SET or OFF
Before Start Checklist . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 2, 15 AUG 2006 4-53

Section 13 Pushback/Powerback Procedures
Volume 5
Section 13 Pushback/Powerback Procedures
A. Pushback
1. Pushback procedures are accomplished IAW the GOM.
WARNING: Ensure EICAS annunciates STEER OFF.
B. Powerback
1. Powerback is not authorized.
REV. 2, 15 AUG 2006 4-54

Section 14 Engine Start Procedure
Volume 5
A. General
1. Normally start the #1 engine first.
B. Procedure
The first officer initiates the engine start and monitors the start pro-
cess. Start the engine using the following procedures:
1. START/STOP #__ Selector ................... START, then RUN
a. Momentarily hold in Start position
2. EICAS Display........................................................ Observe
a. N2 ................................................................... Increasing
at 7% N2...
b. IGN A or B....................................................... Displayed
at approximately 20% N2...
c. N1 ................................................................... Increasing
d. Fuel Flow........................................................ Increasing
at light-off (within 5 seconds after fuel flow)...
e. ITT.................................................................. Increasing
at approximately 50%N2...
f. IGN A or B.................................................. Extinguishes
g. Oil Pressure .......................................Positive Indication
C. Stable Engine Indications
The following parameters indicate a stable engine at ISA:
1. N1 ................................................................................. 27%
2. ITT ..............................................................................460°C
3. N2 ................................................................................. 62%
4. Fuel Flow.................................... Approximately 550 lbs./hr.
5. Oil Pressure........................................... Greater than 25 psi
D. Aborted Engine Start
Refer to QRH, Aborted Engine Start.
REV. 2, 15 AUG 2006 4-55

Volume 5
E. Delayed Engine Start Procedure
1. Complete the entire BEFORE START checklist, start the
desired engine (normally #1) and when finished starting the
first engine, complete the entire AFTER START checklist.
(Gate or ramp conditions may require both engines to be
operating until clear of the area. In this case, shutdown an
engine for a known ground delay when appropriate.)
2. To start the second engine, accomplish the following:
a. Start the second engine.
b. Accomplish the TAXI checklist when appropriate.
F. Engine Warm-up
Before applying takeoff thrust, allow the engines to warm up for a
minimum of two (2) minutes. Taxi time at or near idle can be
included in the warm-up period.
G. Extended Ground Delay
In the event both engines are shut down due to an extended
ground delay, accomplish the following:
Note: This procedure assumes the aircraft is not chocked or
connected to a tug.
1. APU.......................................................................... START
2. PARKING BRAKE.......................................................... Set
3. HYDRAULIC .................................................................. Set
a. HYD SYS 1 ELEC PUMP ......................................... ON
b. HYD SYS 2 ELEC PUMP ......................................... ON
c. HYD SYS 3 ELEC PUMP A ...................................... ON
4. Engines ................................................................ Shutdown
5. PASSENGER SIGNS .................................................... Set
a. PED ............................................................. As required
b. FSTN BELTS ............................................... As required
At the end of the ground delay, complete the Before Start Check-
list, start engines and complete the remaining checklists.
REV. 2, 15 AUG 2006 4-56

Section 15 Alternate Engine Start Methods
Volume 5
A. Engine Crossbleed Start On Ground
1. Operating Engine
Thrust Lever ........................... ADVANCE AS REQUIRED
a. The minimum bleed duct pressure is 33 minus 0.5 psi for
each 1000 ft above sea level.
b. Check on the Status Page of the MFD for the required
minimum bleed duct pressure.
2. Engine Start ............................................... ACCOMPLISH
Note: 33 psi is the absolute minimum for start, but the higher
the duct pressure the cooler the engine start. Consider
using approximately 40% N1 setting on the good engine
which should provide around 45 psi for the duct pressure
and a cooler start on the second engine.
AFTER CROSSBLEED START

3. Thrust Levers.............................................AS REQUIRED
B. Engine Ground Pneumatic Start
It is recommended to start the #2 engine first.
Consider an engine crossbleed start to avoid hazard to the ground
personnel.
BEFORE START
1. PACKS......................................................... PUSHED OUT
a. Before connecting the ground pneumatic cart, the packs
must be pushed out in order to avoid any cabin air contam-
ination.
2. Minimum duct pressure...........................................33 PSI

a. The minimum bleed duct pressure is 33 minus 0.5 psi for
each 1000 ft above sea level.
b. With the ground cart connected, check on ECS status
page (MFD) the required minimum bleed duct pressure.
AFTER START
3. PACKS............................................................. PUSHED IN
REV. 2, 15 AUG 2006 4-57

Volume 5
C. Manual Starter Valve Operation Engine Start
Accomplish an engine start with the following differences:
1. Prior to turning the start selector to START coordinate with the
ground crew to keep the Starter Control Valve (SCV) in open
position.
2. When N 2 reaches 53% ask the ground crew to close the SCV.
REV. 2, 15 AUG 2006 4-58

Section 16 After Start Checklist
Volume 5
A. General
1. This flow and checklist is used to configure the aircraft for
taxiing.
2. Who - Initiated by the Captain; read by the First Officer
3. When - Before taxiing.
CAPTAIN AFTER START
RUDDER CHECK
F
SHOULDER
HARNESS
REV. 5, 01 MAY 2008 4-59

Volume 5
Captain’s After Start Checklist Flow

After engine start, before taxiing
• APU - OFF, unless operationally required
After First Officer selects FLIGHT CONTROL Synoptic Page
• Flight Controls - Checked
• TRS Settings - Set / Verify
• V Speeds - Set / Verify
• Shoulder Harness - On
• Call for “After Start Checklist”

After engine start, before taxiing:
1. APU CONTROL MASTER Selector .................ON or OFF
Note: After First Officer selects Flight Control Synoptic Page
2. Flight Controls ....................................................Checked
WARNING: Ensure the tow bar is disconnected prior to
accomplishing this check.
a. Nosewheel steering .................................................OFF
1) Steering disengage switch on back of control wheel
................................................................... Activate
2) Ensure nosewheel steering EICAS message
displayed STEER OFF.
b. Rudder Pedals ..................... Full left and right deflection
1) Move the rudder from neutral to full left taking more
than one second to deflect the rudder.
2) Move the rudder from full left to neutral taking more
than one second to move the rudder.
3) Wait in the neutral position for 2-3 seconds to allow
the rate sensor to zero out.
4) Move the rudder from neutral to full right taking more
than one second to deflect the rudder.
5) Move the rudder from full right to neutral taking more
than one second to move the rudder.
REV. 5, 01 MAY 2008 4-60

Volume 5
6) Check for smooth movement without binding.
7) Verify proper RUD movement on the Flight Controls
synoptic page.
Note: If the Number 2 engine is the only engine running when
the rudder check is accomplished, wait until the First
Officer has completed his/her flight control check prior
to checking the rudders.
3. TRS Thrust Settings.................................................Verify
a. Verify the following data:
1) T/O MODE (TO-1)
2) T/O TEMP ( __°C)
3) ATTCS (ON)
5) REF ECS (ON or Select OFF from performance
Note: If the Captain accomplishes the TRS Thrust

Settings, then the First Officer must verify these
settings.
Note: If the Captain decides to accomplish an ECS
OFF takeoff for any reason, leave the APU ON (if
available) to ensure there is some air pressure in
the manifold during the takeoff roll. The Captain
should shut down the APU after passing through
1,000 feet AFE.
4. V Speeds...............................................................................Verify
a. Verify the V Speeds set in Takeoff Perf Page 3/3. Verify
VFS on PFD or verify FMS mode on the Speed Selector
knob.
Note: If the Captain accomplishes the input of the V
Speeds into the Takeoff Perf Page 3/3, then the
First Officer must verify these settings.
5. Shoulder Harness..........................................................On
a. Ensure the shoulder harness is on for takeoff IAW the
GOM.
REV. 5, 01 MAY 2008 4-61

Volume 5
FIRST OFFICER AFTER START
CONTROL
WHEEL
S F
SHOULDER
HARNESS
REV. 5, 01 MAY 2008 4-62

Volume 5
First Officer’s After Start Checklist Flow

After engine start, before taxiing
• Flaps - Set - T.O. Setting display agrees with SLAT/Flap Lever
• Flight Control Synoptic Page - Select
• Flight Controls - Checked
• Pitch and Trim - Set
• Takeoff Data - Set
• EICAS - Checked
After the captain calls “After Start Checklist”
• Accomplish After Start Checklist

1. Flaps ....................................................................... ___ Set
a. SLAT/Flap Lever ........................................Set flaps ___
b. EICAS S/F Display .......Agrees with SLATS/Flaps Lever
CAUTION: Do not move the flaps during Push Back until after the
tow bar has been disconnected and the Push Back
Crew is safely away from the aircraft.
2. Flight Controls Synoptic Page ............................... Select
3. Flight Controls.....................................................Checked
a. Control Wheel ......................Full left and right deflection
2) Verify proper AIL movement on the FLIGHT
CONTROLS Synoptic Page.
b. Control Wheel ...................Full front and back deflection
2) Verify proper ELEV movement on the FLIGHT
CONTROLS synoptic page.
Note: If the Number 2 engine is the only engine running when
the flight controls are checked, the flight controls must be
moved slowly one at a time to avoid a FLT CTRL NO
DISPATCH message.
REV. 5, 01 MAY 2008 4-63

Volume 5
4. PITCH & TRIM............................................__.__ & Green
a. EICAS ....................................................................Verify
1) Trim Position Display (Roll, Yaw, & Pitch)
2) Pitch Trim in the Green & the takeoff setting (e.g 3.5
degrees).
5. MCDU ............................................................................ Set
Note: Accomplish the following MCDU data input only if not
previously done
a. PERFORMANCE INIT pg 3/3 ...............................Select
1) Enter the ZFW and initialize
b. T/O DATASET MENU...........................................Select
c. Enter the following data (From either the TLR or the
ACARS Takeoff Data Screen):
1) T/O MODE (TO-1)
2) T/O TEMP ( __°C)
3) ATTCS (ON)
5) REF ECS (ON or Select OFF from performance
d. TAKEOFF PERF pg 3/3........................................ Select

e. Enter the following data:
1) V1, VR, V2, VFS
2) Set speed at VFS on FGP or select FMS on the speed
knob.
f. Takeoff Performance pg 2/3 .................................. Select
1) Enter the proper Flap Setting at LSK 1L
g. Takeoff Pitch (Takeoff pg 3/3) ................. ___ Degrees
1) Verify the T/O Pitch at LSK 5R on Takeoff Page 3 is
set to the following approximate settings:
a) Flap Position 1 - T/O Pitch 11 degrees
b) Flap Position 2 - T/O Pitch 10 degrees
c) Flap Position 4 - T/O Pitch 12 degrees
Note: EPIC will calculate the actual initial pitch setting once the
pilot inputs the aircraft weight, flap setting, and V
Speeds. After the initial pitch setting is displayed on the
Takeoff Performance Page 3/3, the pilot can then select
the TOGA switch on the thrust levers.
REV. 5, 01 MAY 2008 4-64

Volume 5
6. EICAS ...................................................................Checked
a. Check the following:
1) Engine indications
2) Oil pressure
3) Oil temperature
4) Engine vibrations
b. Ensure all displayed EICAS messages are normal for the
8. Accomplish After Start Checklist.
H. After Start Checklist

This is a “Do-Verify” checklist
Flight Controls . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked
Pitch and Trim . . . . . . . . . . . . . . Verify . . . . . . . . . . __.__ & Green
Takeoff Data . . . . . . . . . . . . . . . . Verify . . . . . . . . . . __,__,__,__/__
EICAS . . . . . . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Checked
Shoulder Harness . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . On
Flaps . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . __
After Start Checklist. . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 6, 13 JUN 2008 4-65

Section 17 Taxi Procedures
Volume 5
A. Thrust Management
1. Use only the thrust necessary to start the aircraft rolling.
2. Thrust use during ground operations demands sound
judgement and techniques.
3. The air blast effects at relatively low thrust can be destructive
and cause injury.
4. Be aware of aircraft behind and likewise avoid following other
aircraft too closely.
5. Consider tow out if the thrust required could cause injury/
damage.
CAUTION: Jet blast is a major cause of foreign object damage
(FOD).
B. Speed
1. The tendency is to taxi faster than desired, especially during
runway turnoff after landing.
2. The appropriate taxi speed will depend on the turn radius and
surface condition.
3. Nosewheel scrubbing indicates excessive steering angle and/
or excessive taxi speed for surface condition.
4. The normal straight ahead taxi speed should not exceed thirty
(30) knots.
5. When approaching a turn, adjust speed for the surface
conditions.
C. Aircraft Movement
1. Initial - To begin taxiing, release the brakes and smoothly
increase thrust to the minimum required for the aircraft to
move forward.
Note: Allow time for aircraft response to each thrust change.

2. Sustaining - Once taxi has commenced, idle thrust is more
than adequate for most conditions.
REV. 5, 01 MAY 2008 4-66

Volume 5
3. Do not start a turn until sufficient forward speed has been
attained to allow the aircraft to turn at idle thrust.
Note: The nosewheel should not be turned when the aircraft is
static.
D. Nosewheel/Rudder Pedal Steering
1. During a turn, maintain positive pressure on the nose steering
tiller to prevent the nose gear from returning to center
abruptly.
2. Straight ahead steering and large radius turns should be
accomplished with rudder pedal steering only.
3. Avoid stopping the aircraft in a turn, as excessive thrust will be
required to start taxiing again.
4. After completing a turn, and prior to stopping, center the
nosewheel and allow the aircraft to roll straight ahead for short
distance.
E. Brakes
1. Avoid riding the brakes to control taxi speed.
2. If taxi speed is too high, reduce the speed with a steady brake
application and then release the brakes to permit brake
cooling.
3. Continuous braking should be avoided. Allow for decreased
braking effectiveness on slick surfaces.
F. Primary Task
1. The Captain will taxi the aircraft.
2. The flight crew’s primary task is to safely taxi the aircraft and
should not be diverted from this task.
CAUTION: Do not taxi so close behind other aircraft as to ingest
foreign objects.
G. Single Engine Taxi
1. Single engine taxi procedures are permitted.
2. Normally taxi with the #1 engine running.
REV. 5, 01 MAY 2008 4-67

Volume 5
H. General Guidelines for Single Engine Taxi
Use the following general guidelines and specific procedures:
1. Consider crew experience, workload requirements, and
passenger comfort.
2. Consider single engine taxi if anticipated delay time will
exceed 15 (fifteen) minutes.
3. Consider gross weight, temperature, ramp congestion and
taxiway surface conditions before deciding to single engine
taxi away from the gate.
CAUTION: High thrust settings required for breakaway can
damage equipment in close proximity to the aircraft.
4. If possible, begin single engine taxi with a slight turn toward
the non-operating engine. There will be less resistance,
resulting in a lower thrust setting.
5. Sharp turns toward the operating engine will be difficult.
6. Constant pressure on the tiller will be required due to
asymmetric thrust. Do not use rudder trim to counteract this
turning tendency.
7. Keep the APU running for taxi-out; an APU start is more
efficient than a crossbleed start.
8. If lengthy ground delays after gate departure are encountered
with both engines operating, consider shutting down an
engine.
I. Specific Procedures for Single Engine Taxi
1. Single engine taxi is not authorized:
a. on ramps and taxiways when braking action is less than
“Good”.
b. with reported RVR less than 1,200 feet
c. at stations that use power-out taxi
2. Fuel balancing limitations must be observed.
3. Single Engine Taxi after landing:
a. Wait a minimum of 2 minutes after landing prior to
shutting down the Number 2 engine.
b. Wait a minimum of 1 additional minute after engine
shutdown prior to starting the APU.
REV. 5, 01 MAY 2008 4-68

Volume 5
c. For fuel utilization purposes, delay the start of the
APU during Single Engine Taxi until approaching
the gate area.
d. If the Captain elects to start the APU prior to shut-
ting down an engine during the taxi-in, do not shut
down any engine until the APU has stabilized at
95% (or greater) for a minimum of 3 seconds.
J. Delayed Engine Start
1. Start the remaining engine using the normal start procedure.
If APU is unavailable, perform a crossbleed start (see
Supplemental Normals).
2. Allow enough time to complete the Before Takeoff Checklist.
REV. 5, 01 MAY 2008 4-69

Volume 5
K. Turning Radius - ERJ-170
The turning radius illustration shows the minimum turning radius
capability. The tail tip has the largest arc while turning and detem-
ines the minimum obstruction clearance path.
ERJ-170 Turning Radius
Steering Nose Right Winglet Right Tail Tip

Angle R1 R5 R6
76° 48 ft. 9 in. 51 ft. 54 ft. 3 in.
REV. 7, 15 AUG 2008 4-70

Volume 5
L. Turning Radius - ERJ-175
18.04 m
59ft 2in
(RUNWAY MINIMUM WIDTH)
R1
76 °
38ft 8in
R 11.78 m
R3
R2
17ft 11in
R 5.45 m
R5
R6
ERJ-175 Turning Radius

Steering Nose Right Winglet Right Tail Tip
Angle R1 R5 R6
76° 52 ft. 5 in. 54 ft. 8 in 57 ft. 3 in.
REV. 7, 15 AUG 2008 4-71

Section 18 Taxi Checklist
Volume 5
A. General
1. This flow and checklist is used to ensure the aircraft is ready
for takeoff.
Note: If performing single engine taxi procedures, do not
accomplish this checklist until both engines are started.
3. When - After a runway assignment is issued.
CAPTAIN TAXI CHECKLIST FLOW
REV. 7, 15 AUG 2008 4-72

Volume 5
Captain’s Taxi Checklist Flow

After a runway assignment is issued and both engines are started
• EICAS Check - Proper power setting and ATTCS On
• Weather Radar - As required
• Takeoff Briefing - Brief if PF
• Call for “Taxi Checklist”
Note: If the Captain has already accomplished these checks
prior to the start of the taxi out, this tasking may be
considered accomplished and need not be repeated at
this time. This flow allows the Captain to update the
takeoff data during the taxi out if there is a change
required due to a change in the runway assignment,
weather conditions, etc.
1. EICAS..................................................................CHECK
a. Check the following information is displayed:
1) Proper Power Setting
2) White ATTCS displayed
2. Weather Radar............................................... As Required
a. On the Map Menu select “Weather”, and on the Weather
Menu select “FSBY OVRD” if ATIS includes information
about thunderstorms in the vicinity of the airport.
CAUTION: Do not use FSBY OVRD mode near buildings, fueling
facilities/trucks, or ground personnel.
b. On the Map Menu, de-select Weather if weather is VMC.
c. If the aircraft will encounter IMC conditions immediately
after takeoff, ensure that “Weather” is selected on the Map
Menu. At the Captain’s discretion, the flight crew may
select either STBY or WX on the Weather Menu. If WX is
selected, the weather radar will automatically display on
the MFD immediately after takeoff.
3. Takeoff Briefing (if PF)..........................................Complete
Note: The Takeoff Briefing may be accomplished at the end of
the runway prior to takeoff when called for as part of the
Taxi Checklist.
4. Call for “Taxi Checklist.”
REV. 7, 15 AUG 2008 4-73

Volume 5
FIRST OFFICER TAXI CHECKLIST FLOW
REV. 7, 15 AUG 2008 4-74

Volume 5
First Officer’s Taxi Checklist Flow

After a runway assignment is issued
• Brake Temp - Green
• HYDRAULIC - Set
• Takeoff Briefing - Brief if PF
After the captain calls “After Start Checklist”
• Accomplish the “Taxi Checklist”
1. Brake Temp.............................................................. Green
a. Status Page........................................................... Verify
1) Brake Temperature .......................................Green
Note: After the brake temperatures have been checked, the
First Officer may select the Map mode on the MFD.
2. HYDRAULIC .................................................................. Set
a. SYS 1 ELEC PUMP ..............................................AUTO
b. SYS 2 ELEC PUMP ..............................................AUTO
Note: Hydraulic pumps may be turned to auto anytime after the
second engine has been started.
3. Takeoff Briefing (if PF)...................................... Complete
Note: The Takeoff Briefing may be accomplished at the end of
the runway prior to takeoff when called for as part of the
Taxi Checklist.
4. Accomplish Taxi Checklist.
REV. 7, 15 AUG 2008 4-75

Volume 5
H. Takeoff Briefing
1. Initial...
a. Heading
b. Altitude
c. Fix
2. Special Considerations:
a. Unique...
1) Airport Advisory Information
2) Noise Abatement Procedures
3) Engine Failure Procedures
b. Significant...
1) Terrain/Obstacles
2) Weather Conditions
c. Any other known risks
d. Intentions
REV. 7, 15 AUG 2008 4-76

Volume 5
I. Taxi Checklist
EICAS . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked
1. Verify all displayed EICAS messages are normal for the
Brake Temp. . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . Green

.
Takeoff Briefing . . . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete
1. Ensure the Takeoff Briefing has been completed by the PF IAW
the POH. .
At this point, the Taxi Checklist is considered complete.

The Before Takeoff Checklist will be called for after
being cleared onto the takeoff runway and completed
prior to the takeoff roll.
REV. 7, 15 AUG 2008 4-77

Section 19 Before Takeoff Checklist
Volume 5
A. Captain’s Flow Pattern
CAPTAIN BEFORE TAKEOFF FLOW
REV. 7, 15 AUG 2008 4-78

Volume 5
B. Captain’s Abbreviated Flow
Captain’s Before Takeoff Checklist Flow

After being cleared on to the takeoff runway; completed prior
to takeoff roll
• TOGA Switch(es) - TOGA (if not previously selected)
• A/T - Select
• Speed Selector Knob - Verify
• External Lights - As required
• Call for “Before Takeoff Checklist”
C. Captain’s Expanded Flow

1. TOGA Switches ....................................................... TOGA
Press the TOGA switch(es) and verify ROLL & TO are
displayed in the FMA.
Note: The TOGA switches may be pressed at any time prior to
taking the active runway. The Captain is allowed to
press the TOGA switches early to ensure a proper
display prior to the arriving at the runway end. The use
of the Flight Director (if available) is required for all
flights.
2. A/T............................................................................. Select
The Captain will confirm the Autothrottles on and the
Autothrottles armed mode (white TO) is annunciated in the
FMA.
3. Speed Selector Knob ...............................................Verify
The Captain will verify the position of the Speed Selector
Knob. Use FMS if VNAV Procedures are going to be
utilized by the flight crew. Use MAN if VNAV procedures
are not going to be utilized by the flight crew
4. External Lights ...............................................As required
a. STROBE lights are used for all flight operations as long as
they do not create a distraction to the flight crew.
b. LOGO lights should be ON for all operations below 10,000
feet at night. External lights are required for all operations
conducted below 10,000 feet, as long as their use does not
create a distraction to the flight crew.
REV. 7, 15 AUG 2008 4-79

Volume 5
D. First Officer’s Flow Pattern
FIRST OFFICER BEFORE TAKEOFF FLOW
REV. 7, 15 AUG 2008 4-80

Volume 5
E. First Officer’s Abbreviated Flow
First Officer’s Before Takeoff Checklist Flow

After being cleared on to the takeoff runway; completed prior
to takeoff roll
• Flight Attendants - Notified
• MCDU - Set XPDR to TA/RA
• Takeoff Config - Checked
• Accomplish the Before Takeoff Checklist
F. First Officer’s Expanded Flow

1. Flight Attendants .................................................... Notified
a. PA Switch ................................................Press and hold
Notify the Flight Attendants when takeoff is imminent
Note: At the Captain’s direction, the First Officer is allowed to
notify the Flight Attendants early when the Captain
believes it is appropriate for the Flight Attendants to take
their seats and when takeoff is imminent.
2. Transponder ............................................................TA/RA
a. Radio Function Button...........................................Select
b. TA/RA....................................................................Select
3. T/O CONFIG........................................................... ..Check
a. T/O CONFIG...........................................................Press
b. Verify “TAKEOFF OK” aural message
WARNING: Do not reconfigure the aircraft after completing this
checklist item.
REV. 7, 15 AUG 2008 4-81

Volume 5
G. Before Takeoff Checklist
.
Flight Attendants . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . Notified
.
T/O Min Fuel . . . . . . . . . . . . . . . . Verify . . . . . . . ___ Req, ___ OB
Crosscheck the fuel on board against the required “T.O. MIN” fuel
on the Flight Release. Ensure at least this amount of fuel is on
board prior to beginning the takeoff roll. If the amount is less, an
amended Flight Release or more fuel is required.
Transponder . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . TA/RA
T/O CONFIG . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . .Checked

WARNING: Do not reconfigure the aircraft after completing this
checklist item.
Before Takeoff Checklist . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 7, 15 AUG 2008 4-82

Section 20 FLEX Takeoff
Volume 5
Section 20 FLEX Takeoff
A. Procedures
1. Flight Crews should use a FLEX takeoff to the maximum
extent possible. Anytime a FLEX takeoff is used, the
preferred technique is to use the Rolling Takeoff Procedure.
2. If a FLEX takeoff is not going to be used, the recommended
technique is to use the Normal Takeoff Procedure.
3. A max performance takeoff (static) must be performed if a
FLEX takeoff cannot be used and the following parameters
are met:
a. The actual aircraft weight is equal to or slightly less than
the maximum takeoff weight per the approved runway
performance (APG/AeroData) (i.e., unable to meet the
minimum temperature for a Flex Takeoff), and
b. The limiting takeoff weight is Field Length Limited (FL) and
the aircraft is neither structurally limited nor climb limited,
and
c. The Autothrottles are inop.
Note: If all 3 parameters listed above are not met, a max
performance (static) is not appropriate. The Normal
Takeoff Procedure should be utilized in lieu of a static
takeoff.
REV. 7, 15 AUG 2008 4-83

Section 21 Normal Takeoff
Volume 5
Section 21 Normal Takeoff
A. Setting Takeoff Thrust
1. Once the aircraft is aligned with the runway centerline,
advance the thrust levers to approximately 40% N1 and verify
the engines are spooled.
2. After the engines are stabilized, the PF releases the brakes,
advances the thrust levers to approximately 60 degrees TLA
(thrust lever angle), verifies Autothrottle engagement (TO &
AT annunciates green) and calls “TOGA”.
3. The PM will confirm the thrust levers advance, ATTCS is
enabled (displayed in green), TO-1 or FLEX TO-1 (if used) is
annunciated on the EICAS.
4. The PM then calls “TOGA Set”.
Note: The exact amount of the setting is not as important as
setting symmetrical thrust.
B. Initial Steering
Keep the airplane on the runway centerline with nosewheel steer-
ing until rudder effectiveness. The rudder becomes effective
between 40 and 60 KIAS.
C. Aft Center-of-Gravity Effects
At aft CG and light weights nose wheel steering effectiveness may
be reduced. Hold the control wheel slightly forward to improve
nose wheel steering.
REV. 7, 15 AUG 2008 4-84

Section 22 Other Takeoff Types
Volume 5
Section 22 Other Takeoff Types
A. Rolling
The rolling takeoff is the same as the normal takeoff except that
brakes are not applied.
Note: The Rolling Takeoff profile should be used to the
maximum extent possible. Anytime a FLEX takeoff is
performed, a Rolling Takeoff profile should be utilized.
B. Maximum Performance
The maximum performance takeoff is the same as the normal
takeoff except the brakes are held until after takeoff thrust N1 is
achieved.
Note: A maximum performance takeoff should only be used
when the actual aircraft weight is equal to or slightly less
than the maximum allowable takeoff weight and the
Autothrottles are inoperative.
C. Crosswind
1. The aircraft demonstrates good crosswind control capability
during the takeoff roll.
2. Directional deviations should be corrected immediately with
smooth and positive control inputs.
3. The aileron becomes effective as the aircraft accelerates
through approximately 80 KIAS. Use aileron as needed to
maintain wings level and rudder to maintain center line.
D. Flaps 1, 2, and 4 Takeoff
1. The procedures are the same for a Flaps 1, Flaps 2, or Flaps
4 takeoff
2. The approved runway performance (APG/AeroData) for the
specific flap setting must be available for a Flaps 1, Flaps 2,
or Flaps 4 takeoff.
3. Acceleration altitude is the same for a Flaps 1, Flaps 2, or
Flaps 4 takeoff.
4. Callouts are the same for a Flaps 1, Flaps 2, or Flaps 4
takeoff.
5. When using a Flaps 4 takeoff, the first retraction callout is
Flaps 3 (then Flaps 2, Flaps 1, Flaps Up) when at or above the
F Bug.
6. When setting the airspeed knob, the pilot will set VFS or the
flap limit speed, whichever is less. When bringing up the flaps
after acceleration altitude, the PM will set the requested speed
(e.g. 210) at the first available opportunity when the requested
speed is higher than the flap limit speed.
REV. 7, 15 AUG 2008 4-85

Section 23 Rotation & Lift-Off
Volume 5
A. At V1
At V1, no earlier than V1 - 5 knots, the PM calls out “V1” and the
Captain removes his/her hand from the thrust levers.
B. Rotation and Liftoff
1. At VR, rotate smoothly toward the target pitch attitude in one
continuous motion.
2. Use a rotation rate of approximately 2° to 3° per second.
3. High weights and temperatures or engine failure will require a
lower rotation rate.
4. Correct rotation technique is important to ensure adequate
performance is obtained.
5. Lift-off will occur prior to reaching initial climb target attitude.
6. After lift-off, and once a positive rate of climb has been
established, select landing gear up.
Note: At lighter weights, the flight director can command pitch
attitudes in excess of 20 degrees nose up. In those
cases, the PF may use 15 degrees nose up as an initial
pitch reference for passenger comfort. At 15 degrees
nose up, the aircraft will climb in excess of 2,000 feet per
minute and will exceed all TERPS criteria for a Standard
Instrument Departure (SID).
C. Initial Climb
1. With all engines operating, adjust the pitch attitude to maintain
V2 + 10 to 15 knots to the acceleration altitude.
2. Flight Director following liftoff continue the rotation rate as
follows: with the flight director...
a. Operative fly the flight director pitch commands.
b. Inoperative fly a maximum deck angle limited to 12°.
REV. 4, 15 FEB 2008 4-86

Volume 5
D. Clean-Up and Acceleration
At acceleration altitude (1,000 feet AFE), adjust the pitch attitude
to maintain a slight climb rate while accelerating to 210 KIAS.
E. Flap Retraction Speed Schedule
Retract flaps at or above the F Bug.
F. Slat/Flap Retraction Complete
Once the SLAT/Flap retraction is complete and above 3,000 ft.
AFE, select 250 knots and resume normal climb.
REV. 4, 15 FEB 2008 4-87

• Press TOGA Switch(s) Volume 5
• Advance Thrust Levers to 40% N1 to spool engines
• Advance Thrust Levers 60° Thrust Lever Angle
• “TOGA” Accelerate to
V2 + 10 to 15
REV. 4, 15 FEB 2008

250 KIAS
“Gear Up”
Rotate V2 + 10 - 15 First flap retraction
“Checked” towards FD
Retract flaps on schedule
Accelerate to 210 KIAS
Normal Takeoff Profile
Select Gear Up
“Positive Rate”
“80 kts” “V 1” “Rotate”
Section 24 Normal Takeoff Profile
3,000 feet A FE
• “Flaps UP”
• Verify Takeoff N1 • “After Takeoff Checklist”
• “TOGA Set”
Takeoff Roll to 400 feet AFE “Flaps __”
“Flight Level Change, 210”

or as required • Check airspeed
PF Duties • “Flaps __”
PM Duties Acceleration Altitu de • Select Flaps __
1,000 feet A FE Select FLCH
“HDG or NAV” • Check airspeed
“Autopilot On” (if desired) Select HDG or NAV • “Flaps UP”
400 feet A FE • Select Flaps UP
Takeoff Roll to 400 feet AFE • Complete After
Engage Autopilot Takeoff Checklist
4-88
Section 24 Normal Takeoff Profile

Section 25 Normal Takeoff Actions & Callouts
Volume 5
Normal Takeoff to Flap Retraction
Trigger PF PM
Commencing • Verify Autothrottle
takeoff roll armed (TO white)
• Verify Flight Director
modes ROLL & TO on • Verify modes ROLL &
FMA TO on FMA
• Advance thrust levers
to approx 40% N1
• Ensure engines are • Verify ATTCS
spooled annunciates green
• Advance thrust levers • Verify TO & AT
to approximately 60 annunciates green
degrees TLA
“TOGA” • Verify takeoff N 1
“TOGA Set”
80 kts “80 Knots”
• Verify HOLD is
annunciated on FMA
“Checked”
V1 - 5 knots “V1”
Captain removes his/her
hand from thrust levers.
VR “Rotate”
• Rotate to F/D
commanded attitude
REV. 4, 15 FEB 2008 4-89

Volume 5
Normal Takeoff to Flap Retraction (Continued)
Trigger PF PM
After liftoff • Verify positive rate of
climb on VSI
“Positive Rate”
• Verify positive rate of
climb
“Gear Up”
• Establish initial climb • Position gear lever up
speed of V2 +10-15 “Gear Up”
kts • Monitor speed and
altitude
400 AFE “HDG” or “FMS NAV” • Select HDG or FMS
NAV
1000 AFE “VNAV” (if using VNAV • Select VNAV
procedures)
1000 ft. AFE If not using VNAV proce-
dures:
“Flight Level Change, • Select FLCH
210” (or speed as • Set Speed Bug to 210
required) kts or requested
• Accelerate to 210 kts speed
• Check airspeed • Check airspeed
“Flaps __” “Flaps __”
(Retract flaps at or above
F Bug)
• Select proper flap
setting, when
requested
• Check airspeed
“Flaps UP, After Takeoff Check airspeed
Checklist” “Flaps UP”
• Retract Flaps
• Accomplish After
Takeoff Checklist
REV. 4, 15 FEB 2008 4-90

Volume 5
Normal Takeoff to Flap Retraction (Continued)
Trigger PF PM
Flap/slat • Accelerate to 250
retraction knots
complete, at
or above
3000 ft. AFE
REV. 4, 15 FEB 2008 4-91

Section 26 Climb Speed and Angle
Volume 5
A. Climb Speed Determination
1. Maintain flaps-up maneuvering speed until clear of obstacles
or above minimum crossing altitudes.
2. If there are no altitude or airspeed restrictions, accelerate to
the desired climb speed schedule.
3. If considerable maneuvering is required during the departure,
the flaps-up maneuvering speed is recommended until the
maneuvering phase is complete and the aircraft is en route
toward the destination.
B. VNAV
1. If the flight crew is using VNAV procedures, they should
ensure that the FGCS Vertical Mode on the FMA is in
magenta.
2. The PF will monitor the active flight plan in the MCDU to
ensure that all altitudes listed on the right hand column of the
flight plan page can be met using a normal climb profile.
3. If at any time the flight crew is not able to ensure the VNAV
functions are performing as desired, the PF must intervene if
necessary and de-select the VNAV button on the Guidance
Panel.
4. If the flight crew is using VNAV procedures, the preferred
selection for executing a climb is V-FLCH (FLCH in magenta).
Note: If the crew elects to utilize either Vertical Speed or Flight
Path Angle to execute a portion of the climb, the VNAV
button must be re-selected after reaching the desired
altitude and the PF should ensure that the FGCS Vertical
Mode on the FMA is in V-ALT (ALT in magenta).
REV. 4, 15 FEB 2008 4-92

Volume 5
C. Climb Speed Schedule
1. The following climb speed schedule presents four (4) climb
speeds above 10,000 ft. The speed selected would be
determined by the operational requirements.
Up to 10,000 feet MSL 250 KIAS

Long Range 250 KIAS/M 0.70
Normal 290 KIAS/M 0.74
10,000 feet And above
Alternate 290 KIAS/M 0.70
High Speed 320 KIAS/M 0.77
D. Climb Thrust
Set climb thrust by selecting FLCH on the Guidance Panel. The
FADEC will maintain the correct thrust setting automatically
throughout the flight.
E. Maximum Angle Climb
1. Maximum angle climb speed is normally used for obstacle
clearance or to reach a specified altitude/flight level in a
minimum distance.
2. Maximum angle climb speed varies with gross weight and can
be referenced by using the pitch limiter indicator (PLI) as a
reference.
F. Fuel Utilization Program
1. CLB-1 is associated with TO-1. CLB-2 is associated with TO-
2 and/or TO-1 with a FLEX takeoff. The selection of either
CLB-1 or CLB-2 is at the discretion of the PF. There is not a
preferred climb power with respect to fuel utilization.
2. Pilots should consider delaying the acceleration from 210
KIAS to 250 KIAS until on course (traffic permitting).
REV. 4, 15 FEB 2008 4-93

Section 27 After Takeoff Checklist
Volume 5
A. General
climb/cruise.
2. Who - Initiated by the PF; PM reads and accomplishes
silently; however verbalizes “After Takeoff Checklist
Complete”.
3. When - After flap/slat retraction, accelerating to climb speed,
and prior to 10,000 feet MSL.
B. PF’s Flow Pattern
No flow pattern.
C. PF’s Abbreviated Flow
No flow. Maintain aircraft control.
D. PF’s Expanded Flow
REV. 4, 15 FEB 2008 4-94

Volume 5
E. PM’s After Takeoff Flow Pattern
PM - AFTER T/0
REV. 4, 15 FEB 2008 4-95

Volume 5
F. PM’s Abbreviated Flow
PM After Takeoff Checklist Flow

After slat/flap retraction, accelerating to climb speed, and prior to
10,000 feet MSL.
• SLAT/Flap Lever - UP, 0 detent
• Landing Gear Lever - UP
• EICAS - Checked
• APU - As required
• Accomplish After Takeoff Checklist silently; verbalize “After
Takeoff Checklist Complete”
G. PM’s Expanded Flow

1. Flaps............................................................................... UP
a. SLAT/Flap Lever ......................................... Up, 0 detent
2. Landing Gear ................................................................. UP
a. LDG GEAR Lever ...................................................... UP
H. EICAS Checked
I. APU OFF, unless operationally required
J. After Takeoff Checklist
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
After Takeoff Checklist . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete
REV. 4, 15 FEB 2008 4-96

Section 28 Passing 10,000 feet MSL
Volume 5
A. General
1. This flow is used to configure the aircraft’s external lights for
cruise and notify the Flight Attendants the flight is leaving the
sterile flight deck environment.
2. There is no checklist.
3. Who - Initiated by the PM.
4. When - Leaving 10,000 feet MSL.
No flow pattern, only altitude callout made.
PF Passing 10,000 Feet MSL Flow

After climbing through 10,000 feet MSL.
• “10,000 feet”

1. Altitude Callout.............................................“10,000 feet”
REV. 4, 15 FEB 2008 4-97

Volume 5
E. PM’s Flow Pattern
PM - CLIMBING THROUGH 10,000 FT
F S
REV. 4, 15 FEB 2008 4-98

Volume 5
PM Passing 10,000 Feet MSL Flow

After climbing through 10,000 feet MSL
• STERILE - OFF
• PED - OFF
G. PM’s Expanded Flow After the Call Out

2. STERILE ...................................................................... OFF
Notifies the Flight Attendants the aircraft is leaving the sterile
flight deck environment.
3. PED .............................................................................. OFF
REV. 4, 15 FEB 2008 4-99

Section 29 Climbing Through Transition Altitude
Volume 5
A. General
1. This flow is used to set the altimeters to 29.92.
2. Who - Initiated by the PF.
3. When - Passing the transition altitude (e.g., 18,000 feet MSL).
B. PF’s and PM Flow Pattern
PM / PF - CLIMBING THROUGH TRANSITION ALTITUDE
S S
F F
REV. 4, 15 FEB 2008 4-100

Volume 5
C. PF’s Abbreviated Flows
PF Climbing Through Transition Altitude Flow

Upon climbing through the transition altitude (e.g.,18,000 feet MSL.)
• Baro - STD
• “18,000 Standard”
• PFD - Cross checked
D. PF’s Expanded Flows

1. Baro Set..............................................................Push STD
Selects the standard reference barometric pressure of 1013
hPa/29.92 in hg.
WARNING: Ensure inches of mercury displayed to prevent
altitude deviations and possible conflicts.
2. Altitude Callout................................... “18,000 Standard”
3. PFD ........................................................... Cross Checked
Crosscheck STD set in both PFDs.
E. PM’s Abbreviated Flows
PM Climbing Through Transition Altitude Flow

Upon climbing through the transition altitude (e.g.,18,000 feet MSL.)
• Baro - STD
• PFD - Crosscheck
F. PM’s Expanded Flows

1. Baro Set..............................................................Push STD
Selects the standard reference barometric pressure of 1013
hPa/29.92 in hg.
2. PFDs ............................................................... Crosscheck
Crosscheck STD set in both PFDs.
REV. 4, 15 FEB 2008 4-101

Section 30 Cruise
Volume 5
Section 30 Cruise
A. VNAV
ensure that the FGCS Vertical Mode on the FMA is in V-ALT
(ALT in magenta).
flight plan page can be met.
Panel.
4. The PF will ensure that the actual final cruising altitude of the
aircraft is properly entered into the Perf Init on Page 3.
selection for executing a climb is V-FLCH and the preferred
selection for executing a descent is V-PTH
6. If the crew elects to utilize either Vertical Speed or Flight Path
Angle to execute a cruise-climb or a cruise-descent, the
VNAV button must be re-selected after reaching the desired
altitude and the PF should ensure that the FGCS Vertical
Mode on the FMA is in V-ALT (ALT in magenta).
B. Fuel Calculations
1. Anytime the flight plan shows a planned flight time in excess
of 2 hours, the PIC is responsible for ensuring that the score
is kept on the flight release in terms of flight time and fuel burn.
2. The score will be initialized at or abeam the first fix after the
Top of Climb.
3. The score will be updated approximately once each hour at an
appropriate fix after the flight plan score is initialized at the first
fix after the Top of Climb.
4. Any significant differences between planned and actual flight
time and/or planned and actual fuel burn will be
communicated to Dispatch via the ACARS system. If
required, the PIC will establish and communicate a plan to
ensure the safe conclusion of the flight.
REV. 4, 15 FEB 2008 4-102

Section 31 Descent
Volume 5
Section 31 Descent
A. Schedule
The following descent speed schedule presents three (3) descent
speeds above 10,000 feet. The speed selected would be deter-
mined by operational requirements.
Descent Speed Schedule
Long Range LRC to 250 KIAS

10,000 feet and above Normal M 0.78 to 290 KIAS
High Speed M 0.78 to 320 KIAS/
Below 10,000 feet MSL 250 KIAS
B. VNAV
ensure that the FGCS Vertical Mode on the FMA is in either
V-PTH (PTH in magenta) or V-FLCH (FLCH in magenta) for
all VNAV descents.
flight plan page can be met.
Panel.
4. The PF will ensure that the target altitude for a particular
waypoint in the MCDU matches the target altitude shown on
the Vertical Profile on the MFD and that the green line shown
on the Vertical Profile passes through the target altitude at or
before the listed waypoint.
5. For descents during an RNAV arrival, the flight crew will input
the lowest altitude that the aircraft is cleared to in the AFCS
via the guidance panel. Both pilots must verbally re-confirm
all intermediate altitudes by cross-checking the altitudes listed
in the Jeppesen Chart with the altitudes listed in the right hand
column of the Active Flight Plan in the MCDU. The PF is
responsible to ensure that all altitude crossing restrictions are
met when the VNAV button is engaged.
REV. 4, 15 FEB 2008 4-103

Section 31 Descent
Volume 5
6. The VNAV button must be selected prior to the start of any
RNAV / GPS approach when using LNAV / VNAV minimums.
The VNAV button must be de-selected prior to the start of any
localizer based or VOR based instrument approach, or when
using LNAV minimums for an RNAV / GPS approach.
7. The Preferred Descent Angle in the Perf Init (Page 1) is a 3.0
degree descent as it will provide the closest angle for an idle
power at lower and intermediate altitudes (below FL 240). At
higher altitudes (above FL 240), a 3.5 or a 4.0 degree descent
may be used.
selection for executing a descent is V-PTH (PTH in magenta).
Note: If the crew elects to utilize either Vertical Speed or Flight
Path Angle to execute a descent, the VNAV button must
be re-selected after reaching the desired altitude and the
PF should ensure that the FGCS Vertical Mode on the
FMA is in V-ALT (ALT in magenta).
C. Rate
When a flight reports leaving an altitude, the PF maintains a
descent rate consistent with ATC requirements and fuel conserva-
tion procedures.
D. Descent Ratio
1. The distance required for the descent is approximately
three (3) miles per 1,000 feet (3 to 1).
2. As a guide, in level flight without speed brakes, it takes
approximately ten (10) seconds and one (1) mile to decelerate
each ten (10) knots of airspeed.
E. Factors
From a typical cruise altitude, the top-of-descent (TOD) point
should be advanced two (2) miles for each ten (10) knots of tail-
wind during the descent, and by two (2) miles for each 1,000 feet
of anti-ice use.
REV. 4, 15 FEB 2008 4-104

Section 31 Descent
Volume 5
F. Configuration
1. Normally, descent is initiated with partial cruise thrust, at high
altitude, in a clean configuration (no speed brakes).
2. If necessary, use speed brakes or airspeed to correct the
descent profile.
3. For small adjustments, allow the airspeed to vary initially,
using the speed brakes at a lower altitude if further speed
adjustments are required.
G. Flight Spoiler and Thrust Usage
1. Thrust should be at flight idle when deploying spoilers.
Retract the flight spoilers before adding thrust.
H. Planning
1. Good descent planning is necessary to arrive at the desired
altitude and correct speed & configuration.
2. Plan all descents to arrive at traffic pattern altitude at flaps-up
maneuvering speed about
a. twelve (12) miles out for a straight-in approach or
b. eight (8) miles out for an abeam approach.
3. A good crosscheck is to be at 10,000 feet AFE, thirty (30)
miles from the airport at 250 KIAS.
REV. 4, 15 FEB 2008 4-105

Section 32 Descent Flow and Checklist
Volume 5
A. General
1. The Descent Flow is used to set up the aircraft for a descent
and approach while the workload is relatively light.
2. Who - Initiated by the PF; Descent Checklist is read by the PM
after passing FL 180.
3. When - Descent flow is accomplished prior to Top of Descent
when approximately 100 NM out. The Descent Checklist is
called for when passing through FL 180 (or prior to top of
descent if cruising at an altitude below FL 180).
REV. 4, 15 FEB 2008 4-106

Volume 5
B. PF’s Descent Flow Pattern at FL 180
PF DESCENT CHECKLIST – AT FL180
SHOULDER
HARNESS
REV. 4, 15 FEB 2008 4-107

Volume 5
PF’s Descent Flow

Upon receiving the destination weather and after the PM has com-
pleted his flow
• Approach Briefing
PF’s Descent Flow
Passing through the transition level
• “18,000” or “<appropriate transition level>”
• Altimeter - Set
• Call for the “Descent Checklist”

Upon receiving the weather and after the PM has completed his
flow
1. Approach Briefing............................................. Complete
UPON PASSING THROUGH THE TRANSITION LEVEL:

2. Altitude Callout .....“18,000” or “<appropriate transition
level>”
3. Altimeter ....................................................................... Set
a. BARO SET............................................................ Select
Turn to select destination altimeter setting.
4. Shoulder Harness ......................................................... On
Ensure the shoulder harness is on for landing.
REV. 4, 15 FEB 2008 4-108

Volume 5
E. PM’s Descent Flow Pattern Above FL 180
PM DESCENT CHECKLIST FLOW - ABOVE FL180
ATIS
REV. 4, 15 FEB 2008 4-109

Volume 5
F. PM’s Descent Flow Pattern Below FL 180
PM DESCENT CHECKLIST FLOW BELOW FL 180
SHOULDER
F HARNESS
REV. 4, 15 FEB 2008 4-110

Volume 5
G. PM’s Abbreviated Flow
PM’s Descent Flow

Approximately 120 NM out and before Top of Descent
• Wx - Obtain
• MCDU - Determine landing weight
• Landing Data - VREF, VAP, VAC, VFS, via the MCDU
PM’s Descent Checklist Flow
Passing through the transition level
• FSTN BELTS - ON
• Altimeter - Set
• Arrival Announcement
• Should Harness - On
After accomplishing flow and after passing FL 180 PF calls for
“Descent Checklist”
• Accomplish Descent Checklist
H. PM’s Expanded Flow

APPROXIMATELY 120 NM OUT AND BEFORE TOP OF DESCENT
(TOD)
1. Wx ............................................................................ Obtain
2. MCDU............................................................................. Set
a. PROGRESS..........................................................Select
1) Determine landing weight by subtracting projected
burn to destination from current aircraft weight. Verify
runway is acceptable for landing by using the Perfor-
mance Manual/Attachment to the flight release
Landing Data Section.
Note: See Chapter 9 of the POH on the approved runway
performance (APG/AeroData). If runway and/or landing
conditions are not defined in the Performance Manual/
Attachment, use Speed & Performance Flip Charts
Landing Weight Tables or Pilot Handbook section on
“Landing”.
Note: If LAHSO is in effect, determine whether or not LAHSO
can be accepted.
REV. 4, 15 FEB 2008 4-111

Volume 5
b. LANDING Speeds..................................................... Set
1) PERF Function Key........................................Press
2) LANDING Line Select Key (4R) .....................Press
3) (Optional) On LANDING page 1/3, enter destination
surface wind (i.e., 270/15, etc.) in 2R.
Note: This optional step displays headwind/tailwind and
crosswind on LANDING page 2/3 line 2R if landing
runway is designated.
4) Select LANDING page 3/3
I. Landing Speeds
Enter the following speeds:
1. VREF (1L) ....................................................................... Set
Target airspeed at 50 ft. AGL over landing threshold. 1.23VS.
a. Enter the landing reference speed (VREF ) from the appro-
priate Landing Speed Chart (i.e. Flaps 5 - No Ice Accre-
tion, Flaps 5 - Ice, Flaps Full - No Ice Accretion, Flaps Full
- Ice). Use the Ice Landing Speed Chart whenever the
EICAS message "Stall Prot Ice Speed" is annunciated in
flight.
2. VAPP (2L) ....................................................................... Set
Note: The minimum for VAPP is VREF plus 5 knots, and the
maximum is VREF plus 20 knots. The PF is allowed to
use any airspeed between the minimum and the
maximum that is considered appropriate for the weather
conditions at the landing airport.
a. Approach Speed. VREF (from Step 1 above) + wind addi-
tive.
b. Standard callouts are based on VAPP.
Wind Additive (KIAS)

Minimum Maximum
5 20
REV. 4, 15 FEB 2008 4-112

Volume 5
c. Wind Additive - Add one-half (1/2) of the reported steady
headwind component plus the full gust increment.
Note: Do not apply wind corrections for tailwinds.
d. Steady Headwind - The steady additive may be bled off as
the aircraft approaches touchdown.
e. One half of the reported steady headwind component can
be estimated by using:
1) 50% for a direct headwind,
2) 35% for a 45 degree crosswind,
3) 0 for a direct crosswind, and
4) Interpolation in between.
f. Headwind components may also be determined from the:
1) QRH Ops Data Section WIND COMPONENTS Table,
or
2) LANDING page 2/3 line 2R.
g. Gust Increment - Maintain the gust additive until touch-
down.
h. Examples: Aircraft weighs 71,000 lbs. for a Flaps 5 landing
on runway 36. With the Flip Card VREF = 130, for...
1) A normal approach with winds calm, VAPP = 135
2) An approach with STALL PROT ICE SPEED annun-
ciated with winds 090 @ 15, set VAPP = 140
3. VAC (3L) ......................................................................... Set
a. Approach climb speed.
1) Single engine/go around climb speed.
b. Example: Aircraft weighs 71,000 lbs. for a Flaps 5 landing.
From Speed & Performance Flip Cards
1) Set VAC = 155
4. VFS (1R) ......................................................................... Set
a. Final segment speed. Speed to be attained during final
segment climb with gear and flaps retracted. 1.25 VS with
40° bank.
b. Example: Aircraft weighs 71,000 lbs. for a Flaps 5 landing.
From Speed & Performance Flip Cards
1) Set VFS = 187
REV. 4, 15 FEB 2008 4-113

Volume 5
5. Setting Non-Normal Landing Speeds.
a. For a non-normal situation, when the procedure dictates a
modified VREF (e.g., VREF FULL + 15 KIAS, VREF FULL +
30 KIAS, etc.) for
1) An approach flown with STALL PROT ICE SPEED
annunciated, the 10 KIAS adjustment must be made
to the modified VREF.
2) Example: Aircraft weighs 63,000 lbs., winds calm,
STALL PROT ICE SPEED annunciated, non-normal
procedure directs a Flaps 5 landing using a modified
VREF FULL + 20 KIAS.
a) Setting VREF in the MCDU
i) From the Speed & Performance Flip Card for
Flaps FULL VREF = 115
ii) Per the non-normal procedure VREF = 115 + 20
= 135
Note: In case of multiple non-normals dictating modified
VREFs, use the non-normal with the highest VREF.
iii) For the STALL PROT ICE SPEED annunciated
VREF = 135 + 10 = 145
b) Setting VAPP in the MCDU
i) VAPP = VREF + wind additive VAPP = 145 + 5
(minimum wind additive) = 150
c) Setting VAC in the MCDU
Note: If VAC < VREF, then set VAC = VREF.

Flaps 5 VAC = 146. Since 146 > 145 (VREF
above), set 146
d) Setting VFS in the MCDU
Flaps 5 VFS = 176
REV. 4, 15 FEB 2008 4-114

Volume 5
PASSING THROUGH THE TRANSITION LEVEL
6. FSTN BELTS ................................................................. ON
7. Altimeter........................................................................ Set
a. BARO SET ............................................................Select
b. Turn to select destination altimeter setting.
c. IESS Barometric Pressure ........................................ Set
d. Set destination altimeter.
8. Arrival Announcement.................................. Accomplish
a. The arrival announcement should be accomplished as
soon as possible after accomplishing the Descent Check-
list after passing Flight Lever 180.
b. This announcement should be not be confused with the
announcement at 10,000 feet which is made when the
PED and Sterile Cockpit are illuminated.
c. The arrival announcement should be kept short and
include pertinent operational items as the current weather
conditions at the airport and gate information if known.
Note: Using the terminology “Prepare the cabin for arrival” is
not appropriate at this time. The flight crew should wait
until turning on the PED light at 10,000 feet before using
this terminology.
Ensure the shoulder harness is on for landing
REV. 4, 15 FEB 2008 4-115

Volume 5
J. Descent Checklist
Shoulder Harness . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ON
FSTN BELTS . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . ON
Altimeters . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . __.__ Set

1. Verify __.__ .................................................................... Set
2. Verbally state “__.__ Set” and crosscheck __.__ set in both
PFDs and IESS
Landing Data . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Set
EICAS . . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . .Checked

3. EICAS Messages ..................................................Checked
4. Verify all displayed EICAS messages are normal for the
current operational aircraft configuration
.
Approach Briefing . . . . . . . . . . . . [PF] . . . . . . . . . . . . . . . Complete
Descent Checklist . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete

K. Approach Briefing
1. The approach briefing must be tailored to the specific
approach situation and should include the items listed below
as appropriate.
2. For approaches utilizing VNAV procedures (i.e. RNAV / GPS
approaches using LNAV/VNAV minimums), the flight crew will
input the lowest altitude that the aircraft is cleared to in the
AFCS via the guidance panel. Both pilots must verbally re-
confirm all intermediate altitudes by cross-checking the
altitudes listed in the Jeppesen Chart with the altitudes listed
in the right hand column of the Active Flight Plan in the MCDU.
The PF is responsible to ensure that all altitude crossing
restrictions are met when the VNAV button is engaged.
REV. 4, 15 FEB 2008 4-116

Volume 5
1) Approach, Runway, Date,

2) Frequency
3) Course
4) FAF Verify Altitude1
5) DA(H), AH, or MDA/MAP1
6) TDZE, Highest MSA
7) Missed Approach
8) Required Visibility1
9) Special Considerations:
a) Unique...
1. Airport Advisory Information
2. Noise Abatement Procedures
3. Engine Failure Procedures
REV. 4, 15 FEB 2008 4-117

Volume 5
b) Significant...
1. Terrain/Obstacles
2. Weather Conditions
c) Any other known risks
d) Intentions
Note: Not required if a day visual approach can be expected
and IMC will not be encountered during approach.
REV. 4, 15 FEB 2008 4-118

Section 33 Descending Through 10,000 feet MSL
Volume 5
A. General
1. This flow is used to configure the aircraft’s external lights for a
descent and notify the flight attendants the flight is entering
the sterile flight deck environment.
2. Who - Initiated by the PM.
3. When - Leaving 10,000 feet MSL.
No flow pattern, only altitude callout made.
PF Descending Through 10,000 Feet MSL Flow

Just prior to descending through 10,000 feet MSL.
• “10,000 feet”

1. Altitude Callout............................................“10,000 feet,”
a. The PF will ensure that 250 KIAS is shown on the PFD as
the selected airspeed.
Note: The selection of 250 KIAS meets all FAA requirements
to maintain 250 KIAS below 10,000 feet.
Note: The PF may select a speed less than 250 KIAS if
requested by ATC.
Note: Whenever the aircraft exceeds 250 KIAS and does not
appear to be correcting, the Pilot Flying is expected to
make an adjustment of some kind (such as pulling the
thrust levers towards idle) so that the aircraft corrects
back towards 250 KIAS.
REV. 4, 15 FEB 2008 4-119

Volume 5
E. PM’s Descending Through 10,000 Feet Flow Pattern
1. No checklist, only flow accomplished.
PM DESCENDING THROUGH 10, 000 FT
REV. 4, 15 FEB 2008 4-120

Volume 5
PM Descending Through 10,000 Feet MSL Flow

Just prior to descending through 10,000 feet MSL.
• STERILE - ON
• PED - ON
• Announcement - “Prepare the cabin for approach and landing”
G. PM’s Expanded Flow

2. STERILE ........................................................................ ON
Notifies the Flight Attendants the aircraft is entering the
sterile flight deck environment.
3. PED ................................................................................ ON
Note: In high workload environments such as arrivals at major

hub airports, the PED and STERILE lights may be turned
on prior to descending through 10,000 feet.
4. ANNOUNCEMENT ......................................... Accomplish
Accomplish announcement per the GOM “Prepare the

cabin for approach and landing.” This announcement is
associated with the illumination of the PED and STERILE
lights in the cabin.
REV. 4, 15 FEB 2008 4-121

Section 34 Holding
Volume 5
Section 34 Holding
1. Speed
The FMS will reduce aircraft speed three minutes prior to
holding entry. It may be advantageous to request a clearance
to reduce to holding speed immediately. This will reduce the
required holding time and fuel burn at the holding fix.
2. Entries
The FMS offers three (3) types of entries into holding patterns:
1) Direct
2) Teardrop
a) If the leg toward the holding fix is on a “limit”
between a teardrop entry and a parallel entry, the
FMS may compute and display either of the two
entries. Do not assume the FMS is malfunctioning.
3) Parallel
a) If the flight plan leg toward the holding fix is on a
course that is the reciprocal of the inbound course
of the holding pattern, the aircraft will fly a parallel
entry.
REV. 4, 15 FEB 2008 4-122

Section 35 Stabilized Approach
Volume 5
Section 35 Stabilized Approach
A. Definition and Parameters for Stabilized Approaches
A Stabilized Approach is one of the key features of safe
approaches and landings. It means the aircraft must be in an
approved landing configuration (including a circling configuration,
if appropriate), must maintain the proper approach speed, and
must be established on the proper flight path before descending
below the minimum "stabilized approach height" specified for the
type of operation being conducted. These conditions must be
maintained throughout the remainder of the approach. A stabilized
approach is characterized by a constant-angle, constant-rate of
descent approach profile ending near the touchdown point, where
the landing maneuver begins.
B. Minimum Stabilized Approach Heights
1. 500 feet above the airport elevation during VFR or visual
approaches and during straight in instrument approaches in
VFR weather conditions.
2. MDA or 500 feet above airport elevation whichever is lower, if
a circling maneuver is to be conducted after completing an
instrument approach.
3. 1000 feet above the airport or TDZ elevation during any
straight-in instrument approach in instrument flight conditions.
4. In any type of abnormal or emergency situation, the approach
must be stabilized no later than 1000 feet above the airport or
TDZ elevation under VFR conditions.
CAUTION: If the above conditions are not met, a missed approach
or go-around must be executed.
REV. 4, 15 FEB 2008 4-123

Section 36 Visual Approach
Volume 5
A. Normal Visual Approach Procedures
1. Use the most precise navigation and visual aids available (i.e.,
select and monitor an ILS to the landing runway).
2. To assist in situational awareness, enter the best available
approach to the landing runway into the FMS. If an approach
is not available, enter the landing runway, then create an
intercept leg to the runway with the runway heading as
course.
3. Autopilot and flight director use is at pilot discretion.
4. The airspeeds listed in the callouts for the flap settings are
recommended speeds only. The pilot is allowed to call for any
speed that is less than the maximum speed for the flap setting
and greater than the “Green Dot Speed”.
B. Initial Approach
1. Fly at an altitude of 1,500 feet AFE and enter downwind with
Flaps 1 at approximately 200 knots. The callout is “Flaps 1,
Set Speed 200.”
Note: If the Pilot Flying elects to set the airspeed instead of
requesting the airspeed, no airspeed callout is required.
The PM will monitor the airspeed setting and advise the
PF anytime the aircraft deviates from assigned
parameters.
2. Select Flaps 2 abeam the runway numbers at approximately
180 knots. The callout is “Flaps 2, Set Speed 180.”
C. Base Leg
1. When turning onto base leg, select Flaps 3, slow to 160 knots.
The callout is “Flaps 3, Set Speed 160”. Then extend the
landing gear. The callout is “Gear Down, Landing Checklist”.
If the approach pattern must be extended, delay extending
gear and selecting Flaps 3 until approaching the normal visual
approach profile.
2. Extend landing flaps 5, when turning final. The callout is
“Flaps 5, Set Speed VAPP.”
Note: If landing Flaps Full, the callout for Flaps 5 is “Flaps 5,

Set Speed 140.” The next callout is “Flaps Full, Set
Speed VAPP.”
REV. 4, 15 FEB 2008 4-124

Volume 5
D. On Final
1. Roll-out on runway center line and maintain the appropriate
approach speed and select Flaps FULL.
2. Make thrust changes as required to hold approach speed and
desired rate of descent.
3. Re-trim the stabilizer to maintain zero elevator forces on final.
4. Stabilize the airplane on the selected approach airspeed with
a constant rate of descent between 600 FPM and 800 FPM on
the desired glide-path, in-trim.
E. Landing Approach Path
1. The recommended landing approach path is approximately
2½° to 3°.
2. Once the final approach is established, the aircraft
configuration remains fixed and only small adjustments need
to be made to the glide-path, approach speed, and trim.
3. This results in the same approach profile under all conditions
regardless of weather.
REV. 4, 15 FEB 2008 4-125

Volume 5
F. Visual Approach Profile
REV. 4, 15 FEB 2008 4-126

Volume 5
G. Normal Visual Approach Actions and Callouts
Normal Visual Approach
Trigger PF PM
1,000’ AFE • Verify altitude “1,000 Feet”
500’ AFE • Verify altitude, speed “500 Feet,

and sink rate BUG ± ___,
Sink ___”
H. Position Orientation & Energy Management

1. The Pilot Flying is always allowed to utilize Energy
Management techniques when flying into the terminal area,
including:
a. Extending the Landing Gear prior to the extension of any
flaps when the aircraft is slightly above the normal descent
profile.
b. Using both Landing Gear and Speed Brakes when the
aircraft is well above a normal descent profile
c. Extending the Landing Gear after Flaps 1, 2, or 3 settings
are requested
Note: Flaps 4 is a Takeoff Only mode and is not to be utilized
under any circumstances while flying an approach.
2. Position orientation and energy management are critical to a
stabilized visual approach.
3. Align with runway approximately 5 miles on final at 1,500 feet
AFE or 3 miles on final at 1,000 feet AFE, as shown below.
4. Use speedbrakes for minor speed and altitude adjustments,
and flight spoilers/gear for larger adjustments.
5. Maintain stabilized approach rate of descent and flight
parameters; if unable to maintain a stabilized approach, go
around.
REV. 4, 15 FEB 2008 4-127

Volume 5
Normal Visual Approach Profile
Flaps 2 To avoid aural warning, do not

select Flaps 5/FULL until gear
is down & locked.
Flaps 3
15 nm
Flaps 5
(preferred)
4500’ 10 nm
Flaps FULL
3000’ 5 nm
4 nm
10 nm 8 nm 1500’ 3 nm
1200’
1000’
Flaps 2 Flaps 3
nm = flying distance to runway
REV. 4, 15 FEB 2008 4-128

Volume 5
I. Three to One Descent Profile
1. This profile is based on an approximate 300ft (AFE) per NM
reference, (3:1 Ratio). For example, 5NM, from touchdown
would equate to 1500ft AFE.
2. The objective is to constantly monitor the profile and take
actions to maintain a stabilized approach.
J. Energy Management Factors
1. There are numerous factors such as aircraft weight, weather
conditions, and a pilot’s “comfort zone” that will dictate energy
management techniques for each approach.
2. Energy Management Factors for a Visual Approach
a. On a visual approach when other traffic is not a factor, plan
to arrive over the FAF on glide slope at Flaps 1 and 200
KIAS.
b. After that point (or its equivalent on a short base to final),
use energy management techniques so that the thrust
levers remain in the idle position until just prior to 500 feet
AFE.
1) Time the use of various flap settings, and the exten-
sion of the landing gear so that the aircraft arrives at
a point 500 feet AFE with:
a) Gear down,
b) Flaps at the final landing configuration
c) Airspeed at the final approach speed
d) Engines spooled (thrust levers moving forward)
3. Regardless of the techniques employed, the decision to go
around is not an indication of poor performance, but rather
good judgement.
K. Flap Settings
1. Preferred landing flap setting is 5.
REV. 4, 15 FEB 2008 4-129

Section 37 Instrument Procedures
Volume 5
A. General
1. The instrument approach begins when the aircraft is over the
initial approach fix for the procedure being used and ends
when the aircraft either contacts the runway or completes the
transition to a missed approach.
2. The recommended speeds and callouts for flap extension
listed in the Visual Approach section applies to all instrument
approaches.
3. Tune, Identify, and Monitor
a. Navaids must be tuned and identified prior to beginning an
b. Crosscheck of navigation guidance must occur by both
pilots continually during approaches.
c. If instrument and/or navigation discrepancies become
evident, abandon the approach, climb to the missed
approach altitude but delay required turns until arriving at
the published missed approach point (MAP).
d. Establish and communicate a plan.
4. Actions and Callouts
a. Actions and callouts have been created to specify “trigger”
events and define the callouts and actions required by
each pilot during approaches.
b. They are constructed for training purposes to depict the
ideal situation.
c. However, ATC vectoring, the pilots own navigation, or a
particular set of circumstances may preclude doing things
exactly as specified. Alterations to the ideal must be
accomplished when it makes sense to do so.
REV. 4, 15 FEB 2008 4-130

Volume 5
B. Planning
Each type of approach and each approach to a particular runway,
requires study and coordination, so that all questions are
answered before commencing an approach:
1. to determine how it fits against the profile,
2. where should gear and flaps be extended,
3. when should airspeed be established,
4. when should timing begin,
5. how to establish a VDP where required, and
6. how to identify the MAP (missed approach point)
C. Aircraft Approach Category
Use Category C minimums.
D. Contact Approaches
Not authorized.
E. Determining Decision Altitude/Height
1. CAT I decision altitude is based on the barometric altimeter.
2. A published RA less than 100 feet may be set when
associated with a DH greater than or equal to 100 feet (e.g.,
setting a published RA of 91 feet to achieve a DH of 100 feet,
etc.) is acceptable.
F. Side-Step Maneuver
1. Side-step maneuver is authorized using published side-step
minima.
2. Definition: A side-step maneuver is a visual maneuver
accomplished by the pilot at the completion of an instrument
approach to permit a straight-in landing on a parallel runway
not more than 1,200 feet to either side of the runway to which
the instrument approach was conducted.
3. Landing Minimums: Landing minimums to the adjacent
runway will be higher than the minimums to the primary
runway, but will normally be lower than the published circling
minimums.
4. If a full procedure turn is required, select flaps 2 prior to the
IAF outbound.
REV. 4, 15 FEB 2008 4-131

Volume 5
5. Fly the appropriate maneuver speed. Approximately 30
seconds after station/ fix passage, commence procedure turn.
6. A normal procedure turn outbound leg is 45 seconds to 1
minute.
7. Some procedure turns are specified by a Procedural Track, as
identified by a bold track in the Jeppesen Manual. These turns
must be flown as depicted.
G. ILS (CAT I)
1. ILS precision approach procedures are flown using the APP
mode of the AFCS system.
2. Decision Altitude (DA) - The DA is the point at which the pilot
commences the vertical portion of the missed approach. In
some instances, the lateral portion of the missed approach
may require the aircraft to proceed to the missed approach fix
before commencing a turn.
3. The appropriate ILS procedure must be programmed into the
EPIC System via the NAV INDEX / ARRIVAL page prior to
commencing any ILS approach.
4. Use the LNAV capabilities of the aircraft to the maximum
extent possible when turning onto the localizer course.
a. By using Preview Mode, the Pilot Flying can fly with
magenta needles and still verify that the aircraft is within
the proper RNP for the ILS approach (i.e. the blue dashed
line that represents the localizer is remaining within a one
dot deflection on the HSI).
b. Once the aircraft is flying inbound on the localizer course,
and the navigation radios are properly tuned and identified
(using either autotune or manually tuning the frequency
using the 4 letter identifier on the Progress Page), the Pilot
Flying can arm the approach and fly the remainder of the
ILS approach normally using green needles.
H. LDA (Precision)
1. LDA approaches with minimums depicted as a DA(H) are
precision approaches. Set up and fly these LDA approaches
with the APP mode selected.
REV. 5, 01 MAY 2008 4-132

Volume 5
I. Automation
1. The Autopilot (A/P) is routinely used during Precision
Approach Operations.
Note: If the autopilot has been placed on the MEL list, the flight
director must be operative.
2. The PF selects the respective autopilot, in preparation of the
approach.
3. The autopilot may be disengaged or turned off after final flap
selection or 200 feet AGL, and a target speed (VREF +
additive) is established.
4. The ILS is considered tuned and identified anytime the pilots
hear the proper morse code identifier or the correct 4 letter
identifier is shown either on the PFD or on the Progress Page
of the FMS and no primary instrument flags are displayed.
a. Aircraft with EPIC Load 17.5 should utilize the following
procedure when tuning and identifying a frequency for
an ILS Approach
1) Ensure neither pilot is in Preview Mode
2) Set the ILS identifier on the FMS PROGRESS
Page 1/3, lines 5L and/or 5R.
3) After the proper frequency is shown on the
Progress Page in normal video (not in green
inverse video), each pilot may select the Preview
Mode when appropriate and all functionality will be
normal.
4) If a frequency change is desired while in Preview
Mode
a) De-select Preview Mode
b) Set the new ILS identifier on FMS PROGRESS
Page 1/3, lines 5L and/or 5R
c) Re-select Preview Mode.
Note: In addition to the above procedure, the Autotune
Mode may also be used to tune the desired
frequency as well as the use of Radio Page 1/2 on
aircraft with EPIC Load 17.5. If these options are
used, both pilots must confirm that the proper ILS
frequency is tuned and identified prior to
commencing the approach.
b. Aircraft with EPIC Load 19.3 should utilize the following
procedure when tuning and identifying a frequency for an
ILS Approach
REV. 5, 01 MAY 2008 4-133

Volume 5
1) Use autotune whenever possible and when the Pilot
Flying (PF) believes the aircraft will intercept the final
approach course within 25 nm of the airport. Use
manual tuning whenever the PF believes the aircraft
will intercept the final approach course more than 25
nm from the airport.
2) Whenever autotune is used, the Pilot Monitoring (PM)
must re-confirm the NAV radios are properly tuned
and identified when the aircraft is within 25 nm of the
airport.
Note: If autotune does not work when within 25 nm of the
airport, the PM upon command of the PF should
delete any discontinuities in the active flight plan.
REV. 5, 01 MAY 2008 4-134

Volume 5
J. Alternate ILS Configuration
1. It is not uncommon to intercept the localizer and glideslope
and be cleared for the ILS approach while still a considerable
distance from the runway.
2. When it is prudent to delay configuring the aircraft for landing,
the following general guidelines should be used:
Aircraft distance (nm) with
Accomplish the procedures
reference to the final approach
associated with
intercept altitude
2 1 1/2 dots
1 1/2 dot
G/S Intercept
REV. 4, 15 FEB 2008 4-135

Volume 5
K. ILS CAT I Actions and Callouts
ILS CAT I
Trigger PF PM
Initial • Check Airspeed

approach;
Airspeed and “Flaps 1” • Check Airspeed
glideslope • Set/request speed “Flaps 1”
bug (not less than * Select Flaps 1
triggers
green dot) * Set speed if requested
• Check Airspeed
“Flaps 2” • Check Airspeed

• Set/request speed “Flaps 2”
bug (not less than • Select Flaps 2
green dot) • Set speed if
requested
• Check Airspeed

requested
Cleared for “Localizer Alive”

the approach; “Glideslope Alive”
engage APP
mode on GP
Verify that the FMA annunciations change from
white (armed) to green (captured).
GS Alive; • Check Airspeed

1 1/2 dots
“Gear down, Landing • Check Airspeed
Checklist” • “Gear Down”
• Position Gear Lever
DN
REV. 4, 15 FEB 2008 4-136

Volume 5
ILS CAT I (Continued)
Trigger PF PM
1/2 dot • Check airspeed • Check Airspeed

“Flaps 5” • “Flaps 5”
• Set/request speed • Select Flaps 5
bug (not less than • Set speed if
green dot) requested
On GS • Check airspeed • Check Airspeed

“Flaps Full” • “Flaps Full”
(if desired) • Select Flaps Full
• Set/request speed • Set speed if
bug to VAPP requested
“Set Missed Approach • Set missed approach
Altitude” altitude
500’ AFE • Verify altitude, speed “500 Feet,

and sink rate BUG ± ___,
Sink ___”
100 feet “Approaching

above DA (H) Minimums”
(Auto callout)
Verify Altitude Divide time between

monitoring instruments
and scanning outside
for runway environment.
REV. 4, 15 FEB 2008 4-137

Volume 5
ILS CAT I (Continued)
Trigger PF PM
DA (H) Run- “Minimums” (Auto call

way NOT in “Go Around” out) “No Contact”1
sight • Execute go around
procedure
or

way in sight out) “<Visual Cues> In
Sight”1
“Landing”
• Disconnect autopilot
and land the aircraft
1
Note: Not required if “Landing” callout has been made by PF
REV. 4, 15 FEB 2008 4-138

PRECISION APPROACH (ILS)
APPROACHING INTERCEPT HEADING

· FLAPS 3, ARM APP MODE APPROACHING FIELD
· APPROPRIATE VERTICAL AND LATERAL MODES
Volume 5
FIX
· FLAPS 1
· FLAPS 2
REV. 4, 15 FEB 2008

GLIDE SLOPE INTERCEPT
· FLAPS 5
· SET GO AROUND ALTITUDE
· LANDING CHECKLIST
LOCALIZER CAPTURE
L. Precision Approach Profile
MISSED APPROACH
· PUSH TO/GA SWITCH
· GO AROUND THRUST
· GO AROUND ATTITUDE
· FLAPS 2
· POSITIVE RATE / GEAR UP
· COMPLETE GO AROUND PROCEDURE
· AFTER TAKEOFF CHECKLIST
GLIDE SLOPE ALIVE

· WAIT FOR 1 1/2 DOTS
· GEAR DOWN
EM170AOM980011.DGN
4-139
Section 38 ILS PRM Approach
Volume 5
Section 38 ILS PRM Approach
A. Procedures
1. If ATIS broadcasts or ATC advises ILS/PRM approaches are
in progress and approach will be accepted, accomplish the
following:
2. Inform ATC on initial contact if unable to meet approach
requirements.
3. Captain assumes PF duties prior to commencing approach.
4. Use autopilot, flight directors and, if available, A/THR.
5. Leave TCAS in TA/RA. If a Resolution Advisory (RA) is
received without an ATC Traffic Alert, accomplish TCAS
Warning RA procedure.
6. Review ILS/PRM Breakout procedures.
If breakout initiated by:
a. ATC Traffic Alert - follow controller’s vertical and lateral
instructions.
b. ATC Traffic Alert and TCAS RA - follow RA vertical guid-
ance and controller’s lateral instructions.
Note: If the controller’s instructions include vertical guidance
that conflicts with RA vertical guidance, follow RA
vertical guidance while complying with controller’s lateral
instructions.
REV. 4, 15 FEB 2008 4-140

Section 39 Non-Precision Procedures
Volume 5
A. General
1. When the weather is below 1000/3, the autopilot shall be
utilized from at least the FAF until leveling at the MDA
selected on the GP, or until a “Landing” call is made during
non-precision approaches.
Note: If the autopilot is required by this section but has been
placed in the MEL list, the flight director must be
operative.
2. When the weather is above these minimums, the use of the
autopilot is at the pilots discretion.
3. Use of the autopilot reduces crew workload, particularly in
respect to flight path control, and allows more time for
management and monitoring the approach.
4. Also, correct use of the autoflight altitude select feature can
help prevent descents below authorized altitudes.
B. Setting Minimums
1. When the published MDA is not a multiple of 100’, round it up
to the next 100’ (e.g. 620’ is rounded up to 700’).
2. When setting MDA, set the “adjusted” MDA in the altitude
window using the GP. This number now becomes the “new”
MDA for the approach. When an intermediate step-down
altitude(s) is designated, set the GP altitude to the step-down
altitude(s), then to the “adjusted” MDA.
3. Some approaches may have a step down of 100 feet between
an intermediate fix and the MDA.
C. Descent Profile
1. Once ALT is annunciated on the FMA, set the next lower
intermediate step down altitude until the MDA is set.
2. The V/S for the descent should be managed to avoid level
flight at intermediate altitudes and/or the MDA and places the
aircraft at the MDA concurrent with the VDP or “calculated”
VDP.
Note: The use of FPA (or PTH with VNAV) is recommended so
as to stay close to the glide path indicated by the VTA.
3. The objective is to arrive at the MDA at a distance from the
runway that permits a normal 3 degree profile without leveling
off and maintain this profile to the TDZ.
REV. 5, 01 MAY 2008 4-141

Volume 5
D. Calculated VDP
1. If a non-precision approach does not contain a published
VDP, a calculated VDP can be created for better situational
awareness during the approach. The purpose of determining
a ‘calculated’ VDP is to validate the aircraft is at the proper
position on the approach corresponding to the point of
intercept with a 3 degree profile to the touchdown zone. There
are number of ways to calculate a VDP.
2. If using DME or FMS mileage the calculated VDP can be
derived by determining the distance to the runway and using
the 3 to 1 rule. For each one mile from touchdown, the normal
glide path is a multiple of 300 feet above the TDZ elevation.
3. For example, the MDA places you 480 feet above the TDZ
elevation. That means the normal glide path intercepts the
MDA approximately 1.5 miles from the arrival end of the
runway. At this point during the approach you should be at the
proper location to begin normal pitch and thrust adjustment to
establish a 3 degree profile, (700-800 FPM) descent rate.
4. Alternative Method
a. Another method is based on timing and the normal
descent rate for a 3 degree glide path. On a normal glide
path the aircraft descends approximately 100 feet every
nine (9) seconds of flight. For example, the MDA places
you at 480 feet above the TDZ elevation. This means that
it will take approximately 45 seconds (9 times 5), to
descend from the MDA to the landing runway.
b. In this example, the timing from the FAF to the MAP is two
minutes and twenty seconds, (2:20). By subtracting the 45
seconds from the 2:20 you have determined the point of
intercept for a 3 degree profile to the landing runway. At
1:35 seconds past the FAF you should be in a position to
adjust the pitch and thrust for normal descent to the
landing runway.
REV. 4, 15 FEB 2008 4-142

Volume 5
E. Target Vertical Speed
Non-precision approaches with a steep descent gradient may
require approximately 1000 fpm to ensure reaching the MDA by
the charted VDP position, or “calculated” VDP. By 1000 ft. AFE,
the descent rate will be transitioning to no greater than 1000 fpm.
The descent rate should be stabilized at 700-800 fpm when tran-
sitioning to the visual flight phase.
F. MDA to Landing
After leveling off at the MDA (the MDA set on the GP is the mini-
mum altitude for the approach), request the altitude window on the
GP to the missed approach altitude after ALT (green) is displayed
on the FMA, or after the landing callout is made. Maintain the MDA
until a 3 degree glide path can be established to the TDZ. When
leaving MDA, the autopilot must be disengaged. Complete the
landing manually.
Mode Mode
Approach
(Lateral Path) (Vertical Path)
VOR LNAV(1)
LOC LOC
LDA (non-precision) LOC
FPA(2)
LOC (BC) LNAV(1)
RNAV LNAV
GPS LNAV
Note: (1) If a discrepancy occurs between LNAV and raw
data, use HDG SEL to correct and maintain
desired track.
Note: (2) FPA is used because it compensates for winds.
VS may also be used.
REV. 4, 15 FEB 2008 4-143

Volume 5
G. Non-Precision Actions and Callouts
Non-Precision Approach
Trigger PF PM
• Check airspeed
“Flaps 1” • Check airspeed

requested
• Check airspeed
Initial
approach; “Flaps 2” • Check airspeed
Airspeed and • Set/request speed “Flaps 2”
glideslope bug (not less than • Select Flaps 2
triggers green dot) • Set speed if
requested
• Check airspeed

requested
“Course Alive”
Cleared for
Verify that the FMA annunciations change from white
the approach
(armed) to green (captured).
• Check airspeed • Check airspeed

Approx. 3 “Gear Down, “Gear Down”
miles prior to Landing Checklist”
FAF • Position gear lever
DN
REV. 4, 15 FEB 2008 4-144

Volume 5
Non-Precision Approach (Continued)
Trigger PF PM
• Check Airspeed

Approx. 2
miles prior to
bug (not less than
FAF • Select Flaps 5
green dot)
• Set speed if
requested
• Check airspeed
“Flaps FULL” • Check airspeed

Approx. 1 (if desired) “Flaps FULL”
mile prior to • Set/request speed • Select Flaps Full if
FAF bug to VAPP requested
• Set speed if
requested
1,000 feet • Verify altitude “1000 Feet”

above AFE

above MDA Minimums”
(Auto callout)1
• Verify altitude
MDA • Level off, if “Minimums” (Auto call

appropriate out)1
• After ALT
annunciated on
FMA

REV. 4, 15 FEB 2008 4-145

Volume 5
Non-Precision Approach (Continued)
Trigger PF PM
“Missed Approach
At MAP Point, No Contact”
(Runway
environment “Go Around”
not in sight)
See go around procedure
or
“<Visual Cues> In
Sight”1
“Landing”
“Set Missed Approach
Before MAP Altitude” (if not
(Runway previously accom-
environment
is in sight) plished) • Set missed approach
altitude
1Not
required if “Landing” callout has been made by PF.
REV. 4, 15 FEB 2008 4-146

NON−PRECISION APPROACH

APPROACHING FIELD
· APPROPRIATE VERTICAL AND LATERAL MODES
Volume 5
FAF
· FLAPS 1
· FLAPS 2
REV. 4, 15 FEB 2008

DESCENDING TO MDA
· SET PROPER FLIGHT PATH ANGLE
· PERFORM A PRECISION − LIKE
H. Non-Precision Profile
APPROACH
INBOUND
RUNWAY INSIGHT
· FLAPS 3
· INTERCEPT LANDING
· GEAR DOWN
PROFILE MISSED APPROACH
· DISCONNECT AUTO PILOT
· GO AROUND THRUST
· SET GO AROUND FLAPS
APPROACHING FAF
· SET LANDING FLAPS
· LANDING CHECKLIST
EM170AOM980010.DGN

4-147
Volume 5
I. Circling Approaches
1. Shuttle America’s Restrictions
a. Shuttle America aircrews are permitted to accept instru-
ment approaches that terminate in a "circle-to-land"
maneuver only if the reported ceiling is at or above 1000
feet HAA and the visibility is better than 3 SM.
b. If the flightcrew requests or ATC assigns a circling
approach, the CA must fly the approach and landing.
c. The aircrew must use the highest of the following landing
minimums for an instrument approach that requires a
circle-to-land maneuver to align the aircraft with the
runway of intended landing when a straight-in landing from
an instrument approach is not possible or is not desirable:
1) The circling landing minimum specified by the appli-
cable instrument approach procedure,
or
2) 1,000 FT HAA ceiling and 3 Statute Miles Visibility,
whichever is higher.
2. Procedure
a. Proper planning is the key to a well-executed circling
approach. The circling approach must be thoroughly
briefed during the approach briefing with emphasis on
crew duties, callouts, direction of circle, and missed
approach considerations.
b. Prior to each approach, the Descent Check will be
accomplished. When crossing the final approach fix, the
Captain will establish a descent rate using the appropriate
Flight Path Angle for the approach. Fly the first part of the
Non-Precision Approach in accordance with the Non-
Precision Approach Procedures found in this chapter.
c. This maneuver will be initially flown on the autopilot with
the Autothrottles connected to allow both pilots the ability
to spend the maximum time looking outside the cockpit for
visual cues and other aircraft in the pattern.
REV. 4, 15 FEB 2008 4-148

Volume 5
d. When both pilots have acquired the airport visually, the
Captain will verify the heading bug is on the initial heading
to start the circling approach and select the Heading Mode
on the Flight Guidance Panel. During the remainder of the
circling maneuver, the Captain can either command the
PM to move the heading bug to a specific heading or move
the heading bug himself. As a technique, the pilots are
allowed to back up the circling approach with the ILS for
the landing runway.
e. During the circling maneuver, when the aircraft intercepts
a normal visual glide path to the landing runway, the
Captain will disconnect the autopilot but leave the Auto-
throttles engaged. Once a stabilized descent towards the
landing runway has been established, Autothrottles may
be disconnected at the discretion of the Captain.
f. The FO will make the appropriate visual approach callouts
as previously described.
g. Do not exceed 30° angle of bank during the circling
maneuver.
3. Missed Approach from a Circling Maneuver
a. A missed approach must be initiated at any point if the
approach is not stabilized, if the aircraft is not in a position
from which a normal landing can be made, or any time
visual reference with the airport and runway is lost.
b. Initially perform a climbing turn toward the landing runway.
Continue turning until established on the prescribed
missed approach course. Then follow the specific missed
approach procedures for that particular instrument
approach that has been flown, unless an alternate missed
approach procedure has been specified by ATC. Adher-
ence to the procedure will assure that the aircraft will
remain within the circling and missed approach obstruction
clearance areas.
REV. 4, 15 FEB 2008 4-149

CIRCLING APPROACH
RUNWAY INSIGHT
· LEVEL OFF AT CIRCLING ALTITUDE
· PROCEED TO DOWNWIND LEG
Volume 5
MISSED APPROACH
· GO AROUND THRUST
REV. 4, 15 FEB 2008

· SET GO AROUND FLAPS
INITIAL APPROACH CONFIGURATION · AFTER TAKEOFF CHECKLIST
· GEAR DOWN
· FLAPS 5
· SET CIRCLING MINIMUMS FINAL
· INTERCEPT VISUAL PATH
· AUTO PILOT DISCONNECTED
4. Circling Approach Profile
ABEAM THRESHOLD
· START CHRONOMETER
· MAINTAIN VISUAL REFERENCES
TURNING BASE LEG

· LANDING FLAPS
· BEFORE LANDING CHECKLIST
EM170AOM980012.DGN
4-150
Section 40 RNAV Approach
Volume 5
A. General
1. The ERJ-170 is authorized to conduct RNAV approaches that
provide lateral guidance to the runway threshold.
2. This FMS generated guidance can use a variety of sensor
inputs of which GPS is primary. The RNAV approach is a non-
precision approach using an MDA based on LNAV or LNAV/
VNAV minimums, whichever is appropriate.
Note: LPV minimums are not authorized.
B. Jeppesen Approach Plate Terminology
1. Jeppesen approach plates may be labeled RNAV (GPS),
RNAV, GPS, VOR or GPS, etc. In other words, if the title of the
approach contains RNAV or GPS and the approach is stored
in the nav database, then the approach may be flown.
Note: Pilot modifications to the stored procedures (to include
fixes, altitudes or angles) are not permitted.
2. The approach plate in the “PRE-APPROACH BRIEFING
INFORMATION” section, will list approach requirements. For
instance, “GPS or RNP - 0.3 required” means that if you have
GPS or no GPS, but your RNP is 0.3 NM or less, you are legal
to execute the approach. “DME/DME RNP - 0.3 not
authorized” means that if you do not have GPS, you are not
authorized to execute the approach.
C. LNAV/VNAV Approaches
1. When conducting LNAV/VNAV approaches, the PF (or the PM
upon the command of the PF) will set the LNAV/VNAV MDA
(rounded up to the nearest 100 feet) into the AFCS altitude via
the guidance panel when ATC issues the clearance for the
RNAV approach.
2. The PF will descend the aircraft via the VNAV button on the
flight guidance panel. The PM will monitor the aircraft to
ensure that all intermediate altitudes are properly maintained
throughout the approach.
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Volume 5
3. For approaches utilizing LNAV/VNAV minimums, the flight
crew will input the lowest altitude that the aircraft is cleared to
in the AFCS via the guidance panel. Both pilots must verbally
re-confirm all intermediate altitudes by cross-checking the
The PF is responsible to ensure that all altitude crossing
restrictions are met when the VNAV button is engaged.
4. Missed Approach Procedures
a. Missed approach procedures are the same as any other
non-precision instrument approach except that the missed
approach will be commenced upon reaching the LNAV/
VNAV MDA if the runway is not distinctly visible.
b. In the event the runway is distinctly visible at or prior to
reaching the LNAV/VNAV MDA, the PF will use the
following procedures
1) Announce intentions (“Landing”)
2) Disconnect the autopilot
3) Callout “Set Missed Approach Altitude”
WARNING: Depending on which vertical mode is annunciated on
the FMA (FPA, ASEL, or ALT), when the missed
approach altitude is set the flight director may
command a climb. The PF should continue the
descent visually on a 3 degree glide path and land the
aircraft.
4) Callout “Set FPA 3 Degrees”
5. All other procedures are identical to the LNAV Approach
procedures.
D. Required Navigational Performance (RNP)
1. Currently, all published RNAV approaches have an RNP of
0.3 NM which is depicted on the approach plate. Selection of
the RNP is automatic in the ERJ-170/175 Honeywell FMS and
will change from the terminal setting of “1.0” to the approach
setting of “0.3” two miles from the final approach fix. RNP is
displayed on the PFD HSI and on the PROG page (1).
2. Estimated Position Uncertainty (EPU) is displayed on the
PROG page (1). If the EPU exceeds the RNP, a DGRAD
message is displayed on the PFD HSI. By switching the SRC
(the FMS source), the EPU may be within limits and the
approach continued.
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Section 41 Landing Callout
Volume 5
E. Discontinuing the Approach
The approach must be discontinued if any of the following mes-
sages annunciate:
1. The DGRAD message on the PFD
Note: The SRC (the FMS source) may be switched to maintain
the EPU within limits. After accomplishing this switch
and the ensuring DGRAD message is not annunciated,
the approach may be continued.
2. GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or
GPS FAILED messages on the MCDU
Section 41 Landing Callout
A. For CAT I ILS, RNAV, and Visual Approaches
The PF may call “Landing” when:
1. the aircraft is cleared to land
2. the aircraft is in position to land safely, and
3. the runway environment will remain in sight until touchdown.
B. Prior to the “Landing” Callout
1. All approach callouts will be made in accordance with the
procedures outlined in this manual.
2. The PM will callout any visual cues associated with the
runway (e.g., strobe/approach lights, threshold location -left/
right/ahead) until the PF calls out “Landing.”
C. After the “Landing” Callout
1. The PM will continue to monitor instruments and call out any
deviations that would prevent a safe landing, and revert to
visual approach callouts.
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Section 42 Landing Checklist
Volume 5
A. General
landing.
2. Who - Initiated by the PF.
3. When - After extending the landing gear.
No flow pattern.
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Volume 5
E. PM’s Landing Checklist Flow Pattern
PM LANDING
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Volume 5
PM Landing Checklist Flow

After extending the landing gear.
• Landing Gear Lever - Down
• Give Flight Attendants 2 Bell Signal
• EICAS - Check
G. PM’s Expanded Landing Flow

1. Landing Gear Lever ................................................. Down
2. Flight Attendants .....................................................Notify
a. Notify FA for brace position when the landing gear is
extended (approximately 5 miles from touchdown) by
selecting the ATTND CALL (FA Call Button) twice.
3. EICAS .................................................................. Checked
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Volume 5
H. Landing Checklist
Flight Attendant . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . Notified
Notify Flight Attendant by pressing the ATTND CALL (FA Call But-
ton) twice.
EICAS . . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Checked
1. EICAS Messages .................................................. Checked
Landing Gear . . . . . . . . . . . . . . . Verify . . . . . . . . . Down, 3 Green
2. LANDING GEAR Lever .............................................. Down
3. LANDING GEAR Display ........................................3 Green
At this point, the Landing Checklist is referred to as

“Down to the line.” The remainder of the checklist will
be called for when landing flaps have been called for
and selected.
.
Flaps . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ___
4. EICAS......................................................................... Verify
a. SLAT/Flap Position Display.........<LDG Setting>, Green
.
Landing Checklist . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . Complete
REV. 4, 15 FEB 2008 4-157

Section 43 Go Around
Volume 5
A. Preparation
Maintain “Mode Awareness” by monitoring the FMA to determine
the engaged pitch and roll modes.
B. Manual vs. Automatic Go Around Procedures
Go around procedures maximize the use of the automation. Pilots
must remain mentally prepared to execute a F/D or raw data go
around in the event of equipment failure or malfunction.
C. TOGA Switch.
All go around procedures begin by pressing either TOGA switch.
The TOGA switch engages the highest level of automation avail-
able. This includes autopilot, Autothrottle and flight director use.
D. Thrust And Configuration Requirements.
1. 1000 feet AFE and Below: All go-arounds initiated below
1000 feet AFE must follow the go around thrust and
configuration requirements of this section. The TOGA
functions of the AFCS system and the autothrottle will
operate.
2. Above 1000 feet AFE: Thrust usage and configuration
requirements are at the pilot’s discretion. For example, while
descending through 2000 feet with gear down and flaps 3,
ATC asks for a right turn to downwind for additional spacing,
expect a turn to final in 2 miles. The pilot may elect to level off,
keep the gear and flaps extended and complete the
configuration after re-established inbound.
3. Thrust Levers: Normal thrust lever operation is with the
autothrottle function engaged. Thrust levers may be set
manually with the autothrottle function disengaged to either
the TOGA or maximum thrust positions
4. Flight Director Go Around: Flap retraction is accomplished
by reference to the indicated airspeed display. Retract flaps at
or above the F Bug.
5. Raw Data Go Around: Flap retraction is accomplished
identically to Flight Director Go Around.
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Volume 5
6. Executing the Go Around:
a. Sufficient visual cues must exist to continue the approach
below DH or MDA. If visual cues are lost after DH or MDA
due to shallow fog, snow flurries, or heavy precipitation,
the pilot shall immediately initiate a go-around and fly the
published missed approach procedure as required by the
14 CFR’s. Go arounds, when properly executed, involve
little loss of altitude below the altitude at which the go
around is “started ”.
Note: Either pilot (Pilot Flying or Pilot Monitoring) can call for a
go-around at any time during the approach and transition
to landing. If either pilot calls for a go around, the PF
must execute the go around maneuver without
hesitation.
b. Missed approach procedures for straight-in approaches
rarely present a problem. Conducting a missed approach
when not established on a final approach course should be
as follows:
1) If a go around is required at any time while maneu-
vering in the traffic pattern and visual conditions
cannot be maintained, perform a climbing turn toward
the runway of intended landing (this maneuver will
position the aircraft over the airport and climbing).
2) When over the airport and climbing, turn (in the
shortest direction) to the missed approach fix and
proceed with published procedure.
E. Go Around Maneuver
1. To initiate the go around press either TOGA switch. If an
automatic approach has been flown, the autopilot and
autothrottle can remain engaged. If the approach has been
flown manually, rotate smoothly to a 12° pitch attitude and
then follow flight director commands. Verify thrust levers move
to TOGA thrust.
2. Verify the GA modes are annunciated on the FMA. The GA
pitch mode initially commands a go around attitude and then
transitions to speed as the rate of climb increases. This speed
is normally between VAC and VAC + 15 knots. The GA roll
mode maintains existing ground track.
3. Accomplish the missed approach procedure. If a turning
missed approach procedure is required, accomplish the
missed approach procedure through gear up before initiating
the turn. Delay further flap retraction until initial maneuvering
is complete and a safe altitude and appropriate speed are
attained.
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Volume 5
4. At 1,000 feet RA or obstacle clearance altitude (OCA)
(whichever is higher), accelerate to flap retraction speed by
selecting FLCH and 210 knots.
5. As the airspeed increases, retract flaps at or above the F Bug
and complete the After Takeoff checklist.
Go Around Flap Settings
If landing flap setting is ... Then the go around flap setting is ...
5 2
FULL 4
6. After flaps are retracted verify desired altitude is displayed in

PFD.
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Volume 5
F. Go Around Actions And Callouts
Go-Around
Trigger PF PM
Go around “Go Around”

• Press either TOGA • Verify GA
switch annunciates
“TOGA”
• Verify thrust levers
move to TOGA • Verify thrust levers
thrust. move to TOGA
• Rotate toward 12° thrust
pitch attitude, then “TOGA Set”
follow
F/D commands
• Check Airspeed
“Flaps (2 or 4)” as
• Check airspeed
appropriate
“Flaps (2 or 4)”
• Select Flaps (2 or 4)
Positive rate • Verify positive rate of

of climb climb on VSI
“Positive Rate”
climb
“Gear Up”
“Gear Up”
• Position gear lever
UP
“Advise ATC”
• Execute published
• Advise ATC
missed approach or
proceed as
instructed by ATC
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Volume 5
Go-Around (Contin-
Trigger PF PM
At or above Select/Request
400 ft AFE “HDG” or “FMS NAV” • Select HDG or FMS
NAV
“Flight Level Change, • Verify Climb Thrust

At or above 210” (or speed as • Select FLCH
1,000 ft AFE required) • Set Speed Bug to
• Accelerate to 210 kts 210 kts or requested
speed
• Monitor Missed
Approach
At flap • Check airspeed

retraction “Flaps __” • Check airspeed
speeds (Retract flaps at or “Flaps __”
above F Bug) • Select proper flap
setting, when
requested
• Check airspeed
“Flaps UP, After Take- Check airspeed

off Checklist” “Flaps UP”
• Retract Flaps
Takeoff Checklist
Note: It is recommended to turn on the autopilot only after

reaching 210 KIAS if desired.
REV. 4, 15 FEB 2008 4-162

Section 44 Missed Approach Point
Volume 5
Section 44 Missed Approach Point
A. ILS CAT I
The Missed Approach Point (MAP) is the point during an approach
where the aircraft on glideslope arrives at the published decision
altitude, based on a barometric altimeter.
Section 45 ILS/PRM Breakouts
A. Conflicting Controller/RA Guidance
If the controller’s instructions include vertical guidance that con-
flicts with RA vertical guidance, follow RA vertical guidance while
complying with controller’s lateral instructions.
B. ILS/PRM Breakouts Actions and Callouts
ILS/PRM Climbing Breakout
Trigger Capt (PF) FO (PM)
Alert Simultaneously:
“Breakout, TOGA”
• Select either TOGA
button
• TCS - Press and hold • Ensure thrust levers
advance to TOGA
• Turn to heading
position
• Establish climb
(follow RA, if
received) • Select HDG and set
heading on GP
• Set altitude on GP
• Monitor flight path;
call out deviations
Established • Reconfigure aircraft, • Reconfigure aircraft,

on heading as desired as desired
REV. 4, 15 FEB 2008 4-163

Section 45 ILS/PRM Breakouts
Volume 5
ILS/PRM Descending Breakout
Trigger Capt (PF) FO (PM)
Alert Simultaneously:
“Breakout”
• TCS - Press and hold
• Turn to heading,
• Establish descent • Select HDG and set
(follow RA, if heading on GP
received) • Set altitude on GP
• Do not exceed • Monitor flight path;
1,000 FPM unless call out deviations
directed by RA
Leveled off • Reconfigure aircraft, • Reconfigure aircraft,

and estab- as desired as desired
lished on
heading
REV. 4, 15 FEB 2008 4-164

Section 46 Normal Landing
Volume 5
A. Vertical Guidance
1. As with any aircraft, the key to a successful landing is to make
a stabilized approach by using:
a. glideslope (ILS),
b. glidepath (vertical guidance), and/or
c. visual cues (VASI, PAPI, etc.).
2. By doing this, the aircraft should cross the landing threshold at
a height of approximately 50 feet, which corresponds to a
touchdown point of 1,000 feet.
3. The acceptable touchdown range is 750 to 1,250 feet from the
runway threshold.
B. Thrust
1. The PF should decide when to retard the thrust levers
considering all external circumstances (e.g., landing
configuration, aircraft speed versus target, speed trend arrow,
aircraft acceleration/deceleration rate, aircraft height versus
descent path, aircraft rate of closure with the ground, gusts,
shears, outside perception of the runway, etc.).
2. Unless unusual conditions dictate otherwise, the thrust levers
should be at IDLE prior to starting the flare at approximately
20 feet. It is recommended not to attempt to touchdown with
the thrust above idle.
C. Flare
1. A concerted flare is neither required nor desirable.
2. A slight increase in pitch (1-2°), at approximately 20 feet, is all
that is needed to check the rate of descent.
3. This will produce a consistent touchdown point, while
protecting against a tailstrike and excessive float.
4. The landing should occur without a long flare.
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Volume 5
D. Touchdown
1. After main gear touchdown, begin to smoothly fly the nose
wheel onto the runway by relaxing aft control column
pressure. Control column movement forward of neutral should
not be required.
CAUTION: Pitch rates sufficient to cause aircraft structural
damage can occur if large nose down control column
movement is made prior to nose wheel touchdown.
E. Ground Spoilers
1. The ground spoilers “spoil” the lift from the wings, which
places the aircraft weight on the main landing gear, providing
excellent brake effectiveness.
2. Effectiveness: Unless ground spoilers are extended after
touchdown, braking effectiveness may be reduced initially as
much as 60 percent, since very little weight will be on the
wheels and brake application may cause rapid anti-skid
modulation.
3. Auto-Deploy: Normally, ground spoilers will extend
automatically.
F. Nosewheel & Rudder Inputs after Touchdown
1. Nosewheel: If the nosewheel is not promptly lowered to the
runway, braking and steering capability are significantly
degraded and no drag benefit will be gained.
2. Rudder: Rudder control is effective to approximately 60
knots. Rudder pedal steering is sufficient for maintaining
directional control during the roll-out.
3. Nosewheel Steering: Do not use the nosewheel steering
tiller until reaching taxi speed. In a crosswind, displace the
control wheel into the wind to maintain wings-level which aids
directional control.
CAUTION: Nose wheel steering tiller should not be used above
normal taxi speeds (30 knots).
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Volume 5
G. Reverse Thrust
1. The importance of establishing the desired reverse thrust as
soon as possible after touchdown can not be
overemphasized.
2. Immediate initiation of maximum reverse thrust at main gear
touchdown is the preferred technique and full reverse thrust
will minimize brake temperature, tire and brake wear, and
reduce the stopping distance on very slippery runways. Under
normal circumstances, the pilot should be able to routinely use
maximum reverse and minimum braking to bring the aircraft to
a safe taxi speed.
Note: Use of minimum reverse thrust is not recommended and
will almost double the brake energy requirements which
can result in brake temperatures much higher than
normal.
Note: Reverse thrust is most effective at high speeds.
3. Use of minimum reverse thrust will almost double the brake
energy requirements and can result in brake temperatures
much higher than normal.
Note: Reverse thrust is most effective at high speeds.
4. Application: After touchdown and when the thrust levers are
retarded to idle, lift the reverse thrust triggers on the thrust
reverser levers. Select maximum reverse thrust consistent
with runway conditions and modulate reverse thrust as
required.
Note: If an engine surges during reverse thrust operation,
quickly select reverse idle on both engines.
5. Callouts: The PM will call out:
a. the number of green REV annunciations
b. any limits being approached and/or exceeded
c. any other abnormalities
d. “80 KNOTS” and “60 KNOTS” to assist the PF in
programming the reverse thrust
6. Reduction: Maintain up to maximum reverse thrust until the
airspeed approaches 80 knots. Then start reducing the
reverse thrust so the reverse levers are moving down at a rate
commensurate with the deceleration rate of the aircraft.
Reverse idle should be reached by 60 knots, then to full down
after the engines have decelerated to idle.
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Volume 5
7. Engine Inoperative: Reverse thrust may be used with one
engine inoperative. Use normal reversing procedures and
techniques. If directional control becomes a concern during
deceleration, return the operating engine lever to reverse idle
detent.
H. Braking
The following procedure will give optimum braking for all runway
conditions:
1. The pilot’s seat and rudder pedals should be adjusted so it is
possible to apply maximum braking with full rudder deflection.
2. After main gear touchdown, smoothly apply a constant brake
pedal pressure for the desired braking. For short or slippery
runways, use full brake pedal.
3. Pumping the brakes will degrade braking effectiveness. Keep
a steadily increasing brake pressure applied, allowing the
anti-skid system to function at its optimum.
4. The anti-skid system will stop the aircraft for all runway
conditions in a shorter distance than is possible with either
anti-skid off or brake pedal modulation.
5. The anti-skid system adapts pilot-applied brake pressure to
runway conditions by sensing an impending skid condition
and adjusting the brake pressure to each individual wheel for
maximum braking effort. When brakes are applied on a
slippery runway, several skid cycles will occur before the anti-
skid system establishes the right amount of brake pressure for
the most effective braking.
6. Do not attempt to modulate, pump, or improve the braking by
any other special techniques.
7. If the pilot modulates the brake pedals, the anti-skid system is
forced to readjust the brake pressure to establish optimum
braking. During this re-adjustment time, braking efficiency is
lost.
8. Do not release the brake pedal pressure until the airplane
speed has been reduced to a safe taxi speed.
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Volume 5
9. Anti-Skid Inoperative: When the anti-skid system is
inoperative, the following procedures apply:
a. Ensure the nosewheel is on the ground and the speed
brakes are extended (assume automatic deployment
unless appropriate EICAS messages are displayed)
before applying the brakes.
b. Initiate wheel braking using very light pedal pressure and
increase pressure as ground speed decreases.
Note: Apply steady pressure. Do not pump the pedals.
c. Anti-skid-off braking requires even greater care during
light-weight landings.
10. Brake Cooling: A series of taxi-back or stop-and-go landings,
without additional in-flight cooling, can cause excessive brake
temperature. The energy absorbed by the brakes from each
landing is cumulative.
I. Landing Actions and Callouts
LANDING
Trigger PF PM
Touchdown • Select reverse thrust • Verify green REV

icon(s)
“Two (One, No)
Reverse”
Nose wheel • Apply brakes, as • Monitor deceleration

touchdown required • Monitor engine
instruments
80 kts “80 Knots”
60 kts • Ensure idle reverse “60 Knots”

thrust or less
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Volume 5
J. Crosswind Landing
1. Methods
a. Four methods of performing crosswind landings are
presented. They are the sideslip, de-crab technique (with
removal of crab in flare), crab technique for slippery
runways, and combination crab/sideslip technique.
b. Whenever a crab is maintained during a crosswind
approach, offset the cockpit on the upwind side of center-
line so the main gear touches down on the runway center-
line.
2. Sideslip
a. The sideslip crosswind technique aligns the aircraft with
the extended runway course so main gear touchdown
occurs on the runway centerline.
b. The initial phase of the approach to landing is flown using
the crab method to correct for drift. Prior to the flare, the
aircraft centerline is aligned on or parallel to the runway
centerline.
c. Downwind rudder is used to align the longitudinal axis to
the desired track as aileron is applied into the wind to
prevent drift. A steady sideslip is established, with opposite
rudder and low wing into the wind to hold the desired
course.
d. Touchdown is accomplished with the upwind wheels
touching just before the downwind wheels. Overcontrolling
the roll axis must be avoided because over-banking could
cause the engine nacelle or outboard wing flap to contact
the runway.
e. Properly coordinated, this maneuver will result in nearly
fixed rudder and aileron control positions during the final
phase of the approach, touchdown, and beginning of the
landing roll.
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Volume 5
3. De-Crab During Flare
a. The objective of this technique is to maintain wings-level
throughout the approach, flare, and touchdown.
b. On final approach, a crab angle is established with the
wings-level to maintain the desired course.
c. Just prior to touchdown while flaring the aircraft, downwind
rudder is applied to eliminate the crab and align the aircraft
with the runway centerline.
d. As rudder is applied, the upwind wing will sweep forward,
developing roll due to lifting forces.
e. Hold the wings level with simultaneous application of
aileron control into the wind.
f. The touchdown is made with cross-controls and both gear
touching down simultaneously.
g. Throughout the touchdown phase, upwind aileron applica-
tion is utilized to keep the wings level.
4. Touchdown in Crab on Slippery Runways
a. On very slippery runways, the crosswind crab angle may
be maintained to touchdown.
b. This will reduce drift toward the downwind side when
touching down.
c. Since the aircraft does not have to be de-crabbed, pilot
workload is reduced.
d. Proper rudder and upwind aileron must be maintained to
ensure directional control is maintained.
e. On slippery runways, crosswind capability is a function of
runway surface conditions, aircraft loading, and pilot tech-
nique.
5. Combining Crab and Sideslip
a. It may be necessary to combine crab and sideslip during
strong crosswinds.
b. Main gear touchdown is made with the wing low and crab
angle applied.
c. As the upwind gear touches first, a slight increase in down-
wind rudder is applied to straighten the nose.
d. A simultaneous application of aileron is applied to maintain
wings-level.
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Volume 5
K. Land And Hold Short Operations (LAHSO)
LAHSO is an acronym for "Land And Hold Short Operations".
These operations include landing and holding short of an inter-
secting runway, an intersecting taxiway, or some other designated
point on a runway other than an intersecting runway or taxiway.
1. Approved LAHSO Airports and Runway Configurations
Shuttle America is authorized to conduct Land and Hold Short
Operations at the destination airports and runway configura-
tions listed in General Operations Manual (GOM) in accor-
dance with the Operations Specifications A027.
2. LAHSO Policies and Procedures
The following paragraphs outline specific pilot/operator
responsibilities when conducting LAHSO.
a. Pilot Notification of LAHSO
When LAHSO operations are expected to be utilized, an
announcement will be made on the ATIS; e.g. "LAHSO in
effect" or "Expect landing on Runway 22 to hold short of
Runway 27". The Available Landing Distance (ALD) may
or may not be added to the ATIS message.
When LAHSO is conducted at locations not served by an
ATIS, or the ATIS is out of service, pilots will be advised on
initial contact, or as soon as practical thereafter, to expect
a LAHSO clearance.
Aircraft conducting closed traffic operations need only be
advised once that LAHSO is in effect. Acknowledgement
of the current ATIS meets this requirement.
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Volume 5
b. Planning
To conduct LAHSO, pilots should become familiar with all
available information concerning LAHSO at their
destination airport. Pilots should have, readily available,
the published ALD and runway slope information for all
LAHSO runway combinations at each airport of intended
landing. Additionally, knowledge about landing
performance data permits the pilot to readily determine
that the ALD for the assigned runway is sufficient for safe
LAHSO. As part of a pilot's preflight planning process,
pilots should determine if their destination airport has
LAHSO. If so, their preflight planning process should
include an assessment of which LAHSO combinations
would work for them given their aircraft's required landing
distance. Good pilot decision making is knowing in
advance whether one can accept a LAHSO clearance if
offered.
Note: The maximum required field length for landing at the
destination airport for the ERJ-170 at its respective
maximum allowable landing weight is always within the
6000' minimum landing distance.
Upon receipt of the Automatic Terminal Information
Service (ATIS), or notification by ATC that LAHSO is being
conducted on the expected landing runway, the pilot in
command shall determine the capability to accept the
LAHSO clearance. When the ATIS is acknowledged, and
upon initial contact with the appropriate control tower, the
PIC will advise ATC when unable to accept the LAHSO
clearance.
A LAHSO clearance shall not be accepted by the flight
crew if provided after the aircraft has descended below
1,000 feet above ground level (AGL) on final approach to
the landing runway.
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Volume 5
c. Minimum Equipment List Requirements
LAHSO is prohibited if the aircraft is subject to any
minimum equipment list item that affects the stopping
capability of the aircraft. The following table shows these
MEL items. If any one of the items listed is deferred, do not
accept a LAHSO clearance.
Sys./Seq
Aircraft Type Item
Number
ERJ-170 78-30-00 Thrust Reversers
78-34-04 ENG 1 (2) REV DEPLOYED
Warning EICAS Message
78-34-06 ENG 1 (2) REV PROT FAULT
Caution EICAS Message
78-34-08 ENG 1 (2) REV FAIL
78-34-10 ENG 1 (2) REV TLA FAIL
78-34-12 ENG 1 (2) REV INHIBIT
Status EICAS Message
d. Required Landing Distance for LAHSO

If the computation of LAHSO data interferes with other
cockpit safety of flight duties, the LAHSO shall not be
accomplished.
Required landing distances or maximum weights for
LAHSO are readily available to the PIC in these sources:
- Landing weight cards in the airplane.
- The ERJ-170 POH Chapter 9.
- The General Operations Manual (GOM) Chapter 7.
e. Importance of a Stabilized Approach and Touchdown
Accuracy when Conducting LAHSO
REV. 4, 15 FEB 2008 4-174

Volume 5
1) Stabilized Approach
It is essential that a stabilized approach to the landing
runway be flown. A stabilized approach must be
established before descending below the following
minimum stabilized approach altitudes:
• 500 feet above the airport elevation during visual flight
rules (VFR) or visual approaches and during straight-in
instrument approaches in Visual Meteorological
Conditions (VMC).
• Minimum descent altitude (MDA) or 500 feet above
airport elevation, whichever is lower, if a circling
maneuver is to be conducted after completing an
• 1,000 feet above the airport or touchdown zone (TDZ)
elevation during any straight-in instrument approach in
instrument flight conditions.
2) Touchdown Accuracy
It is essential that the airplane touch down in the first one-
third of the ALD, but in no case greater than 3,000 feet
down the runway, whichever is less.
3) Rejected Landing
If touchdown in the first one-third of the ALD, but in no case
greater than 3,000 feet down the runway is not assured, a
rejected landing must be executed.
3. Limitations and Provisions
a. Only the Captain will perform LAHSO.
b. LAHSO on contaminated runways is prohibited.
c. LAHSO will not be authorized to a runway that does not
have visual or electronic vertical guidance.
d. Minimum Weather Requirements:
LAHSO requires the following prevailing weather
conditions:
- Ceiling of no less than 1,500 feet.
- Visibility of no less than 5 statute miles.
REV. 4, 15 FEB 2008 4-175

Volume 5
Where a Precision Approach Path Indicator (PAPI) or
Visual Approach Slope Indicator (VASI) is installed and
operational, the following weather minima can exist:
- Ceiling of no less than 1,000 feet.
- Visibility of no less than 3 statute miles.
At locations where a rejected landing procedure is
published, the ceiling and visibility minima will be
established in local flying directives.
e. Pilots will only accept a LAHSO clearance when the above
weather conditions exist as listed above. The intent of
having "basic" VFR weather conditions is to allow pilots to
maintain visual contact with other aircraft and ground
vehicle operations. Pilots should consider the effects of
prevailing inflight visibility (such as landing into the sun)
and how it may affect overall situational awareness.
f. LAHSO is not authorized if windshear has been reported
within the previous 20 minutes prior to the LAHSO clear-
ance being issued.
g. The tailwind on the hold short runway shall be calm (less
than 3 knots).
h. Night LAHSO may only be conducted where an approved
LAHSO lighting configuration is installed and operating.
4. Pilot Requirements when conducting LAHSO
Pilots may accept a LAHSO clearance provided that the pilot-
in-command determines that the aircraft can safely land and
stop within the Available Landing Distance (ALD).
Pilots receiving instructions "cleared to land, runway "xx""
from air traffic control are authorized to use the entire landing
length of the runway and should disregard any holding posi-
tion markings located on the runway.
Pilots receiving and accepting instructions "cleared to land
runway "xx," hold short of runway "yy" from air traffic control
must either exit runway "xx", or stop at the holding position
prior to runway "yy".
REV. 4, 15 FEB 2008 4-176

Volume 5
A pilot is expected to promptly inform ATC, ideally even before
the clearance is issued, if for any reason, the pilot elects to
land on the full length of the runway, to land on another
runway, or to decline LAHSO.
A LAHSO clearance, once accepted, must be adhered to, just
as any other ATC clearance, unless an amended clearance is
obtained or an emergency occurs. A LAHSO clearance does
not preclude a rejected landing.
If a rejected landing becomes necessary after accepting a
LAHSO clearance, the pilot should maintain safe separation
from other aircraft or vehicles, and should promptly notify the
controller.
Controllers need a full read back of all LAHSO clearances.
Pilots should read back their LAHSO clearance and include
the words, "HOLD SHORT OF (RUNWAY/TAXIWAY/OR
POINT)" in their acknowledgment of all LAHSO clearances.
In order to reduce frequency congestion, pilots are required to
read back the LAHSO clearance without prompting. Don't
make the controller have to ask for a read back!
EXAMPLE:
ATC: "(Aircraft ID) cleared to land runway six right, hold short
of taxiway bravo for crossing traffic (type aircraft)."
Aircraft: "(Aircraft ID), wilco, cleared to land runway six right
to hold short of taxiway bravo."
ATC: "Aircraft ID) cross runway six right at taxiway bravo,
landing aircraft will hold short."
Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo,
landing traffic (type aircraft) to hold."
5. Rejected Landing Procedure (RLP)
If a rejected landing becomes necessary, the PIC must
promptly notify ATC.
A rejected landing must be initiated immediately if any doubt
exists whether a safe landing will occur within the first one-
third of the ALD, or within 3,000 feet down the runway,
whichever is less.
REV. 4, 15 FEB 2008 4-177

Volume 5
a. With Published RLP
1) Upon conducting an instrument approach and cleared
to land and hold short, and a go-around becomes
necessary:
a) Below 1000 feet AGL and in VMC, execute the
published rejected landing procedure and main-
tain clear of clouds.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) If conducting a visual approach and cleared to land
and hold short, and a go around becomes necessary:
a) Below 1000 feet AGL, execute the published
rejected landing procedure and maintain clear of
clouds.
3) Heading and/or altitude assignments must be flown
as published until directed otherwise by ATC.
b. Without Published RLP

1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, remain clear of
clouds and maintain visual separation from all
other traffic.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) Upon conducting a visual approach and cleared to
land and hold short, and a go around becomes neces-
sary below 1000 feet AGL, pilots are expected to
remain clear of clouds and maintain visual separation
from all other traffic.
3) The pilot is expected to comply with specific heading
and/or altitude instructions issued by ATC.
REV. 4, 15 FEB 2008 4-178

Volume 5
c. PIC Final Authority
The pilot-in-command has the final authority to accept or
decline any land and hold short clearance.
6. Use of Anti Skid and Thrust Reverse
The anti skid system and/or thrust reverse system must be
functional during a landing under LAHSO conditions. LAHSO
is prohibited if either aircraft system is inoperable that would
adversely affect the stopping capability.
7. Crew Briefing
There have been several instances where the pilot operating
the radios accepted a LAHSO clearance but forgot to tell the
pilot flying the aircraft. Effective communication between
cockpit crewmembers is critical. The approach briefing must
cover the required LAHSO items.
a. If LAHSO is in effect for the planned landing runway, the
flight crew will include the following items with the
approach briefing:
1) LAHSO Runway and Hold Short Point(s);
2) Available Landing Distance (ALD);
3) Will ALD permit landing in actual configuration/
weight?;
4) Stabilized Approach Criteria; and
5) Rejected Landing Procedure.
REV. 4, 15 FEB 2008 4-179

Section 47 Landing Irregularities
Volume 5
Section 47 Landing Irregularities
A. Wing/Engine Strikes During Landing
Wing tip or engine nacelle strike occurs if bank exceeds 18° at
touchdown (16° with gear struts compressed).
B. Tail Strike During Landing
1. Tail strikes are more frequent during landings than takeoffs. In
fact, tail strikes occur more frequently during landings by a
factor of two to one.
2. Based upon information gathered from tail strike occurrences,
deviation from the normal landing maneuver above, is the
main cause of tail strikes.
3. The mistakes most commonly made are:
4. allowing the airspeed to decrease well below VAPP,
a. prolonged hold-off for a smooth touchdown, and
b. starting to flare the aircraft too high above the runway.
5. Flaring Too High:
a. Of these three commonly made mistakes, flaring the
aircraft too high above the runway has the greatest poten-
tial for a tail strike and resulting damage.
b. When the flare is started too high above the runway,
airspeed will decrease below VAPP causing the PF to
compensate.
c. When placed in this situation, the tendency is to continue
to increase pitch in an effort to arrest the excessive sink
rate.
d. The correct action to take is to immediately lower the pitch
attitude and fly the aircraft to the runway before the
airspeed dissipates any further.
e. While the touchdown will be firm, taking this corrective
action will prevent a tail strike.
REV. 4, 15 FEB 2008 4-180

Section 48 Rejected Landing
Volume 5
C. Bouncing at Touchdown
Do not allow the pitch attitude to increase, particularly following a
firm touchdown with a high pitch rate.
1. In case of a light bounce
a. Maintain the pitch attitude and complete the landing while
keeping the thrust at idle.
2. In case of a high bounce
a. Maintain the pitch attitude and initiate a go around.
Note: Do not try to avoid a second touchdown during the go
around. Should the aircraft touchdown, the impact will be
soft enough to prevent damage to the aircraft provided
pitch attitude is maintained.
CAUTION: A landing should not be attempted immediately after a
high bounce.
b. When safely established in the go around, accomplish
normal go around procedures.

A. Rejected Landing Maneuver
1. The rejected landing maneuver is identical to the go around
maneuver.
2. Apply go around thrust and select go around flaps while
rotating to go around attitude.
3. Retract the landing gear after a positive rate of climb is
established and retract the flaps on schedule at a safe
altitude.
WARNING: After reverse thrust is initiated, a full stop landing
must be made. Factors dictating this are five seconds
are required for a reverser to stow in the forward
thrust position and possibility exists a reverser may
not stow in the forward thrust position.
REV. 4, 15 FEB 2008 4-181

Section 49 After Landing Checklist
Volume 5
A. Taxi Procedures
See taxi procedures at the beginning of this chapter for applicable
guidance
B. Engine Shutdown after Landing
In addition to applicable guidance on “Single Engine Taxi,” do the
following prior to shutting down #2 engine on taxiing into the gate:
1. Thrust Lever (as appropriate) ...................................IDLE
Note: Following high power operations (e.g. maximum reverse
thrust, etc.), run the engines at IDLE for two (2) minutes
to allow for engine thermal stabilization before shutting
down an engine.
2. START/STOP Selector (as appropriate) ................. STOP
C. General
1. This flow and checklist is used to ensure the aircraft is ready
for taxiing to parking.
2. Who - Initiated by the Captain; the First Officer reads and
accomplishes silently; however, verbalizes “After Landing
Checklist Complete”.
3. When - After the aircraft has cleared the active runway and if
the First Officer performed the landing, after the Captain has
assumed full control of the aircraft.
REV. 4, 15 FEB 2008 4-182

Volume 5
D. Captain’s After Landing Flow Pattern
CAPTAIN AFTER LANDING
S F
REV. 4, 15 FEB 2008 4-183

Volume 5
E. Captain’s Abbreviated Flow
Captain’s After Landing Checklist Flow

After the aircraft has cleared the active runway
• Call for “After Landing Checklist”
F. Captain’s Expanded Flow

LOGO lights should be ON for all operations at night.
REV. 4, 15 FEB 2008 4-184

Volume 5
G. First Officer’s After Landing Flow Pattern
FIRST OFFICER AFTER LANDING
TRIM
REV. 6, 13 JUN 2008 4-185

Volume 5
H. First Officer’s Abbreviated Flow
First Officer’s After Landing Checklist Flow

After the aircraft has cleared the active runway and if the First
Officer performed the landing, after the Captain has assumed
full control of the aircraft
• Trim - PITCH to UP 4; Rudder & Aileron to neutral
• SLAT/Flap Lever - 0 Detent
• Transponder - As Required
• Wx radar - confirm FSBY or OFF
• APU - As Required
• Accomplish the After Landing Checklist silently; verbalize
“After Landing Checklist Complete”
I. First Officer’s Expanded Flow

1. Trim ............................................................................... Set
a. PITCH ..................................................................... UP 4
b. Rudder & Aileron ................................................ Neutral
2. Flaps............................................................................... UP
a. SLAT/Flap Lever .............................UP & in the 0 detent
b. Verify on the EICAS the Flaps/Slats are in the up position
3. Transponder ..................................................As Required
a. Turn transponder to standby or leave it on at airports that
require the transponder to be active while on the ground.
4. Wx Radar Mode ........................................... FSBY or OFF
a. Verify RADAR is in FSBY for a through flight or OFF for the
last flight of the day.
5. APU ................................................................As Required

CAUTION: Select ON or OFF as required for current operational
conditions.If starting the APU during taxi-in, do not
shut down any engine until the APU has stabilized at
95% (or greater) for a minimum of 3 seconds.
REV. 5, 01 MAY 2008 4-186

Volume 5
J. After Landing Checklist
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Required
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Required
After Landing Checklist. . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 5, 01 MAY 2008 4-187

Section 50 Cockpit Voice Recorder (CVR) Deactivation
after a Reportable Event
Volume 5
Section 50 Cockpit Voice Recorder (CVR) Deactivation after a
Reportable Event
A. General
The Captain is responsible to deactivate both CVRs immediately
upon completion of a flight during which a reportable event
according to NTSB 830 occurred (see GOM Chapter 1 for details).
Thereafter, the CA will inform Dispatch and Maintenance Control
of the reportable event and preserve the CVR data. The CA will
make one logbook entry for the event and a separate one for the
deactivated CVR circuit breaker.
B. NTSB Reportable Event Checklist
Both CVR . . . . . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . . . . . OFF

- Deactivate both CVRs via the MCDU.
Logbook Entry . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . Complete

- Make two logbook entries:
• one for the event,
• one for the deactivated CVRs.
Logbook Entry . . . . . . . . . . . . . . . .[C] . . . . . . . . . . . . . . . Complete
NTSB 830 Reportable Event . . . . . . . . . . . . . . . . . . . . . . . . . . Complete
REV. 4, 15 FEB 2008 4-188

Section 51 Parking Checklist
Volume 5
A. General
parking and if applicable, a subsequent flight.
3. When - After the aircraft is stopped at the gate and the parking
brake is set.
B. Captain’s Parking Flow Pattern
CAPTAIN PARKING CHECKLIST FLOW
REV. 5, 01 MAY 2008 4-189

Volume 5
Captain’s Parking Checklist Flow

After the aircraft is stopped at the gate and the parking brake is set
• PARKING BRAKE - Set or OFF
• Thrust Levers - IDLE
• Electrics - Establish
• START/STOP 1 & 2- STOP
• Passenger Signs - OFF
• RED BCN - OFF
• HYDRAULICS - SET
• Call for “Parking Checklist”

1. Parking Brake .................................................. Set or OFF
a. Verify EMERG/PRKG BRAKE light illuminated when set.
2. Thrust Levers .............................................................IDLE
3. Electrics .............................................................. Establish

a. APU is the primary means of establishing electrics to shut
down the engines unless the Captain can visually verify
that the ramp crew is standing by with external power from
the Gate or a GPU. Once the external power is estab-
lished, the APU will be shut down.
1) APU...........................................Verify Up to Speed
OR
2) GPU .................................................................... IN
REV. 5, 01 MAY 2008 4-190

Volume 5
4. START/STOP 1 & 2 ...................................................STOP
Following high power operations (e.g. maximum reverse
thrust, etc.), run the engine(s) at IDLE for two (2) minutes to
allow for engine thermal stabilization before shutting down the
engine(s).
CAUTION: Thrust levers must be at IDLE for engines to shutdown.
5. PASSENGER SIGNS................................................... OFF
6. RED BCN ..................................................................... OFF
7. HYDRAULICS................................................................ Set
Verify that both System 1 and System 2 electric pumps are set
to Auto and ensure System 3A electric pump is set to Off.
Note: Do not press any rudder pedals up to fifteen (15)
seconds after hydraulic power is shut down.
REV. 6, 13 JUN 2008 4-191

Volume 5
E. First Officer’s Parking Flow Pattern
FIRST OFFICER PARKING CHECKLIST FLOW
S
F
REV. 4, 15 FEB 2008 4-192

Volume 5
1. First Officer’s Abbreviated Flow
First Officer’s Parking Checklist Flow

After the aircraft is stopped at the gate and the parking brake is set
• ACARS - ON & IN Times
• Accomplish the “Parking Checklist”
2. First Officer’s Expanded Flow.

a. ACARS.................................................................... Sent
Note: Reporting ON & IN times and fuel on board (FOB) will
normally be sent automatically.
3. Parking & Securing Checklist (Parking Portion)
PARKING BRAKE . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . Set or OFF
START/STOP 1& 2 . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . STOP

.
PASSENGER SIGNS. . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF
RED BCN. . . . . . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF
HYDRAULICS . . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . . Set

SYS 3 ELEC PUMP A ..................................................... OFF
Parking Checklist. . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . Complete
REV. 6, 13 JUN 2008 4-193

Section 52 Securing Checklist
Volume 5
A. General
1. This checklist safely configures the aircraft for power down.
2. Who - Normally accomplished by the last pilot leaving the
aircraft.
3. When - When leaving the aircraft with no electrical power
(e.g., extended delays, remaining over night, etc.)
B. Flow
1. This is a “read and do” checklist with no established flows.
2. Each item is read and accomplished silently.
CAUTION: Whenever the securing flight crew is leaving the aircraft
at the end of the operational day with external electrical
power on the Ground Service Bus (e.g. cabin lights on,
cockpit lights off), the Captain will verify that all lights
in the cockpit are off and the batteries are in the “OFF”
position prior to exiting the aircraft.
Note: If during the operational day the securing flight crew
wants to leave the aircraft powered on external power for
the next flight crew, turn the batteries off and the
emergency lights off in case external power is
inadvertently disconnected. If the securing flight crew is
not certain that the outbound flight crew will be on the
aircraft within one hour, then the entire Securing
Checklist must be accomplished.
REV. 5, 01 MAY 2008 4-194

Volume 5
C. Securing Checklist
Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
EXTERNAL LIGHTS Switches (All). . . . . . . . . . . . . . . . . . . . . . OFF
EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPU/APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If the APU is running
a. APU CONTROL MASTER ...................................... OFF
1) Allow for a complete two (2) minute cool down
2) EICAS Display “APU SHUTTING DOWN” appears
3) Completes the APU shutdown logic sequence
If using a GPU
b. GPU Pushbutton ............................................Push OUT
BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DOME Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Entrance Light Switchlight (Forward FA Panel) . . . . . . . . . . . OFF

Note: One of the crewmembers will accomplish the post flight
exterior walkaround prior to leaving the aircraft.
Note: On a ferry flight when a flight deck crew member
accomplishes the Interior Cabin Inspection, the PIC
is responsible to ensure that all doors are disarmed
prior to the flight crew leaving the aircraft.
REV. 4, 15 FEB 2008 4-195

Volume 5
REV. 4, 15 FEB 2008 4-196

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

Section 1 Quick Reference Handbook . . . . . . . . . . . . . . . . . . 5-3
THE PAGES IN THIS CHAPTER CONTAIN EXACT DUPLI-

CATIONS OF THE QUICK REFERENCE HANDBOOK
(QRH) FOUND ON THE AIRCRAFT.
This Chapter may be used by the Flight Crew whenever the air-
craft QRH is missing or damaged.
The Alphabetical Index of EICAS Messages, the Table of Con-
tents of Non-Announced Non-Normal Procedures, and the Table
of Contents by Systems reference the page numbers of the orig-
inal QRH.
Always use the QRH page numbers to find the respective check-
list procedure.
REV. 8, 15 SEP 2008 5-1

Chapter 5 Emergency and Abnormal
Checklists
Section
Volume 5
REV. 4, 15 FEB 2008 5-2

Section 1 Quick Reference Handbook
Volume 5
ERJ170 Quick Reference

Handbook
This manual is current through:
Revision 01, 15 SEP 2008
Uncontrolled copy when downloaded or printed from an electronic document.
QRH170
REV. 8, 15 SEP 2008 5-3

Checklists
Volume 5
Uncontrolled copy when downloaded or printed from an electronic document.
QRH170
REV. 8, 15 SEP 2008 5-4

Volume 5
ERJ 170 Quick Reference Handbook

QRC
ERJ-170 Emergency
Quick Reference Checklist
FLY THE AIRPLANE - SILENCE THE WARNING - DO NOT RUSH
ENGINE FIRE, SEVERE DAMAGE, OR

SEPARATION
AUTOTHROTTLES ......................DISENGAGE
#__ THRUST LEVER......Confirm ............ IDLE
#__ START/STOP...........Confirm ........... STOP
#__ FIRE HANDLE .........Confirm ........... PULL
QRC Actions Complete. Go to QRH Pg NAP-10.
DUAL ENGINE FAILURE

AIRSPEED .................................. 250 KIAS MIN
RAT MANUAL DEPLOY LEVER ............. PULL
EMERGENCY EVACUATION
PARKING BRAKE........................................ ON
THRUST LEVERS ..................................... IDLE
START/STOP 1 & 2 .................................. STOP
FIRE HANDLES..................... PULL & ROTATE
(1L AND 2R)
APU EMER STOP................................ PUSH IN
APU FIRE EXT .................................... PUSH IN
PRESSURIZATION DUMP.................. PUSH IN
ATC ....................................................... NOTIFY
EVACUATION COMMAND .................INITIATE
BATTERIES................................................ OFF
QRC Actions Complete. If there is no imminent
danger to the flight crew, go to QRH Pg NAP-8.
QRH170 Revision 01, 15 SEP 2008 Page QRC- 1
REV. 8, 15 SEP 2008 5-5

Checklists
Volume 5

QRC
CABIN ALTITUDE HI
OXYGEN MASKS.....Verify ............... ON, 100%
CREW COMM.................................ESTABLISH
ALTITUDE .......................... 10,000 FT OR MEA
(whichever is higher)
THRUST LEVERS ......................................IDLE
SPEED BRAKE LEVER ................ FULL OPEN
AIRSPEED....................... MAX/APPROPRIATE
TRANSPONDER ........................................ 7700
ATC ........................................................NOTIFY
QRC Actions Complete. Go to QRH Pg EAP2-3.
EMERGENCY DESCENT
FSTN BELTS SIGN ...................................... ON

ALTITUDE .......................... 10,000 FT OR MEA
THRUST LEVERS ......................................IDLE
SPEED BRAKE LEVER ................ FULL OPEN
AIRSPEED....................... MAX/APPROPRIATE
TRANSPONDER ........................................ 7700
ATC ........................................................NOTIFY
QRC Actions Complete.
ENGINE ABNORMAL START

#___START/STOP ................................... STOP
Page QRC- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-6

Volume 5

QRC
CRG FWD (AFT) SMOKE

CAUTION:Do not discharge the cargo fire
extinguisher on the ground with the
cargo door open.
ASSOCIATED CARGO FIRE
EXTINGUISHING BUTTON......................PUSH
QRC Actions Complete. Go to QRH Pg SMO-4.
APU FIRE
APU EMER STOP................................ PUSH IN
BATT 1 (2) OVERTEMP

ASSOCIATED BATTERY ........................... OFF
PITCH TRIM RUNAWAY

AP/TRIM DISC BUTTON .........PRESS & HOLD
PITCH TRIM SYS 1 & 2 CUTOUT
BUTTONS.................................................PUSH
ROLL (YAW) TRIM RUNAWAY

AP/TRIM DISC BUTTON .........PRESS & HOLD
STEERING RUNAWAY
STEER DISC SWITCH........................... PRESS
STEER THE AIRPLANE USING DIFFERENTIAL
BRAKING AND RUDDER.
QRC Actions Complete.
QRH170 Revision 01, 15 SEP 2008 Page QRC- 3
REV. 8, 15 SEP 2008 5-7

Checklists
Volume 5

QRC
AIR CONDITIONING SMOKE

ELECTRICAL SYSTEM FIRE OR

SMOKE
OXYGEN MASKS......Verify .............. ON, 100%
SMOKE EVACUATION
PRESSURIZATION DUMP BUTTON.. PUSH IN
JAMMED CONTROL COLUMN - PITCH

ELEVATOR DISCONNECT HANDLE...... PULL
JAMMED CONTROL WHEEL - ROLL

AILERON DISCONNECT HANDLE ......... PULL
QRC Actions Complete. Go to QRH Pg NAP-14
Page QRC- 4 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-8

Volume 5

Preface Page
Preface Page
PRF.1 Cover Page
The Cover Page will be issued with each revision to the ERJ 170
Quick Reference Handbook. It will include the current revision
number and date printed in the block below the title, validating the
current revision status of this manual.
PRF.2 Cover Page Color

The Cover Page will have a colored border framing the page. The
border color will alternate with each revision cycle. The color code
will also be a portion of the part number. The part number label is
affixed in the lower block on the Cover Page for all aircraft issued
QRH.
PRF.3 Purpose and Intent

This manual is carried in the cockpit of each ERJ170 series aircraft
for the use of our flight crews in addressing emergency and abnor-
mal situations that might arise during flight operations. More details
are found in the ERJ170 Pilot Operating Handbook. The policies
and procedures in this manual are to be followed by all company
and contract personnel performing flight crew duties.
8900.1 Volume 3, Chapter 32, Section 6
PRF.4 Compliance
The procedures and policies in this manual are to be followed by all
company and contracted personnel.
PRF.5 Proposing Manual Changes

The Program Manager 170 has the authority to make changes to
this manual. Forward all requested changes to this manual via
email or telephone to the Program Manager 170. Reference the
SME list on the company intranet for the SMEs name and phone
number, or submit the change to your supervisor or company con-
tact.
PRF.6 Manual Revision Status

The effective date of the current revision to this manual will be
tracked on the Manual Status Report. Each page of this manual will
have a revision number and date on it. The manual may be verified
for currency and completeness, by referencing the LCPs.
PRF.7 Classification of this Publication

FAA Approved This publication is classified as Approved.
PRF.8 Proprietary Company Information

The information contained herein is considered proprietary to
Shuttle America. Any reproduction or release of this information
without the express written consent of Shuttle America is prohib-
ited.
QRH170 Revision 01, 15 SEP 2008 Page PRF-1
REV. 8, 15 SEP 2008 5-9

Checklists
Volume 5

Preface Page
Page PRF-2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-10

Volume 5

List of Controlled Pages

Chapter/Page Revision/Date
QRC-1 .................................................................... 01, 15 SEP 2008
QRC-2 .................................................................... 01, 15 SEP 2008
QRC-3 .................................................................... 01, 15 SEP 2008
QRC-4 .................................................................... 01, 15 SEP 2008
PRF-1..................................................................... 01, 15 SEP 2008
PRF-2..................................................................... 01, 15 SEP 2008
LCP-1 ..................................................................... 01, 15 SEP 2008
LCP-2 ..................................................................... 01, 15 SEP 2008
LCP-3 ..................................................................... 01, 15 SEP 2008
LCP-4 ..................................................................... 01, 15 SEP 2008
LCP-5 ..................................................................... 01, 15 SEP 2008
LCP-6 ..................................................................... 01, 15 SEP 2008
TOC-1 .................................................................... 01, 15 SEP 2008
TOC-2 .................................................................... 01, 15 SEP 2008
SMO-1.................................................................... 01, 15 SEP 2008
SMO-2.................................................................... 01, 15 SEP 2008
SMO-3.................................................................... 01, 15 SEP 2008
SMO-4.................................................................... 01, 15 SEP 2008
SMO-5.................................................................... 01, 15 SEP 2008
SMO-6.................................................................... 01, 15 SEP 2008
SMO-7.................................................................... 01, 15 SEP 2008
SMO-8.................................................................... 01, 15 SEP 2008
SMO-9.................................................................... 01, 15 SEP 2008
SMO-10.................................................................. 01, 15 SEP 2008
SMO-11.................................................................. 01, 15 SEP 2008
SMO-12.................................................................. 01, 15 SEP 2008
SMO-13.................................................................. 01, 15 SEP 2008
SMO-14.................................................................. 01, 15 SEP 2008
NAP-1 .................................................................... 01, 15 SEP 2008
NAP-2 .................................................................... 01, 15 SEP 2008
NAP-3 .................................................................... 01, 15 SEP 2008
NAP-4 .................................................................... 01, 15 SEP 2008
NAP-5 .................................................................... 01, 15 SEP 2008
NAP-6 .................................................................... 01, 15 SEP 2008
NAP-7 .................................................................... 01, 15 SEP 2008
NAP-8 .................................................................... 01, 15 SEP 2008
NAP-9 .................................................................... 01, 15 SEP 2008
NAP-10 .................................................................. 01, 15 SEP 2008
NAP-11 .................................................................. 01, 15 SEP 2008
NAP-12 .................................................................. 01, 15 SEP 2008
NAP-13 .................................................................. 01, 15 SEP 2008
NAP-14 .................................................................. 01, 15 SEP 2008
NAP-15 .................................................................. 01, 15 SEP 2008
NAP-16 .................................................................. 01, 15 SEP 2008
NAP-17 .................................................................. 01, 15 SEP 2008
NAP-18 .................................................................. 01, 15 SEP 2008
NAP-19 .................................................................. 01, 15 SEP 2008
NAP-20 .................................................................. 01, 15 SEP 2008

QRH170 Revision 01, 15 SEP 2008 Page LCP-1
REV. 8, 15 SEP 2008 5-11

Checklists
Volume 5

NAP-21 .................................................................. 01, 15 SEP 2008
NAP-22 .................................................................. 01, 15 SEP 2008
NAP-23 .................................................................. 01, 15 SEP 2008
NAP-24 .................................................................. 01, 15 SEP 2008
NAP-25 .................................................................. 01, 15 SEP 2008
NAP-26 .................................................................. 01, 15 SEP 2008
NAP-27 .................................................................. 01, 15 SEP 2008
NAP-28 .................................................................. 01, 15 SEP 2008
NAP-29 .................................................................. 01, 15 SEP 2008
NAP-30 .................................................................. 01, 15 SEP 2008
NAP-31 .................................................................. 01, 15 SEP 2008
NAP-32 .................................................................. 01, 15 SEP 2008
NAP-33 .................................................................. 01, 15 SEP 2008
NAP-34 .................................................................. 01, 15 SEP 2008
NAP-35 .................................................................. 01, 15 SEP 2008
NAP-36 .................................................................. 01, 15 SEP 2008
NAP-37 .................................................................. 01, 15 SEP 2008
NAP-38 .................................................................. 01, 15 SEP 2008
NAP-39 .................................................................. 01, 15 SEP 2008
NAP-40 .................................................................. 01, 15 SEP 2008
NAP-41 .................................................................. 01, 15 SEP 2008
NAP-42 .................................................................. 01, 15 SEP 2008
NAP-43 .................................................................. 01, 15 SEP 2008
NAP-44 .................................................................. 01, 15 SEP 2008
NAP-45 .................................................................. 01, 15 SEP 2008
NAP-46 .................................................................. 01, 15 SEP 2008
NAP-47 .................................................................. 01, 15 SEP 2008
NAP-48 .................................................................. 01, 15 SEP 2008
NAP-49 .................................................................. 01, 15 SEP 2008
NAP-50 .................................................................. 01, 15 SEP 2008
NAP-51 .................................................................. 01, 15 SEP 2008
NAP-52 .................................................................. 01, 15 SEP 2008
NAP-53 .................................................................. 01, 15 SEP 2008
NAP-54 .................................................................. 01, 15 SEP 2008
NAP-55 .................................................................. 01, 15 SEP 2008
NAP-56 .................................................................. 01, 15 SEP 2008
NAP-57 .................................................................. 01, 15 SEP 2008
NAP-58 .................................................................. 01, 15 SEP 2008
NAP-59 .................................................................. 01, 15 SEP 2008
NAP-60 .................................................................. 01, 15 SEP 2008
EAP1-1................................................................... 01, 15 SEP 2008
EAP1-2................................................................... 01, 15 SEP 2008
EAP1-3................................................................... 01, 15 SEP 2008
EAP1-4................................................................... 01, 15 SEP 2008
EAP1-5................................................................... 01, 15 SEP 2008
EAP1-6................................................................... 01, 15 SEP 2008
EAP2-1................................................................... 01, 15 SEP 2008
EAP2-2................................................................... 01, 15 SEP 2008
EAP2-3................................................................... 01, 15 SEP 2008
EAP2-4................................................................... 01, 15 SEP 2008
Page LCP-2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-12

Volume 5

EAP2-5................................................................... 01, 15 SEP 2008
EAP2-6................................................................... 01, 15 SEP 2008
EAP2-7................................................................... 01, 15 SEP 2008
EAP2-8................................................................... 01, 15 SEP 2008
EAP2-9................................................................... 01, 15 SEP 2008
EAP2-10................................................................. 01, 15 SEP 2008
EAP2-11................................................................. 01, 15 SEP 2008
EAP2-12................................................................. 01, 15 SEP 2008
EAP2-13................................................................. 01, 15 SEP 2008
EAP2-14................................................................. 01, 15 SEP 2008
EAP3-1................................................................... 01, 15 SEP 2008
EAP3-2................................................................... 01, 15 SEP 2008
EAP3-3................................................................... 01, 15 SEP 2008
EAP3-4................................................................... 01, 15 SEP 2008
EAP3-5................................................................... 01, 15 SEP 2008
EAP3-6................................................................... 01, 15 SEP 2008
EAP4-1................................................................... 01, 15 SEP 2008
EAP4-2................................................................... 01, 15 SEP 2008
EAP4-3................................................................... 01, 15 SEP 2008
EAP4-4................................................................... 01, 15 SEP 2008
EAP5-1................................................................... 01, 15 SEP 2008
EAP5-2................................................................... 01, 15 SEP 2008
EAP5-3................................................................... 01, 15 SEP 2008
EAP5-4................................................................... 01, 15 SEP 2008
EAP5-5................................................................... 01, 15 SEP 2008
EAP5-6................................................................... 01, 15 SEP 2008
EAP5-7................................................................... 01, 15 SEP 2008
EAP5-8................................................................... 01, 15 SEP 2008
EAP5-9................................................................... 01, 15 SEP 2008
EAP5-10................................................................. 01, 15 SEP 2008
EAP5-11................................................................. 01, 15 SEP 2008
EAP5-12................................................................. 01, 15 SEP 2008
EAP5-13................................................................. 01, 15 SEP 2008
EAP5-14................................................................. 01, 15 SEP 2008
EAP5-15................................................................. 01, 15 SEP 2008
EAP5-16................................................................. 01, 15 SEP 2008
EAP5-17................................................................. 01, 15 SEP 2008
EAP5-18................................................................. 01, 15 SEP 2008
EAP5-19................................................................. 01, 15 SEP 2008
EAP5-20................................................................. 01, 15 SEP 2008
EAP6-1................................................................... 01, 15 SEP 2008
EAP6-2................................................................... 01, 15 SEP 2008
EAP6-3................................................................... 01, 15 SEP 2008
EAP6-4................................................................... 01, 15 SEP 2008
EAP6-5................................................................... 01, 15 SEP 2008
EAP6-6................................................................... 01, 15 SEP 2008
EAP6-7................................................................... 01, 15 SEP 2008
EAP6-8................................................................... 01, 15 SEP 2008
EAP6-9................................................................... 01, 15 SEP 2008
EAP6-10................................................................. 01, 15 SEP 2008
REV. 8, 15 SEP 2008 5-13

Checklists
Volume 5

EAP6-11................................................................. 01, 15 SEP 2008
EAP6-12................................................................. 01, 15 SEP 2008
EAP6-13................................................................. 01, 15 SEP 2008
EAP6-14................................................................. 01, 15 SEP 2008
EAP6-15................................................................. 01, 15 SEP 2008
EAP6-16................................................................. 01, 15 SEP 2008
EAP7-1................................................................... 01, 15 SEP 2008
EAP7-2................................................................... 01, 15 SEP 2008
EAP7-3................................................................... 01, 15 SEP 2008
EAP7-4................................................................... 01, 15 SEP 2008
EAP7-5................................................................... 01, 15 SEP 2008
EAP7-6................................................................... 01, 15 SEP 2008
EAP7-7................................................................... 01, 15 SEP 2008
EAP7-8................................................................... 01, 15 SEP 2008
EAP7-9................................................................... 01, 15 SEP 2008
EAP7-10................................................................. 01, 15 SEP 2008
EAP8-1................................................................... 01, 15 SEP 2008
EAP8-2................................................................... 01, 15 SEP 2008
EAP8-3................................................................... 01, 15 SEP 2008
EAP8-4................................................................... 01, 15 SEP 2008
EAP8-5................................................................... 01, 15 SEP 2008
EAP8-6................................................................... 01, 15 SEP 2008
EAP8-7................................................................... 01, 15 SEP 2008
EAP8-8................................................................... 01, 15 SEP 2008
EAP8-9................................................................... 01, 15 SEP 2008
EAP8-10................................................................. 01, 15 SEP 2008
EAP8-11................................................................. 01, 15 SEP 2008
EAP8-12................................................................. 01, 15 SEP 2008
EAP8-13................................................................. 01, 15 SEP 2008
EAP8-14................................................................. 01, 15 SEP 2008
EAP8-15................................................................. 01, 15 SEP 2008
EAP8-16................................................................. 01, 15 SEP 2008
EAP8-17................................................................. 01, 15 SEP 2008
EAP8-18................................................................. 01, 15 SEP 2008
EAP8-19................................................................. 01, 15 SEP 2008
EAP8-20................................................................. 01, 15 SEP 2008
EAP8-21................................................................. 01, 15 SEP 2008
EAP8-22................................................................. 01, 15 SEP 2008
EAP8-23................................................................. 01, 15 SEP 2008
EAP8-24................................................................. 01, 15 SEP 2008
EAP9-1................................................................... 01, 15 SEP 2008
EAP9-2................................................................... 01, 15 SEP 2008
EAP9-3................................................................... 01, 15 SEP 2008
EAP9-4................................................................... 01, 15 SEP 2008
EAP9-5................................................................... 01, 15 SEP 2008
EAP9-6................................................................... 01, 15 SEP 2008
EAP9-7................................................................... 01, 15 SEP 2008
EAP9-8................................................................... 01, 15 SEP 2008
EAP9-9................................................................... 01, 15 SEP 2008
EAP9-10................................................................. 01, 15 SEP 2008
REV. 8, 15 SEP 2008 5-14

Volume 5

EAP9-11................................................................. 01, 15 SEP 2008
EAP9-12................................................................. 01, 15 SEP 2008
EAP9-13................................................................. 01, 15 SEP 2008
EAP9-14................................................................. 01, 15 SEP 2008
EAP9-15................................................................. 01, 15 SEP 2008
EAP9-16................................................................. 01, 15 SEP 2008
EAP9-17................................................................. 01, 15 SEP 2008
EAP9-18................................................................. 01, 15 SEP 2008
EAP10-1................................................................. 01, 15 SEP 2008
EAP10-2................................................................. 01, 15 SEP 2008
EAP10-3................................................................. 01, 15 SEP 2008
EAP10-4................................................................. 01, 15 SEP 2008
EAP10-5................................................................. 01, 15 SEP 2008
EAP10-6................................................................. 01, 15 SEP 2008
EAP10-7................................................................. 01, 15 SEP 2008
EAP10-8................................................................. 01, 15 SEP 2008
EAP11-1................................................................. 01, 15 SEP 2008
EAP11-2................................................................. 01, 15 SEP 2008
EAP11-3................................................................. 01, 15 SEP 2008
EAP11-4................................................................. 01, 15 SEP 2008
EAP11-5................................................................. 01, 15 SEP 2008
EAP11-6................................................................. 01, 15 SEP 2008
EAP11-7................................................................. 01, 15 SEP 2008
EAP11-8................................................................. 01, 15 SEP 2008
EAP11-9................................................................. 01, 15 SEP 2008
EAP11-10............................................................... 01, 15 SEP 2008
EAP11-11............................................................... 01, 15 SEP 2008
EAP11-12............................................................... 01, 15 SEP 2008
EAP11-13............................................................... 01, 15 SEP 2008
EAP11-14............................................................... 01, 15 SEP 2008
EAP11-15............................................................... 01, 15 SEP 2008
EAP11-16............................................................... 01, 15 SEP 2008
EAP12-1................................................................. 01, 15 SEP 2008
EAP12-2................................................................. 01, 15 SEP 2008
EAP12-3................................................................. 01, 15 SEP 2008
EAP12-4................................................................. 01, 15 SEP 2008
EAP12-5................................................................. 01, 15 SEP 2008
EAP12-6................................................................. 01, 15 SEP 2008
EAP13-1................................................................. 01, 15 SEP 2008
EAP13-2................................................................. 01, 15 SEP 2008
EAP13-3................................................................. 01, 15 SEP 2008
EAP13-4................................................................. 01, 15 SEP 2008
EAP13-5................................................................. 01, 15 SEP 2008
EAP13-6................................................................. 01, 15 SEP 2008
EAP13-7................................................................. 01, 15 SEP 2008
EAP13-8................................................................. 01, 15 SEP 2008
EAP13-9................................................................. 01, 15 SEP 2008
EAP13-10............................................................... 01, 15 SEP 2008
EAP13-11............................................................... 01, 15 SEP 2008
EAP13-12............................................................... 01, 15 SEP 2008
REV. 8, 15 SEP 2008 5-15

Checklists
Volume 5

EAP14-1................................................................. 01, 15 SEP 2008
EAP14-2................................................................. 01, 15 SEP 2008
EAP14-3................................................................. 01, 15 SEP 2008
EAP14-4................................................................. 01, 15 SEP 2008
CA-1....................................................................... 01, 15 SEP 2008
CA-2....................................................................... 01, 15 SEP 2008
CA-3....................................................................... 01, 15 SEP 2008
CA-4....................................................................... 01, 15 SEP 2008
CA-5....................................................................... 01, 15 SEP 2008
CA-6....................................................................... 01, 15 SEP 2008
CA-7....................................................................... 01, 15 SEP 2008
CA-8....................................................................... 01, 15 SEP 2008
CA-9....................................................................... 01, 15 SEP 2008
CA-10 ..................................................................... 01, 15 SEP 2008
INX-1...................................................................... 01, 15 SEP 2008
INX-2...................................................................... 01, 15 SEP 2008
INX-3...................................................................... 01, 15 SEP 2008
INX-4...................................................................... 01, 15 SEP 2008
INX-5...................................................................... 01, 15 SEP 2008
INX-6...................................................................... 01, 15 SEP 2008

REV. 8, 15 SEP 2008 5-16

Volume 5

Table of Contents
Table of Contents
ERJ-170 Emergency
Quick Reference Checklist.............................................QRC-1
Preface Page ....................................................................PRF-1
List of Controlled Pages..................................................LCP-1
Table of Contents............................................................ TOC-1
Smoke ..............................................................................SMO-1
Non-Annunciated ............................................................ NAP-1
Airplane General ........................................................... EAP1-1
AMS (Pneumatics/Air Conditioning/Pressurization).. EAP2-1
Autoflight ....................................................................... EAP3-1
Auxiliary Power Unit ..................................................... EAP4-1
Electrical ........................................................................ EAP5-1
Engine ............................................................................ EAP6-1
Fire Protection............................................................... EAP7-1
Flight Controls .............................................................. EAP8-1
FMS/NAV/COM & Flight Instruments........................... EAP9-1
Fuel............................................................................... EAP10-1
Hydraulics.................................................................... EAP11-1
Ice & Rain Protection.................................................. EAP12-1
Landing Gear & Brakes .............................................. EAP13-1
Oxygen......................................................................... EAP14-1
Crew Awareness ................................................................CA-1
EICAS Index.......................................................................INX-1
QRH170 Revision 01, 15 SEP 2008 Page TOC-1
REV. 8, 15 SEP 2008 5-17

Checklists
Volume 5

Table of Contents
Page TOC-2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-18

Volume 5

Smoke
Smoke
TABLE OF CONTENTS
WARNING
AIR CONDITIONING SMOKE....................... SMO-3

CRG FWD (AFT) SMOKE............................. SMO-4
ELECTRICAL SYSTEM FIRE OR SMOKE .. SMO-5
LAV SMOKE ................................................. SMO-9
SMOKE EVACUATION............................... SMO-10
CAUTION
RECIRC SMOKE......................................... SMO-11
CHECKLISTS
SMOKE AND FUMES DESCENT/LANDING
CHECKLIST ..................................................SMO-12
FLAPS 5 UNFACTORED LDG DIST ............SMO-13
FLAPS FULL UNFACTORED LDG DIST .....SMO-14
QRH170 Revision 01, 15 SEP 2008 Page SMO- 1
REV. 8, 15 SEP 2008 5-19

Checklists
Volume 5

Smoke
Page SMO- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-20

Volume 5

Smoke
AIR CONDITIONING SMOKE
OXYGEN MASKS..................Verify...... ON, 100%

CREW COMMUNICATIONS.............ESTABLISH
Recirc. Fan Button......................PUSH OUT
No
SMOKE STOPS OR DECREASES?
Yes
END
Pack 1 Button................................PUSH OUT
No
Yes
Bleed 1 Button............................PUSH OUT

Altitude...................................MAX 31,000 FT
END
Pack 1 Button..........................PUSH IN
Pack 2 Button......................PUSH OUT
Bleed 2 Button.....................PUSH OUT
Altitude............................MAX 31,000 FT
If Required Accomplish:
Smoke Evacuation Procedure
(SMO-10)........................ACCOMPLISH
END
REV. 8, 15 SEP 2008 5-21

Checklists
Volume 5

Smoke
CRG FWD (AFT) SMOKE
Light: Associated Cargo Fire-Extinguishing Button Illu-

minates.
CAUTION: DO NOT DISCHARGE THE CARGO FIRE
EXTINGUISHER ON THE GROUND WITH THE
CARGO DOOR OPEN.
ASSOCIATED CARGO FIRE

EXTINGUISHING BUTTON.......................PUSH

Confirm the CRG FWD (AFT) FIREX HI ARM message
extinguishes and the CRG AFT (FWD) FIREX LO ARM
message is displayed.
..........................Wait 1 minute...............................
Confirm the CRG FWD (AFT) FIREX LO ARM message

and the cargo fire-extinguishing button light
extinguish.
Smoke Evacuation Procedure (Pg SMO-10
and/or
Emergency Evacuation Procedure (Pg NAP-8)
CAUTION: NOTIFY GROUND PERSONNEL IF THE

EXTINGUISHING AGENT HAS BEEN
DISCHARGED PRIOR TO THEIR OPENING THE
CARGO DOOR.
END
REV. 8, 15 SEP 2008 5-22

Volume 5

Smoke
ELECTRICAL SYSTEM FIRE OR SMOKE
OXYGEN MASKS...............Verify........ ON, 100%

CREW COMMUNICATIONS .............ESTABLISH
Recirc. Fan Button......................PUSH OUT
No
SMOKE ORIGIN IDENTIFIED?
Yes
Affected source..............REMOVE
END
Emergency Lights......................OFF
RAT Manual Deploy Lever........PULL
Airspeed.........................MIN 130 KIAS
Altitude.................................10000 FT OR MEA,
WHICHEVER IS HIGHER
IDG 1 Selector...................................OFF
IDG 2 Selector...................................OFF
APU Gen Button..................PUSH OUT
NOTE: - Do not accomplish the Elec Emergency
Procedure (Pg EAP5-4).
- Refer to the Elec Emergency Procedure (Pg
EAP5-4) to be aware of the relevant
inoperative items.
No
BATT DISCHARGING MESSAGE PRESENTED?
Yes
IDG 1 or 2 Selector...............................AUTO
(Continues on the next page)
REV. 8, 15 SEP 2008 5-23

Checklists
Volume 5

Smoke
(Continued from previous page)
No
SMOKE PERSISTS AND SUITABLE
AIRPORT IS DISTANT?
Yes
IDG 1 Selector........................AUTO
IDG 2 Selector........................AUTO
DC BUS TIES Switch..............OFF
TRU 1 Switch............................OFF
Battery 1....................................OFF
DC ESS BUS 1 AND DC BUS 1 ARE DEENERGIZED.
No
Yes
Accomplish the DC BUS 1 OFF (Pg EAP5-8) and

DC ESS BUS 1 OFF (Pg EAP5-10) Procedures.
When Appropriate Accomplish:

Smoke / Fumes Descent Checklist &
Landing Checklist (Pg SMO-12)
CAUTION: MULTIPLY THE FULL FLAPS UNFACTORED

LANDING DISTANCE (SMO-14) BY 2.30.
END
Battery 1............................ON
TRU 1 Switch..............AUTO
TRU 2 Switch.................OFF
Battery 2..........................OFF
DC ESS BUS 2 AND DC BUS 2 ARE
DEENERGIZED.
REV. 8, 15 SEP 2008 5-24

Volume 5

Smoke
No
Yes
Accomplish the DC BUS 2 OFF (Pg EAP5-9) and

DC ESS BUS 2 OFF (Pg EAP5-11) procedures.

END
Battery 2...................................AUTO
TRU 2 Switch..........................AUTO
TRU ESS Switch.......................OFF
DC ESS BUS 3 IS DEENERGIZED.
REV. 8, 15 SEP 2008 5-25

Checklists
Volume 5

Smoke
No
Yes
DC ESS BUS 3 OFF Procedure

(Pg EAP5-13)......................ACCOMPLISH

END
TRU ESS Switch.........................AUTO

DC BUS TIES Switch.................AUTO


Smoke Evacuation Procedure (Pg SMO-10)
END
REV. 8, 15 SEP 2008 5-26

Volume 5

Smoke
LAV SMOKE
Establish contact with the cabin crew.
If necessary:
Diversion............................................... CONSIDER
Smoke Evacuation Procedure
(Pg SMO-10).....................................ACCOMPLISH
END
REV. 8, 15 SEP 2008 5-27

Checklists
Volume 5

Smoke
SMOKE EVACUATION
OXYGEN MASKS..............Verify.........ON, 100%

CREW COMMUNICATIONS...........ESTABLISH
PRESSURIZATION DUMP BUTTON........ PUSH IN
Cockpit Door ............................................ CLOSE

Cabin Rate ................................................ VERIFY
No
CABIN RATE IS LESS THAN 1000 FT/MIN?
Yes
Pressurization Mode Selector.....MAN

Recirc Fan Button...............PUSH OUT
EMERGENCY DESENT
Procedure (Pg NAP-7).....................ACCOMPLISH
After smoke is cleared:
Pressurization Mode Selector.............AUTO
Pressurization Dump Button.....PUSH OUT
Recirc Fan Button.............................PUSH IN
NOTE: Identify the smoke origin and do the applicable

procedure.
NOTE: Verify white stripe is annunciated prior to pushing
in the Pack / Recirc button to re-set the system. If
the white stripe is not annunciated, then the
button is already in the normal position and does
not have to be re-set.
END
REV. 8, 15 SEP 2008 5-28

Volume 5

Smoke
RECIRC SMOKE
Recirc Fan Button ....................................PUSH OUT
END
REV. 8, 15 SEP 2008 5-29

Checklists
Volume 5

Smoke
Smoke / Fumes Descent Checklist

NOTE: This Checklist is designed to be used when the RAT
has been deployed and a Flaps 3 landing is required.
1. Approach considerations:
• Plan on a Flap 3 landing.
• Flaps/Slats may operate at low rate.
2. Landing DistanceDetermine
For the following Bus Multiply the Flaps Full

Configuration: Unfactored Landing Distance
on Page SMO-14 by:
DC ESS BUS 3 OFF 2.10
DC ESS BUS 1 OFF AND 2.30
DC BUS 1 OFF
DC ESS BUS 2 OFF AND 2.50
DC BUS 2 OFF
ALL OTHER ABNORMAL 2.10
BUS CONFIGURATION
3. GND PROX FLAP OVRD ......................................... PUSH IN
4. Shoulder Harness...................... Verify...............................On
5. FSTN BELTS ......................................................................ON
6. Altimeters................................... Verify......................__.__Set
7. Landing Data ............................. Verify.............................. Set
a. Set VREF FULL + 20 KIAS or 130 KIAS (whichever is
higher).
8. EICAS........................................................................Checked
9. Approach Briefing .....................................................Complete
10.Go Around considerations:
• Use Slat/Flap 3
• Use airspeed of VREF FULL + 20 KIAS or 130 KIAS (whichever
is higher).
11.Landing considerations:
• Thrust reversers may not be available.
• Apply brakes normally.
• If necessary, use EMER/Parking Brake and maintain steady
pressure since anti-skid protection is not available.
12. Smoke / Fumes Descent Checklist complete.
Smoke / Fumes Landing Checklist

1. Flight Attendant .................. [PM].................................Notified
2. EICAS................................. [PM]...............................Checked
3. EMER LT .................................................................... ARMED
4. Landing Gear............................. Verify........... Down, 3 Green
5. Flaps.......................................... Verify................................. 3
6. Smoke / Fumes Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-30

Volume 5

Smoke
Unfactored Landing Distance

The table reflects the actual landing distance
required. Plan accordingly. Chose a runway that
provides the largest safety margin possible.
This information is for in-flight emergency use only.
These distances reflect the required landing distance
only. The FAA additional runway margin is not
included. The published distances are based on the
following:
Touchdown within 1,000 feet from the approach end
UNFACTORED LANDING DISTANCE TABLE

ALL ENGINE TYPES – FAA – FLAPS 5
ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
-10 Kt 0 Kt 10 Kt 20 Kt -10 Kt 0 Kt 10 Kt 20 Kt
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
Weight 2000 ft 3000 ft
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
NOTE: Landing distance in ft.
REV. 8, 15 SEP 2008 5-31

Checklists
Volume 5

Smoke
Unfactored Landing Distance (Cont.)

ALL ENGINE TYPES – FAA – FLAPS FULL
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-32

Volume 5

Non-Annunciated
Non-Annunciated
TABLE OF CONTENTS
WARNING
CARGO COMPARTMENT FIRE.................... NAP-3
DITCHING ...................................................... NAP-4
DUAL ENGINGE FAILURE ........................... NAP-5
EMERGENCY DESCENT .............................. NAP-7
EMERGENCY EVACUATION........................ NAP-8
ENGINE ABNORMAL START....................... NAP-9
ENGINE FIRE, SEVERE DAMAGE
OR SEPARATION........................................ NAP-10
FORCED LANDING ..................................... NAP-11
FUEL LEAK ................................................. NAP-12
FUEL LOW LEVEL ...................................... NAP-13
JAMMED CONTROL COLUMN- PITCH ..... NAP-13
JAMMED CONTROL WHEEL- ROLL ......... NAP-14
JAMMED RUDDER PEDALS ...................... NAP-15
PITCH TRIM RUNAWAY ............................. NAP-16
ROLL (YAW) TRIM RUNAWAY .................. NAP-17
STEERING RUNWAY .................................. NAP-17
CAUTION
ABNORMAL LANDING GEAR
EXTENSION................................................. NAP-18
BLANK DISPLAY UNIT WITHOUT
AUTOMATIC REVERSION.......................... NAP-18
EICAS MESSAGE MISCOMPARISON ....... NAP-19
ENGINE ABNORMAL VIBRATION ............. NAP-20
ENGINE AIRSTART..................................... NAP-21
ENGINE AIRSTART ENVELOPE ................ NAP-23
ENGINE ITT OVERTEMPERATURE........... NAP-24
ENGINE SHUTDOWN.................................. NAP-25
ENGINE TAILPIPE FIRE ............................. NAP-26
GEAR LEVER CAN NOT BE
MOVED UP .................................................. NAP-26
IMPAIRED OR CRACKED WINDSHIELD... NAP-27
LIGHTNING STRIKE ................................... NAP-28
LOSS OF APU INDICATIONS..................... NAP-30
LOSS OF HYDRAULIC SYSTEM 1............. NAP-31
LOSS OF HYDRAULIC SYSTEMS
1 AND 2........................................................ NAP-33
QRH170 Revision 01, 15 SEP 2008 Page NAP- 1
REV. 8, 15 SEP 2008 5-33

Checklists
Volume 5

Non-Annunciated
CAUTION
1 AND 3.........................................................NAP-34
2 AND 3.........................................................NAP-35
LOSS OF PRESSURIZATION
INDICATION ................................................ NAP-36
OVERWEIGHT LANDING ............................NAP-37
OXYGEN LEAKAGE ....................................NAP-38
PARTIAL OR GEAR UP LANDING..............NAP-39
STRUCTURAL DAMAGE.............................NAP-40
VOLCANIC ASH ENCOUNTER ...................NAP-41
CHECKLISTS
ENGINE OUT DESCENT/LANDING
CHECKLIST...................................................NAP-42
FLAPS 5 UNFACTORED LDG DIST .............NAP-43
FLAPS FULL UNFACTORED LDG DIST ......NAP-44
DRIFTDOWN CHECKLIST............................NAP-45
DUAL ENGINE FAILURE DESCENT/
LANDING CHECKLIST..................................NAP-46
JAMMED RUDDER PEDALS DESCENT/
LOSS OF HYDRAULIC SYSTEM 1
DESCENT/LANDINGCHECKLIST.................NAP-48
DESCENT/LANDING CHECKLIST................NAP-49
LOSS OF HYDRAULIC SYSTEM 1 AND 2
PITCH/ROLL MALFUNCTION DESCENT/
RAT DEPLOYED DESCENT/
SUPPLEMENTAL INFORMATION
HOLDING.......................................................NAP-55
RVSM REQUIRED EQUIPMENT ..................NAP-55
TAKEOFF ALTERNATE ................................NAP-56
TAKEOFF MINIMUMS...................................NAP-56
APPROACH MINIMUMS ...............................NAP-57
WIND COMPONENT TABLE.........................NAP-58
TEMPERATURE CONVERSION TABLE ......NAP-58
SEVERE WEATHER/WINDSHEAR
FLOW CHART ...............................................NAP-59
Page NAP- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-34

Volume 5

Non-Annunciated
CARGO COMPARTMENT FIRE
CAUTION: DO NOT DISCHARGE THE CARGO FIRE

EXTINGUISHER ON THE GROUND WITH THE
CARGO DOOR OPEN.
Associated CargoFire
Extinguishing Button..........................PUSH
LAND AT THE NEAREST SUITABLE AIRPORT.
After CRG AFT (FWD) FIREX HI ARM message is dis-

played and the associated Cargo Fire Extinguishing
Button is illuminated:
Associated Cargo Fire
Extinguishing Button.............. PUSH AGAIN
Confirm the CRG FWD (AFT) FIREX HI ARM message

extinguishes and the CRG AFT (FWD) FIREX LO ARM
message is displayed.
...............................Wait 1 minute...................................
Confirm the CRG FWD (AFT) FIREX LO ARM message

and the cargo fire-extinguishing button light extinguish.
END
REV. 8, 15 SEP 2008 5-35

Checklists
Volume 5

Non-Annunciated
DITCHING
Descent:
Cabin Crew ............................................ NOTIFY
ATC ........................................................ NOTIFY
Transponder.......................................... 7700
Aural Warning CBs (C7; C31) .............. PULL
No Smoking/Fasten Belts .................... ON
ELT ......................................................... ON
Landing Data ......................................... SET
At 10000 ft. AGL:

Pressurization Mode Selector...............PUSH IN
Approach:
Altimeters .............................................. .......SET
At 5000 ft. AGL:

Pressurization Mode
Selector.................................................. .....MAN
Cabin Alt Controller..............HOLD DOWN FOR
50 SEC
Ditching Configuration:
Terrain Inhibit Button ........................... .........IN
Landing Gear......................................... ........UP
Slat/Flap..........................MAXIMUM AVAILABLE
APU Emergency Stop Button..............PUSH IN
NOTE: If engines are not running maintain minimum

speed of 130 KIAS.
Just Before Water Contact:

Cabin..................................ANNOUNCE IMPACT
After Ditching:
Thrust Levers ........................................ ....IDLE
Start/Stop Selectors ............................. ...STOP
Fire Extinguishing
Handles................................PULL AND ROTATE
Emergency Evacuation..................ANNOUNCE
Batteries ................................................ ......OFF
END
REV. 8, 15 SEP 2008 5-36

Volume 5

Non-Annunciated
DUAL ENGINE FAILURE
EICAS Indication: FAIL icon inside both N1 indicators.

Both oil pressure indicators in red.
AIRSPEED...........................250 KIAS MIN

RAT MANUAL DEPLOY LEVER......PULL
APU............................................START
Emergency Lights ..........................OFF
Thrust Levers ................................IDLE
No
BOTH ENGINES SUCCESSFULLY AUTORELIGHT?
Yes
Flight Controls Mode Buttons

(Spoilers, Elevators, Rudder)................PUSH IN,
then OUT
Landing Configuration:
Emergency Lights.................................ARMED
Gnd Prox Flap Ovrd Button...................PUSH IN
Slat/Flap .............................................................3
Set VREF = VREF FULL + 20 KIAS.
LANDING DISTANCE BY (Pg NAP-44) 2.10.
Establish and Communicate a Plan.
When appropriate, accomplish:

Dual Engine Failure Descent & Landing
Checklist (Pg NAP-46)
END
Airstart Envelope (Pg NAP-23)...CHECK

Fuel Xfeed Selector.....................LOW 1
Inoperative Engine(s):
Start/Stop Selector(s) ...............................STOP
Ignition(s)...................................................OVRD
Start/Stop Selector(s).............START, then RUN
(Continued on the next page)
REV. 8, 15 SEP 2008 5-37

Checklists
Volume 5

Non-Annunciated
(Continued from the previous page)
No
DUAL ENGINES FAILURE CONDITION PERSISTS?
Yes
Emergency Lights................................. ARMED
Slat/Flap................................................. 3
Set VREF = VREF FULL + 20 KIAS or VREF = 130 KIAS
(whichever is higher).
FORCED LANDING (Pg NAP-11) or DITCHING

Procedure (Pg NAP-4) ............. .......ACCOMPLISH
END

(Spoilers, Elevators, Rudder) .............. PUSH IN,
then OUT
After engine(s) stabilized at idle:
Ignition(s) .............................................. AUTO
Fuel........................................................BALANCE
Dual Engine Failure Descent & Landing
LANDING DISTANCE (Pg NAP-44) BY 2.10.
If a go around is required:
Slat/Flap................................................. 3
Airspeed.......................VREF FULL + 20 KIAS
END
REV. 8, 15 SEP 2008 5-38

Volume 5

Non-Annunciated
EMERGENCY DESCENT
FSTN BELTS SIGN ...................ON

ALTITUDE .................................10000 FT OR MEA,
THRUST LEVERS .....................IDLE
SPEEDBRAKE ..........................FULL OPEN
AIRSPEED.................................MAX/APPROPRIATE
TRANSPONDER .......................7700
ATC............................................NOTIFY
END
REV. 8, 15 SEP 2008 5-39

Checklists
Volume 5

Non-Annunciated
EMERGENCY EVACUATION
Alert flight attendants and passengers to assume brace
position 30 seconds prior to landing. Time permitting, posi-
tion the aircraft relative to the wind to prevent fire from envel-
oping escape routes. Unlock the cockpit door.
First Officer reads the Checklist and the Captain accom-

plishes the items as they are read:
PARKING BRAKE..................... ON
THRUST LEVERS ..................... .IDLE
START/STOP 1 & 2................... STOP
FIRE HANDLES .................. PULL & ROTATE
(1L and 2R)
APU EMER STOP ..................... PUSH IN
APU FIRE EXTINGUISHER ......PUSH IN
PRESSURIZATION DUMP........ PUSH IN
ATC............................................ NOTIFY
EVACUATION COMMAND ....... INITIATE
• Initiate the evacuation by using the passenger
address system. “This is the Captain, Evacuate,
Evacuate”.
As the last step before leaving the cockpit:

BATTERIES............................... OFF
Captain:
- Takes the portable fire extinguisher from the cockpit
and proceeds to main cabin.
- When all possible assistance has been rendered,
leave the aircraft by any suitable exit and direct
passengers away from the aircraft.
First Officer:
- Performs any additional duties as directed by the
Captain.
- Direct and coordinate the evacuation from all
available exits.
- When all possible assistance has been rendered,
leave the aircraft by any suitable exit.
- Circle the aircraft and enlist the aid of others.
- Help direct passengers to an assembly point.
END
REV. 8, 15 SEP 2008 5-40

Volume 5

Non-Annunciated
ENGINE ABNORMAL START
#___ START/STOP ..................STOP
No
ENGINE DRY MOTORING CONSIDERED?
Yes
Affected engine:
Ignition ...............................................OFF
Start/Stop Selector.....START, then RUN
..............................Wait 30 seconds.......................
Start/Stop Selector........................STOP
Ignition ...........................................AUTO
If applicable when airborne accomplish:

After Takeoff Checklist
Driftdown Table (if applicable Pg NAP-45)
Engine Out Descent & Engine Out Landing
END
REV. 8, 15 SEP 2008 5-41

Checklists
Volume 5

Non-Annunciated
ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION
AUTOTHROTTLES..........................DISENGAGE
#___THRUST LEVER.........Confirm...........IDLE
#___START/STOP...............Confirm.........STOP
#___FIRE HANDLE.............Confirm.........PULL
LAND AT THE NEAREST SUITABLE AIRPORT
#___FIRE HANDLE.......Confirm....ROTATE (L or R)
..................................Wait 30 seconds...........................
No
ENG (1 or 2) FIRE MSG PERSISTS?
Yes
Fire Handle (remaining bottle) ...........ROTATE
No
SEVERE DAMAGE OR SEPARATION?
Yes
Airspeed.................................... MAX 200 KIAS

Altitude...................................... MAX 18000 FT
APU ...........................................START
Fuel............................................ BALANCE
Autothrottle .............................. AS REQUIRED
ESTABLISH AND COMMUNICATE A PLAN.
After Takeoff Checklist (if applicable)
END
REV. 8, 15 SEP 2008 5-42

Volume 5

Non-Annunciated
FORCED LANDING
Descent:
Cabin Crew ............................................NOTIFY
ATC.........................................................NOTIFY
Transponder ..........................................7700
Aural Warning CBs (C7; C31) ..............PULL
No Smoking/Fasten Belts.....................ON
ELT .........................................................ON
Landing Data .........................................SET
At 10000 ft.:
Pressurization Dump Button ...............PUSH IN
Approach:
Altimeters ..............................................SET
Terrain Inhibit Button ...........................IN
Landing Gear.........................................DOWN
Slat/Flap .................................................MAXIMUM
AVAILABLE
APU Emergency Stop Button ..............PUSH IN
NOTE: If engines are not running maintain minimum

speed of 130 KIAS and alternate gear extension
may be required.
Just Before Touchdown:

Cabin....................................ANNOUNCE IMPACT
After Landing:
Thrust Levers ..................................... IDLE
Start/Stop Selectors........................... STOP
Fire Extinguishing Handles............... PULL AND
ROTATE
Emergency Evacuation ..................... ANNOUNCE
Batteries.............................................. OFF
END
REV. 8, 15 SEP 2008 5-43

Checklists
Volume 5

Non-Annunciated
FUEL LEAK

NOTE: An unexpected difference between the total fuel
quantity indicated on EICAS and the total fuel
quantity indicated on the FMS Fuel Management
page may indicate a fuel leak condition.
Fuel Xfeed Selector.................. OFF
Affected Fuel Tank................... IDENTIFY
Identify the affected fuel tank using the fuel flow, fuel
quantity or visually.
Asymmetric Thrust...........................AS REQUIRED
No
LEAK ON THE RH TANK?
Yes
APU ...........................................OFF
If fuel leakage continues and is severe:
The pilot may consider to shutdown the engine at
the same side as the apparent fuel leakage. In that
case, perform the Engine Shutdown procedure (Pg
NAP-25) and pull the fire handle at the same side.
END
APU....................................................AS REQUIRED
If fuel leakage continues and is severe:
The pilot may consider to shutdown the engine at the
same side as the apparent fuel leakage. In that case,
perform the Engine Shutdown procedure (Pg NAP-
25) and pull the fire handle at the same side.
END
REV. 8, 15 SEP 2008 5-44

Volume 5

Non-Annunciated
FUEL LOW LEVEL
CONDITION:The Fuel Quantity indication on EICAS is

displayed in red but the EICAS message is
not presented.
FUEL 1 (2) LO LEVEL
Procedure ..........ACCOMPLISH (Pg EAP10-3)
END
JAMMED CONTROL COLUMN- PITCH
ELEVATOR DISCONNECT HANDLE ...... PULL
Unrestricted Control Column..IDENTIFY

Maximum Airspeed...........CURRENT OR 175 KIAS,
WHICHEVER IS HIGHER
NOTE: Expect lower pitch rates and authority.
Relevant Inoperative Item:

AOA Limit
Avoid side slipping the airplane.
NOTE: The stick shaker remains operative.
ESTABLISH AND COMMUNICATE A PLAN

Pitch/Roll Malfunction Descent Checklist &
Landing Checklist (Pg NAP-53)
END
REV. 8, 15 SEP 2008 5-45

Checklists
Volume 5

Non-Annunciated
JAMMED CONTROL WHEEL - ROLL
AILERON DISCONNECT HANDLE ..........PULL
Unrestricted Control Wheel .... IDENTIFY

WHICHEVER IS HIGHER
NOTE:
- Expect lower roll rates.
- Avoid abrupt and large aileron inputs.
- Maintain bank angle below 25°.
- Rudder may be used to help controlling the
airplane.
- Do not accomplish the Spoiler Fault Procedure.
Relevant Inoperative Items:

Affected side aileron
Multi Function Spoiler L3 and R3
Another Multi Function Spoiler pair
depending on the affected side.

Pitch/Roll Malfunction Descent Checklist &
END
REV. 8, 15 SEP 2008 5-46

Volume 5

Non-Annunciated
JAMMED RUDDER PEDALS

WHICHEVER IS HIGHER
Relevant Inoperative Item:

Yaw trim
NOTE: Use asymmetric thrust for directional control.

Jammed Rudder Pedals Descent Checklist &
END
REV. 8, 15 SEP 2008 5-47

Checklists
Volume 5

Non-Annunciated
PITCH TRIM RUNAWAY
AP/TRIM DISC BUTTON.................PRESS & HOLD
PITCH TRIM SYS 1&2 CUTOUT

BUTTONS...................................... PUSH
AP/TRIM Disc Button ...............RELEASE

WARNING:DO NOT OPEN THE SPEEDBRAKE.
Prepare to overcome unwanted pitch change:

Pitch Trim System 1
Cutout Button................................PUSH OUT
Pitch Trim Switch..........................ACTUATE
No
PITCH TRIM NORMAL?
Yes
END
Pitch Trim System 1

Cutout Button.....................................PUSH IN
Pitch Trim System 2
Cutout Button.....................................PUSH OUT
END
REV. 8, 15 SEP 2008 5-48

Volume 5

Non-Annunciated
ROLL (YAW) TRIM RUNAWAY
AP/TRIM Disc Button..............PRESS AND HOLD
Do not engage the autopilot.

Prepare to overcome unexpected roll or yaw:
AP/TRIM Disc Button...........RELEASE
No
ROLL (YAW) TRIM NORMAL?
Yes
END
AP/TRIM Disc Button...............PRESS AND HOLD

Roll (Yaw) Trim Power
Electronic CB.........................OUT
Select on the MCDU: CB J CB MENU J CB BY SYS-

TEM J NEXT J FLT CTRL J ROLL TRIM PWR or
YAW TRIM PWR.
AP/TRIM Disc Button...............RELEASE

Autopilot......................................DO NOT ENGAGE
END
STEERING RUNAWAY
STEER DISC SWITCH.............. PRESS
Steer the airplane using differential braking and

rudder.
END
REV. 8, 15 SEP 2008 5-49

Checklists
Volume 5

Non-Annunciated
ABNORMAL LANDING GEAR EXTENSION
Airspeed.............................................250 KIAS MAX

Landing Gear Lever........................DOWN
Electrical Override Switch.............GEAR DOWN
No
LG INDICATES DOWN?
Yes
END
Alternate Gear Extension LeverPULL UP

NOTE:Pull up to latched position
Landing Gear Indications........ CHECK
No
LG INDICATES DOWN?
Yes
END
Establish and Communicate a Plan
PARTIAL OR GEAR UP LANDING

Procedure ......ACCOMPLISH (Pg NAP-39)
END
BLANK DISPLAY UNIT WITHOUT AUTOMATIC

REVERSION
Select the affected side reversionary panel display

selector to PFD or EICAS, as required.
END
REV. 8, 15 SEP 2008 5-50

Volume 5

Non-Annunciated
EICAS MESSAGE MISCOMPARISON
INDICATION: CAS MSG flag on PFD.
CAS SOURCE SELECTION..........ALTERNATE

BETWEEN CAS 1
AND CAS 2 AND
COMPARE.
Select on the MCDU: MENU J MISC (LSK 1L) J
SETUP (LSK 2L) J CAS SOURCE SELECTION
(LSK 2R) J CAS 1 J CAS 2.
Compare the messages of the two CAS sources dis-

played on the EICAS to check which is the discrepant
message. Analyze the situation to check whether the
discrepant message is spurious or not, and take the
appropriate corrective action.
END
REV. 8, 15 SEP 2008 5-51

Checklists
Volume 5

Non-Annunciated
ENGINE ABNORMAL VIBRATION
EICAS Indication: Engine vibration indication may be

displayed in amber.
Autothrottle..........................................DISENGAGE
No
ENGINE VIBRATION DUE TO ICE ACCUMULATION?
Yes
#___ THRUST LEVER.............Confirm.........IDLE,

THEN ADVANCE TO
MIN 70% N1
....................................Wait 30 seconds.........................
#___ THRUST LEVER......................AS REQUIRED
END
#___ THRUST LEVER.............Confirm......REDUCE

Reduce thrust to keep vibration within normal range.
If other engine parameters become abnormal or

exceed operating limits:
ENGINE SHUTDOWN
Procedure ...................... ACCOMPLISH (Pg NAP-25)
END
REV. 8, 15 SEP 2008 5-52

Volume 5

Non-Annunciated
ENGINE AIRSTART
NOTE:
- Windmilling starts accomplished with residual
ITT below 90°C are more reliable.
- If flight conditions permit operate the engine at
idle for 2 minutes prior to apply engine thrust.
- If N2 has gone to 0, more than one start attempt
may be required to get a successful engine
start.
Autothrottle.................................... DISENGAGE
Airstart Envelope (Pg NAP-23)..... CHECK
No
ASSISTED ENGINE AIRSTART?
Yes
N2 (Operative engine) ..............MIN 80%

Inoperative engine:
Ignition ................................................ OVRD
Start/Stop Selector............................. START,
then RUN
No
ENGINE NORMAL START?
Yes
After engine stabilizes at idle:
Ignition..................................AUTO
Autothrottle..........................AS REQUIRED
END
Start/Stop Selector...................STOP
Ignition ......................................AUTO
Fuel............................................BALANCE
(Continues on the Next Page)
REV. 8, 15 SEP 2008 5-53

Checklists
Volume 5

Non-Annunciated
(Continued from the Previous Page)

Driftdown Table (if applicable Pg NAP-45), After
Takeoff Checklist, and Engine Out Descent
& Engine Out Landing Checklist (Pg NAP-42)
END
Xbleed Button.................................PUSH OUT

APU Bleed
Button (if engine 1 affected).....PUSH OUT
Inoperative engine:
N2....................................................MIN 7.2%
Ignition...........................................OVRD
Start/Stop Selector......................START,
then RUN
No
ENGINE NORMAL START?
Yes
After engine stabilizes at idle:

Xbleed Button...............................PUSH IN
APU Bleed Button........................PUSH IN
Ignition.................................................AUTO
Autothrottle........................AS REQUIRED
END
Xbleed Button...............................PUSH IN
APU Bleed Button........................PUSH IN
Start/Stop Selector......................STOP
Ignition............................................AUTO

END
REV. 8, 15 SEP 2008 5-54

Volume 5

Non-Annunciated
ENGINE AIRSTART ENVELOPE
REV. 8, 15 SEP 2008 5-55

Checklists
Volume 5

Non-Annunciated
ENGINE ITT OVERTEMPERATURE
CONDITION:ITT pointer and digits flashing red.
Autothrottle.......................................DISENGAGE
#___ THRUST LEVER......Confirm.........REDUCE
Reduce engine thrust to keep ITT within limits.
If not able to maintain ITT within limits with

reduced thrust, then:

ENGINE SHUTDOWN
Procedure ...................... ACCOMPLISH (Pg NAP-25)
END
REV. 8, 15 SEP 2008 5-56

Volume 5

Non-Annunciated
ENGINE SHUTDOWN
AUTOTHROTTLES...........................DISENGAGE
#___ THRUST LEVER......Confirm...............IDLE
#___ START/STOP............Confirm.............STOP
Engine Thrust
(remaining engine)....................As Required
APU (if available)........................................START
Associated Fuel Pump................................AUTO
Fuel Balance.....................................As Required

END
REV. 8, 15 SEP 2008 5-57

Checklists
Volume 5

Non-Annunciated
ENGINE TAILPIPE FIRE
CONDITION:Tailpipe fire was detected visually by crew

or ground personnel. No EICAS message
displayed.
#___ THRUST LEVER .............. IDLE

#___ START/STOP ................... STOP
#___ Fuel Pump........................ OFF
#___ Ignition .............................OFF
#___ START/STOP ................... START,
then RUN
ITT.............................................. MONITOR
ATC............................................ NOTIFY
…………..………..Wait 90 seconds……..…………
#___ START/STOP ................... OFF
NOTE: If fire is not extinguished while the engine is

motored, it must be extinguished using ground
equipment, and maintenance procedures
applied.
END
GEAR LEVER CAN NOT BE MOVED UP
Landing Gear Lever.........................DOWN

LG WOW SYS FAIL
Procedure (Pg EAP13-6) ...........ACCOMPLISH
NOTE: The DN LOCK REL button may be pressed to

move the landing gear lever up if climb
performance is required to clear obstacles.
Landing Gear.................................DOWN
END
REV. 8, 15 SEP 2008 5-58

Volume 5

Non-Annunciated
IMPAIRED OR CRACKED WINDSHIELD
Associated WINDSHIELD HEATING

BUTTON................................................PUSH OUT
Cockpit Door...........................................CLOSE
NOTE: There is a windshield heating wire between the

middle and outer layers that can be used as a
reference to determine which layer is cracked. If
the wire can be seen without a gap the crack is in
the outer layer, and if there is a wire discontinuity,
the crack may be located in the middle and/or
inner layers.
No
ONLY OUTER LAYER CRACKED?
Yes
END
CAUTION: ACCOMPLISH THE DESCENT AS QUICKLY

AS POSSIBLE - MAX DESCENT TIME IS 15
MINUTES.
Airspeed....................................MAX 220 KIAS

Altitude........................... 10000 FT OR MEA,
WHICHEVER IS HIGHER
During Descent:
Pressurization Mode
Selector...........................MAN
Cabin Altitude................INCREASE
NOTE: Maintain cabin altitude at 10000 ft. while

descending the airplane.
(Continued on the Next Page)
REV. 8, 15 SEP 2008 5-59

Checklists
Volume 5

Non-Annunciated
(Continued from the Previous Page)
At or below 10000 ft.:

Pack 1 Button...................................PUSH OUT
Pack 2 Button...................................PUSH OUT
No
ONLY ONE SIDE IMPAIRED?
Yes
Pilot flying must be on the non-impaired side.
END
Airspeed.............................................MAX 140 KIAS

Direct Vision Window.....................OPEN
END
LIGHTNING STRIKE
If Lightning Strike Is Suspected To Occur
An imminent lightning strike event may be indicated to flight
crews by the buildup of static discharge which causes
interference on ADF indicators or noise in communication
receivers. Another indication is St. Elmo’s Fire, which is visible at
night as small electrical discharges running across the
windshields and sparking on the wings.
Consider wearing sunglasses to protect your eyes from the flash
or have one pilot keep eyes downward.
All Cockpit Lights..................... ON/FULL BRIGHTNESS
If The Airplane Has Been Hit By Lightning

If situation is under control after a lightning strike, apply the
following procedure to ascertain whether the flight may be
proceed normally. If all 8 listed items check normal, the PIC may
continue the flight to the original destination airport that the
aircraft was dispatched.
1. Circuit Breakers........................................................CHECK
2. Compass/Heading System ......................................CHECK
a. Check magnetic compass and heading system for
normal indication.
3. Engine Indication......................................................CHECK
a. Check engine for normal indication and apply associated
procedure if any failure arises after strike attachment.
b. In case of engine shutdown, the flight crew shall analyze
the circumstances of the event and consider an engine
airstart.
REV. 8, 15 SEP 2008 5-60

Volume 5

Non-Annunciated
4. Pressurization...........................................................CHECK
a. Check pressurization system for normal indication.
5. Flight Controls .......................................................... CHECK
a. Check all flight controls for freedom of movement. Verify
that slats/flaps and speed brakes are working properly
(refer to slats/flaps and speed brakes operating limits).
6. Fuel System ............................................................. CHECK
a. Check fuel system for normal operation. Monitor fuel
remaining and fuel consumption to ascertain that no fuel
leak exists.
7. Altitude ................................................................. MAINTAIN
a. If any structural damage is suspected, never climb the
aircraft unless required by performance (climb, obstacle
clearance, or operational contingencies) and accomplish
the EMERGENCY DESCENT procedure if required.
b. If structural damage is not suspected and the PIC elects to
continue the flight to the destination city, do not climb the
airplane after a lightning strike unless required by perfor-
mance (climb or obstacle clearance) or operational contin-
gencies including normal climb, cruise, and descent profiles
listed on the flight release.
8. All Other Airplane Systems ..................................... CHECK
a. Check all airplane instrument following a panel scan
sequence to ascertain that flight safety prevails.
b. Apply the associated emergency/abnormal procedure if
any failure arises after lightning strike. Consider
discontinuing the flight and land at the nearest suitable
airport if any unsafe condition is revealed after checking
systems operation.
ON GROUND
Approaching and landing an airplane during a thunderstorm is
strongly not recommended. The human body may provide the
grounding that is otherwise lacking. If you are in the cockpit, do
not attempt to communicate with ground through a wire handset,
and stay inside the airplane until the storm has passed.
1. If The Airplane Has Been Hit By Lightning perform an
External safety inspection:
a. Check for holes, punctures, discoloration and de-
lamination throughout the whole airframe.
b. Verify for loose, melted or missing rivets.
c. Check that all static dischargers are in place or in
accordance with the CDL.
d. Verify the integrity of the lights installed on tail, wing,
fuselage and
e. landing gear.
f. Verify all antennas, ice detectors, smart probes, TAT
probes and pressurization static ports for condition.
2. Write up the lightning strike in the Flight/Maintenance
Log and report to maintenance personnel.
3. Make sure that the maintenance performed before flying
the airplane again.
4. Fill out a LIGHTNING STRIKE REPORT form.
Lightning Strike Checklist .................Complete
END
REV. 8, 15 SEP 2008 5-61

Checklists
Volume 5

Non-Annunciated
LOSS OF APU INDICATIONS
CONDITION: APU RPM or APU EGT indication on

EICAS is displayed in amber dashes.
No
APU ESSENTIAL FOR THE FLIGHT?
Yes
Monitor the APU for the remainder of the flight.
If any APU fault message is displayed on EICAS:
APU Emergency Stop Button ............PUSH IN

APU Master Selector...........................OFF
Do not restart the APU.
END
REV. 8, 15 SEP 2008 5-62

Volume 5

Non-Annunciated
Autopilot...............................................DISENGAGE
NOTE:
- Expect lower roll rates and lower speedbrake
efficiency.
- Do not accomplish the SPOILER FAULT
procedure.
- Do not command the engine 1 reverser.

Multi Function Spoilers
Engine 1 Reverser
L3, R3, L4 and R4
Ground Spoiler L2 and
Outboard Brakes
R2
Autopilot
Plan a long final approach.

Loss of Hydraulic System 1 Descent &
END
REV. 8, 15 SEP 2008 5-63

Checklists
Volume 5

Non-Annunciated
NOTE:
efficiency.
procedure.

Landing Gear
Retraction and
L5 and R5
Normal Extension
Ground Spoilers L1 and
Nosewheel Steering
R1
Engine 2 Reverser Inboard Brakes

Loss of Hydraulic System 2 Descent &

END
Back up hydraulic power to R.H. elevator, to rudder

and ailerons will not be available.
END
REV. 8, 15 SEP 2008 5-64

Volume 5

Non-Annunciated
LOSS OF HYDRAULIC SYSTEMS 1 AND 2
NOTE:
- Expect lower roll and pitch rates.
- Do not accomplish the ELEVATOR FAULT and
the SPOILER FAULT procedures.
- Apply the Emergency/Parking Brake to stop the
airplane monitoring the Emergency/Parking
Brake light.
- When the Emergency/Parking Brake light is on,
maintain steady pressure since the Anti-Skid
protection is not available.

L.H. Elevator Nosewheel Steering
Multi Function Spoilers Engine 1 and Engine 2
L3, R3, L4, R4, L5 and R5 Reversers
Ground Spoilers L1, R1, Outboard and Inboard
L2 and R2 Brakes
Landing Gear Retraction
Speedbrake
and Normal Extension
Autopilot

Loss of Hydraulic System 1 and 2 Descent &
END
REV. 8, 15 SEP 2008 5-65

Checklists
Volume 5

Non-Annunciated
Autopilot...............................................DISENGAGE
NOTE:
efficiency.
procedure.

Rudder Engine 1 Reverser
Outboard Brakes
L3, R3, L4 and R4
Autopilot
R2

END
REV. 8, 15 SEP 2008 5-66

Volume 5

Non-Annunciated
NOTE:
- Expect lower roll and pitch rates and lower
speedbrake efficiency.
- Do not accomplish the ELEVATOR FAULT and
the SPOILER FAULT procedures.

R.H. Elevator Engine 2 Reverser
Ailerons Inboard Brakes
Multi Function Spoilers L5 Landing Gear Retraction
and R5 and Normal Extension
Ground Spoilers L1 and R1 Nose Wheel Steering
Autopilot


END
REV. 8, 15 SEP 2008 5-67

Checklists
Volume 5

Non-Annunciated
LOSS OF PRESSURIZATION INDICATION

CONDITION: Cabin altitude or cabin UP is not being pre-
sented, or during use of the pressurization
manual control.
NOTE: This table must be used to control the cabin altitude/
UP when operating in manual mode only. This table
is not to be used when the auto-pressurization system
is controlling the cabin.
AIRPLANE/CABIN ALTITUDE CONVERSION TABLE
AIRPLANE CABIN DIFFERENTIAL
ALTITUDE ALTITUDE PRESSURE
(ft) (ft) (PSID)
10000 900 4.2
11000 1000 4.5
12000 1200 4.8
13000 1300 5.1
14000 1500 5.3
15000 1700 5.6
16000 1900 5.8
17000 2100 6.0
18000 2300 6.2
19000 2600 6.4
20000 2800 6.6
21000 3000 6.7
22000 3300 6.9
23000 3600 7.0
24000 3900 7.1
25000 4200 7.2
26000 4500 7.3
27000 4800 7.4
28000 5100 7.5
29000 5400 7.5
30000 5700 7.6
31000 6000 7.7
32000 6300 7.7
33000 6700 7.7
34000 7000 7.8
35000 7300 7.8
36000 7600 7.8
37000 8000 7.8
38000 8000 8.0
39000 8000 8.1
40000 8000 8.3
41000 8000 8.4
END
REV. 8, 15 SEP 2008 5-68

Volume 5

Non-Annunciated
OVERWEIGHT LANDING
[Condition: Perform overweight landing when condition dictates it
to be safer to land overweight than to continue flight.
1. Overweight landings are at captain’s discretion.
2. Overweight landing data tablesReview
• Tables are based on anti-skid and ground spoiler system
working.
• The Minimum Landing Distance Table list the minimum
required FAA landing distance vs. gross weight for dry and
wet runway conditions and airport elevations, based on
normal touchdown point.
ERJ-170 FULL Flap Minimum Landing Distance Table
Landing Field Length1 Corrections
Landing FT/1000 FT FT/10 KT

Weight Dry Wet Press Alt Tailwind
(1000 LB) Dry & Wet Dry & Wet
75 6910 7950 +180 +1290
80 7130 8200 +185 +1300
85 7330 8860 +190 +1320
1 Data based on A/C Packs ON.

The Approach Climb Weight Table ensures FAA required
engine-out gradient requirements are satisfied.
APPROACH CLIMB LIMIT WEIGHT (lbs.)
EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF -
ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 83787 78529 72578
15 85980 85980 85980 83595 77786 71692
20 85980 85980 85980 83176 76256 70550
25 85980 85980 85980 81117 73919 68063
30 85980 85980 84475 77003 70733 65098
35 85980 85980 79287 72936 67532 -
40 83864 80963 74468 68952 - -
45 78520 76485 70032 - - -
50 73445 72488 - - - -

ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 83225 76362 70473
5 85980 85980 85980 83507 77909 71663
0 85980 85980 85980 83712 78403 72448
-5 85980 85980 85980 83857 78668 72834
-10 85980 85980 85980 84001 78881 73222
-15 85980 85980 85980 84012 78974 73341
-20 85980 85980 85980 83833 78910 73407
-25 85980 85980 85980 83745 78888 73473
-30 85980 85980 85980 83789 78889 73540
-35 85980 85980 85980 83833 78930 73606
-40 85980 85980 85980 85980 78961 73672
3. Considerations:
• Sink rate at touchdown should be 120 to 180 FPM (same as
normal touchdown) but must never exceed 300 FPM.
• Upon touchdown use maximum available reverse thrust and
brakes as required to stop in the available runway.
4. Overweight Landing Checklist complete.
Make an “overweight landing” logbook entry after landing.
REV. 8, 15 SEP 2008 5-69

Checklists
Volume 5

Non-Annunciated
OXYGEN LEAKAGE
CONDITION:Evidence of oxygen leakage through the

crew masks, mask hose, flow indicator or
oxygen lines.
NO PED.............................................ON
Oxygen Test/Reset Button..........ACTUATE
Altitude..............................................AS REQUIRED
END
REV. 8, 15 SEP 2008 5-70

Volume 5

Non-Annunciated
PARTIAL OR GEAR UP LANDING
NOTE: Accomplish the following procedure in lieu of the

Normal Procedures Descent and Landing
Checklist.
Fuel............................................Burn to reduce
landing speed
Cabin Crew ...............................Notify
Aural Warning CB’s (C7 and C31).......PULL
NO PED/FSTN BELTS ..............ON
APU............................................OFF (if running)
Below 10,000 ft. AGL:

PRESSURIZATION DUMP........PUSH IN
Altimeters...................................__.__Set
• Considerations:
- Review “Evacuation” procedures
- Plan a long final approach.
- Plan a Flap FULL landing.
- If a go around is required, ensure the landing gear
remains down
Final Approach:
GND PROX TERR INHIB ..........PUSH IN
Landing Gear ............................DOWN
Plan to land on available gear.
SLAT/FLAP ...............................FULL
Just prior to touchdown (30 sec.), Advise on PA

“Brace for impact”
After landing, accomplish the Emergency

Evacuation Procedure (Pg NAP-8)
END
REV. 8, 15 SEP 2008 5-71

Checklists
Volume 5

Non-Annunciated
ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION
AUTOTHROTTLES..........................DISENGAGE
#___THRUST LEVER.........Confirm...........IDLE
#___START/STOP...............Confirm.........STOP
#___FIRE HANDLE.............Confirm.........PULL
#___FIRE HANDLE.......Confirm....ROTATE (L or R)
..................................Wait 30 seconds...........................
No
ENG (1 or 2) FIRE MSG PERSISTS?
Yes
Fire Handle (remaining bottle) ...........ROTATE
No
Yes
Airspeed.................................... MAX 200 KIAS

Altitude...................................... MAX 18000 FT
APU ...........................................START
Fuel............................................ BALANCE
Autothrottle .............................. AS REQUIRED
END
REV. 8, 15 SEP 2008 5-72

Volume 5

Non-Annunciated
VOLCANIC ASH ENCOUNTER

Accomplish the following while making a 180° turn:
ATC............................................Notify
Autothrottles.............................Disengage
Thrust (altitude permitting) .....Reduce to IDLE
NOTE: [This reduces ash ingestion, maximizes engine
surge margin and lowers engine turbine
temperature.]
Oxygen Masks ..........................ON/100%
Cabin Crew ...............................Notify
Passenger Oxygen...................As Required
ICE PROTECTION MODE.........ON
APU............................................START
ENGINE PARAMETERS ...........Monitor
Airspeed Indications................Monitor
END
REV. 8, 15 SEP 2008 5-73

Checklists
Volume 5

Non-Annunciated
Engine Out Descent Checklist

• Multiply the Flaps Full Unfactored Landing Distance on page
NAP-44 by 1.50.
• Use SLAT/FLAP 5 for landing; Set VREF FULL + 20 KIAS.
• If RAT deployed use SLAT/FLAP 3 only; Set VREF FULL + 20
KIAS.
3. FSTN BELTS ..................................................................... ON
4. Altimeters................................... Verify................... .__.__Set
5. Landing Data ............................. Verify.............................Set
6. EICAS....................................................................... Checked
7. Approach BriefingComplete
8. Go Around Considerations:
• Simultaneously press TOGA and ensure thrust lever in TOGA
detent and verify thrust setting.
• Rotate to FD commands and/or go around attitude of 8° nose
up.
• Select FLAPS 2, Positive Rate, Gear UP, maintain VAC and
limit bank angle to 15°.
• Climb straight ahead to 500 ft. AGL or follow “Engine Failure -
Missed Approach” procedure if published.
• Climbing through engine out acceleration altitude select
FLCH, VFS, HDG or FMS NAV.
• Retract flaps on flap retraction schedule.
9. Engine Out Descent Checklist complete.
Engine Out Landing Checklist

Landing consideration:
• During landing only operative engine thrust reverser is
available.
2. EICAS................................. [PM]...............................Checked
3. Landing Gear.............................Verify ....... DOWN, 3 GREEN
4. FLAPS......................................Verify .................................. 5
3 (if RAT deployed)
5. FUEL XFEED .................................................................. OFF
6. Engine Out Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-74

Volume 5

Non-Annunciated

following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-75

Checklists
Volume 5

Non-Annunciated

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-76

Volume 5

Non-Annunciated
Driftdown Checklist
[Condition: Engine failure during cruise when descent to lower
altitude becomes necessary.]
CRUISE ALTITUDE - CONFIGURATION - CLEAN
o DRIFTDOWN SPEED
ENGINE LOSS
MAX CONT THRUST TERRAIN CRITICAL
o
LEVEL OFF LRC CRUISE
1. AutothrottlesOFF
2. Max. Continuous ThrustSet
3. SPD on GPSet SPD from Tables below
a. Enter the weight row (Start Driftdown) and proceed to
the appropriate speed (Initial Driftdown Speed).
4. ALT SELSet Gross Level-Off Altitude from Tables below
a. Enter the weight row (Start of Driftdown) and proceed to
the appropriate ISA deviation column to determine the
Gross Level-Off Altitude.
5. FLCHSelect
DRIFTDOWN TABLE
EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION
BLEEDS ON/ENGINE & WING ANTI-ICE OFF
WEIGHT (lb) INITIAL GROSS LEVEL OFF ALTITUDE - FT

DRIFTDOWN (NET LEVEL OFF ALTITUDE - FT)
START SPEED ISA+10°C
LEVEL OFF (KIAS) ISA +15°C ISA+20°C
DRIFTDOWN & BELOW
20000 19600 18600

79000 75400 199
(15100) (14400) (13000)
21300 21000 20200
75000 72000 194
(17000) (16400) (15100)
22700 22400 21900
71000 68400 188
(18600) (18200) (17000)
24100 24000 23400
67000 64600 183
(20100) (19900) (19000)
25700 25600 25000
63000 60900 178
(21700) (21500) (20900)
27300 27200 26700
59000 57100 172
(23300) (23200) (22700)
28900 28900 28400
55000 53300 166
(25100) (25000) (24600)
30700 30700 30300
51000 49500 160
(26900) (26900) (26500)
DRIFTDOWN TABLE
BLEEDS ON/ENGINE & WING ANTI-ICE ON

START SPEED ISA-8°C
LEVEL OFF (KIAS) ISA ISA+10°C
DRIFTDOWN & BELOW
19700 19600 18000

79000 75400 198
(14900) (14700) (12600)
20900 20800 19400
75000 72200 194
(16800) (16600) (14700)
22200 22200 20800
71000 68500 188
(18400) (18200) (16500)
23600 23600 22300
67000 64700 183
(19800) (19700) (18200)
25100 25000 23800
63000 61000 178
(21300) (21300) (19900)
26600 26300 25300
59000 57100 172
(22900) (22900) (21600)
28300 27500 26500
55000 53400 166
(24600) (24600) (23400)
30100 29000 27800
51000 49600 160
(26300) (26100) (25100)
6. Driftdown Checklist complete.
REV. 8, 15 SEP 2008 5-77

Checklists
Volume 5

Non-Annunciated
Dual Engine Failure Descent Checklist

1. Approach consideration:
2. Determine landing distance by multiplying the Flaps Full
Unfactored Landing Distance on page NAP-44 by 2.10.
3. Flight Attendants............................................................ Notify
4. ATC................................................................................ Notify
5. Transponder ................................................................... 7700
6. Aural Warning CBs (C7 and C31)..................................PULL
7. GND PROX FLAP OVRD ........................................ PUSH IN
9. FSTN BELTS .....................................................................ON
10.Altimeters .................................. Verify..................... __.__Set
11. Landing Data ............................. Verify............................. Set
higher).
12. Approach Briefing ....................................................Complete
13. Landing consideration:
• For a ditching, plan on gear up.
At 10,000 ft. and below:
14. PRESSURIZATION DUMP................................... PUSH OUT
15. If depressurized and ditching is required:
a. PRESSURIZATION MODE .................................... MAN
or b. CABIN ALT ....................... DOWN (hold for 50 seconds)
c. Dual Engine Failure Preliminary Landing Checklist
complete.
If depressurized and ditching is not required:
a. Dual Engine Failure Descent Checklist complete.
Dual Engine Failure Landing Checklist

2. EICAS................................. [PM]...............................Checked
3. EMER LT ................................................................... ARMED
4. Landing Gear............................. Verify......Down, 3 Green or
Up (if ditching)
Note: Alternate gear extension may be required.
5. Flaps................................................................ Max Available

6. Airspeed ..........................................................130 KIAS MIN
7. APU EMER STOP ...................................................PUSH IN
8. Dual Engine Failure Landing Checklist complete, and
* Just prior to touchdown (30 sec.), advise on PA “Brace for
impact.”
* When required, accomplish “Evacuation,”
END
REV. 8, 15 SEP 2008 5-78

Volume 5

Non-Annunciated
Jammed Rudder Pedals Descent Checklist

1. Approach Considerations:
• Plan on a Flap FULL landing.
• Avoid crosswinds greater than 10 kts.
• Use asymmetrical thrust for directional control.
• Due to possible inadvertent flight control inputs, consider first
officer to accomplish approach and landing.
2. Shoulder Harness.........Verify..................... ........................On
3. FSTN BELTS ...................... ................................................On
4. Altimeters.....................Verify.................... ................__.__Set
5. Landing Data...............Verify ................... .........VREF FULL Set
6. EICAS...................... .................................................Checked
7. Approach Briefing .................... ................................Complete
8. Landing Considerations:
• Determine who will accomplish the landing.
• First officer holds the Yoke Steering Disconnect Switch until
engaging the Nosewheel Steering Handle upon nosewheel
touchdown.
• Use asymmetric thrust/braking as necessary.
• Do not release the Nosewheel Steering Handle until aircraft is
completely stopped.
9. Jammed Rudder Pedals Descent Checklist complete.
Jammed Rudder Pedals Landing Checklist

1. Flight Attendant . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . Notified
2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked
3. Landing Gear . . . . . . . . Verify. . . . . Down, 3 Green
4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . FULL

5. Yoke Steer Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hold
6. Jammed Rudder Pedals Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-79

Checklists
Volume 5

Non-Annunciated
Loss of Hydraulic System 1 Descent Checklist

• Expect lower roll rates.
• Plan a long final approach.
• Plan a Flaps FULL landing.
3. Shoulder Harness...................... Verify............................... On
4. FSTN BELTS ......................................................................ON
6. Landing Data ............................. Verify..............VREF FULL Set
7. EICAS........................................................................Checked
9. Landing Consideration:
• Stopping effectiveness degraded due to inoperative
components.
10. Loss of Hydraulic System 1 Descent Checklist complete.
Loss of Hydraulic System 1 Landing Checklist

2. EICAS................................. [PM]...............................Checked
3. Landing Gear............................. Verify............Down, 3 Green
4. Flaps.......................................... Verify........................... FULL

5. Loss of Hydraulic System 1 Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-80

Volume 5

Non-Annunciated
4. FSTN BELTS ..................................................................... ON
5. Altimeters................................... Verify..................... __.__Set
6. Landing Data ............................. Verify............. VREF FULL Set
7. EICAS........................................................................Checked
8. Approach Briefing .................................................... Complete
components.
• Use asymmetric thrust/braking as necessary due to
nosewheel steering inoperative.
10. Go Around Consideration:
* Landing gear cannot be retracted.

2. Landing Gear Lever..................................................... DOWN
3. Alternate Gear Extension .......... Confirm ....................... PULL
4. EICAS.................................[PM]...............................Checked
6. Flaps.......................................... Verify...........................FULL
END
REV. 8, 15 SEP 2008 5-81

Checklists
Volume 5

Non-Annunciated
Loss of Hydraulic System 1 and 2 Descent Checklist

• Expect slower than normal roll and pitch rates.
• Plan a Flaps 5 landing.
4. FSTN BELTS ......................................................................ON
6. Landing Data ............................. Verify..... VREF FULL + 10 Set
7. EICAS........................................................................ Checked
components.
• If necessary, apply the Emergency/Parking Brake monitoring
the Emergency/Parking Brake light. When the light is on,
maintain steady pressure since the anti-skid protection is not
available.
10. Loss of Hydraulic Systems 1 and 2 Descent Checklist
complete.
Loss of Hydraulic Systems 1 and 2 Landing

Checklist
2. Landing Gear Lever......................................................DOWN
4. EICAS................................. [PM]...............................Checked
6. Flaps.......................................... Verify................................. 5
7. Loss of Hydraulic Systems 1 and 2 Landing Checklist
complete.
END
REV. 8, 15 SEP 2008 5-82

Volume 5

Non-Annunciated

4. FSTN BELTS ..................................................................... ON
6. Landing Data ............................. Verify......VREF FULL + 10 Set
7. EICAS........................................................................Checked
components.
complete.

Checklist
2. EICAS.................................[PM]...............................Checked
4. Flaps.......................................... Verify.................................. 5
complete.
END
REV. 8, 15 SEP 2008 5-83

Checklists
Volume 5

Non-Annunciated

4. FSTN BELTS ......................................................................ON
7. EICAS........................................................................ Checked
components.
complete.

Checklist
4. EICAS................................[PM]............................... Checked
6. Flaps.......................................... Verify.................................. 5
complete.
END
REV. 8, 15 SEP 2008 5-84

Volume 5

Non-Annunciated
Pitch/Roll Malfunction Descent Checklist

• Establish landing configuration early.
• Avoid crosswinds greater than 10 kts. for a roll malfunction.
Multiply the Flaps Full

For the following: Unfactored Landing Distance
on Page NAP-44 by:
ELEVATOR (LH or RH) FAIL 1.40
Jammed Control Column -
Pitch
Jammed Control Wheel -
Roll
PITCH TRIM FAIL 1.40
SPOILER FAULT 1.78
STALL PROT FAIL 1.40
3. Shoulder Harness.........Verify................... ..........................On
4. FSTN BELTS ......................................................................On
5. Altimeters.....................Verify.................. ..................__.__Set
6. Landing Data......Verify ................. ............VREF FULL + 15 Set
7. EICAS........................................................................Checked
8. Approach Briefing .................. ..................................Complete
• Expect less elevator control authority and slower response
during landing flare.
10. Pitch/Roll Malfunction Descent Checklist complete.
Pitch/Roll Malfunction Landing Checklist

2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked
3. Landing Gear . . . . . . . . Verify. . . . . . Down, 3 Green
4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . . . __
5. Pitch/Roll Malfunction Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-85

Checklists
Volume 5

Non-Annunciated
RAT Deployed Descent Checklist

NAP-44 by 2.10.
• Avoid side slipping the airplane
• On ground, use differential braking and rudder to steer the
airplane.
• The slats and flaps will operate at low rate
• If a go around is required, use Slat/Flap 3 and airspeed of
VREF FULL + 20 KIAS or 130 KIAS (whichever is higher)
4. FSTN BELTS ......................................................................ON
6. Landing Data ............................. Verify...............................Set
higher).
7. EICAS........................................................................Checked
9. RAT Deployed Descent Checklist complete.
RAT Deployed Landing Checklist

2. EICAS................................. [PM]...............................Checked
3. EMER LT ................................................................... ARMED
5. Flaps.......................................... Verify.................................. 3
6. RAT Deployed Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-86

Volume 5

Non-Annunciated
Holding
Altitude (ft) Maximum Airspeed (KIAS)

SL < 6,000 200
> 6,000 < 14,000 230 (210 where published)
> 14,000 265
Timing
SL < 14,000 1 minute
> 14,000 1 minute 30 seconds
RVSM Required Equipment
Equipment Prior to Entry

Autopilot (1) Must be operational
Altitude Alerting Sys- Must be operational
tem
Altitude Reporting One (1) must be operational
Transponder (2)
Air Data Computers (3) Two (2) must be operational
REV. 8, 15 SEP 2008 5-87

Checklists
Volume 5

Non-Annunciated
Takeoff Alternate/Takeoff Minimums
Takeoff Alternate
If the departure airport is below CAT I landing minimums for
the runway(s) in use, ensure a takeoff alternate is desig-
nated.
Takeoff Minimums
[See Low Time First Officer in GOM,if applicable.]
[The standard for aircraft with two engines is RVR 5000 or 1 mile.]
1. Refer to the Jeppesen Airport page, Takeoff Block for
appropriate runway RVR/Visibility requirement.
2. Comply with IFR Departure Procedure (if applicable).
3. Use table below to confirm operable RVR and Runway
Lighting/Marking requirements.
TDZ MID RO Lighting/Markings

Vis or RVV 1/4 sm (no RVR HIRL or CL or RCLM1
reported)
RC S A HIRL or CL or RCLM1
1600
United States
RC S RC CL
1000 1000
RC2 RC2 RC2 CL, RCLM
600 600 600
RC S A HIRL or CL or RCLM
1200 (1/4
sm)
Canada
RC3 RC3 A3 HIRL, CL, RCLM

600 600
C: Controlling visibility; R: Required; S: May substitute for con-
trolling visibility if “C” is not available; A: Advisory, if operational
1 Takeoff allowed without these, as long as other runway

markings or lighting provide sufficient visual reference to
identify the takeoff surface and maintain directional control
throughout takeoff roll.
2 At airports with only TDZ and RO RVR, both are required and
controlling. At airports with TDZ, MID, RO RVR, if any RVR out,

the other two are required and controlling.
3
If Mid RVR is OTS, TDZ and RO are required and controlling.
REV. 8, 15 SEP 2008 5-88

Volume 5

Non-Annunciated
Approach Minimums
[See Captain on High Minimums or Low Time First Officer in GOM,
if applicable.]
Approach minimums shall be as published or as depicted in table
below, whichever is higher. RVR in feet; visibility in statute miles;
when either RVR or Visibility may be used, they are depicted as
“RVR-Vis” (e.g. 1800-1/2).
Approach Minimums
Min. Alt. TDZ MID RO Remarks
Circling
1,000 ft. HAA or 3 sm Min ceiling
MDA 1,000 ft.
(whichever is
higher)
Non-Precision
MDA/DA RC A A Use MID if
2400-1/2 TDZ
inop
CAT I ILS
DA RC A A Use MID if
1800-1/2 TDZ
inop
C: Controlling R: Required A: Advisory if
reported.
REV. 8, 15 SEP 2008 5-89

Checklists
Volume 5

Non-Annunciated
WIND COMP/CONT RUNWAY/TEMP CONV

WIND COMPONENTS
Tower/ATIS wind = Magnetic METAR/TAF wind =
True
p Crosswind (Degrees off Nose/Tail) p

Kts
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2 0 0 0 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2
4 0 0 1 1 1 2 2 2 3 3 3 3 3 4 4 4 4 4 4
6 0 1 1 2 2 3 3 3 4 4 5 5 5 5 6 6 6 6 6
8 0 1 1 2 3 3 4 5 5 6 6 7 7 7 8 8 8 8 8
10 0 1 2 3 3 4 5 6 6 7 8 8 9 9 9 10 10 10 10
12 0 1 2 3 4 5 6 7 8 8 9 10 10 11 11 12 12 12 12
14 0 1 2 4 5 6 7 8 9 10 11 11 12 13 13 14 14 14 14
16 0 1 3 4 5 7 8 9 10 11 12 13 14 15 15 15 16 16 16
18 0 2 3 5 6 8 9 10 12 13 14 15 16 16 17 17 18 18 18
20 0 2 3 5 7 8 10 11 13 14 15 16 17 18 19 19 20 20 20
22 0 2 4 6 8 9 11 13 14 16 17 18 19 20 21 21 22 22 22
24 0 2 4 6 8 10 12 14 15 17 18 20 21 22 23 23 24 24 24
26 0 2 5 7 9 11 13 15 17 18 20 21 23 24 24 25 26 26 26
28 0 2 5 7 10 12 14 16 18 20 21 23 24 25 26 27 28 28 28
30 0 3 5 8 10 13 15 17 19 21 23 25 26 27 28 29 30 30 30
32 0 3 6 8 11 14 16 18 21 23 25 26 28 29 30 31 32 32 32
34 0 3 6 9 12 14 17 20 22 24 26 28 29 31 32 33 33 34 34
36 0 3 6 9 12 15 18 21 23 25 28 29 31 33 34 35 35 36 36
38 0 3 7 10 13 16 19 22 24 27 29 31 33 34 36 37 37 38 38
40 0 3 7 10 14 17 20 23 26 28 31 33 35 36 38 39 39 40 40
Kts 90 95 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18
0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0
nTailwind (Degrees Off Nose) n
90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
nHeadwind (Degrees Off Nose) n
Temperature Conversion (°C to °F)

°C °F °C °F °C °F °C °F °C °F °C °F
44 111 30 86 16 61 2 36 -12 10 -26 -15
42 108 28 82 14 57 0 32 -14 7 -28 -18
40 104 26 79 12 54 -2 28 -16 3 -30 -22
38 100 24 75 10 50 -4 25 -18 0 -32 -26
36 97 22 72 8 46 -6 21 -20 -4 -34 -29
34 93 20 68 6 43 -8 18 -22 -8 -36 -33
32 90 18 64 4 39 -10 14 -24 -11 -38 -36
REV. 8, 15 SEP 2008 5-90

Volume 5

Non-Annunciated
Severe Weather/Windshear
Do not takeoff or land

Evaluate the Weather until conditions improve.
Average windshear lasts
only 10-15 minutes
Any sign of hazardous convective weather within 15 miles

of airport? (H=high/M=medium/L=low)
Convective weather and... •tModerate turbulence (M)
•Rwy specific alert (H) •Temp/Dewpoint spread >16°C
No (M)
•Localized strong winds (H) •Dewpoint > 10°C (M)
•tred return/heavy precip •Rain showers (M)
(H)
•LLWASt20kt change (H) •Lightning (M)
Yes
Has Microburst Alert been issued for Yes
takeoff/landing runway?
No
Can you maintain at least 3 nm horizontal separation
from severe weather when aircraft is d1,000 feet AGL?
•ATC report of VIP level 5 or greater No
•Steep and/or asymmetrical radar gradients
•Notches, hooks, fingers, or scalloped radar edges
•Heavy rain with convective activity
•Radar echo with a shadow behind it or a magenta radar return
Yes
Do you judge it safe to continue? No
Yes
Apply Windshear Precautions
Takeoff Landing
•Use longest suitable runway •Use longest suitable runway
•When possible, use flaps 2 •Use ILS or VASI for glidepath monitoring
•Consider increased rotation •Use flaps 5
speed •Consider using increased approach
•Use maximum takeoff thrust speed, up to 20 knots
•Establish a stabilized approach no later
than 1,000 feet AFE
•Minimize thrust reductions
•Monitor flight director, autopilot, and
autothrottles
Follow Standard Operating Procedures

•Takeoff: minimize pitch attitude reductions
•Approach: avoid large thrust reductions
•Know normal attitude and performance
•PNF monitor flight path instruments and call out deviations
Accomplish Windshear Recovery if Windshear Encountered
Report Encounter
REV. 8, 15 SEP 2008 5-91

Checklists
Volume 5

Non-Annunciated
REV. 8, 15 SEP 2008 5-92

Volume 5

Airplane General
Airplane General
(Cargo Compartment/Doors/Lighting)
TABLE OF CONTENTS
WARNING
DOOR CRG FWD (AFT) OPEN ................... EAP1-3
DOOR PAX (SERV) FWD (AFT) OPEN ...... EAP1-4
CAUTION
DOOR CENTER (FWD) EBAY OPEN ......... EAP1-5
DOOR FUELING OPEN............................... EAP1-5
DOOR HYD OPEN ....................................... EAP1-5
EMER LT NOT ARMED ............................... EAP1-6
EMER LT ON ............................................... EAP1-6
ADVISORY
EMERG LT BATT FAULT .............................EAP1-6
QRH170 Revision 01, 15 SEP 2008 Page EAP1- 1
REV. 8, 15 SEP 2008 5-93

Checklists
Volume 5

Airplane General
Page EAP1- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-94

Volume 5

Airplane General
DOOR CRG FWD (AFT) OPEN
Condition: Associated baggage door open or not prop-

erly locked.
No
NORMAL PRESSURIZATION?
Yes
END
Altitude......10000 FT OR MEA, WHICHEVER IS

HIGHER
At 10000 ft.:
Pressurization Dump Button ...............PUSH IN
END
REV. 8, 15 SEP 2008 5-95

Checklists
Volume 5

Airplane General
DOOR PAX (SERV) FWD (AFT) OPEN
(Condition: Main passenger or service) door open or not

properly locked either on the ground with an engine run-
ning or in flight.]
Fasten Seat Belts .......................................... ON
No
Yes
Check the affected door.
No
MINIMUM OF 2 DOOR INDICATORS IN GREEN?
Yes
END

HIGHER
At 10000 ft.:
Pressurization Dump Button ............... PUSH IN
END
REV. 8, 15 SEP 2008 5-96

Volume 5

Airplane General
DOOR CENTER (FWD) EBAY OPEN
Condition: Associated electronic bay door open or not

properly locked.]
No
Yes
END

HIGHER
END
DOOR FUELING OPEN
Condition: Fueling door open or not properly locked.]

Monitor the airplane systems.
END
DOOR HYD OPEN
Condition: Hydraulic System 3 access door open or not

properly locked.]
Airspeed...................................... MAX 250 KIAS
END
REV. 8, 15 SEP 2008 5-97

Checklists
Volume 5

Airplane General
EMER LT NOT ARMED
Condition: Emergency lighting system not armed.

Emergency Lights..................................ARMED
END
EMER LT ON
Condition: Emergency lighting system ON.

Emergency Lights................OFF, then ARMED
END
EMER LT BATT FAULT
Condition: EICAS Message Annunciated EMER LT

BATT FAULT.
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-98

Volume 5

AMS
AMS (Pneumatics/Air Conditioning/

Pressurization)
TABLE OF CONTENTS
WARNING
CABIN ALTITUDE HI................................... EAP2-3
CAUTION
AMS CTRL FAIL .......................................... EAP2-4
BLEED APU LEAK ................................... EAP2-5
BLEED 1 (2) FAIL ..................................... EAP2-5
BLEED 1 (2) LEAK ..................................... EAP2-6
BLEED 1 (2) OVERPRESS.......................... EAP2-7
CABIN DIFF PRESS FAIL ........................... EAP2-8
CENTER EBAY FANS FAIL ........................ EAP2-8
CRG FWD VENT FAIL................................. EAP2-8
FWD EBAY FANS FAIL............................... EAP2-9
PACK 1 (2) FAIL .......................................... EAP2-9
PACK 2 LEAK............................................ EAP2-10
PRESN AUTO FAIL ................................... EAP2-10
PRES MAN FAIL........................................ EAP2-11
PRESSURIZATION CONVERSION TBL... EAP2-12
RECIRC SMK DET FAIL............................ EAP2-13
ADVISORY
BLEED 1 (2) OFF........................................EAP2-14
PACK 1 (2) OFF..........................................EAP2-14
REV. 8, 15 SEP 2008 5-99

Checklists
Volume 5

AMS
REV. 8, 15 SEP 2008 5-100

Volume 5

AMS
CABIN ALTITUDE HI
EICAS Indication: Cabin Altitude indication in red.

Aural Warning: CABIN
OXYGEN MASKS…..…Verify ................ ON, 100%
CREW COMM........................................ESTABLISH
ALTITUDE ..............................10000 FT or MEA,

WHICHEVER
IS HIGHER
THRUST LEVERS ....................................... IDLE
SPEED BRAKE ............................... FULL OPEN
AIRSPEED.........................MAX/APPROPRIATE
TRANSPONDER ..........................................7700
ATC......................................................... NOTIFY
Passenger Oxygen Selector.................... OVRD

Autopilot (if available)................................... ON
No Ped/Fstn Belts ......................................... ON
Audio Control Panel................................. EMER
NOTE: Activates the emergency call signal, sounds a
triple chime and illuminates a red light in the
cabin. Flight attendants will establish
communication with the pilots.
Cabin Altitude........................................ Monitor
When cabin altitude is 14,000 ft. or below:
Flight Attendants .................... Notify&obtain
status report
When approximately 1,000 ft. above desired
altitude:
SPEED BRAKE Lever ............. CLOSE
Speed............................ Adjust as necessary
Crew O2 (if required) .............. Normal
NOTE: Flight crew must use oxygen when cabin altitude
is above 10,000 ft. To conserve oxygen, position
the mask selector to NORM.
If Structural Damage is suspected, accomplish:
Structural Damage Procedure (Pg NAP-40)
END
REV. 8, 15 SEP 2008 5-101

Checklists
Volume 5

AMS
AMS CTRL FAIL
CONDITION:Cabin Pressurization and temperature

control is lost.
Icing Conditions........................... EXIT / AVOID
Altitude................................. 10000 FT OR MEA,
WHICHEVER
IS HIGHER
NOTE: Monitor Cabin Altitude and increase rate of
descent accordingly. An emergency descent may
be required.
At 10000 ft.:
NOTE:
- Assisted crossbleed start is not available.
- Pneumatic assisted engine start APU is not
available.
END
REV. 8, 15 SEP 2008 5-102

Volume 5

AMS
BLEED APU LEAK
APU Bleed Button ............................ PUSH OUT
...................................Wait 3 minutes.................
No
BLEED APU LEAK MESSAGE EXTINGUISHES?
Yes
END
APU Emergency Stop Button.............. PUSH IN

APU............................................................... OFF
No
BLEED APU LEAK MESSAGE EXTINGUISHES?
Yes
END
Bleed 1 Button.................................. PUSH OUT

XBleed Button .................................. PUSH OUT
Verify BLEED 1 OFF and XBLEED SW OFF messages

displayed on EICAS.
END
BLEED 1 (2) FAIL
Affected Bleed Button ..................... PUSH OUT

..........................................Wait 1 minute...........
No
BLEED 1 (2) FAIL MESSAGE EXTINGUISHES?
Yes
Affected Bleed Button ......................... PUSH IN
END
Altitude........................................ MAX 31000 FT
END
REV. 8, 15 SEP 2008 5-103

Checklists
Volume 5

AMS
BLEED 1 (2) LEAK
Light: Amber stripped bar illuminates inside the affected

bleed button.
Affected Bleed Button. .................... PUSH OUT
APU Bleed Button (if applicable).... PUSH OUT
Altitude........................................ MAX 31000 FT
.....................................Wait 3 minutes..................
No
BLEED 1 (2) LEAK MESSAGE EXTINGUISHES?
Yes
END
No
BLEED 1 (2) OFF MESSAGE DISPLAYS?
Yes
NOTE: Consider the possibility of leaking occurring in the

opposite side.
Opposite Side Bleed Button ........... PUSH OUT
APU Bleed Button ........................................OFF
WHICHEVER
IS HIGHER
At 10000 ft.:
END
Associated Thrust Lever ............................IDLE

Engine Out Descent Checklist &
Engine Out Landing Checklist (Pg NAP-42)
END
REV. 8, 15 SEP 2008 5-104

Volume 5

AMS
BLEED 1 (2) OVERPRESS

No
BLEED 1 (2) LEAK MESSAGE DISPLAYS?
Yes

...................................Wait 30 seconds................
No
BLEED 1 (2) LEAK MESSAGE PERSISTS?
Yes
BLEED 1 (2) LEAK Procedure ... ACCOMPLISH
END
XBleed Button ...................................... PUSH IN
.............................Wait 1 minute...............................
Affected Bleed Button ......................... PUSH IN
No
BLEED 1 (2) OVERPRESS MESSAGE EXTINGUISHES?
Yes
END

APU Bleed Button (if applicable) .... PUSH OUT
Icing Conditions ........................... EXIT / AVOID
Altitude........................................ MAX 31000 FT
No
BLEED 1 (2) OVERPRESS MESSAGE EXTINGUISHES?
Yes
END
Associated Thrust Lever ........................... IDLE

Engine Out Landing Checklist (Pg NAP-42)
END
REV. 8, 15 SEP 2008 5-105

Checklists
Volume 5

AMS
CABIN DIFF PRESS FAIL
EICAS Indication:Abnormal cabin altitude indication

may be presented.
If Cabin Differential Pressure red limit is reached:
No
POSITIVE DIFFERENTIAL PRESSURE?
Yes
Pack 1 Button ................................... PUSH OUT

WHICHEVER
IS HIGHER
END
Airplane Descent Rate.........................REDUCE
END
CENTER EBAY FANS FAIL

END
CRG FWD VENT FAIL

END
REV. 8, 15 SEP 2008 5-106

Volume 5

AMS
FWD EBAY FANS FAIL
No
TRU 1 (2) FAIL MESSAGE DISPLAYED?
Yes
END
PACK 1 (2) FAIL
Associated Temperature
Controller ....................................... 12 O'CLOCK
Affected Pack Button....................... PUSH OUT
......................................Wait 1 minute.........................
Affected Pack Button........................... PUSH IN
No
PACK 1 (2) FAIL MESSAGE EXTINGUISHES?
Yes
After 1 minute:
Associated Temperature
Controller ...................... OPERATE NORMALLY
END
Affected Pack Button....................... PUSH OUT

Altitude........................................ MAX 31000 FT
END
REV. 8, 15 SEP 2008 5-107

Checklists
Volume 5

AMS
PACK 2 LEAK

Altitude........................................ MAX 31000 FT
.....................................Wait 3 minutes.....................
No
PACK 2 FAIL MESSAGE EXTINGUISHES?
Yes
END

Bleed 2 Button.................................. PUSH OUT
END
PRESN AUTO FAIL
EICAS Indication:Landing Field Elevation indications

showing amber dashes.
Pressurization Mode Selector...................MAN,
then AUTO
No
PRESN AUTO FAIL MESSAGE EXTINGUISHES?
Yes
END
Pressurization Mode Selector....................MAN

Cabin Alt Controller ................... AS REQUIRED
Operate the cabin alt controller to set pressurization
according to conversion table.
At 5000 ft. AGL:
Cabin Alt Controller................... HOLD UP FOR
50 SECONDS
END
REV. 8, 15 SEP 2008 5-108

Volume 5

AMS
PRES MAN FAIL
Altitude...................................10000 FT or MEA,
WHICHEVER IS
HIGER
At 25000 ft.:
Pack 1 Button ........................................PUSH OUT
At 10000 ft.:
Pack 2 Button ........................................PUSH OUT
END
REV. 8, 15 SEP 2008 5-109

Checklists
Volume 5

AMS
PRESSURIZATION CONVERSION TABLE
NOTE: This table must be used to control the cabin altitude/

UP when operating in manual mode only.
AIRPLANE/CABIN ALTITUDE CONVERSION TABLE
AIRPLANE CABIN DIFFERENTIAL
ALTITUDE ALTITUDE PRESSURE
ft.) (ft.) (PSID)
10000 900 4.2
11000 1000 4.5
12000 1200 4.8
13000 1300 5.1
14000 1500 5.3
15000 1700 5.6
16000 1900 5.8
17000 2100 6.0
18000 2300 6.2
19000 2600 6.4
20000 2800 6.6
21000 3000 6.7
22000 3300 6.9
23000 3600 7.0
24000 3900 7.1
25000 4200 7.2
26000 4500 7.3
27000 4800 7.4
28000 5100 7.5
29000 5400 7.5
30000 5700 7.6
31000 6000 7.7
32000 6300 7.7
33000 6700 7.7
34000 7000 7.8
35000 7300 7.8
36000 7600 7.8
37000 8000 7.8
38000 8000 8.0
39000 8000 8.1
40000 8000 8.3
41000 8000 8.4
REV. 8, 15 SEP 2008 5-110

Volume 5

AMS
RECIRC SMK DET FAIL
Recirc Fan Button ............................ PUSH OUT
END
REV. 8, 15 SEP 2008 5-111

Checklists
Volume 5

AMS
BLEED 1 (2) OFF
Altitude........................................ MAX 31000 FT
END
PACK 1 (2) OFF
Altitude........................................ MAX 31000 FT
END
REV. 8, 15 SEP 2008 5-112

Volume 5

Autoflight
Autoflight
TABLE OF CONTENTS
CAUTION
AP FAIL........................................................ EAP3-3
AP PITCH MISTRIM..................................... EAP3-3
AP PITCH TRIM FAIL .................................. EAP3-3
AP ROLL MISTRIM...................................... EAP3-4
AT FAIL........................................................ EAP3-4
AT NOT IN HOLD ........................................ EAP3-4
FD LATERAL MODE OFF ........................... EAP3-4
FD VERT MODE OFF .................................. EAP3-4
SHAKER ANTICIPATED ............................. EAP3-5
STALL PROT FAIL ...................................... EAP3-6
ADVISORY
AFCS FAULT ................................................EAP3-6
STALL PROT FAULT....................................EAP3-6
REV. 8, 15 SEP 2008 5-113

Checklists
Volume 5

Autoflight
REV. 8, 15 SEP 2008 5-114

Volume 5
Autoflight
AP FAIL
CONDITION:Autopilot no longer operative.
Fly the airplane manually.
END
AP PITCH MISTRIM
CONDITION:Pitch trim and autopilot commanding pitch

trim, control in opposite directions.
Control Wheel............................. HOLD FIRMLY

A/P Disc Button ...................................... PRESS
Pitch Trim....................................AS REQUIRED
Autopilot .....................................AS REQUIRED
END
AP PITCH TRIM FAIL
CONDITION:Autopilot stabilizer trim no longer opera-

tive.
Control Wheel............................. HOLD FIRMLY

A/P Disc Button ...................................... PRESS
Pitch Trim....................................AS REQUIRED
Autopilot .....................................AS REQUIRED
END
REV. 8, 15 SEP 2008 5-115

Checklists
Volume 5

Autoflight
AP ROLL MISTRIM
CONDITION:Roll trim and autopilot commanding roll

trim, control in opposite directions.
Roll Trim ..................................... AS REQUIRED
END
AT FAIL
CONDITION:Both autothrottles failed. Selected auto-

throttle not available.
Operate thrust levers manually.
END
AT NOT IN HOLD
CONDITION:Autothrottle not in takeoff HOLD.
Disengage the autothrottle.
END
FD LATERAL MODE OFF
CONDITION:Disconnection of the lateral mode due to

invalid conditions.
Select a flight director lateral mode.
END
FD VERT MODE OFF
CONDITION:Disconnection of the vertical mode due to

invalid conditions.
Select a flight director vertical mode.
END
REV. 8, 15 SEP 2008 5-116

Volume 5

Autoflight
SHAKER ANTICIPATED
CONDITION:Stall warning function inoperative.

Airspeed.....................................MAX 0.5 MACH
No
FLAP FAIL MESSAGE PRESENTED?
Yes
FLAP FAIL Procedure (Pg EAP8-7) ......ACCOMPLISH
END
No
SLAT FAIL MESSAGE PRESENTED?
Yes
SLAT FAIL Procedure (Pg EAP8-13) ... ACCOMPLISH
END
Slat/Flap .................................................FULL
Set normal V Speeds for VREF FULL landing
END
REV. 8, 15 SEP 2008 5-117

Checklists
Volume 5

Autoflight
STALL PROT FAIL
CONDITION:Stall Warning Protection, Stick Shaker,

and AOA Limiting are inoperative.

For flaps 5, set VREF = VREF FULL + 15 KIAS.

LANDING DISTANCE (NAP-44) BY 1.40.
END
AFCS FAULT
Do not takeoff.
END
STALL PROT FAULT
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-118

Volume 5

Auxiliary Power Unit

TABLE OF CONTENTS
WARNING
APU FIRE..................................................... EAP7-3
CAUTION
APU FAIL ..................................................... EAP4-3
APU FAULT ................................................. EAP4-3
APU OIL HI TEMP ....................................... EAP4-4
APU OIL LO PRESS.................................... EAP4-4
REV. 8, 15 SEP 2008 5-119

Checklists
Volume 5

REV. 8, 15 SEP 2008 5-120

Volume 5

APU FAIL
CONDITION:APU FAIL message with automatic shut-

down.
No
APU FAILED DURING START?
Yes
APU can be restarted according to the APU starter

limitations.
END
APU............................................................... OFF
END
APU FAULT
EICAS Indication:Abnormal APU EGT indication may

be presented.
No
ABNORMAL INDICATION?
Yes
APU Bleed Button..............PUSH OUT

....................Wait 1 minute......................................
No
ABNORMAL INDICATION REMAINS?
Yes
APU Emergency Stop Button........PUSH IN

APU..............................................................OFF
END
NOTE: If the APU is not essential for the flight, turn off the
APU.
END
REV. 8, 15 SEP 2008 5-121

Checklists
Volume 5

APU OIL HI TEMP
APU FAULT Procedure...............ACCOMPLISH
END
APU OIL LO PRESS
APU FAULT Procedure...............ACCOMPLISH
END
REV. 8, 15 SEP 2008 5-122

Volume 5

Electrical
Electrical
TABLE OF CONTENTS
WARNING
BATT DISCHARGING .................................EAP5-3
BATT 1 (2) OVERTEMP ..............................EAP5-3
BATT 1-2 OFF..............................................EAP5-3
ELEC EMERGENCY....................................EAP5-4
CAUTION
AC BUS 1 OFF.............................................EAP5-6
AC BUS 2 OFF.............................................EAP5-6
AC ESS BUS OFF .......................................EAP5-6
AC STBY BUS OFF .....................................EAP5-7
APU GEN OFF BUS ....................................EAP5-7
BATT 1 (2) DISCHARGING .........................EAP5-7
BATT 1 OFF.................................................EAP5-8
BATT 2 OFF.................................................EAP5-8
DC BUS 1 OFF.............................................EAP5-8
DC BUS 2 OFF.............................................EAP5-9
DC ESS BUS 1 OFF ..................................EAP5-10
DC ESS BUS 2 OFF ..................................EAP5-11
DC ESS BUS 3 OFF ..................................EAP5-13
GPU CONNECTED .................................... EAP5-13
IDG 1 (2) OFF BUS .................................... EAP5-13
IDG 1 (2) OIL.............................................. EAP5-14
TRU 1 (2) FAIL...........................................EAP5-14
TRU ESS FAIL ...........................................EAP5-14
DIAGRAM
LEFT CB PANEL.........................................EAP5-15
RIGHT CB PANEL ......................................EAP5-16
CHECKLISTS
RAT DEPLOYED DESCENT/LANDING
CHECKLIST .................................................EAP5-17
FLAPS 5 UNFACTORED LDG DIST ...........EAP5-18
FLAPS FULL UNFACTORED LDG DIST ....EAP5-19
REV. 8, 15 SEP 2008 5-123

Checklists
Volume 5

Electrical
REV. 8, 15 SEP 2008 5-124

Volume 5

Electrical
BATT DISCHARGING
END
BATT 1 (2) OVERTEMP
EICAS Indication:Battery temperature indication in red

band.
ASSOCIATED BATTERY..............................OFF
NOTE: Do not start the APU.
END
BATT 1-2 OFF
NOTE: Do not start the APU.
END
REV. 8, 15 SEP 2008 5-125

Checklists
Volume 5

Electrical
ELEC EMERGENCY

Airspeed.........................................MIN 130 KIAS
APU..............................................................START
IDG 1 Selector..........................OFF, then AUTO
IDG 2 Selector..........................OFF, then AUTO
Emergency Lights.................................... OFF
NOTE: Only two APU start attempts are allowed.
No
ELEC EMERGENCY MESSAGE PERSISTS?
Yes
No
BATT DISCHARGING MESSAGE PRESENTED?
Yes
RAT Manual Deploy Lever.........PULL

TRU 1 Switch...................................OFF
TRU 2 Switch...................................OFF
Icing Conditions.......................EXIT/AVOID
Altitude................................10000 FT or MEA,
WHICHEVER IS HIGHER
ADS 1 and 2 Weather Radar
IRS 2 Yaw Damper
TAT 1 and 2 Radio Altimeters 1 and 2
AOA Limit Windshear Detection
Autothrottle Nosewheel Steering
Ground Spoilers L1, R1, L2
Autopilot
and R2
Multi Function Spoilers L3,
Display Unit 1, 4 and 5
R3, L4, R4, L5 and R5
CCD 2 Speedbrake
Engine 1 and Engine 2
Flight Director 1 and 2
Reversers
FMS 1 Fuel AC Pump 1
MCDU 1 Pack 1 e 2
GPS 1 Ice Detectors 1 and 2
NAVCOM 2 Windshield Wiper 1 and 2
TCAS Windshield Heater 1 and 2
Anti-Ice System
REV. 8, 15 SEP 2008 5-126

Volume 5

Electrical

NOTE:
- Avoid side slipping the airplane.
- On ground, use differential braking and
rudder to steer the airplane.
- The slats and flaps will operate at low rate.

RAT Deployed Descent Checklist &
RAT Deployed Landing Checklist (Pg EAP5-17)
END

(Spoilers, Elevators and Rudder)...........PUSH IN,
then OUT

RAT Deployed Descent Checklist &
RAT Deployed Landing Checklist (Pg EAP5-17)
END
REV. 8, 15 SEP 2008 5-127

Checklists
Volume 5

Electrical
AC BUSS 1 OFF
Fuel AC Pump 1
Hyd Sys 2 Elec Pump
Windshield Wiper 2
Windshield Heater 2
Ice Detector 1
NOTE: - The slats will operate at low rate.
- Fuel Crossfeed Low 2 is not available.
When flying in icing conditions:
Ice Protection Mode Selector .............. ON
Two minutes after exiting icing conditions:
Ice Protection Mode Selector .............. AUTO
END
AC BUS 2 OFF
Hyd Sys 1 Elec Pump
Hyd Sys 3 Elec Pump B
Windshield Wiper 1
Windshield Heater 1
Ice Detector 2
NOTE: The flaps will operate at low rate.
Ice Protection Mode Selector .............. ON
END
AC ESS BUS OFF

TRU ESS Switch....................................... OFF
Fuel AC Pump 2
Hyd Sys 3 Elec Pump A
NOTE: - The flaps and slats will operate at low rate.
- Fuel Crossfeed Low 1 is not available.
END
REV. 8, 15 SEP 2008 5-128

Volume 5

Electrical
AC STBY BUS OFF
Monitor the electrical system.

Ignition 1A
Ignition 2A
NOTE: Engine start with batteries only is not available.
END
APU GEN OFF BUS
APU Gen Button.....................PUSH OUT, then IN

No
APU GEN OFF BUS MESSAGE EXTINGUISHES?
Yes
END
APU Gen Button...................................PUSH OUT
END
BATT 1 (2) DISCHARGING
Associated TRU Switch..............OFF, then AUTO

No
BATT 1 (2) DISCHARGING MSG EXTINGUISHES?
Yes
END
Associated TRU Switch ...........................OFF
END
REV. 8, 15 SEP 2008 5-129

Checklists
Volume 5

Electrical
BATT 1 OFF
Battery 1.........................................VERIFY ON
NOTE: If battery 1 selector is off, APU start is not
available.
END
BATT 2 OFF
Battery 2....................................VERIFY AUTO
END
DC BUS 1 OFF
Autothrottle.....................................DISENGAGE
Emergency Lights.........................................OFF
Altitude..........................................MAX 31000 FT
Autopilot Engine 1 Reverser
Autothrottle 1 PTU
MCDU 1 Hyd Sys 2 Elec Pump
CCD 2 Radio Altimeter 1
Multi Function Spoiler
ADS 1
L5 and R5
Pack 1 Weather Radar
Display Unit 1 Windshield Wiper 2
Display Unit 4 Windshield Heater 2
NOTE: The slats will operate at low rate.
Emergency Lights.........................ARMED
Slat/Flap...............................................FULL
Set Normal V Speeds for VREF FULL Landing.
LANDING DISTANCE (EAP5-19) BY 1.15.
END
REV. 8, 15 SEP 2008 5-130

Volume 5

Electrical
DC BUS 2 OFF
Autothrottle..........................................DISENGAGE
Altitude..............................................MAX 31000 FT
Engines Vibration
Display Unit 5
Indications
ADS 2 NAVCOM 2
Pack 2 Radio Altimeter 2
Multi Function Spoilers L3,
Transponder 2
R3, L4 and R4
Roll Trim TCAS
Autothrottle 2 HF Transceiver
Engine 2 Reverser Speedbrake
Nosewheel Steering Windshield Heater 1
Hyd Sys 1 Elec Pump Windshield Wiper 1
Pedal Adjustment
Hyd Sys 3 Elec Pump B
Switch
Slat/Flap .................................................FULL
LANDING DISTANCE BY (EAP5-19) 1.20.
On ground:
Use differential braking and
rudder to steer the airplane.
END
REV. 8, 15 SEP 2008 5-131

Checklists
Volume 5

Electrical
DC ESS BUS 1 OFF

Icing Conditions..............................EXIT / AVOID
Battery 1..........................................................OFF
Hydraulic System 2
Display Unit 3
Depressurization Valve
ADS 1 Digital Audio Panel 1
RAT Automatic Deployment
L5 and R5
Outboard Brakes NAVCOM 1
Engine 1 Start Valve Transponder 1
Ignition 1A Master Caution 1
Oil Pressure Indicator 1
APU Fuel Quantity 1 Indication
Hyd Sys 3 Elec Pump A Fwd LAV Smoke Detection
NOTE: - Compass internal light will be lost.
- FADEC will set flight idle on ground.
- The flaps will operate at low rate.
- Engine 2 windmill start is not available.
- Thrust Reversers, Wing Anti-Ice and Ground
Idle may not be available.
efficiency.
procedure.
Slat/Flap................................................. FULL
CAUTION: MULTIPLY THE FULL FLAP UNFACTORED
On Ground:
Brakes...................................APPLY NORMALLY
If necessary:
Emergency/Parking Brake ................... PULL
CAUTION: APPLY THE EMERGENCY/PARKING BRAKE
MONITORING THE EMERGENCY/PARKING
BRAKE LIGHT.
CAUTION: WHEN THE EMERGENCY/PARKING BRAKE

LIGHT IS ON, MAINTAIN STEADY PRESSURE
SINCE THE ANTI-SKID PROTECTION IS NOT
AVAILABLE.
END
REV. 8, 15 SEP 2008 5-132

Volume 5

Electrical
DC ESS BUS 2 OFF

Icing Conditions............................EXIT / AVOID
Battery 2.........................................................OFF
Display Unit 2 Inboard Brakes
CCD 1 DC Fuel Pump
ADS 3 Fuel Quantity 2 Indication
IESS Fuel Crossfeed Operation
ADS Standby APU Fire Extinguishing
MCDU 2 APU Fuel Shutoff Valve
TCAS APU Fire Detection
Aft Lavatory Smoke
Master Warning/Caution 2
Detection
Engine 2 Oil pressure
Aural Warning 2
indication
Engine 1 and Engine 2
Digital Audio Panel 2
Reversers
Multi Function Spoilers L3, Hydraulic System 1
R3, L4 and R4 Depressurization Valve
Ignition 2A
NOTE: - The slats will operate at low rate.
- FADEC will set flight idle on ground.
- Engine 1 windmill start is not available.
- Thrust Reversers, Wing Anti-Ice and Ground
Idle may not be available.
efficiency.
procedure.
APU............................................................OFF
Slat/Flap .................................................FULL
REV. 8, 15 SEP 2008 5-133

Checklists
Volume 5

Electrical
(Continues from the previous page)
CAUTION: MULTIPLY THE FULL FLAP UNFACTORED

On Ground:
Brakes..................................APPLY NORMALLY
If necessary:
Emergency/Parking Brake ................... PULL
CAUTION: APPLY THE EMERGENCY/PARKING BRAKE

MONITORING THE EMERGENCY PARKING
BRAKE LIGHT.
CAUTION: WHEN THE EMERGENCY/PARKING BRAKE

LIGHT IS ON, MAINTAIN STEADY PRESSURE
SINCE THE ANTI-SKID PROTECTION IS NOT
AVAILABLE.
END
REV. 8, 15 SEP 2008 5-134

Volume 5

Electrical
DC ESS BUS 3 OFF
TRU ESS Switch .......................................OFF

No
DC ESS BUS 3 MESSAGE EXTINGUISHES?
Yes
END

Radio Altimeter 3 Fuel Crossfeed Valve
Landing Gear Override
ADS 2
Switch
Internal Light of all Cargo Compartment Fire
Switches Bottles
Pax Address Rudder Trim
NOTE: The flaps will operate at low rate.

APU...............................................................OFF
END
GPU CONNECTED
Before Taxi:
GPU .................................................. DISCONNECT
END
IDG 1 (2) OFF BUS
Affected IDG Selector..............OFF, then AUTO

No
IDG 1 (2) OFF BUS MESSAGE EXTINGUISHES?
Yes
END
Affected IDG Selector.......................OFF

APU...................................AS REQUIRED
END
REV. 8, 15 SEP 2008 5-135

Checklists
Volume 5

Electrical
IDG 1 (2) OIL
Light: Affected IDG light becomes amber.

Affected IDG Selector .............................. DISC
APU ...........................................AS REQUIRED
END
TRU 1 (2) FAIL
Affected TRU Switch.................OFF, then AUTO

No
TRU 1 (2) FAIL MESSAGE EXTINGUISHES?
Yes
END
Affected TRU Switch................................ OFF
END
TRU ESS FAIL
TRU ESS Switch....................................... OFF
END
REV. 8, 15 SEP 2008 5-136

Volume 5

Electrical
LEFT CB PANEL
REV. 8, 15 SEP 2008 5-137

Volume 5
5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
1 4 L H OUT BD UPR RUD VENT RAL PEDAL 3 2 L H I NBD RH I NBD P- ACE 3 SL AT PI T CH F UEL ENG L H OUT BD UPR RUD RH I NBD
PRI SEC EL EV SEC PRI AI R BRAKE ADJ UST SEC PRI EL EV SEC EL EV PRI L WR RUD ACE 2 T RI M 2 SOV 2 EL EV SEC PRI EL EV PRI
F CM P- ACE 1 A F CM P- ACE 2 PRI A HOT BAT T
A F L I GHT CONT ROL S A F L I GHT CONT ROL S A BACKUP HOT BAT T BUS F CS
DC BUS 2 DC ESS BUS 2 BUS 2
REV. 8, 15 SEP 2008

15 5 2O 2O 2O 5 15 5 5 5 5 2O 2O 5 5
Electrical
MF D CCD MCDU I NT REGAT ED CUST I / O PWR MAU 2 F L AP P- ACE3

DI SPL AY CT L I / O PWR PWR PWR CUST I / O PWR ENG RH OUT BD
1 1 2 ST BY 2A 1 ENG ACE 2
Page EAP5- 16
PF D 2 2 1 2 PRI 2 2B B 2 SEC B 1B 2B EL EV SEC
B MAU 2 MAU 3 B DI SPL AY/ CONT ROL MAU 3 B F L I GHT CONT ROL S
F I REX
DC ESS BUS 3
5 5 5 5 5 5 5 5 5 5
AURAL MAST ER HYDR
HF HF SYS 1 SYS 3 B PRESS I ND COMM WRN L G EXT HYDR L I GHT S
2 CAUT 2
EDP
COUPL ER RX/ EX EL EC PUMP SYS 1 C AUDI O 2 SYS 1
C OVRD PRESS I ND ANNUN
C C AL ERT S C SYS 3 T EST
COMM HYDR
5 5 5 5 5 5 5 5 5 5 5 25
PROBE PROBE CHAN CHAN ENGI NE ADS 2 PROBE 3
I RS 2 ADS 2 ML S AF CS PANEL PI T CH ROL L YAW I RS 1 3B 4B B1 CMC PROBE HEAT ER
B2 OI L
PWR 1 PROBE 4 A 2 PWR 2 2 2 2 D PWR 2 ADS 3 / ST BY D 3A PWR
D D NAV AF CS D L EVEL 2 NAV
NAV AP SERVOS
5 5 5 5 5 5 5 5 5 5 1O
ENG 2 ENG 2 ENG 2 SEAT
ENGI NE OXY MASC ADJ UST
F L OOD/ T OWI NG L T SYS 2 SYS 1 T 2 HEAT ER 1B 2B OI L
AI RST AI R OVHD PNL PWR 1 T HRUST E E DEPL OY 1 COPI L OT
ST ORM READI NG NWS PWR 2 PWR 2 F ADEC PRESS
E LG CT RL 2 E LG ENGI NE
E MI SC
L I GHT S
RIGHT CB PANEL
Revision 01, 15 SEP 2008

5 5 5 5 5 5 5 5 5 5 5
F AN AI R ENG 2 A- 1 PRESN
I NL ET BL EED 2 AUT OBRAKE SMK DET WI PER BRK F WD 3 AF T 2 WSHL D
PRESS I ND F CPCS F
DOOR 2 AUX RL Y RECI RC F AN 1 NAV TX CARGO WI PER
F I CE/ RAI N F CT RL 1A I NBD F
BL EED PROT EL T SMK DET 1
5 5 5 5 5 5 5 5
AI RST AI R AI RCOND
REF UEL I NG GAL L EY 1 GAL L EY 2 ACT R L OW F UEL F UEL I CE DET PC
2 DEF UEL I NG CT RL CT RL DMU PRA/ MUSI C BKUP L I MI T 2 G QT Y 2 F I REX SOV
G 2 OUT L ET
G F UEL MI SC G APU G AC BUS 2
21 22 23 24 25 26 27 28 29 3O 31 32 33 34 35 36 37 38 39 4O
QRH170
EM170AOM140290.DGN
Checklists
5-138
Volume 5

Electrical
RAT Deployed Descent Checklist

EAP5-19 by 2.10.
• Avoid side slipping the airplane
• On ground, use differential braking and rudder to steer the
airplane.
• The slats and flaps will operate at low rate
• If a go around is required, use Slat/Flap 3 and airspeed of
VREF FULL + 20 KIAS or 130 KIAS (whichever is higher)
4. FSTN BELTS ..................................................................... ON
6. Landing Data ............................. Verify.............................. Set
higher).
7. EICAS........................................................................Checked
9. RAT Deployed Descent Checklist complete.
RAT Deployed Landing Checklist

2. EICAS.................................[PM]...............................Checked
3. EMER LT ................................................................... ARMED
5. Flaps.......................................... Verify.................................. 3
6. RAT Deployed Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-139

Checklists
Volume 5

Electrical

following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-140

Volume 5

Electrical

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-141

Checklists
Volume 5

Electrical
REV. 8, 15 SEP 2008 5-142

Volume 5

Engine
Engine
TABLE OF CONTENTS
WARNING
ENG 1 (2) FIRE ............................................EAP7-4
ENG 1 (2) REV DEPLOYED ........................EAP6-3
ENG 1 (2) OIL LO PRESS ...........................EAP6-4
CAUTION
ENG 1 (2) CONTROL FAULT......................EAP6-5
ENG 1 (2) FADEC OVERTEMP...................EAP6-5
ENG 1 (2) FAIL ............................................EAP6-6
ENG 1 (2) FUEL IMP BYPASS....................EAP6-7
ENG 1 (2) FUEL LO PRESS........................EAP6-7
ENG 1 (2) NO DISPATCH............................EAP6-7
ENG 1 (2) OIL LO LEVEL............................EAP6-7
ENG 1 (2) REV FAIL ....................................EAP6-8
ENG 1 (2) REV PROT FAULT .....................EAP6-8
ENG 1 (2) REV TLA FAIL ............................EAP6-8
ENG 1 (2) START VLV OPEN .....................EAP6-9
ENG 1 (2) TLA FAIL ..................................EAP6-10
ENG 1 (2) T2 HEAT FAIL .......................... EAP6-10
ENG EXCEEDANCE..................................EAP6-10
ENG NO TAKEOFF DATA ........................ EAP6-10
ENG REF A-I DISAG ................................. EAP6-11
ENG REF ECS DISAG............................... EAP6-11
ENG THR RATING DISAG ........................ EAP6-11
ENG TLA NOT TOGA................................ EAP6-11
CHECKLISTS
CHECKLIST .................................................EAP6-12
FLAPS 5 UNFACTORED LDG DIST ...........EAP6-13
FLAPS FULL UNFACTORED LDG DIST ....EAP6-14
DRIFTDOWN CHECKLIST ..........................EAP6-15
REV. 8, 15 SEP 2008 5-143

Checklists
Volume 5

Engine
REV. 8, 15 SEP 2008 5-144

Volume 5

Engine
ENG 1 (2) REV DEPLOYED
EICAS Indication:REV icon above the associated ITT

indication.
Autothrottle........................................DISENGAGE
Associated Thrust Lever...............................IDLE
No
ANY BUFFETING NOTICED?
Yes
Start/Stop Selector
(affected engine)........................................STOP
APU................................................................START
Fuel..........................................................BALANCE
Autothrottle...................................AS REQUIRED
END

Driftdown Table (if applicable Pg EAP6-15),
Checklist (Pg EAP6-12)
END
REV. 8, 15 SEP 2008 5-145

Checklists
Volume 5

Engine
ENG 1 (2) OIL LO PRESS
EICAS Indication:Oil pressure indication in amber may

be presented.
No
OIL PRESSURE INDICATION ABNORMAL?
Yes
ENGINE 1 (2) FAIL

Procedure ......ACCOMPLISH (Pg EAP6-6)
END
REV. 8, 15 SEP 2008 5-146

Volume 5

Engine
ENG 1 (2) CONTROL FAULT
Autothrottle.................................DISENGAGE
CAUTION: AVOID THRUST REVERSER USE, RAPID
THRUST LEVER MOVEMENT, AND HIGH
THRUST OPERATION.
No
ABLE TO CONTROL ENGINE THRUST?
Yes
END
ENGINE 1 (2) FAIL

END
ENG 1 (2) FADEC OVERTEMP
No
ENGINE PARAMETERS ABNORMAL?
Yes
ENGINE 1 (2) FAIL

CAUTION: IF THE ENGINE DOES NOT SHUTDOWN, PULL
(DO NOT ROTATE) THE ASSOCIATED FIRE-
EXTINGUISHING HANDLE.
END
REV. 8, 15 SEP 2008 5-147

Checklists
Volume 5

Engine
ENG 1 (2) FAIL
EICAS Indication:FAIL icon on N1 indication.

Oil Press indication in red.
Autothrottle.......................DISENGAGE
#___ Thrust Lever ...Confirm.......IDLE
No
ENGINE AUTO RELIGHTS?
Yes
NOTE: If flight conditions permit, operate the engine at idle
for 2 minutes prior to applying engine thrust.
END
#___ Start/Stop ............Confirm...................STOP

APU ........................................................... START
No
FUEL LEAK SUSPECTED?
Yes
FUEL LEAK
Procedure ............ACCOMPLISH (Pg NAP-12)
END
No
RESTART CONSIDERED?
Yes
ENGINE AIRSTART
Procedure ................ACCOMPLISH (Pg NAP-21)
END
Fuel............................................................ BALANCE
Autothrottle ....................................... AS REQUIRED

Driftdown Table (if applicable Pg EAP6-15), After
Takeoff Checklist, and Engine Out Descent
& Engine Out Landing Checklist (Pg EAP6-12)
END
REV. 8, 15 SEP 2008 5-148

Volume 5

Engine
ENG 1 (2) FUEL IMP BYPASS
CAUTION: IF BOTH ENGINES ARE AFFECTED, LAND AT

THE NEAREST SUITABLE AIRPORT.
END
ENG 1 (2) FUEL LO PRESS
Fuel Xfeed Selector..............................OFF

Autothrottle.............................DISENGAGE
#___ Thrust Lever ...Confirm............IDLE
Altitude.................................MAX 25000 FT
No
Yes
FUEL LEAK
END
At 25000 ft.:
Autothrottle ................................ AS REQUIRED
NOTE: The thrust lever may be set above idle, but the
ENG 1 (2) FUEL LO PRESS message may
return.
END
ENG 1 (2) NO DISPATCH
Do not takeoff.
END
ENG 1 (2) OIL LO LEVEL
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-149

Checklists
Volume 5

Engine
ENG 1 (2) REV FAIL
Do not takeoff.
END
ENG 1 (2) REV PROT FAULT
Do not takeoff.
END
ENG 1 (2) REV TLA FAIL
Do not move thrust levers below idle in flight.
END
REV. 8, 15 SEP 2008 5-150

Volume 5

Engine
ENG 1 (2) START VLV OPEN
XBleed Button..................................PUSH OUT

Associated Bleed Button................PUSH OUT
No
ON GROUND?
Yes
No
ENGINE 1 AFFECTED?
Yes
APU Bleed Button...........................PUSH OUT

Engine 1:
#1 Thrust Lever ............Confirm...............IDLE
#1 Start/Stop...........Conirm......................STOP
END
Engine Start Ground Cart.............REMOVE

Engine 2:
#2 Thrust Lever ............Confirm........IDLE
#2 Start/Stop ..................Confirm.....STOP
END
APU Bleed Button.......................PUSH OUT

Icing Conditions........................EXIT / AVOID
Altitude....................................MAX 31000 FT
CAUTION: IN FLIGHT ASSISTED STARTS ARE NOT
POSSIBLE FOR THE AFFECTED ENGINE.
END
REV. 8, 15 SEP 2008 5-151

Checklists
Volume 5

Engine
ENG 1 (2) TLA FAIL
CONDITION:Associated engine thrust control is lost.

NOTE: The engine thrust will be set to idle automatically.
Driftdown Table (if applicable Pg EAP6-15),
Engine Out Landing Checklist (Pg EAP6-12)
END
ENG 1 (2) T2 HEAT FAIL
Icing Conditions...................EXIT / AVOID
END
ENG EXCEEDANCE
Do not takeoff.
END
ENG NO TAKEOFF DATA
Engine Takeoff Data ................................ ENTER
END
REV. 8, 15 SEP 2008 5-152

Volume 5

Engine
ENG REF A-I DISAG
Configure the airplane according to takeoff data or re-

enter the takeoff data according to the airplane config-
uration.
END
ENG REF ECS DISAG
Configure the airplane according to takeoff data or re

enter the takeoff data according to the airplane
configuration.
NOTE: The EICAS message ENG REF ECS DISAG will
be always displayed when the following
conditions apply simultaneously: The REF ECS is
set to ON, the APU is running and the engine
thrust levers are set to idle.
END
ENG THR RATING DISAG
Do not takeoff.
END
ENG TLA NOT TOGA
Move the thrust levers to TOGA position
END
REV. 8, 15 SEP 2008 5-153

Checklists
Volume 5

Engine

• Multiply the Flaps 5 Unfactored Landing Distance on page
EAP6-14 by 1.50.
KIAS.
3. FSTN BELTS ..................................................................... ON
6. EICAS....................................................................... Checked
up.

available.
2. EICAS................................. [PM]...............................Checked
4. FLAPS......................................Verify .................................. 5
3 (if RAT deployed)
5. FUEL XFEED .................................................................. OFF
END
REV. 8, 15 SEP 2008 5-154

Volume 5

Engine

The table reflects the actual landing distance required. Plan
accordingly. Chose a runway that provides the largest safety mar-
gin possible.
This information is for in-flight emergency use only. These dis-
tances reflect the required landing distance only. The FAA addi-
tional runway margin is not included. The published distances are
based on the following:
• Touchdown within 1,000 feet from the approach end of the
runway.
• Application of maximum manual braking.

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-155

Checklists
Volume 5

Engine

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-156

Volume 5

Engine
Driftdown Checklist
o DRIFTDOWN SPEED
ENGINE LOSS
o
1. AutothrottlesOFF
5. FLCHSelect
DRIFTDOWN TABLE

DRIFTDOWN & BELOW
20000 19600 18600

79000 75400 199
(15100) (14400) (13000)
21300 21000 20200
75000 72000 194
(17000) (16400) (15100)
22700 22400 21900
71000 68400 188
(18600) (18200) (17000)
24100 24000 23400
67000 64600 183
(20100) (19900) (19000)
25700 25600 25000
63000 60900 178
(21700) (21500) (20900)
27300 27200 26700
59000 57100 172
(23300) (23200) (22700)
28900 28900 28400
55000 53300 166
(25100) (25000) (24600)
30700 30700 30300
51000 49500 160
(26900) (26900) (26500)
DRIFTDOWN TABLE

DRIFTDOWN & BELOW
19700 19600 18000

79000 75400 198
(14900) (14700) (12600)
20900 20800 19400
75000 72200 194
(16800) (16600) (14700)
22200 22200 20800
71000 68500 188
(18400) (18200) (16500)
23600 23600 22300
67000 64700 183
(19800) (19700) (18200)
25100 25000 23800
63000 61000 178
(21300) (21300) (19900)
26600 26300 25300
59000 57100 172
(22900) (22900) (21600)
28300 27500 26500
55000 53400 166
(24600) (24600) (23400)
30100 29000 27800
51000 49600 160
(26300) (26100) (25100)
REV. 8, 15 SEP 2008 5-157

Checklists
Volume 5

Engine
REV. 8, 15 SEP 2008 5-158

Volume 5

Fire Protection
Fire Protection
TABLE OF CONTENTS
WARNING
APU FIRE..................................................... EAP7-3
ENG 1 (2) FIRE ............................................ EAP7-4
CAUTION
APU FIRE DET FAIL.................................... EAP7-5
APU FIREX FAIL ......................................... EAP7-5
CRG AFT (FWD) FIRE SYS FAIL................ EAP7-5
ENG 1 (2) FIRE DET FAIL ........................... EAP7-5
RECIRC SMK DET FAIL............................ EAP2-13
CHECKLISTS
CHECKLIST ...................................................EAP7-6
FLAPS 5 UNFACTORED LDG DIST .............EAP7-7
FLAPS FULL UNFACTORED LDG DIST ......EAP7-8
DRIFTDOWN CHECKLIST ............................EAP7-9
REV. 8, 15 SEP 2008 5-159

Checklists
Volume 5

Fire Protection
REV. 8, 15 SEP 2008 5-160

Volume 5

Fire Protection
APU FIRE
Light: APU Emergency Stop Button upper half illumi-

nates in red.
APU EMERGENCY STOP BUTTON..... PUSH IN
APU............................................................... OFF
No
APU FIRE MESSAGE EXTINGUISHES?
Yes
END
APU Fire Extinguishing

Button ....................................................PUSH
END
REV. 8, 15 SEP 2008 5-161

Checklists
Volume 5

Fire Protection
ENG 1 (2) FIRE
EICAS Indication:FIRE icon on the associated ITT indi-

cator and associated fire handle illuminates.
AUTOTHROTTLES........................DISENGAGE
#___ THRUST LEVER ......Confirm...........IDLE
#___ START/STOP ............Confirm.........STOP
#___ FIRE HANDLE ..........Confirm.........PULL
#___Fire Handle.......Confirm......Rotate (L or R)
.................................Wait 30 seconds....................
No
ENG 1 (2) FIRE MESSAGE PERSISTS?
Yes
Fire Handle (remaining bottle)..............ROTATE
No
Yes
Airspeed...............................MAX 200 KIAS

Altitude..................................MAX 18000 FT
APU..........................................START
Fuel.....................................BALANCE
Autothrottle................AS REQUIRED
Driftdown Table (if applicable Pg EAP7-9)
END
REV. 8, 15 SEP 2008 5-162

Volume 5

Fire Protection
APU FIRE DET FAIL
APU............................................................... OFF
END
APU FIREX FAIL
APU............................................................... OFF
END
CRG AFT (FWD) FIRE SYS FAIL
No
AFFECTED CARGO COMPARTMENT IS EMPTY?
Yes
END
END
ENG 1 (2) FIRE DET FAIL
If fire is suspected in the affected engine:

ENGINE 1 (2) FIRE
END
REV. 8, 15 SEP 2008 5-163

Checklists
Volume 5

Fire Protection

• Multiply the Flaps 5 Unfactored Landing Distance on page
EAP7-8 by 1.50.
KIAS.
3. FSTN BELTS ..................................................................... ON
6. EICAS....................................................................... Checked
up.

available.
2. EICAS................................. [PM]...............................Checked
4. FLAPS......................................Verify .................................. 5
3 (if RAT deployed)
5. FUEL XFEED .................................................................. OFF
END
REV. 8, 15 SEP 2008 5-164

Volume 5

Fire Protection

The table reflects the actual landing distance required. Plan
accordingly. Chose a runway that provides the largest safety margin
possible.
These distances reflect the required landing
distance only. The FAA additional runway margin is
not included. The published distances are based on
the following:
• Touchdown within 1,000 feet from the approach end of the
runway.
• Application of maximum manual braking.
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-165

Checklists
Volume 5

Fire Protection

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-166

Volume 5

Fire Protection
Driftdown Checklist
o DRIFTDOWN SPEED
ENGINE LOSS
o
1. AutothrottlesOFF
5. FLCHSelect
DRIFTDOWN TABLE

DRIFTDOWN & BELOW
20000 19600 18600

79000 75400 199
(15100) (14400) (13000)
21300 21000 20200
75000 72000 194
(17000) (16400) (15100)
22700 22400 21900
71000 68400 188
(18600) (18200) (17000)
24100 24000 23400
67000 64600 183
(20100) (19900) (19000)
25700 25600 25000
63000 60900 178
(21700) (21500) (20900)
27300 27200 26700
59000 57100 172
(23300) (23200) (22700)
28900 28900 28400
55000 53300 166
(25100) (25000) (24600)
30700 30700 30300
51000 49500 160
(26900) (26900) (26500)
DRIFTDOWN TABLE

DRIFTDOWN & BELOW
19700 19600 18000

79000 75400 198
(14900) (14700) (12600)
20900 20800 19400
75000 72200 194
(16800) (16600) (14700)
22200 22200 20800
71000 68500 188
(18400) (18200) (16500)
23600 23600 22300
67000 64700 183
(19800) (19700) (18200)
25100 25000 23800
63000 61000 178
(21300) (21300) (19900)
26600 26300 25300
59000 57100 172
(22900) (22900) (21600)
28300 27500 26500
55000 53400 166
(24600) (24600) (23400)
30100 29000 27800
51000 49600 160
(26300) (26100) (25100)
REV. 8, 15 SEP 2008 5-167

Checklists
Volume 5

Fire Protection
REV. 8, 15 SEP 2008 5-168

Volume 5

Flight Controls
Flight Controls
TABLE OF CONTENTS
WARNING
ELEV NML MODE FAIL...............................EAP8-3
GROUND SPOILERS FAIL .........................EAP8-3
RUDDER NML MODE FAIL.........................EAP8-4
SPOILER NML MODE FAIL ........................EAP8-4
CAUTION
AOA LIMIT FAIL ..........................................EAP8-5
ELEV THR COMP FAIL ...............................EAP8-5
ELEVATOR FAULT .....................................EAP8-5
ELEVATOR LH (RH) FAIL...........................EAP8-6
FLAP FAIL ...................................................EAP8-7
FLT CTRL NO DISPATCH...........................EAP8-9
PITCH TRIM FAIL ........................................EAP8-9
RUDDER FAIL ...........................................EAP8-10
RUDDER FAULT .......................................EAP8-11
RUDDER LIMITER FAIL............................ EAP8-12
SLAT-FLAP LEVER DISAG ...................... EAP8-12
SLAT FAIL ................................................. EAP8-13
SPOILER FAULT .......................................EAP8-15
STAB LOCK FAULT..................................EAP8-16
ADVISORY
AILERON LH (RH) FAIL.................................. EAP8-17
FLAP (SLAT) LO RATE .................................. EAP8-17
FLT CTRL FAULT ........................................... EAP8-17
STALL PROT ICE SPEED .............................. EAP8-17
CHECKLISTS
AILERON FAIL DESCENT & LANDING
CHKLST .......................................................... EAP8-18
FLAP / SLAT FAIL DESCENT & LANDING
CHKLST .......................................................... EAP8-19
FLIGHT CONTROL / BRAKE MALFUNCTION
DESCENT & LANDING CHKLST ................... EAP8-20
PITCH / ROLL MALFUNCTION DESCENT &
LANDING CHKLST ......................................... EAP8-21
SPOILER FAULT DESCENT & LANDING
CHKLST .......................................................... EAP8-22
FLAPS 5 UNFACTORED LDG DIST .............. EAP8-23
FLAPS FULL UNFACTORED LDG DIST ....... EAP8-24
REV. 8, 15 SEP 2008 5-169

Checklists
Volume 5

Flight Controls
REV. 8, 15 SEP 2008 5-170

Volume 5

Flight Controls
ELEV NML MODE FAIL
Flight Controls Mode

Elevators Button ............. PUSH IN
NOTE: Do not accomplish the ELEVATOR FAULT

Procedure.
AOA Limit
Auto Config Trim
Autopilot
Elevator Thrust Compensation
END
GROUND SPOILERS FAIL
CONDITION:One or more ground spoiler panels have

extended inadvertently, have failed to extend when
commanded or are unavailable to extend.
Inflight:
Speedbrake...................... CLOSE
Flight Control / Brake Malfunction
Descent and Landing Checklist (Pg EAP8-20)
END
REV. 8, 15 SEP 2008 5-171

Checklists
Volume 5

Flight Controls
RUDDER NML MODE FAIL

Rudder Button................. PUSH IN
NOTE: Do not accomplish the RUDDER FAULT

Procedure.

Yaw Damper
Turn Coordination
END
SPOILER NML MODE FAIL
Speedbrake............................... CLOSE
Spoilers Button ............... PUSH IN
NOTE: Do not accomplish the SPOILER FAULT

Procedure.

Ground Spoilers
Speed Brake

Flight Control / Brake Malfunction
Descent and Landing Checklist (Pg EAP8-20)
END
REV. 8, 15 SEP 2008 5-172

Volume 5

Flight Controls
AOA LIMIT FAIL
NOTE: The stick shaker remains operative.
END
ELEV THR COMP FAIL
Compensate manually any pitch tendency following

thrust variations.
END
ELEVATOR FAULT
NOTE: If the SPOILER FAULT message is also

displayed, accomplish the Spoiler Fault
procedure prior to this procedure.
Elevators Button ............. PUSH IN, then OUT
No
ELEVATOR FAULT MESSAGE EXTINGUISHES?
Yes
END

AOA Limit
Auto Config Trim
Autopilot
Elevator Thrust Compensation
END
REV. 8, 15 SEP 2008 5-173

Checklists
Volume 5

Flight Controls
ELEVATOR LH (RH) FAIL
Maximum Airspeed .................. CURRENT OR 175

KIAS, WHICHEVER
IS HIGHER
NOTE: Expect less elevator control authority and slower
response, especially during landing flare.
Pitch / Roll Malfunction Descent &
Landing Checklist(Pg EAP8-21)
Slat/Flap........................... 5
Airspeed .......................... VREF FULL + 15 KIAS
END
REV. 8, 15 SEP 2008 5-174

Volume 5

Flight Controls
FLAP FAIL
NOTE: Use the Flap Fail procedure for Flap/Slat Fail
Slat/Flap Lever........................RETURN TO THE

PREVIOUS POSITION
------------------Wait 10 seconds-----------------
No
MESSAGE EXTINGUISHES?
Yes
Slat/Flap Lever............... RESELECT DESIRED

POSITION
No
MESSAGE REMAINS EXTINGUISHED?
Yes
END
No
FLAP FAILED IN RETRACTION?
Yes
The Flap may remain available for extension.
Landing configuration:
Select the desired slat position and use the landing

data according to the FLAP/SLAT FAIL LANDING
CONFIGURATION TABLE, or FLAP/SLAT FAIL WITH
SHAKER ANTICIPATED LANDING CONFIGURATION
TABLE.
NOTE: - If amber dashes are displayed on the EICAS,
use the most conservative position to enter the
table (e.g. for a failure between 1 and 2,
consider 1).
- Flaps external marks can be used to determine
flap position.
REV. 8, 15 SEP 2008 5-175

Checklists
Volume 5

Flight Controls
Bank Angle ............................... 20° MAXIMUM

Gnd Prox Flap Ovrd Button .... PUSH IN
Slat/Flap........................... MAINTAIN
Maintain the VREF presented in the respective
Landing Table.
Flap/Slat Fail Descent & Ldg Checklist (Pg EAP8-19)
FLAP/SLAT FAIL LANDING CONFIGURATION TABLE

SLAT
0 3 FULL
FLAP
VREF (KIAS) VREF FULL+60 VREF FULL+50 VREF FULL+50
0
Ldg Coef 2.41 1.75 1.80
1
Ldg Coef 1.46 2.00 2.00
2
Ldg Coef 1.38 1.55 1.28
VREF (KIAS) VREF FULL+15 VREF FULL+10
3 (4) (5)
Ldg Coef NOT 1.31 1.29
SELECTABLE
VREF (KIAS) VREF FULL+5 VREF FULL
FULL
Ldg Coef 1.06 1.00
FLAP/SLAT FAIL WITH SHAKER ANTICIPATED

LANDING CONFIGURATION TABLE
SLAT
0 3 FULL
FLAP
0
Ldg Coef 2.41 2.00 2.00
VREF (KIAS) VREF FULL+40 VREF FUL 40 VREF FULL+40
1
Ldg Coef 1.55 1.60 1.60
2
Ldg Coef 1.38 1.55 1.57
3 (4) (5)
SELECTABLE
FULL
Ldg Coef 1.06 1.00
END
REV. 8, 15 SEP 2008 5-176

Volume 5

Flight Controls
FLT CTRL NO DISPATCH
Do not takeoff.
END
PITCH TRIM FAIL

KIAS, WHICHEVER
IS HIGHER
Pitch Trim System 1 and 2
Cutout Buttons................ PUSH IN, then OUT
Pitch Trim Switches ................. ACTUATE
No
PITCH TRIM NORMAL?
Yes
END
Pitch Trim System 1 and 2

Cutout Buttons................ PUSH IN
NOTE: No more pitch trim is available.

Pitch / Roll Malfunction Descent &
Landing Checklist(Pg EAP8-21)
Establish landing configuration early.

Slat/Flap ........................... 5
Airspeed........................... VREF FULL + 15 KIAS
END
REV. 8, 15 SEP 2008 5-177

Checklists
Volume 5

Flight Controls
RUDDER FAIL

KIAS, WHICHEVER
IS HIGHER
Yaw Trim
Yaw Damper
Turn Coordination
Slat/Flap........................... FULL
Set VREF FULL.
CAUTION: AVOID LANDING WITH CROSSWIND
COMPONENTS ABOVE 10 KT.
If a go around is required, proceed as a normal go

around limiting the airspeed to 175 KIAS.
NOTE: As asymmetric thrust may be required to help

controlling the airplane, maximum thrust on both
engines may not be possible.
END
REV. 8, 15 SEP 2008 5-178

Volume 5

Flight Controls
RUDDER FAULT
CONDITION:Rudder control has reverted to Direct

Mode.
NOTE: If the SPOILER FAULT message is also

displayed, accomplish the Spoiler Fault
procedure prior to this procedure.
Rudder Button................. PUSH IN, then OUT
No
RUDDER FAULT MESSAGE EXTINGUISHES?
Yes
END
No
RUDDER LIMITER FAIL MESSAGE DISPLAYED?
Yes

Rudder Button................. PUSH IN, then OUT
No
RUDDER FAULT MESSAGE EXTINGUISHES?
Yes
END

Yaw Damper
Turn Coordination
END
REV. 8, 15 SEP 2008 5-179

Checklists
Volume 5

Flight Controls
RUDDER LIMITER FAIL
CONDITION:Rudder position limiter is inoperative and

rudder authority in flight is 30°.
WARNING:DO NOT APPLY ABRUPT PEDAL
COMMANDS.
WARNING:DO NOT APPLY FULL RUDDER

DEFLECTION.
END
SLAT-FLAP LEVER DISAG
Return the slat/flap lever to previous position and then

use it as required.
END
REV. 8, 15 SEP 2008 5-180

Volume 5

Flight Controls
SLAT FAIL
NOTE: Use the Flap Fail procedure for Flap/Slat Fail
Slat/Flap Lever.................RETURN TO THE

PREVIOUS POSITION
------------------Wait 10 seconds-----------------
No
MESSAGE EXTINGUISHES?
Yes
Slat/Flap Lever.....................RESELECT DESIRED

POSITION
No
MESSAGE REMAINS EXTINGUISHED?
Yes
END
No
SLAT FAILED IN RETRACTION?
Yes
The Slat may remain available for extension
Select the desired flap position and use the landing
data according to the FLAP/SLAT FAIL LANDING
CONFIGURATION TABLE, or FLAP/SLAT FAIL WITH
SHAKER ANTICIPATED LANDING CONFIGURATION
TABLE.
NOTE: - If amber dashes are displayed on the EICAS,
use the most conservative position to enter the
table (e.g. for a failure between 1 and 2,
consider 1).
- Slats external marks can be used to determine
the slat position.
Bank Angle ............................... 20° MAXIMUM
Gnd Prox Flap Ovrd Button..... PUSH IN
REV. 8, 15 SEP 2008 5-181

Checklists
Volume 5

Flight Controls
Slat/Flap........................... MAINTAIN
Maintain the VREF presented in the respective
Landing Table.

Flap/Slat Fail Descent & Landing Checklist
(Pg EAP8-19)
FLAP/SLAT FAIL LANDING CONFIGURATION TABLE

SLAT
0 3 FULL
FLAP
0
Ldg Coef 2.41 1.75 1.80
1
Ldg Coef 1.46 2.00 2.00
2
Ldg Coef 1.38 1.55 1.28
3 (4) (5)
SELECTABLE
FULL
Ldg Coef 1.06 1.00
FLAP/SLAT FAIL WITH SHAKER ANTICIPATED

LANDING CONFIGURATION TABLE
SLAT
0 3 FULL
FLAP
0
Ldg Coef 2.41 2.00 2.00
VREF (KIAS) VREF FULL+40 VREF FUL 40 VREF FULL+40
1
Ldg Coef 1.55 1.60 1.60
2
Ldg Coef 1.38 1.55 1.57
3 (4) (5)
SELECTABLE
FULL
Ldg Coef 1.06 1.00
END
REV. 8, 15 SEP 2008 5-182

Volume 5

Flight Controls
SPOILER FAULT
CONDITION:One or more Multifunction Spoilers Panels

have reverted to Direct Mode, have extended inadvert-
ently or have failed to extend.
Autopilot ................................... DISENGAGE
Speedbrake............................... CLOSE
Spoilers Button ........................ PUSH IN, then OUT
No
SPOILER FAULT MESSAGE EXTINGUISHES?
Yes
END

Ground Spoilers (partially or fully lost)
Speed Brake (partially or fully lost)
If any spoiler panel is failed opened or if it is not
possible to determine the spoiler panel position:
Slat/Flap ........................... 5
Set VREF = VREF FULL + 15 KIAS.
If all spoiler panels are closed:

Slat/Flap ........................... FULL
Set VREF FULL.

Spoiler Fault Descent & Landing Checklist
(Pg EAP8-22)
END
REV. 8, 15 SEP 2008 5-183

Checklists
Volume 5

Flight Controls
STAB LOCK FAULT
CONDITION:The Horizontal Stabilizer may have a drift

rate up to 0.5 deg/min. nose up or nose down.
Pitch Trim ................................. AS REQUIRED

CAUTION: DO NOT PRESS ANY PITCH TRIM SYSTEM
CUTOUT BUTTON.
END
REV. 8, 15 SEP 2008 5-184

Volume 5

Flight Controls
AILERON LH (RH) FAIL

[Condition: (Left or Right) aileron inoperative.]
1. Abrupt and Large Aileron InputsAvoid
2. Bank Angle25° or less

Aileron Failure Descent & Landing Checklist
(Pg EAP8-18)
END
FLAP (SLAT) LO RATE
During approach:
Slat/Flap Actuation ......... ANTICIPATE
END
FLT CTRL FAULT
Do not takeoff.
END
STALL PROT ICE SPEED
Set landing reference speed and use landing

performance data appropriate to ice accretion.
END
REV. 8, 15 SEP 2008 5-185

Checklists
Volume 5

Flight Controls
Aileron LH (RH) Fail Descent Checklist

Unfactored Landing Distance on page EAP8-24 by 1.30.
3. Shoulder Harness..................Verify.................. ..................On
4. FSTN BELTS .................... ..................................................On
5. Altimeters..............................Verify................. ..........__.__Set
6. Landing Data.............Verify ................ ......VREF FULL + 10 Set
7. EICAS........................................................................Checked
9. Aileron LH (RH) Fail Descent Checklist complete.
Aileron LH (RH) Landing Checklist

2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . .Checked
3. Landing Gear . . . . . . . . . Verify . . . . . Down, 3 Green
4. Flaps . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . . . . . .5
5. Aileron LH (RH) Fail Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-186

Volume 5

Flight Controls
FLAP/SLAT FAIL Descent Checklist

• Extend pattern to ensure a long, straight final approach.
2. Determine the landing distance by multiplying the Flaps Full
Unfactored Landing Distance on page EAP8-24 by the
appropriate Ldg. Coef. from the table.
3. Shoulder Harness..............Verify........................................On
4. FSTN BELTS ......................................................................On
5. Altimeters...........................Verify............... ...............__.__Set
6. Landing Data....Verify ............. .....Applicable VREF (KIAS) Set
from the table above
7. EICAS................. ......................................................Checked
8. GND PROX FLAP OVRD ........... ........PUSH IN (if applicable)
10. FLAP/SLAT FAIL Descent Checklist complete.
FLAP/SLAT FAIL Landing Checklist

1. Flight Attendant .......................................................... Notified
1. EICAS........................................................................Checked
2. Landing Gear..............Verify ............................Down, 3 Green
3. Flaps..................Verify........ ......___ (Max extension possible)

4. FLAP/SLAT FAIL Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-187

Checklists
Volume 5

Flight Controls
Flight Control / Brake Malfunction Descent Checklist

• For multiple messages, use the largest multiplier factor to
determine landing distance
For the following EICAS Multiply the Flaps Full

messages: Unfactored Landing Distance
on Page EAP8-24 by:
AVNX MAU 1A FAIL 1.70
AVNX MAU 1B FAIL 1.15
AVNX MAU 3B FAIL
BRK CONTROL FAULT
BRAKE FAULT 1.65
BRK (LH or RH) FAIL 1.65
GROUND SPOILERS FAIL 1.30
LG WOW SYS FAIL
SPOILER NML MODE FAIL 1.45
3. Shoulder Harness.......Verify...............................................On
4. FSTN BELTS ................. .....................................................On
5. Altimeters....................Verify......................................__.__Set
6. Landing Data..............Verify .............. ...............VREF FULL Set
7. EICAS........................................................................Checked
9. Landing Considerations (for brake malfunction):
available.
10. Flight Control / Brake Malfunction Descent Checklist
complete.
Flight Control / Brake Malfunction Landing Checklist

1. Flight Attendant ......... .................................................Notified
2. EICAS........................................................................Checked
3. Landing Gear..................Verify ...................DOWN, 3 GREEN
4. FLAPS...........................Verify .............................FULL
5. Flight Control / Brake Malfunction Landing Checklist
complete.
END
REV. 8, 15 SEP 2008 5-188

Volume 5

Flight Controls
Pitch/Roll Malfunction Descent Checklist

For the following: Multiply the Flaps Full

on Page EAP8-24 by:
ELEVATOR (LH or RH)
FAIL
Jammed Control Column -
1.40
Pitch
Jammed Control Wheel -
Roll
PITCH TRIM FAIL 1.40
SPOILER FAULT 1.78
STALL PROT FAIL 1.40
3. Shoulder Harness.............Verify............... ..........................On
4. FSTN BELTS ......................................................................On
5. Altimeters..........................Verify.............. .................__.__Set
6. Landing Data.................Verify ..................VREF FULL + 15 Set
7. EICAS................. .......................................................Checked
10. Pitch/Roll Malfunction Descent Checklist complete.
Pitch/Roll Malfunction Landing Checklist

2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked
3. Landing Gear . . . . . . . . Verify. . . . . Down, 3 Green
4. Flaps . . . . . . . . . . . . . . . Verify. . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Pitch/Roll Malfunction Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-189

Checklists
Volume 5

Flight Controls
Spoiler Fault Descent Checklist

• Plan on a Flap 5 landing if spoiler panels are open or the
position of the panels cannot be determined.
• Plan on a Flap Full landing if spoiler panels are closed.
For the following: Multiply the Flaps Full

on Page EAP8-24 by:
SPOILER FAULT - 1.78
PANELS OPEN
SPOILER FAULT - 1.45
PANELS CLOSED
3. Shoulder Harness.............Verify.................... ....................On
4. FSTN BELTS ....................... ...............................................On
5. Altimeters.........................Verify..................... ...........__.__Set
6. Landing Data....................Verify .........................................Set
7. EICAS....................... ................................................Checked
10. Spoiler Fault Descent Checklist complete.
Spoiler Fault Landing Checklist

2. EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . Checked
3. Landing Gear . . . . . . . . . Verify . . . . . Down, 3 Green
4. Flaps . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . . . . . .__

5. Spoiler Fault Landing Checklist complete.
END
REV. 8, 15 SEP 2008 5-190

Volume 5

Flight Controls

following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-191

Checklists
Volume 5

Flight Controls

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-192

Volume 5

FMS/NAV/COM & Flight Instruments

TABLE OF CONTENTS
WARNING
NO TAKEOFF CONFIG ............................... EAP9-3
CAUTION
ADS 1 (2) FAIL............................................. EAP9-4
ADS 3 FAIL .................................................. EAP9-4
ADS 1 (2) (3) HTR FAIL............................... EAP9-4
ADS 4 HTR FAIL.......................................... EAP9-4
APM FAIL..................................................... EAP9-4
APM MISCOMP ........................................... EAP9-4
AURAL WRN SYS FAIL .............................. EAP9-5
AVNX ASCB FAULT.................................... EAP9-5
AVNX MAU 1A FAIL.................................... EAP9-5
AVNX MAU 1B FAIL.................................... EAP9-6
AVNX MAU 1A (1B) OVHT.......................... EAP9-8
AVNX MAU 1 (2) (3) FAN FAIL ................... EAP9-9
CMS FAIL..................................................... EAP9-9
CREW WRN SYS FAULT ............................ EAP9-9
DISPLAY CTRL FAIL ................................ EAP9-10
DISPLAY CTRL FAULT............................. EAP9-10
EICAS FAULT............................................ EAP9-10
EICAS OVHT.............................................. EAP9-10
FMS POS DISAG ....................................... EAP9-11
FMS 1 (2) - GPS POS DISAG.................... EAP9-11
GND PROX FAIL ....................................... EAP9-11
IRS EXCESSIVE MOTION......................... EAP9-11
IRS 1 (2) FAIL ............................................ EAP9-11
MCDU 1 (2) OVHT ..................................... EAP9-12
MFD 1 (2) FAULT....................................... EAP9-12
MFD 1 (2) OVHT ........................................ EAP9-12
NAVCOM 1 (2) FAIL .................................. EAP9-12
NAVCOM 1 (2) OVHT ................................ EAP9-13
REV. 8, 15 SEP 2008 5-193

Checklists
Volume 5

CAUTION (continued)
PFD 1 (2) FAULT ....................................... EAP9-13
PFD 1 (2) OVHT......................................... EAP9-13
SYS CONFIG FAIL .................................... EAP9-13
TERRAIN FAIL .......................................... EAP9-14
VALIDATE CONFIG .................................. EAP9-14
VHF 1 (2) (3) OVHT ................................... EAP9-14
VHF 3 FAIL ................................................ EAP9-14
WINDSHEAR FAIL .................................... EAP9-14
ADVISORY
ADS PROBE 1 (2) (3) (4) FAIL ................... EAP9-15
IRS PRES POS INVALID............................EAP9-15
IRS 1 (2) NAV MODE FAIL......................... EAP9-15
CHECKLISTS
DESCENT & LANDING CHECKLIST .........EAP9-16
FLAPS 5 UNFACTORED LDG DIST ........... EAP9-17
FLAPS FULL UNFACTORED LDG DIST .... EAP9-18
REV. 8, 15 SEP 2008 5-194

Volume 5

NO TAKEOFF CONFIG
Configure the airplane for takeoff.
END
REV. 8, 15 SEP 2008 5-195

Checklists
Volume 5

ADS 1 (2) FAIL
Confirm the affected ADS automatic reversion.

If necessary:
Affected Reversionary
Panel ADS Button ................................. PUSH
END
ADS 3 FAIL
Reversion....................................AS REQUIRED
END
ADS 1 (2) (3) HTR FAIL
Revert the affected ADS.
END
ADS 4 HTR FAIL
Disregard IESS altitude and airspeed indication.
END
APM FAIL
Do not takeoff.
END
APM MISCOMP
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-196

Volume 5

AURAL WRN SYS FAIL
Monitor visual indications.
NOTE: Aural warnings, including EGPWS callouts, are

lost. TCAS aural will be operative.
END
AVNX ASCB FAULT
Do not takeoff.
END
AVNX MAU 1A FAIL

Icing Conditions ............................. EXIT/AVOID
Multi Function Spoilers L5
Outboard BrakesPitch
and R5MCDU 1 (except
Trim Indication
circuit breakers page)
Left Aileron Indication
Weather RadarAutopilot 1
ACARS
Nosewheel Steering

Flight Control / Brake Malfunction Descent &
Landing Checklist (Pg EAP9-16)
END
REV. 8, 15 SEP 2008 5-197

Checklists
Volume 5

AVNX MAU 1B FAIL

Multi Function Spoilers L5 and R5
Pitch Trim Indication
GPS 1

END
AVNX MAU 2A FAIL

Nose Wheel Steering
FMS 1
On ground:
Steer the airplane using rudder and differential
braking.
END
REV. 8, 15 SEP 2008 5-198

Volume 5

AVNX MAU 2B FAIL

Inboard Brakes EGPWS
Autopilot 1 NAVCOM 2
Right Side Weather Radar IESS - Localizer and
Control Glide Slope Indication
MCDU 2 (except circuit
Transponder 2
breakers page)

END
AVNX MAU 3A FAIL
Icing Conditions ........................... EXIT / AVOID
Multi Function Spoiler L3, R3, L4 and R4

Speedbrake
Ground Spoilers
Right Aileron Indication
APU
ADS 3
GPS 2
FMS 2
Autopilot 2

END
REV. 8, 15 SEP 2008 5-199

Checklists
Volume 5

AVNX MAU 3B FAIL

Multi Function Spoilers L3, R3, L4 and R4
Pitch Trim Indication
Engine Vibration Indication

END
AVNX MAU 1A (1B) OVHT
Associated CB........................................... PULL
NOTE: - For MAU 1A OVHT, pull the B6 and B7 CB.

- For MAU 1B OVHT, pull the B15 CB.
Refer to AVNX MAU 1A (1B) FAIL Procedure (Pg EAP

9-5 and 9-6) to be aware of relevant inoperative items.
END

NOTE: - For MAU 2A OVHT, pull the B25 CB.
- For MAU 2B OVHT, pull the B26 and B35 CB.

9-6 and 9-7 ) to be aware of relevant inoperative items.
END
REV. 8, 15 SEP 2008 5-200

Volume 5


NOTE: - For MAU 3A OVHT, pull the B34 CB.
- For MAU 3B OVHT, pull the B27 CB.

9-7 and 9-8) to be aware of relevant inoperative items.
END
AVNX MAU 1 (2) (3) FAN FAIL
Do not takeoff.
END
CMS FAIL
Do not takeoff.
END
CREW WRN SYS FAULT
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-201

Checklists
Volume 5

DISPLAY CTRL FAIL
NOTE: - PFD selections of VOR, FMS, RA/BARO,

Minimums and Baro setting will be locked at the
last setting position prior to the failure.
- Disregard altitude callouts from aural system.
- Use IESS for barometric setting and ILS
approach.
Relevant Inoperative Items on both pilot and copilot

display controllers:
V/L Push button HSI Push button
Bearing “O” Push button FPR Push button
RAD/BARO Minimums
Bearing “<>” Push button
Knob
FMS Push button IN/Hpa baro setting knob
PREV Push button Push STD Push button
WX Push button
END
DISPLAY CTRL FAULT
Do not takeoff.
END
EICAS FAULT
Crosscheck EICAS information and revert if

necessary.
END
EICAS OVHT
B11 CB ....................................................... PULL

Reversionary Panel
Selector................................................ EICAS
END
REV. 8, 15 SEP 2008 5-202

Volume 5

FMS POS DISAG
Do not use FMS as navigation source.
END
FMS 1 (2) - GPS POS DISAG
No
DUAL FMS INSTALLED?
Yes
Select another FMS source.
END
Select another navigation source.
END
GND PROX FAIL
Increase awareness in relation to ground proximity.
END
IRS EXCESSIVE MOTION
Airplane...................................................... STOP
The IRS will restart the alignment after the motion is
stopped.
END
IRS 1 (2) FAIL
Reversionary Panel IRS Button ...............PUSH
END
REV. 8, 15 SEP 2008 5-203

Checklists
Volume 5

MCDU 1 (2) OVHT

NOTE: - For MCDU 1 OVHT, pull the B16 CB.
- For MCDU 2 OVHT, pull the B31 CB.
END
MFD 1 (2) FAULT
Crosscheck the affected MFD display information

(System Synoptics, MAP, TAS, TAT, SAT, TCAS info,
WX radar and Terrain Data) with the opposite side MFD
display information. Disregard any non-reliable
information from the affected MFD.
END
MFD 1 (2) OVHT

Reversion....................................AS REQUIRED
NOTE: - For MFD 1 OVHT, pull the B29 CB.
- For MFD 2 OVHT, pull the B20 CB.
END
NAVCOM 1 (2) FAIL
Select and use the remaining NAVCOM (VHF, VOR,

DME and Transponder).
END
REV. 8, 15 SEP 2008 5-204

Volume 5

NAVCOM 1 (2) OVHT
Associated MRC CB.................................. PULL

NOTE: - For NAVCOM 1 OVHT, pull the C10 CB.
- For NAVCOM 2 OVHT, pull the MRC 2
Electronic CB.
NAVCOM 1 (2) FAIL
Procedure (Pg EAP9-12)........ACCOMPLISH
END
PFD 1 (2) FAULT
Crosscheck the affected PFD display information

(Attitude, Airspeed, Altitude, FMA, FPA, Minimums,
Baro setting, NAVCOM radio frequencies, HDG and
CRS) with the opposite side PFD display information.
Disregard any non-reliable information from the
affected PFD.
END
PFD 1 (2) OVHT

Reversionary Panel
Selector....................................AS REQUIRED
NOTE: - For PFD 1 OVHT, pull the B19 CB.
- For PFD 2 OVHT, pull the B21 CB.
END
SYS CONFIG FAIL
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-205

Checklists
Volume 5

TERRAIN FAIL
Increase awareness in relation to terrain proximity.
END
VALIDATE CONFIG
Do not takeoff.
END
VHF 1 (2) (3) OVHT

NOTE: - For VHF 1 OVHT, pull the C11 CB.
- For VHF 2 OVHT, pull the VHF 2 Electronic CB.
- For VHF 3 OVHT, pull the VHF 3 Electronic CB.
END
VHF 3 FAIL
Select another VHF source.
END
WINDSHEAR FAIL
Increase awareness in relation to weather, wind and

speed variations.
END
REV. 8, 15 SEP 2008 5-206

Volume 5

ADS PROBE 1 (2) (3) (4) FAIL
Do not takeoff.
END
IRS PRES POS INVALID
FMS Present Position .... ENTER OR REENTER
END
IRS 1 (2) NAV MODE FAIL
Associated Reversionary
Panel IRS Button...................................PUSH
END
REV. 8, 15 SEP 2008 5-207

Checklists
Volume 5



messages: Unfactored Landing Distance
on Page EAP9-18 by:
AVNX MAU 3B FAIL
BRK CONTROL FAULT
BRAKE FAULT 1.65
LG WOW SYS FAIL
3. Shoulder Harness.......Verify...............................................On
4. FSTN BELTS ................. .....................................................On
5. Altimeters....................Verify......................................__.__Set
6. Landing Data..............Verify .............. ...............VREF FULL Set
7. EICAS........................................................................Checked
available.
complete.

1. Flight Attendant ......... .................................................Notified
2. EICAS........................................................................Checked
3. Landing Gear..................Verify ...................DOWN, 3 GREEN
4. FLAPS...........................Verify .............................FULL
complete.
END
REV. 8, 15 SEP 2008 5-208

Volume 5


following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-209

Checklists
Volume 5


ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-210

Volume 5

Fuel
Fuel
TABLE OF CONTENTS
WARNING
FUEL 1 (2) LO LEVEL ............................... EAP10-3
CAUTION
APU FUEL SOV FAIL ................................ EAP10-4
ENG 1 (2) FUEL SOV FAIL ....................... EAP10-4
FUEL AC PUMP 1 (2) FAIL ....................... EAP10-4
FUEL DC PUMP FAIL................................ EAP10-4
FUEL IMBALANCE.................................... EAP10-5
FUEL XFEED FAIL .................................... EAP10-6
ADVISORY
FUEL FEED 1(2) FAULT.............................EAP10-7
FUEL TANK LO TEMP................................EAP10-7
REV. 8, 15 SEP 2008 5-211

Checklists
Volume 5

Fuel
REV. 8, 15 SEP 2008 5-212

Volume 5

Fuel
FUEL 1 (2) LO LEVEL
EICAS Indication:Low level sensors indicate 660 lbs of

fuel remain in the respective tank. Associated fuel
quantity indication in red.
CAUTION: AVOID ATTITUDES IN EXCESS OF 15° NOSE UP

OR DOWN, UNCOORDINATED MANEUVERS
AND NEGATIVE G'S.
Associated Fuel AC Pump ........................... ON

No
Yes
FUEL LEAK
Procedure (Pg NAP-12)............ACCOMPLISH
END
Fuel Xfeed Selector.....................AS REQUIRED

Considerations:
• Maintain a clean configuration as long as possible during the
descent and approach to conserve fuel. However, initiate
configuration change early enough to provide a smooth, slow
deceleration to final approach speed to prevent fuel running
forward in the tanks.
• Runway conditions permitting, avoid heavy braking and high
levels of reverse thrust to prevent uncovering all fuel pumps and
possible engine flameout during landing roll.
• For a go around, apply thrust slowly and smoothly, maintain
minimum nose-up attitude required for safe climb gradient and
avoid rapid acceleration.
• If any wing tank fuel pump low pressure message is displayed, do
not turn fuel pump off.
END
REV. 8, 15 SEP 2008 5-213

Checklists
Volume 5

Fuel
APU FUEL SOV FAIL
END
ENG 1 (2) FUEL SOV FAIL
No
Yes
Associated Fuel AC Pump ..........................OFF

Fuel Xfeed Selector......................................OFF
END
FUEL AC PUMP 1 (2) FAIL
END
FUEL DC PUMP FAIL
Fuel DC Pump Selector ...............................OFF
END
REV. 8, 15 SEP 2008 5-214

Volume 5

Fuel
FUEL IMBALANCE
No
Yes
FUEL LEAK
END
ATTITUDE ...................................WINGS LEVEL
Compare total fuel quantity indication on EICAS with

fuel remaining information indicated on FMS Fuel
Management page. If FMS fuel remaining quantity is
lower than EICAS total fuel indication, disregard FMS
fuel remaining information and monitor fuel quantities.
NOTE: - Crossfeed performance may be reduced in a
high thrust asymmetry condition with both
engines operating. On those conditions fuel
imbalance above 800 lbs may be observed.
- Crossfeed performance is restored with any
thrust reduction below maximum continuous.
No
RH WING LOWER LEVEL?
Yes
Fuel Xfeed Selector................................. LOW 2

When the desired balance is achieved:
Fuel Xfeed Selector...............................OFF
Monitor total fuel indication in EICAS with FMS fuel
remaining information.
END
Fuel Xfeed Selector................................. LOW 1

When the desired balance is achieved:
Fuel Xfeed Selector...............................OFF
Monitor total fuel indication in EICAS with FMS fuel
remaining information.
END
REV. 8, 15 SEP 2008 5-215

Checklists
Volume 5

Fuel
FUEL XFEED FAIL
No
FUEL XFEED SELECTOR OFF?
Yes
END
No
FUEL IS BEING EQUALIZED?
Yes
When appropriate:
Fuel Xfeed Selector .............................. OFF
END

Asymmetric Thrust .................... AS REQUIRED
END
REV. 8, 15 SEP 2008 5-216

Volume 5

Fuel
FUEL FEED 1 (2) FAULT
No
IN FLIGHT?
Yes
Continue the flight monitoring the systems.
END
Emergency/Parking Brake...........................SET
Associated FUEL AC PUMP .................... AUTO
Associated Thrust Lever...ADVANCE to 65% N2
Associated FUEL AC PUMP ......................... ON
..............................Wait 5seconds...............................
Associated FUEL AC PUMP .................... AUTO
Associated Thrust Lever ........................... IDLE
No
FUEL FEED 1 (2) FAULT MESSAGE PERSISTS?
Yes
Do not Takeoff.
END
Associated Thrust Lever...........AS REQUIRED
FUEL TANK LO TEMP
Airspeed.......................................VMO/MMO
..........................Wait 3 minutes......................................
No
FUEL TANK LO TEMP MESSAGE PERSISTS?
Yes
Altitude.........................................LOWER
END
REV. 8, 15 SEP 2008 5-217

Checklists
Volume 5

Fuel
REV. 8, 15 SEP 2008 5-218

Volume 5

Hydraulics
Hydraulics
TABLE OF CONTENTS
WARNING
HYD 1 (2) OVERHEAT............................... EAP11-3
HYD 3 OVERHEAT .................................... EAP11-3
CAUTION
HYD PTU FAIL........................................... EAP11-4
HYD 1 (2) EDP NOT D-PRESS.................. EAP11-4
HYD 1 (2) HI TEMP .................................... EAP11-4
HYD 3 HI TEMP ......................................... EAP11-4
HYD 1 (2) LO PRESS ................................ EAP11-5
HYD 3 LO PRESS...................................... EAP11-5
HYD 3 VLV FAIL ........................................ EAP11-5
LOSS OF HYDRAULIC SYSTEM 1........... EAP11-6
ADVISORY
HYD 1 (2) ELEC PUMP FAIL......................EAP11-8
HYD 3 ELEC PUMP A (B) FAIL ..................EAP11-8
HYD TEMP SENS FAIL ..............................EAP11-8
CHECKLISTS
LOSS OF HYD SYS 1 DESCENT/
LANDING ....................................................EAP11-9
LOSS OF HYD SYS 2 DESCENT/
LANDING ..................................................EAP11-10
LOSS OF HYD SYS 1&2 DESCENT/
LANDING ..................................................EAP11-11
LANDING ..................................................EAP11-12
LANDING ..................................................EAP11-13
FLAPS 5 UNFACTORED LDG DIST .........EAP11-14
FLAPS FULL UNFACTORED LDG DIST ..EAP11-15
REV. 8, 15 SEP 2008 5-219

Checklists
Volume 5

Hydraulics
REV. 8, 15 SEP 2008 5-220

Volume 5

Hydraulics
HYD 1 (2) OVERHEAT
Associated Electric Hydraulic Pump

Selector..................................................OFF
Associated Engine Pump
Shutoff Button.......................................PUSH IN
No
HYD 1 (2) SOV FAIL MESSAGE PRESENTED?
Yes
ENGINE SHUTDOWN
Procedure .............ACCOMPLISH (Pg NAP-25)
Appropriate LOSS OF HYDRAULIC SYSTEM

Procedure .......ACCOMPLISH(Pg EAP11-6 or
EAP11-7)
END
HYD 3 OVERHEAT
Electric Hyd Sys 3 Pump A

Selector..................................................OFF
Electric Hyd Sys 3 Pump B
Selector..................................................OFF
Procedure .............ACCOMPLISH (Pg EAP11-7)
END
REV. 8, 15 SEP 2008 5-221

Checklists
Volume 5

Hydraulics
HYD PTU FAIL
PTU Selector.................................................. ON
No
HYD PTU FAIL MESSAGE PERSISTS?
Yes
PTU Selector.................................................OFF
END
NOTE: During cruise flight, the PTU Selector may be

turned to AUTO.
END
HYD 1 (2) EDP NOT D-PRESS
An engine windmill restart will not be available.
END
HYD 1 (2) HI TEMP
Associated Electric Hydraulic

Pump Selector....................................... OFF
END
HYD 3 HI TEMP
Electric Hydraulic Pump A

Selector.................................................. OFF
END
REV. 8, 15 SEP 2008 5-222

Volume 5

Hydraulics
HYD 1 (2) LO PRESS

Pump Selector.......................................ON
No
HYD 1 (2) LO PRESS MESSAGE PERSISTS?
Yes

Pump Selector.......................................OFF
Appropriate LOSS OF HYDRAULIC SYSTEM

Procedure (Pg EAP11-6 or EAP11-7).............
......................................................ACCOMPLISH
END
HYD 3 LO PRESS
Electric Hydraulic Pump B

Selector..................................................ON
Electric Hydraulic Pump A
Selector..................................................OFF
No
HYD 3 LO PRESS MESSAGE PERSISTS?
Yes
Electric Hydraulic Pump B

Selector..................................................OFF
Procedure (Pg EAP11-7).............ACCOMPLISH
END
HYD 3 VLV FAIL
Airspeed....................................... MIN 130 KIAS
END
REV. 8, 15 SEP 2008 5-223

Checklists
Volume 5

Hydraulics
Autopilot ........................................ DISENGAGE

NOTE:
efficiency.
procedure.

Engine 1 Reverser
L3, R3, L4 and R4
Ground Spoiler L2 and
Outboard Brakes
R2
Autopilot

Loss of Hydraulic System 1 Descent & Landing
END
REV. 8, 15 SEP 2008 5-224

Volume 5

Hydraulics
NOTE:
efficiency.
procedure.

Landing Gear
Retraction and
L5 and R5
Normal Extension
Nosewheel Steering
R1
Engine 2 Reverser Inboard Brakes

Loss of Hydraulic System 2 Descent & Landing
END
Back up hydraulic power to R.H. elevator, to rudder

and ailerons will not be available.
END
REV. 8, 15 SEP 2008 5-225

Checklists
Volume 5

Hydraulics
HYD 1 (2) ELEC PUMP FAIL

END
HYD 3 ELEC PUMP A (B) FAIL

END
HYD TEMP SENS FAIL
Do not takeoff.
END
REV. 8, 15 SEP 2008 5-226

Volume 5

Hydraulics

4. FSTN BELTS ..................................................................... ON
7. EICAS........................................................................Checked
components.

2. EICAS.................................[PM]...............................Checked
4. Flaps.......................................... Verify........................... FULL

END
REV. 8, 15 SEP 2008 5-227

Checklists
Volume 5

Hydraulics
4. FSTN BELTS ..................................................................... ON
7. EICAS........................................................................Checked
components.
• Use asymmetric thrust/braking as necessary due to
nosewheel steering inoperative.
10. Go Around Consideration:
* Landing gear cannot be retracted.

2. Landing Gear Lever......................................................DOWN
4. EICAS................................. [PM]...............................Checked
6. Flaps.......................................... Verify...........................FULL
END
REV. 8, 15 SEP 2008 5-228

Volume 5

Hydraulics

4. FSTN BELTS ..................................................................... ON
7. EICAS........................................................................ Checked
components.
available.
complete.

Checklist
4. EICAS.................................[PM]...............................Checked
6. Flaps.......................................... Verify................................. 5
complete.
END
REV. 8, 15 SEP 2008 5-229

Checklists
Volume 5

Hydraulics

4. FSTN BELTS ......................................................................ON
6. Landing Data ............................. Verify......VREF FULL + 10 Set
7. EICAS........................................................................Checked
components.
complete.

Checklist
2. EICAS................................. [PM]...............................Checked
4. Flaps.......................................... Verify.................................. 5
complete.
END
REV. 8, 15 SEP 2008 5-230

Volume 5

Hydraulics

4. FSTN BELTS ..................................................................... ON
7. EICAS........................................................................ Checked
components.
complete.

Checklist
4. EICAS................................[PM]............................... Checked
6. Flaps.......................................... Verify.................................. 5
complete.
END
REV. 8, 15 SEP 2008 5-231

Checklists
Volume 5

Hydraulics

following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-232

Volume 5

Hydraulics

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-233

Checklists
Volume 5

Hydraulics
REV. 8, 15 SEP 2008 5-234

Volume 5

Ice & Rain Protection

TABLE OF CONTENTS
WARNING
A-I WING 1 (2) LEAK................................. EAP12-3
CAUTION
A-I ENG 1 (2) FAIL..................................... EAP12-4
A-I LO CAPACITY ..................................... EAP12-4
A-I WING FAIL ........................................... EAP12-5
A-I WING NO DISPATCH .......................... EAP12-6
ICE DETECTOR 1 (2) FAIL ....................... EAP12-6
WINDSHIELD 1 (2) HTR FAIL ................... EAP12-6
REV. 8, 15 SEP 2008 5-235

Checklists
Volume 5

REV. 8, 15 SEP 2008 5-236

Volume 5

A-I WING 1 (2) LEAK
Ice Protection Wing Button ............. PUSH OUT

No
A-I WING 1 (2) LEAK MESSAGE PERSISTS?
Yes
Affected Bleed Button.................PUSH OUT

XBleed Button..............................PUSH OUT
Altitude.........................................MAX 31000 FT
No
AFFECTED BLEED 1?
Yes
APU Bleed Button ............................ PUSH OUT
END
During Landing:
No
ICE CONDITIONS OR ICE ACCRETION?
Yes
Slat/Flap .................................................5
Set VREF FLAP 5 ICE.
LANDING DISTANCE ( Pg NAP-44) BY 1.30.
NOTE: Do not perform the A-I WING FAIL procedure.
END
REV. 8, 15 SEP 2008 5-237

Checklists
Volume 5

A-I ENG 1 (2) FAIL
Affected Ice Protection Engine

Button.....................................PUSH OUT, then IN
No
A-I ENG 1 (2) FAIL MESSAGE EXTINGUISHES?
Yes
END
Ice Protection Mode Selector....................... ON

No
A-I ENG 1 (2) FAIL MESSAGE PERSISTS?
Yes
Icing Conditions............................EXIT/AVOID
No
HIGH ENGINE VIBRATION?
Yes
ENGINE ABNORMAL VIBRATION

Procedure (Pg NAP-20) ...........ACCOMPLISH
Five minutes after exiting icing conditions:

END
A-I LO CAPACITY
Thrust Levers .................................... ADVANCE
END
REV. 8, 15 SEP 2008 5-238

Volume 5

A-I WING FAIL
Ice Protection Wing Button ............ PUSH OUT,

then IN
No
A-I WING FAIL MESSAGE EXTINGUISHES?
Yes
END
Ice Protection Mode Selector....................... ON

No
A-I WING FAIL MESSAGE PERSISTS?
Yes
Ice Protection Mode Selector.................. AUTO

Ice Protection Wing Button ............. PUSH OUT
No
LANDING IN ICING CONDITIONS OR WITH
ICE ACCERETION?
Yes
Slat/Flap .................................................5
Set VREF FLAP 5 ICE.
LANDING DISTANCE (Pg NAP-44) BY 1.30.
END
Five minutes after exiting icing conditions:

Ice Protection Mode Selector...............AUTO
END
REV. 8, 15 SEP 2008 5-239

Checklists
Volume 5

A-I WING NO DISPATCH
Do not perform an assisted engine airstart.
END
ICE DETECTOR 1 (2) FAIL

Ice Protection Mode Selector ............ ON
Ice Protection Mode Selector ............ AUTO
END
WINDSHIELD 1 (2) HTR FAIL
Affected Windshield
Heating Button ................... PUSH OUT, then IN
No
WINDSHIELD 1 (2) HTR FAIL MSG EXTINGUISHES?
Yes
END
Affected Windshield
Heating Button ................................. PUSH OUT
END
REV. 8, 15 SEP 2008 5-240

Volume 5

Landing Gear & Brakes

TABLE OF CONTENTS
WARNING
LG LEVER DISAG ..................................... EAP13-3
CAUTION
BRK LH (RH) FAIL .................................... EAP13-4
BRK OVERHEAT....................................... EAP13-5
EMER BRK FAIL ....................................... EAP13-5
LG NO DISPATCH..................................... EAP13-6
LG NOSE DOOR OPEN ............................ EAP13-6
LG WOW SYS FAIL................................... EAP13-6
STEER FAIL............................................... EAP13-7
ADVISORY
BRK CONTROL FAULT..............................EAP13-8
BRK LH (RH) FAULT ..................................EAP13-8
CHECKLIST
DESCENT/LANDING CHECKLIST.............EAP13-9
FLAPS 5 UNFACTORED LDG DIST .........EAP13-10
FLAPS FULL UNFACTORED LDG DIST ..EAP13-11
REV. 8, 15 SEP 2008 5-241

Checklists
Volume 5

REV. 8, 15 SEP 2008 5-242

Volume 5

LG LEVER DISAG
EICAS Indication:One or more landing gear indications

disagree with the landing gear lever.
Landing Gear Lever ............................... CYCLE
No
LG LEVER DISAG MESSAGE PERSISTS?
Yes
No
DURING EXTENSION?
Yes
ABNORMAL LANDING GEAR EXTENSION

Procedure (Pg NAP-18).......ACCOMPLISH
END
Landing Gear ........................................... DOWN

END
REV. 8, 15 SEP 2008 5-243

Checklists
Volume 5

BRK LH (RH) FAIL
NOTE: During landing run, Thrust Reverser and/or the

Emergency/Parking Brake may be used to stop
the airplane.
Slat/Flap................................................. FULL
Set VREF FULL

Flight Control / Brake Malfunction Descent
Checklist & Landing Checklist (Pg EAP13-9).
END
REV. 8, 15 SEP 2008 5-244

Volume 5

BRK OVERHEAT
No
ON GROUND?
Yes
Airplane...................................................... STOP
Chocks ........................................................... ON
Emergency/Parking Brake.......................... OFF
END
Landing Gear ........................................... DOWN

No
BRK OVERHEAT MESSAGE PERSISTS?
Yes
After the BRK OVERHEAT message disappears:

..............................Wait 5 minutes........................
Landing Gear ..................................................UP
END
EMER BRK FAIL
CONDITION:Emergency/Parking Brake is
inoperative.
When parking the airplane, use wheel chocks.
END
REV. 8, 15 SEP 2008 5-245

Checklists
Volume 5

LG NO DISPATCH
Do not takeoff.
END
LG NOSE DOOR OPEN
Airspeed...................................... MAX 250 KIAS

CAUTION: DO NOT MOVE UP THE LANDING GEAR
LEVER, EXCEPT FOR CLIMB PERFORMANCE
TO CLEAR OBSTACLES.
END
LG WOW SYS FAIL
Icing Conditions............................. EXIT/AVOID

Slat/Flap................................................. FULL
Set VREF FULL.
Checklist & Landing Checklist (Pg EAP13-9)
NOTE: - Thrust Reversers, Steering, Ground Spoilers,

Wing Anti-Ice and Ground Idle may not be
available.
- If the Weather Radar is inoperative, the Forced
Standby option may be available to allow its
use.
END
REV. 8, 15 SEP 2008 5-246

Volume 5

STEER FAIL
STEER THE AIRPLANE USING DIFFERENTIAL

BRAKING AND RUDDER.
NOTE: If in the air, the nose wheel will automatically

center with normal gear extension via the
mechanical centering mechanism which is
located inside the nose wheel strut.
NOTE: Steer Fail in the air is considered an abnormal
checklist and no special emergency procedures
(i.e. tower fly-by, etc.) are required prior to landing
the aircraft.
END
REV. 8, 15 SEP 2008 5-247

Checklists
Volume 5

BRK CONTROL FAULT
Brakes .................................APPLY NORMALLY

Slat/Flap................................................. ..FULL
Set VREF FULL
END
BRK LH (RH) FAULT
NOTE: During landing run, expect a slight directional

tendency.
Brakes .................................APPLY NORMALLY
If necessary:
Emergency/Parking Brake ................... ..PULL

Checklist & Landing Checklist (Pg EAP13-9)
END
REV. 8, 15 SEP 2008 5-248

Volume 5



messages: Unfactored Landing Dist on
Page EAP13-11 by:
AVNX MAU 3B FAIL
BRK CONTROL FAULT
BRAKE FAULT 1.65
LG WOW SYS FAIL
3. Shoulder Harness.........Verify.............................................On
4. FSTN BELTS ....................... ...............................................On
5. Altimeters......................Verify.................... ...............__.__Set
6. Landing Data................Verify ................... ........VREF FULL Set
7. EICAS........................................................................Checked
available.
complete.

1. Flight Attendant .................... .......................................Notified
2. EICAS........................................................................Checked
3. Landing Gear............Verify .........................DOWN, 3 GREEN
4. FLAPS.....................Verify......................... .....................FULL
complete.
END
REV. 8, 15 SEP 2008 5-249

Checklists
Volume 5


following:

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 8, 15 SEP 2008 5-250

Volume 5


ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 8, 15 SEP 2008 5-251

Checklists
Volume 5

REV. 8, 15 SEP 2008 5-252

Volume 5

Oxygen
Oxygen
TABLE OF CONTENTS
CAUTION
CREW OXY LO PRESS............................. EAP14-3
PAX OXY NOT DEPLOYED ...................... EAP14-3
ADVISORY
OBSERVER OXY LO PRESS.....................EAP14-4
REV. 8, 15 SEP 2008 5-253

Checklists
Volume 5

Oxygen
REV. 8, 15 SEP 2008 5-254

Volume 5

Oxygen
CREW OXY LO PRESS

WHICHEVER IS
HIGHER
END
PAX OXY NOT DEPLOYED
If required:
Passenger Oxygen
Selector ..................................................... OVRD
END
REV. 8, 15 SEP 2008 5-255

Checklists
Volume 5

Oxygen
OBSERVER OXY LO PRESS
No
LG LEVER DISAG MESSAGE PERSISTS?
Yes

WHICHEVER IS
HIGHER
END
REV. 8, 15 SEP 2008 5-256

Volume 5

Crew Awareness
Crew Awareness
TABLE OF CONTENTS
ADVISORY
CREW AWARENESS MESSAGES .................. CA-3
SYSTEM STATUS MESSAGES ....................... CA-9
Crew Awareness Messages and System Status Mes-

sages are advisory only. They are not operationally
restrictive in any manner and do not affect whether an
aircraft may be Dispatched. These messages are
tracked electronically and are not part of the MEL/CDL
process.
QRH170 Revision 01, 15 SEP 2008 Page CA- 1
REV. 8, 15 SEP 2008 5-257

Checklists
Volume 5

Crew Awareness
Page CA- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-258

Volume 5

Crew Awareness
The following EICAS messages are crew awareness:
ADS (1 or 2) HTR FAULT
ADS 3 SLIPCOMP FAIL
ADS 4 SLIPCOMP FAIL
AFCS FAULT
AFCS PANEL FAIL
AFCS PANEL FAULT
A-I ENG (1 or 2) FAULT
A-I ENG (1 or 2) LEAK
A-I MODE NOT AUTO
A-I SWITCH OFF
AMS CTRL FAULT
AP FAULT
AP PITCH TRIM FAULT
APM FAULT
APPR 2 NOT AVAIL
REV. 8, 15 SEP 2008 5-259

Checklists
Volume 5

Crew Awareness
APU FIREX BTL DISCH
AT FAULT
AURAL WRN SYS FAULT
AUTO CONFIG TRIM FAIL
AVNX DB MODULE FAIL
AVNX MAU (1A or 1B) FAULT
BATT (1 or 2) TEMP SENS FAULT
BRK PEDL (LH or RH) SEAT FAIL
CCD (1 or 2) FAULT
CMC FAIL
CMF (1 or 2) FAIL
CMS FAULT
CRG AFT FIREX (HI or LO) ARM
REV. 8, 15 SEP 2008 5-260

Volume 5

Crew Awareness
CRG FIRE PROT FAULT
CRG FWD FIREX (HI or LO) ARM
CVR (AFT or FWD) FAIL
DEFUEL SOV OPEN
EMER LT BATT FAULT
ENG (1 or 2) FADEC FAULT
ENG (1 or 2) FIREX BTL (A or B) FAIL
ENG (1 or 2) FUEL SW FAIL
ENG (1 or 2) OIL IMP BYPASS
ENG (1 or 2) OIL SW FAIL
ENG (1 or 2) SHORT DISPATCH
ENG FIREX BTL (A or B) DISCH
ENG TLA TRIM FAIL
FD FAIL
FD FAULT
REV. 8, 15 SEP 2008 5-261

Checklists
Volume 5

Crew Awareness
FDR (AFT or FWD) FAIL
FLT CTRL ADS FAIL
FLT CTRL TEST FAILED
FLT CTRL TEST IN PROG
FLT CTRL TEST PASSED
FMS (1 or 2) GPS POS DISAG
FMS POS DISAG
FUEL EQUAL-XFEED OPEN
FUEL FEED (1 or 2) FAULT
FUEL KG-LB MISMATCH
HYD (1 or 2) EDP FAIL
HYD (1 or 2 or 3) LO QTY
HYD 3 PUMP A NOT ON
HYD PTU NOT AUTO
HYD PUMP NOT AUTO
HYD TEMP SENS FAIL
REV. 8, 15 SEP 2008 5-262

Volume 5

Crew Awareness
ICE CONDITION
INVERTER FAIL
IRS ALIGNING
LAV SMOKE DET FAIL
LG TEMP EXCEEDANCE
LOAD SHED
MACH TRIM FAULT
PAX OXY SW NOT AUTO
PITCH CONTROL DISC
PITCH TRIM BKUP FAIL
PITCH TRIM SW (1 or 2) FAIL
PRESN AUTO FAULT
RALT (1 or 2) FAIL
RAM AIR FAULT
RAT FAIL
REMOTE CB TRIP
REV. 8, 15 SEP 2008 5-263

Checklists
Volume 5

Crew Awareness
ROLL CONTROL DISC
SHAKER (1 or 2) FAIL
SPDA FAIL
SPDBRK LEVER DISAG
STEER FAULT
TAT (1 or 2) FAIL
TCAS FAIL
TERRAIN NOT AVAILABLE
XBLEED FAIL
XBLEED SW OFF
XPDR (1 or 2) FAIL
YD FAIL
YD FAULT
YD OFF
REV. 8, 15 SEP 2008 5-264

Volume 5

Crew Awareness
The following EICAS messages are system status

messages:
A-I ENG (1 or 2) VLV OPEN
A-I WING VLV OPEN
APU FUEL SOV CLOSED
APU SHUTTING DOWN
BLEED APU VLV OPEN
CRG FIREX (HI or LO) DISCH
ENG (1 or 2) FUEL SOV CLOSED
ENG (1 or 2) REV INHIBIT
ENG TDS REF A-I ALL
ENG TDS REF A-I ENG
ENG (1 or 2) TLA NOT IDLE
FUEL XFEED SOV OPEN
FUEL XFEED SOV OPEN
HYD (1 or 2) SOV CLOSED
HYD (1 or 2) SOV FAIL
STEER OFF
REV. 8, 15 SEP 2008 5-265

Checklists
Volume 5

Crew Awareness
REV. 8, 15 SEP 2008 5-266

Volume 5

EICAS Index
EICAS Index
EICAS MESSAGES
MESSAGE PAGE
AC BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6
AC BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6
AC ESS BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-6
AC STBY BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-7
ADS (1 or 2 or 3) HTR FAIL . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
ADS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
ADS 3 FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
ADS 3 SLIPCOMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
ADS 4 HTR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
ADS 4 SLIPCOMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
ADS PROBE 1(2-3-4) FAIL. . . . . . . . . . . . . . . . . . . . . . . EAP9-15
AFCS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6
AFCS PANEL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
AFCS PANEL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
A-I ENG (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-4
A-I ENG (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
A-I ENG (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
A-I LO CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-4
A-I MODE NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
A-I SWITCH OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
A-I WING (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-3
A-I WING FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP12-5
A-I WING NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . EAP12-6
AILERON (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-17
AIR CONDITION SMOKE . . . . . . . . . . . . . . . . . . . . . . . . SMO-3
AMS CTRL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-4
AMS CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
AOA LIMIT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5
AP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3
AP FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
AP PITCH MISTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3
AP PITCH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-3
AP PITCH TRIM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
AP ROLL MISTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4
APM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
APM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCA-3
APM MISCOMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-4
APPR 2 NOT AVAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-3
APU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-3
APU FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-3
APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-3, QRC-3
APU FIRE DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-5
APU FIREX BTL DISCH . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-4
APU FIREX FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-5
APU FUEL SOV CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . CA-9
APU FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-4
APU GEN OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-7
APU OIL HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-4
APU OIL LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP4-4
APU SHUTTING DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-9
AT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4
AT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-4
QRH170 Revision 01, 15 SEP 2008 Page INX- 1
REV. 8, 15 SEP 2008 5-267

Checklists
Volume 5

EICAS Index
EICAS MESSAGES (cont’d)

MESSAGE PAGE
AT NOT IN HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-4
AURAL WRN SYS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5
AURAL WRN SYS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
AUTO CONFIG TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
AVNX ASCB FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5
AVNX DB MODULE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
AVNX MAU (1 or 2 or 3) FAN FAIL . . . . . . . . . . . . . . . . . EAP9-9
AVNX MAU (1A or 1B) FAULT . . . . . . . . . . . . . . . . . . . . . . .CA-4
AVNX MAU (1A or 1B) OVHT . . . . . . . . . . . . . . . . . . . . . EAP9-8
AVNX MAU 1A FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-5
AVNX MAU 1B FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-6
BATT (1 or 2) DISCHARGING . . . . . . . . . . . . . . . . . . . . EAP5-7
BATT (1 or 2) OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . EAP5-3
BATT (1 or 2) TEMP SENS FAULT . . . . . . . . . . . . . . . . . . .CA-4
BATT 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8
BATT 1-2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-3
BATT 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8
BATT DISCHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-3
BLEED (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-5
BLEED (1 or 2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-6
BLEED (1 or 2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-14
BLEED (1 or 2) OVERPRESS . . . . . . . . . . . . . . . . . . . . . EAP2-7
BLEED APU LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-5
BLEED APU VLV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
BRK (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-4
BRK (LH or RH) FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP13-8
BRK CONTROL FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP13-8
BRK OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-5
BRK PEDL (LH or RH) SEAT FAIL . . . . . . . . . . . . . . . . . . . .CA-4
CABIN ALTITUDE HI . . . . . . . . . . . . . . . . . . . . . EAP2-3, QRC-2
CABIN DIFF PRESS FAIL . . . . . . . . . . . . . . . . . . . . . . . EAP2-8
CCD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
CENTER EBAY FANS FAIL . . . . . . . . . . . . . . . . . . . . . . EAP2-8
CMC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
CMF (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
CMS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-9
CMS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-4
CREW OXY LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . EAP14-3
CREW WRN SYS FAULT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-9
CRG (FWD or AFT) FIRE SYS FAIL . . . . . . . . . . . . . . . EAP7-5
CRG (FWD or AFT) SMOKE . . . . . . . . . . . . . . . . . . . . . . SMO-4
CRG AFT FIREX (HI or LO) ARM . . . . . . . . . . . . . . . . . . . . .CA-4
CRG FIRE PROT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5
CRG FIREX (HI or LO) DISCH . . . . . . . . . . . . . . . . . . . . . . .CA-9
CRG FWD FIREX (HI or LO) ARM . . . . . . . . . . . . . . . . . . . .CA-5
CRG FWD VENT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-8
CVR (AFT or FWD) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5
Page INX- 2 Revision 01, 15 SEP 2008 QRH170
REV. 8, 15 SEP 2008 5-268

Volume 5

EICAS Index

MESSAGE PAGE
DC BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-8
DC BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-9
DC ESS BUS 1 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-10
DC ESS BUS 2 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-11
DC ESS BUS 3 OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13
DEFUEL SOV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-5
DISPLAY CTRL FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10
DISPLAY CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10
DOOR (CENTER or FWD) EBAY OPEN . . . . . . . . . . . . . EAP1-5
DOOR (PAX or SERV) (FWD or AFT) OPEN . . . . . . . . . EAP1-4
DOOR CRG (FWD or AFT) OPEN . . . . . . . . . . . . . . . . . EAP1-3
DOOR FUELING OPEN . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-5
DOOR HYD OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-5
EICAS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10
EICAS OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-10
ELEC EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-4
ELECTRICAL SYSTEM FIRE OR SMOKE . . . . . . . . . . . SMO-5
ELEV NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-3
ELEV THR COMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5
ELEVATOR (LH or RH) FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-6
ELEVATOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-5
EMER BRK FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-5
EMER LT NOT ARMED . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6
EMER LT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6
EMERG LT BATT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . EAP1-6
ENG (1 or 2) CONTROL FAULT . . . . . . . . . . . . . . . . . . . EAP6-5
ENG (1 or 2) FADEC FAULT . . . . . . . . . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) FADEC OVERTEMP . . . . . . . . . . . . . . . . . EAP6-5
ENG (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-6
ENG (1 or 2) FIRE DET FAIL . . . . . . . . . . . . . . . . . . . . . . EAP7-5
ENG (1 or 2) FIREX BTL (A or B) FAIL . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) FUEL IMP BYPASS . . . . . . . . . . . . . . . . . . EAP6-7
ENG (1 or 2) FUEL LO PRESS . . . . . . . . . . . . . . . . . . . . EAP6-7
ENG (1 or 2) FUEL SOV CLOSED . . . . . . . . . . . . . . . . . . . CA-9
ENG (1 or 2) FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . EAP10-4
ENG (1 or 2) FUEL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . EAP6-7
ENG (1 or 2) OIL IMP BYPASS . . . . . . . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) OIL LO LEVEL . . . . . . . . . . . . . . . . . . . . . . EAP6-7
ENG (1 or 2) OIL LO PRESS . . . . . . . . . . . . . . . . . . . . . . EAP6-4
ENG (1 or 2) OIL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) REV DEPLOYED . . . . . . . . . . . . . . . . . . . . EAP6-3
ENG (1 or 2) REV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-8
ENG (1 or 2) REV INHIBIT . . . . . . . . . . . . . . . . . . . . . . . . . CA-9
ENG (1 or 2) REV PROT FAULT . . . . . . . . . . . . . . . . . . . EAP6-8
ENG (1 or 2) REV TLA FAIL . . . . . . . . . . . . . . . . . . . . . . EAP6-8
ENG (1 or 2) SHORT DISPATCH . . . . . . . . . . . . . . . . . . . . CA-5
ENG (1 or 2) START VLV OPEN . . . . . . . . . . . . . . . . . . . EAP6-9
ENG (1 or 2) T2 HEAT FAIL . . . . . . . . . . . . . . . . . . . . . EAP6-10
ENG (1 or 2) TLA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-10
ENG (1 or 2) TLA NOT IDLE . . . . . . . . . . . . . . . . . . . . . . . . CA-9
ENG (1/2) FIRE, DAMAGE, SEP . . . . . . . . . . . . . . . . . . . EAP7-4
ENG 1 (2) FUEL SOV FAIL . . . . . . . . . . . . . . . . . . . . . . EAP10-4
ENG 1(2) FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP7-4
REV. 8, 15 SEP 2008 5-269

Checklists
Volume 5

EICAS Index

MESSAGE PAGE
ENG EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-10
ENG FIREX BTL (A or B) DISCH . . . . . . . . . . . . . . . . . . . . .CA-5
ENG NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . EAP6-10
ENG REF A-I DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11
ENG REF ECS DISAG . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11
ENG TDS REF A-I ALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
ENG TDS REF A-I ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
ENG THR RATING DISAG . . . . . . . . . . . . . . . . . . . . . . EAP6-11
ENG TLA NOT TOGA . . . . . . . . . . . . . . . . . . . . . . . . . . EAP6-11
ENG TLA TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5
FD FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5
FD FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-5
FD LATERAL MODE OFF . . . . . . . . . . . . . . . . . . . . . . . EAP3-4
FD VERTICAL MODE OFF . . . . . . . . . . . . . . . . . . . . . . . EAP3-4
FDR (AFT or FWD) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FLAP (or SLAT) LO RATE . . . . . . . . . . . . . . . . . . . . . . EAP8-17
FLAP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-7
FLT CTRL ADS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FLT CTRL NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . EAP8-9
FLT CTRL TEST FAILED . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FLT CTRL TEST IN PROG . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FLT CTRL TEST PASSED . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FMS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FMS (1 or 2) GPS POS DISAG . . . . . . . . . . . . . . . . . . EAP9-11
FMS POS DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11
FTL CTRL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-17
FUEL (1 or 2) LO LEVEL . . . . . . . . . . . . . . . . . . . . . . . EAP10-3
FUEL AC PUMP (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . EAP10-4
FUEL DC PUMP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-4
FUEL EQUAL-XFEED OPEN . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FUEL FEED (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . EAP10-7
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-5
FUEL KG-LB MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
FUEL TANK LO TEMP . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-7
FUEL XFEED FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP10-6
FUEL XFEED SOV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
FWD EBAY FANS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-9
GND PROX FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11
GPU CONNECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13
GROUND SPOILERS FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-3
HYD (1 or 2 or 3) LO QTY . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
HYD (1 or 2) EDP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-6
HYD (1 or 2) EDP NOT D-PRESS . . . . . . . . . . . . . . . . EAP11-4
HYD (1 or 2) ELEC PUMP FAIL . . . . . . . . . . . . . . . . . . EAP11-8
HYD (1 or 2) HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4
HYD (1 or 2) LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5
HYD (1 or 2) OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . EAP11-3
HYD (1 or 2) SOV CLOSED . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
HYD (1 or 2) SOV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
HYD 3 ELEC PUMP A FAIL . . . . . . . . . . . . . . . . . . . . . EAP11-8
HYD 3 ELEC PUMP B FAIL . . . . . . . . . . . . . . . . . . . . . EAP11-8
HYD 3 HI TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4
HYD 3 LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5
REV. 8, 15 SEP 2008 5-270

Volume 5

EICAS Index

MESSAGE PAGE
HYD 3 OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-3
HYD 3 PUMP A NOT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6
HYD 3 VLV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-5
HYD PTU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-4
HYD PTU NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6
HYD PUMP NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-6
HYD TEMP SENS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP11-8
ICE CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
ICE DETECTOR (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . EAP12-6
IDG (1 or 2) OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-13
IDG (1 or 2) OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14
INVERTER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
IRS (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-11
IRS (1 or 2) NAV MODE FAIL . . . . . . . . . . . . . . . . . . . . EAP9-15
IRS ALIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
IRS EXCESSIVE MOTION . . . . . . . . . . . . . . . . . . . . . . EAP9-11
IRS PRES POS INVALID . . . . . . . . . . . . . . . . . . . . . . . . EAP9-15
LAV SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-9
LAV SMOKE DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
LG LEVER DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-3
LG NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6
LG NOSE DOOR OPEN . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6
LG TEMP EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
LG WOW SYS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-6
LOAD SHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
MACH TRIM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
MCDU (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12
MFD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12
MFD (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12
NAVCOM (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-12
NAVCOM (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13
NO TAKEOFF CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-3
OBSERVER OXY LO PRESS . . . . . . . . . . . . . . . . . . . . EAP14-4
PACK (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-9
PACK (1 or 2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-14
PACK 2 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-10
PAX OXY NOT DEPLOYED . . . . . . . . . . . . . . . . . . . . . EAP14-3
PAX OXY SW NOT AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
PFD (1 or 2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13
PFD (1 or 2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13
PITCH CONTROL DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
PITCH TRIM BKUP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
PITCH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-9
PITCH TRIM SW (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . CA-7
PRESN AUTO FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-10
PRESN AUTO FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
PRESN MAN FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP2-11
PRESSURIZATION CONVERSION TABLE. . . . . . . . . . EAP2-12
RALT (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
RAM AIR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
RAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
RECIRC SMK DET FAIL . . . . . . . . . . . . . . . . . . . . . . . . EAP2-13
RECIRC SMOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-11
REMOTE CB TRIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-7
REV. 8, 15 SEP 2008 5-271

Checklists
Volume 5

EICAS Index

MESSAGE PAGE
ROLL CONTROL DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
RUDDER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-10
RUDDER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-11
RUDDER LIMITER FAIL . . . . . . . . . . . . . . . . . . . . . . . . EAP8-12
RUDDER NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-4
SHAKER (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
SHAKER ANTICIPATED . . . . . . . . . . . . . . . . . . . . . . . . EAP3-5
SLAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-13
SLAT-FLAP LVR DISAG . . . . . . . . . . . . . . . . . . . . . . . . EAP8-12
SMOKE EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . SMO-10
SPDA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
SPDBRK LEVER DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
SPOILER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-15
SPOILER NML MODE FAIL . . . . . . . . . . . . . . . . . . . . . . EAP8-4
STAB LOCK FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP8-16
STALL PROT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6
STALL PROT FAULT. . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP3-6
STALL PROT ICE SPEED . . . . . . . . . . . . . . . . . . . . . . EAP8-17
STEER FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP13-7
STEER FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
STEER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-9
SYS CONFIG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-13
TAT (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
TCAS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
TERRAIN FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14
TERRAIN NOT AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
TRU (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14
TRU ESS FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP5-14
VALIDATE CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14
VHF (1 or 2 or 3) OVHT . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14
VHF 3 FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14
WINDSHEAR FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAP9-14
WINDSHIELD (1 or 2) HTR FAIL . . . . . . . . . . . . . . . . . EAP12-6
XBLEED FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
XBLEED SW OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
XPDR (1 or 2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
YD FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
YD FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
YD OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA-8
REV. 8, 15 SEP 2008 5-272

Chapter 6 Abnormal Procedures
Section 1 Starting Engines
Volume 5
Chapter 6
Abnormal Procedures

A. Engine Start Abort
1. The FADEC will shut down the start sequence automatically
for various abnormal conditions. However, safety
considerations dictate that the First Officer must keep one
hand on the START/STOP switch during all starts in case of a
malfunction of the controlling FADEC.
2. Abort the engine start by selecting STOP and accomplishing
the Aborted Engine Start checklist. If the reason for the
aborted start is a start valve stuck open, accomplish the ENG
1 (2) START VLV OPEN Checklist.
B. Hung Start
If a hung start occurs, abort the start following the approved pro-
cedures. Start the opposite engine if not yet running. Consider
starting the affected engine with a different air source.
C. Engine Dry Motoring
The Engine Dry Motoring procedure must be performed for at
least 30 seconds after any aborted start to assure that no
unburned fuel remains in the combustion chamber and/or reduce
residual ITT prior to attempting another start.
REV. 1, 15 MAR 2006 6-1

Volume 5
REV. 1, 15 MAR 2006 6-2

Section 2 Takeoff Emergencies
Volume 5
A. Rejected Takeoff - General
1. Use the 80 knot check as a type of decision speed for a
rejected takeoff.
a. Prior to 80 knots, the Captain can safely reject the takeoff
for virtually any amber light, any EICAS Caution message,
or any other abnormality where the Captain is not certain
that the aircraft can be safely flown. In this case, the most
conservative action is a rejected takeoff.
b. At or above 80 knots, the Captain should reject the takeoff
only for a major malfunction such as an engine fire, engine
failure, or loss of directional control.
1) In the case of the illumination of an amber light after
80 knots, the most conservative action is to continue
the takeoff unless the Captain is not certain that the
aircraft can be safely flown.
2. Guarding the Thrust Levers - Since the normal takeoff
profile involves the use of the autothrottle system, only the
Captain should have his hands on the thrust levers.
a. There is no need for the other pilot to guard the thrust
levers during the takeoff roll.
b. Whenever the First Officer is making the takeoff, the FO
will push the thrust levers up, call “TOGA” and move his
hands off of the thrust levers.
c. The Captain will then place his hands on the thrust levers
until V1 is called by the PM.
REV. 1, 15 MAR 2006 6-3

Volume 5
B. Rejected Takeoff Actions & Callouts
Rejected Takeoff
CA FO
“Reject”
• Retard thrust levers to IDLE
• Disconnect AT
• Ensure maximum braking, if
necessary
• Set maximum reverse thrust • Callout “2 (1) (No) Reverse”
consistent with conditions • Monitor deceleration
throughout the reject
• Notify tower, when able
• Notify passengers when able
“80 Knots”
“60 Knots”
Check brake temperature indication on MFD status page
C. After a Rejected Takeoff
1. Consider the condition of the aircraft and the reason for the
rejection.
2. If the situation is stable, clear the runway before stopping the
aircraft.
3. Stop on the runway if the potential for an evacuation exists.
4. The runway provides crash, fire, and rescue vehicles better
access to the aircraft.
5. Consider requesting assistance from the tower, ground
personnel, or the Flight Attendants in evaluating the situation.
Use all available information in formulating a response plan.
D. Communications
1. Notify the tower of any rejected takeoff. Communications with
the Flight Attendants and passengers must be considered.
E. Rejected Takeoff PA Announcements
1. A rejected takeoff can cause a great deal of anxiety among
passengers.
2. A prompt and professional announcement will reassure the
passengers and may prevent an unwarranted evacuation
initiated by Flight Attendants or passengers.
REV. 1, 15 MAR 2006 6-4

Section 3 Loss of Thrust At or Above V1
Volume 5
A. General
1. In the event of a single engine malfunction accompanied by a
loss of thrust at or above V1, follow the “Loss of Thrust At or
Above V1” procedure. If the engine is still producing normal
thrust (such as an engine fire or compressor/stall), clean up
using the normal takeoff profile except fly:
a. the runway heading or
b. follow the applicable Special Departure procedure (DP) if
published.
c. Call for the “ENG (1 or 2) FAIL” checklist.
d. If the failure was due to an engine fire, or engine seizure,
call for “ENGINE FIRE (1 or 2), SEVERE DAMAGE, OR
SEPARATION checklist.
B. Considerations
1. The PF must fly the aircraft and not be distracted trying to
analyze the problem while the aircraft is in a critical phase of
flight.
2. Normally, the safest course of action is to accomplish the
appropriate non-normal checklist after the flaps are up and the
desired climb speed has been attained.
3. However, under compelling circumstances such as severe
vibration, adverse flight characteristics, etc., it may be
necessary to accomplish the memory items as early as 400 ft.
AFE.
C. Takeoff Performance
1. Takeoff performance using an assumed temperature is
predicated on an engine failure with ATTCS on. ATTCS is on
for every takeoff and through the FADEC will automatically
produce 14,200 pounds on the remaining engine whenever
the FADEC detects a loss of power on the opposite side.
Thus, trying to advance the thrust levers during the takeoff roll
with a power loss will not be necessary to maintain safe flight.
2. In the event ATTCS does not adjust to Max Thrust, manually
advance the thrust lever to the firewall to achieve Max Thrust
on the remaining engine.
REV. 1, 15 MAR 2006 6-5

Volume 5
D. Engine Failure
1. An engine failure is an engine malfunction accompanied by
thrust loss without any apparent damage. The potential for a
relight, inflight start, or continued operation at reduced thrust
exists.
Engine Failure without Severe Damage

Initially identified by: • increasing yaw and
• decreasing N1/N2 indications
Airborne indications: • N1 rotation, FAIL icon on N1 gauge and
• N2 rotation, and
• oil pressure may indicate zero even though
no damage exists
Follow: • “Loss of Thrust At or Above V1” procedure
and
• QRH “ENG 1 (2) FAIL” procedure
E. Engine Fire
1. If the engine is on fire and is still producing normal thrust,
aircraft performance should not be adversely affected.
2. However, if the engine has lost thrust, the performance loss
necessitates the use of the “Loss of Thrust At or Above V1”
procedure.
Engine Fire
Initially identified by: • engine fire warning indications
• little, if any, yaw will occur (if the engine is
still producing thrust)
After airborne: engine failure/severe damage may be imminent
Follow: • normal climb profile except fly the runway
heading or follow the Special Departure
Procedure (DP) if published.
• or if loss of thrust occurs follow “Loss of
Thrust At or Above V1” procedure and
• QRH “ENG 1 (2) FIRE” or “Engine Fire,
Severe Damage or Separation” procedure
REV. 1, 15 MAR 2006 6-6

Volume 5
F. Engine Severe Damage
1. Engine severe damage may be due to turbine seizure or
failure. Seizure may not occur until the engine is shutdown. If
the engine has separated: fuel flow, N1, and N2 will drop to
zero with associated hydraulic, pneumatic, and electrical
system non-normal indications. The potential for further
damage or fire exists.
Engine Severe Damage

Initially identified by: • decreasing engine N1/N 2 and vibration
indications on EICAS
• vibration/noise from the affected engine, and
• yaw (may be rapid)
• surge/stall
Confirmed after air- • seized N1 or
borne by: • seized N2 or
• zero oil pressure
• ITT rise
• vibration indications on EICAS display
• or if loss of thrust occurs follow “Loss of
• QRH “Engine Fire, Severe Damage or
Separation” procedure
REV. 1, 15 MAR 2006 6-7

Volume 5
G. Compressor/Engine Stall
There are three (3) types of compressor/engine stalls:
1. Single or multiple compressor/engine stalls prior to self
recovery.
a. During takeoff, a single stall will be followed by a loud
bang, yaw, vibration, and engine instrument fluctuation.
b. The engine normally recovers so quickly, if no engine
monitoring message is received, it may be difficult to
detect which engine stalled.
c. For multiple stalls, the loud bang, yaw, vibration, engine
instrument fluctuation, and ITT increase will repeat with
each stall until self recovery.
2. Multiple compressor/engine stalls requiring pilot action to
recover.
a. The loud bang, yaw, vibration, engine instrument fluctua-
tion, and ITT increase will repeat with each stall until thrust
is reduced.
3. Multiple compressor/engine stalls requiring Pilot Action Non-
Recoverable
a. The loud bang, yaw, vibration, engine instrument fluctua-
tion, and ITT increase will repeat with each stall until the
engine is shut down or fails.
b. Compressor/Engine Stall Considerations
c. Multiple compressor/engine stall events increase aircraft
handling difficulty.
d. The magnitude of the symptoms are difficult to simulate
and have distracted crews from flying the aircraft in the
past.
e. The loud bang, yaw, and vibration associated with the stall
have been misidentified as tire failure, a bomb, or more
frequently, severe damage
REV. 1, 15 MAR 2006 6-8

Volume 5
Compressor/Engine Stalls
Initially identified by: • loud bang and yaw (may be repetitive)
• vibration,
• engine instrument fluctuation,
• ITT rise, and
• flames from inlet and tailpipe
Confirmed after air- Single/Multiple with Self Recovery
borne for: the engine returns to normal or close to normal
parameters
Multiple Requiring Pilot Action
stall symptoms cease when the thrust lever is
retarded (ITT may not decrease immediately)
Non-Recoverable
stall symptoms do not cease until the engine is
shut down or fails
• or if loss of thrust occurs, follow “Loss of
• QRH “Engine Fire, Severe Damage or
Separation” procedure
REV. 1, 15 MAR 2006 6-9

Volume 5
H. Engine Failure Recognition
1. An engine failure due to turbine failure or other internal causes
at or after V1 will initially affect yaw much like a crosswind.
2. Vibration and noise from the affected engine may be apparent
and the onset of the yaw may be rapid.
I. Engine Failure Callout
1. The first pilot recognizing the engine failure will make the
callout “Engine Failure”, but will not identify the engine.
J. Thrust Requirements
1. The PF will continue the takeoff roll and if an assumed
temperature (Flex thrust) has been used for takeoff, the
ATTCS adjusts for loss of thrust. The PM verifies this
compensation by verifying T/O-1 RSV is displayed on the
EICAS.
2. Engine-out takeoff performance meets or exceeds required
climb gradients even at FLEX thrust settings.
K. Directional Control Prior to, and During, Liftoff
1. To counter the thrust asymmetry due to an engine failure
between V1 and liftoff, maintain directional control by
smoothly applying rudder proportionally to thrust decay;
thereby, maintaining the desired ground track.
2. Use aileron to keep wings level during the liftoff. Anticipate
additional rudder displacement when the nosewheel leaves
the runway.
L. Rotation
1. At VR, the PM will callout “Rotate”.
2. The PF will rotate with one continuous motion at a rate slightly
less than for a normal takeoff, or approximately 2° per second.
3. After liftoff continue the rotation rate as follows:
a. With the flight director operative, fly the flight director pitch
commands.
b. With the flight director inoperative, fly a maximum deck
angle limited to 8°.
REV. 1, 15 MAR 2006 6-10

Volume 5
M. Directional Control After Liftoff
1. The first indication of engine failure will be a bank towards the
failed engine. If an engine failure occurs after liftoff, apply
rudder in the direction the control wheel is displaced.
2. Inflight, correct input will approximate the leveling of the
control wheel.
N. Initial Climb
1. When safely airborne, with a positive rate of climb on the VSI;
the PM will callout, “Positive Rate” and the PF will command
“Gear Up”.
2. When time and conditions permit, the PM will notify ATC.
3. When at or above 400 feet AFE, the PF will
a. fly the runway heading or
b. call for the appropriate ‘FD roll mode’ to comply with airport
specific Special Departure procedure (DP), if published.
O. Ground Track Consideration
1. If an engine failure occurs after turning from the runway
centerline, the crew must determine the safest lateral
flightpath.
2. As a guide, the closer the aircraft is to the runway, the more
likely the extended runway centerline is the safest lateral path.
a. As altitude increases and ATC/departure procedure turns
are accomplished, other lateral flightpaths may be the
safer option.
b. Where a Special Departure Procedure (DP) is published,
follow the DP as the safest lateral flightpath.
REV. 1, 15 MAR 2006 6-11

Volume 5
P. Acceleration and Clean-Up
1. At Engine Out acceleration altitude, the PF will
a. call for “Flight Level Change, VFS”,
b. accelerate, and retract the flaps on schedule.
c. The PM will select the proper flap setting when requested.
d. At the last flap retraction, the PF will respond “Flaps UP”
and the PM will retract the flaps.
e. As the flaps are retracted and the aircraft accelerates,
adjust the rudder pedal position to maintain the control
wheel level and apply trim to relieve rudder pedal pres-
sure.
Q. Max Continuous Thrust
At VFS the PM will select CON on MCDU and verify CON is dis-
played on the EICAS.
R. Follow-Up Actions
1. The PF will accomplish the memory items and then call for the
appropriate QRH procedure if immediate actions apply.
2. If no memory actions, the Captain will assign the PF, and then
the PM accomplishes the QRH procedures.
3. Climb to the assigned/safe altitude at the Flaps UP maneuver
speed.
4. Autopilot Usage (if desired) - Whenever possible, delay the
use of the autopilot until VFS.
5. Autothrottle Usage
a. The autothrottles must be disconnected in accordance
with the Engine Failure procedures in the QRH.
b. Once the affected engine is secured, the autothrottles may
be re-engaged with one engine inoperative.
6. Notification - The failure or shutdown of an engine inflight
must be reported to the appropriate ATC agency and the
controlling dispatcher. ATC and the controlling dispatcher
should be kept informed of the flight progress, work load
permitting. Immediately after landing, the Captain will:
a. Call the dispatcher (if not previously done).
b. Enter the discrepancy in the logbook.
REV. 1, 15 MAR 2006 6-12

Volume 5
c. Complete an Irregularity Report
1) Irregularity Reports are required to be completed
within 24 hours of the incident.
S. Landing
When one engine of a two engine aircraft fails or is shut down
inflight, an emergency will be declared and a landing shall be
made at the nearest suitable airport.
REV. 1, 15 MAR 2006 6-13

Section 4 Loss of Thrust At or Above V1 Profile
Volume 5
Takeoff Roll After V1 to
400 ft AFE
400 ft AFE
REV. 1, 15 MAR 2006 6-14

Volume 5
A. Loss of Thrust At or Above V1 Actions & Callouts
Loss of Thrust At or Above V1

Trigger PF PM
Loss of thrust First pilot recognizing engine failure
“Engine Failure”
• Verify TO-1 RSV
VR “Rotate”
• Rotate to F/D
commanded attitude
After liftoff • Verify positive rate of
climb on VSI
“Positive Rate”
climb
“Gear Up”
• Maintain FD “Gear Up”
commanded attitude • Position gear lever up
to maintain V2 to V2
+10 • Monitor speed and
altitude
At or above Comply with airport specific Special Departure
400 ft. AFE, Procedure (DP), if published; otherwise, fly runway
or altitude as heading
specified in “HDG” or “FMS NAV” • Select HDG or FMS
the Special NAV
Departure
Procedure
(DP)
REV. 1, 15 MAR 2006 6-15

Volume 5
Loss of Thrust At or Above V1 (Continued)
Trigger PF PM
At or above “Flight Level Change, • Select FLCH
1000 ft. AFE, VFS” • Set Speed Bug to VFS
or altitude as • Reduce Pitch and •
specified in accelerate to VFS
the special • Advise ATC, when
Departure able
Procedure
(DP)
Flap Check airspeed Check airspeed
retraction “Flaps __”
schedule (Retract flaps at or “Flaps __”
above F Bug) • Select Flaps__
•
Check airspeed Check airspeed
“Flaps UP” “Flaps UP”
• Select Flaps UP
At VFS • “CON” • Select CON on MCDU

• Climb at VFS speed to • Verify “CON” displayed
assigned/safe altitude on EICAS
At or above Accomplish appropriate memory items and
1500 ft AFE non-normal checklist
REV. 1, 15 MAR 2006 6-16

Section 5 Inflight Emergencies
Volume 5
A. EICAS Abnormal or Emergency Crew Coordination - Actions
and Callouts
Trigger PF PM
EICAS Warning “Identify and Cancel” • Identifies the EICAS mes-
or Caution sage.
occurs • States message.
• “_____”
• Cancels the Aural Warning or
Caution.
• Captain assigns the flying • Completes the checklist
pilot and the PM accom- called for by the PF.
plishes the QRH procedure.
B. EICAS Advisory Crew Coordination - Actions and Callouts
Trigger PF PM
EICAS Advisory • Either pilot identifies the EICAS message.
occurs “_____”
• Calls for the appropriate • Completes the checklist
checklist. called for by the PF.
REV. 1, 15 MAR 2006 6-17

Volume 5
REV. 1, 15 MAR 2006 6-18

Section 6 Rapid Depressurization / Emergency Descent
Volume 5
To prevent making an unnecessary emergency descent, the air-
craft condition should be verified. If a rapidly rising cabin altitude
is brought under control, an emergency descent may not be
required.
This maneuver is designed to provide a smooth descent to a safe
altitude, in minimum time, with the lowest possible passenger dis-
comfort.
A. General
1. The autopilot should remain engaged and used to accomplish
the descent.
2. If structural damage is suspected, limit airspeed as much as
possible, and avoid high maneuvering loads. An acceptable
technique with structural damage is to maintain the initial
indicated airspeed throughout the descent rather than
accelerating to VMO.
3. When turbulent air is encountered or expected, reduce to
turbulent air penetration speed (270 KIAS/ .7 MACH).
4. Rapid Depressurization - When a sustained or high rate of
cabin pressurization loss occurs and cannot be controlled,
both crewmembers should don oxygen masks simultaneously
and establish crew communications.
B. Use of Flight Level Change (FLCH)
1. Use of autopilot with FLCH mode is the recommended
technique for rapid descents.
a. Reduces pilot workload and provides airspeed and altitude
protection.
b. Do not use vertical speed (V/S) mode.
2. Initiate an emergency descent:
a. Set a lower altitude in the altitude window (spin).
b. Engage FLCH (Push).
c. Retard thrust levers to idle (Pull).
d. Smoothly open the speedbrakes to the FULL position
(Pull).
e. Ensure altitude window is correctly set for level off.
REV. 1, 15 MAR 2006 6-19

Volume 5
f. During descent, the IAS/MACH speed window changes
from MACH to IAS at approximately 300KIAS.
g. Manually reset VMO as desired.
C. Level off
1. Level off at 10,000 feet or safe altitude, whichever is higher.
2. At 1,000 feet above the level-off altitude, the speedbrakes
should be closed and manually reset speed to an appropriate
airspeed below VMO (such as 250 KIAS) and verify SPDT is
annunciated on the FMA.
3. Safe Altitude is:
a. On an airway the Minimum Enroute Altitude (MEA), or
Minimum Obstacle Clearance Altitude (MOCA), whichever
is higher
b. Off an airway Minimum Off-Route Altitude (MORA), or
other altitude based on terrain clearance, navigation aid
reception, or
c. Within the terminal area, the highest Minimum Safe Alti-
tude (MSA)
4. After Level Off
a. Determine a new course of action based on weather,
oxygen, fuel remaining, and available airports
b. Obtain new ATC clearance
D. Manual Flight
1. Disconnect the autothrottles and retard thrust levers to Idle.
2. Smoothly OPEN the speedbrakes.
3. Disconnect the autopilot and lower the nose to initial descent
attitude (approximately 10 degrees nose -down).
4. Approaching level off altitude:
a. Adjust pitch to reduce rate of descent.
b. Close speedbrake lever approximately 1,000 feet above
level off altitude.
5. Add thrust to maintain desired speed.
REV. 1, 15 MAR 2006 6-20

Section 7 One Engine Inoperative (OEI) Approaches
Volume 5
A. General
1. Engine-out approach procedures are identical to those for a
two-engine approach, except Flaps 5 is always used for
approach and landing.
2. An ILS approach is recommended for any engine-out
approach and landing as it provides a stable framework and
familiar cues for configuration, deceleration, and descent.
3. Prior to commencing the approach, the Captain should
request a straight out missed approach from ATC along with
the assignment of a safe altitude. If a straight out missed
approach is not available due to obstacle clearance, then the
Captain should review the missed approach instructions from
ATC to ensure they are reasonable for an aircraft with one
engine inoperative.
Note: If compliance with the missed approach instructions or
the published missed approach procedure is in doubt,
notify ATC prior to commencing the approach.
4. During any abnormal or emergency situation, the approach
must be stabilized no later than 1000 feet above the airport or
TDZ elevation even under VMC conditions.
B. One Engine Inoperative (OEI) Visual Approach Procedure
1. The OEI visual approach procedure is the same as the two-
engine visual approach procedure. Plan a base leg a
minimum of 1.5 miles from the end of the runway. Ensure that
all applicable emergency and abnormal checklists are
completed prior to starting the approach. Remember to call
for the One Engine Inoperative Preliminary Landing Checklist
as well as the One Engine Inoperative Landing Checklist
when appropriate.
2. A good technique on a OEI visual approach is to have the ILS
for the landing runway tuned and identified to assist in
maintaining the appropriate glide path to the touchdown zone.
REV. 1, 15 MAR 2006 6-21

Volume 5
3. Autothrottles may be used, however, it is an acceptable
technique to manually control the operating engine by
disconnecting the autothrottles just prior to intercepting a
normal visual glide path.
4. The autopilot may be used, however, it is an acceptable
technique to manually control the aircraft by disconnecting the
autopilot just prior to intercepting a normal visual glide path.
5. Rudder trim should be zeroed out prior to landing. It is an
acceptable technique to zero out the rudder trim once
established on final, on a normal visual glide path, and above
1,000 feet AFE. It is not recommended that the rudder trim be
zeroed out close to the touchdown zone.
REV. 1, 15 MAR 2006 6-22

ONE ENGINE INOPERATIVE APPROACH
ENTERING DOWNWIND
· FLAPS 1
COMPLETE ONE ENGINE
ABEAM THRESHOLD INOPERATIVE
Volume 5
· FLAPS 2 PRELIMINARY LANDING

CHECKLIST
TURNING BASE
REV. 1, 15 MAR 2006

· FLAPS 3
· GEAR DOWN 1500 FT
MISSED APPROACH
· GO AROUND THRUST
· FLAPS 2
1.5 nm
FINAL APPROACH
· FLAPS 5
· OEI LANDING CHECKLIST
C. One Engine Inoperative Visual Approach Profile
1000 FT
4 nm
EM170AOM980023.DGN

6-23
Volume 5
D. One Engine Inoperative (OEI) Precision Approach Procedure
1. The OEI precision approach procedure is the same as the
two-engine precision approach procedure. Ensure that all
applicable emergency and abnormal checklists are completed
prior to starting the approach. Remember to call for the One
Engine Inoperative Preliminary Landing Checklist as well as
the One Engine Inoperative Landing Checklist when
appropriate.
2. Autothrottles and autopilot procedures are the same for the
OEI precision approach as for the OEI visual approach.
Autothrottles may be used to touchdown. Autopilot must be
disconnected at or above 200 feet AFE.
engine inoperative.
REV. 1, 15 MAR 2006 6-24

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

· FLAPS 3, ARM APP MODE APPROACHING FIELD
· COMPLETE ONE ENGINE INOPERATIVE
APPROACH AND LANDING CHECKLIST · APPROPRIATE VERTICAL AND LATERAL MODES
FIX
Volume 5
· FLAPS 1
· FLAPS 2
REV. 1, 15 MAR 2006

GLIDE SLOPE INTERCEPT
· FLAPS 5
LOCALIZER CAPTURE
MISSED APPROACH
· GO AROUND THRUST
· FLAPS 2
GLIDE SLOPE ALIVE

· WAIT FOR 1 1/2 DOTS
· GEAR DOWN
E. One Engine Inoperative Precision Approach Profile
EM170AOM980025B.DGN

6-25
Volume 5
F. One Engine Inoperative (OEI) Non-Precision Approach
Procedure
1. The OEI non-precision approach procedure is the same as
the two-engine non-precision approach procedure. Ensure
that all applicable emergency and abnormal checklists are
completed prior to starting the approach. Remember to call
for the One Engine Inoperative Preliminary Landing Checklist
as well as the One Engine Inoperative Landing Checklist
when appropriate.
2. Autothrottles and autopilot procedures are the same for the
OEI non-precision approach as for the OEI visual approach.
Autothrottles may be used to touchdown. Autopilot must be
disconnected when departing the MDA.
engine inoperative.
REV. 1, 15 MAR 2006 6-26

ONE ENGINE INOPERATIVE NON−PRECISION APPROACH
APPROACHING INTERCEPT HEADING APPROACHING FIELD

· COMPLETE ONE ENGINE INOPERATIVE
PRELIMINARY LANDING CHECKLIST · APPROPRIATE VERTICAL AND LATERAL MODES
FAF
Volume 5
· FLAPS 1
· FLAPS 2
REV. 1, 15 MAR 2006

DESCENDING TO MDA
· SET PROPER FLIGHT PATH ANGLE
· PERFORM A PRECISION − LIKE
APPROACH
INBOUND
RUNWAY INSIGHT
· FLAPS 3
· INTERCEPT LANDING
· GEAR DOWN
PROFILE MISSED APPROACH
· DISCONNECT AUTO PILOT
· GO AROUND THRUST
· FLAPS 2
APPROACHING FAF
G. One Engine Inoperative Non Precision Profile
· FLAPS 5
EM170AOM980026B.DGN

6-27
Volume 5
H. No Slat / Flap Approach Procedure
1. The key to a successful no slat / no flap approach and landing
is to accomplish the (FLAP OR SLAT) FAIL Checklist as soon
as possible and to configure the aircraft early.
a. Accomplish the entire Flap/Slat Fail checklist, including the
Flap/Slat Fail Preliminary Landing Checklist and the Flap/
Slat Fail Landing Checklist (with the landing gear down)
prior to turning onto the final approach course.
2. Remember the adage “Long Checklist, Long Runway,” and
request the longest runway available at the landing airport.
3. During an actual no slat / no flap approach, the pilot will be
expected to use everything available to the flight crew to
assist in a successful approach and landing such as using the
ILS for the landing runway.
Note: During training, the No Slat / Flap approach procedure
assumes VMC conditions with no Navaids available for
the pilot. In the simulator, the pilot is expected to
accomplish the procedure purely as a visual approach
with no aids such as VASIs or PAPIs.
4. As soon as the aircraft is on the final approach, immediately
slow to VAPP speed and intercept a normal visual glide path.
a. An acceptable technique is to have the PM select the
runway end in the FMS and have the distance to the end
of the runway available to the PF on the Progress display
on the MFD. If the aircraft is flying a normal visual pattern
at 1,500 feet AFE, begin a normal descent (approximately
600 - 700 fpm) when the aircraft is 5 nm from the end of the
runway.
5. Autothrottles and autopilot may be used, but this approach is
normally flown with the autopilot disconnected and the
autothrottles engaged. The autothrottles should be
disengaged approximately 200 feet AFE and the thrust levers
brought to idle approximately 50 feet AFE. The aircraft will
have a tendency to float and the pilot should fly the aircraft
onto the runway without hesitation or delay. Any attempt at a
normal flare will result in an extremely long landing.
REV. 1, 15 MAR 2006 6-28

NO SLAT / FLAP LANDING
ENTERING DOWNWIND
Volume 5
ABEAM THRESHOLD
TURNING BASE
REV. 1, 15 MAR 2006

· GEAR DOWN
1500 FT
MISSED APPROACH
· GO AROUND THRUST
I. No Slat / Flap Landing

4 nm
BASE
· BEFORE LANDING CHECKLIST (if not previously done)
1500 FT
OVER THE THRESHOLD
5.0 nm · THRUST LEVELS IDLE
EM170AOM980024B.DGN

6-29
Volume 5
REV. 1, 15 MAR 2006 6-30

Volume 5
A. Rejected Landing Maneuver
1. The rejected landing maneuver is identical to the go around
maneuver.
2. Apply go around thrust and select go around flaps while
rotating to go around attitude.
3. Retract the landing gear after a positive rate of climb is
established and retract the flaps on schedule at a safe
altitude.
WARNING: After reverse thrust is initiated, a full stop landing
must be made. Factors dictating this are five seconds
are required for a reverser to stow in the forward
thrust position and the possibility exists a reverser
may not stow in the forward thrust position.
REV. 1, 15 MAR 2006 6-31

Volume 5
REV. 1, 15 MAR 2006 6-32

Section 9 Engine Failure on Final
Volume 5
Section 9 Engine Failure on Final
A. General
1. If an engine failure occurs on final approach, there are certain
considerations and procedures that apply regardless of
whether the approach is a visual, nonprecision, or precision.
2. If an engine failure should occur on final approach with the
flaps in the landing position, adequate thrust is available to
maintain the approach profile using landing flaps, if desired.
3. If an engine failure should occur on final approach, it is usually
preferable to continue the approach using Flaps 5. If the
decision is made to reduce the flap setting, increase thrust to
maintain an airspeed of VREF FULL + 20 KIAS.
4. If a go around from a Flaps 5 configuration is required,
maintain the additional 20 knots and retract flaps to Flaps 2.
Continue with procedures as discussed in Chapter 4.
REV. 1, 15 MAR 2006 6-33

Section 10 Engine Out Go Around
Volume 5
A. Engine Out Go Around Maneuver
1. If a go around is required, press a TOGA switch to apply go
around thrust to the GA N1 limit.
2. Select Flaps 2 and rotate toward 8° pitch attitude and then
follow flight director commands. Control yaw with rudder and
trim. Some rudder pedal pressure may be required even with
full rudder trim.
3. Verify the GA pitch and roll modes are annunciated on the
FMA and ADI.
4. At a positive rate of climb, call for gear up. The flight director
commands a pitch attitude that will maintain the selected
speed ( VAC to VAC +15 knots). With an engine inoperative,
the resulting vertical speed will depend on temperature,
available thrust and aircraft gross weight. The GA roll mode
maintains a ground track.
5. Call for autopilot engagement and HDG SEL at or above
400 ft AFE, unless a Special Departure procedure (DP)
requires a turn prior to 400 ft AFE.
6. Advise ATC of your intentions. Either fly a straight-out missed
approach or, when published, fly the Special Departure
procedure (DP).
7. If a turning missed approach procedure is required,
accomplish the missed approach procedure through gear up
before initiating the turn. Delay further flap retraction until
initial maneuvering is complete and a safe altitude and
appropriate speed are attained.
B. Acceleration and Clean-Up
1. At 1000 ft. (or at an altitude listed in the Special Departure
Procedure (DP) if higher), the PF will
a. call for “Flight Level Change, VFS”,
b. accelerate, and
c. retract the flaps at green dot plus 10 kts.
2. The PM will select the proper flap setting when requested.
REV. 1, 15 MAR 2006 6-34

Volume 5
3. At the last flap retraction, the PF will respond “Flaps UP” and
the PM will retract the flaps. As the flaps are retracted and the
aircraft accelerates, adjust the rudder pedal position to
maintain the control wheel level and apply trim to relieve
rudder pedal pressure.
C. Max Continuous Thrust
1. At VFS the PM will select CON on MCDU and verify CON is
displayed on the EICAS.
REV. 1, 15 MAR 2006 6-35

Volume 5
D. Engine Out Go Around Actions And Callouts
Engine Out Go Around
Trigger PF PM
Go around “Go Around”

• Press either TOGA • Verify GA
switch annunciates
“TOGA”
• Verify thrust levers • Verify thrust levers
move to TOGA move to TOGA
thrust thrust
“TOGA Set”
• Rotate toward 8°
pitch attitude, then
follow F/D
commands
• Check Airspeed
(verify VAC) “Flaps 2”
• limit bank angle to • Select Flaps 2
15°
Positive rate • Verify positive rate of

of climb climb on VSI
“Positive Rate”

climb
“Gear Up”
“Gear Up”
• Position gear lever
“Advise ATC” UP
• Advise ATC
REV. 1, 15 MAR 2006 6-36

Volume 5
Engine Out Go Around (Continued)
Trigger PF PM

400 AFE (or procedure (if published), otherwise fly runway
altitude as heading.
specified in
the Special • Monitor missed
Departure approach procedure
Procedure
(DP) • Select/Request
“HDG” or “FMS • Select HDG or FMS
NAV” NAV if requested
• Verify HDG or FMS
NAV annunciates
At or above • “Flight Level • Verify Climb Thrust

1,000 ft AFE Change, VFS” • Select FLCH
(or altitude as • Reduce pitch and • Set speed bug to VFS
specified in accelerate VFS
the Special
Departure
Procedure
(DP)

400 ft AFE (or procedure (if published), otherwise fly runway
altitude as heading.
specified in
the Special
Departure
Procedure
(DP)
REV. 1, 15 MAR 2006 6-37

Volume 5
Engine Out Go Around (Continued)
Trigger PF PM
Flap Check airspeed

retraction “Flaps 1”
• Check airspeed
schedule (Retract flaps at or
“Flaps 1”
above F Bug)
• Select Flaps 1
• Check airspeed
“Flaps UP, After • Check airspeed
Takeoff Checklist” “Flaps UP”
(Retract flaps at or
above F Bug) • Select Flaps UP
Takeoff Checklist
flow
At VFS • “CON” • Select CON on

• Climb at VFS speed MCDU
to assigned/safe • Verify “CON”
altitude displayed on EICAS
At or above Accomplish appropriate memory items and

1,500 ft AFE non-normal checklist
REV. 1, 15 MAR 2006 6-38

Section 11 EGPWS
Volume 5
Section 11 EGPWS
A. EGPWS Input Sources
1. Systems that monitor altitude, airspeed, attitude, glideslope,
and position are required for operation of the EGPWS.
Accelerations, angle-of-attack (AOA), and flap position are
required for the windshear function.
2. The EGPWS is fully active when the following systems are
powered and functioning normally:
a. EGPWS
b. Radio Altimeter
c. Air Data
d. ILS or glideslope receiver
e. AHRS, VG (attitude)
f. GPS, FMS
g. Landing gear
h. Stall warning or AOA (wind shear only)
i. Weather radar, EFIS, or a dedicated terrain display.
B. Use of the EGPWS
1. The EGPWS has a self-test capability that verifies and
indicates intended functions.
2. When a terrain warning/caution exists and the terrain is not
selected on the MFD, the terrain is automatically displayed on
the MFD with a range of 10 NM.
REV. 1, 15 MAR 2006 6-39

Section 11 EGPWS
Volume 5
C. EGPWS Recovery
• If a “PULL UP” or “TERRAIN, TERRAIN PULL UP” alert occurs
at night or in IMC, use the following maneuver:
EGPWS Escape Maneuver
Step PF PM
Thrust • Verify all actions have
Accomplished Simultaneously
• Autothrottles - disconnect been completed and call

“FIREWALL THRUST” out any omissions
• Set firewall thrust • Monitor radio altimeter
and call out information
1 Pitch
on flight path
• Autopilot - disconnect (e.g., “300 FEET,
• Roll wings level DESCENDING; 400
• Rotate (3°/sec) to 15° pitch FEET, CLIMBING,” etc.)
• Respect stick shaker/buffet
Configuration
• Speedbrakes - retract
2 • Do not alter gear/flap • Call out the safe altitude1
configuration until terrain (e.g., “MSA IS 3,400
clearance is assured FEET”)
3 • Climb to safe altitude • Advise ATC
After EGPWS Recovery
4
• Resume normal flight
1.
• This call is required
REV. 1, 15 MAR 2006 6-40

Section 11 EGPWS
Volume 5
D. Other EGPWS Alerts
Accomplish the following:
1. “TERRAIN, TERRAIN” - “TOO LOW TERRAIN”
Adjust the flight path or initiate a go around.
2. “CAUTION TERRAIN”
Adjust the flight path. Stop descent. Climb and/or turn as
necessary based on analysis of all available instruments and
information.
3. “SINK RATE” - “DON'T SINK”
Adjust pitch attitude and thrust to silence the alert.
4. “TOO LOW GEAR” or “TOO LOW Flaps”
Correct the configuration or perform a go around.
5. “GLIDE SLOPE”
Establish the aircraft on the glide slope or switch OFF the
G/S mode pushbutton if flight below the glide slope is
intentional.
REV. 1, 15 MAR 2006 6-41

Section 12 TCAS
Volume 5
Section 12 TCAS
A. TCAS Procedures
1. During the Before Start Checklist and flow, both pilots will
activate the TCAS on their respective MFD.
2. Activate the MAP menu and select the TCAS title button using
the CCD cursor pad. Push ENTER.
3. To control the TCAS display, move the cursor to the TCAS
menu title and push ENTER. The TCAS menu is displayed.
Select range, absolute altitude (ABS) and Normal or
Expanded as desired.
B. TCAS Warnings
1. Traffic Advisory (TA)
a. If receiving a TA, do not maneuver based on a TA alone
and attempt to see the reported traffic.
2. Resolution Advisory (RA)
If receiving an RA
Trigger PF PM
• Press and hold the TCS • Verify all actions have
button (if autopilot is been completed and call
engaged) out any omissions
• Follow RA PFD • Monitor airspeed
guidance • Advise ATC
• Respect stall, GPWS, or • Attempt to see reported
RA windshear warnings traffic
• Maintain desired
airspeed
• Perform a go around
procedure with a CLIMB
RA and the aircraft in a
landing configuration
Clear of Release TCS and establish appropriate vertical/lateral
Conflict modes to return to last ATC assigned altitude
REV. 1, 15 MAR 2006 6-42

Section 13 Wake Turbulence
Volume 5
Section 13 Wake Turbulence
A. Recognition
1. An encounter with wake vortices is associated with abrupt roll
and aerodynamic loads similar to turbulence encounters.
2. Prompt initiation of recovery procedures is necessary to
preclude an unusual attitude.
B. Wake Turbulence Recovery Actions and Callouts
Wake Turbulence Recovery
Step PF PM
Thrust • Verify all actions have been
• Add thrust as necessary completed and call out any
omissions
Roll
• Autopilot - disconnect
• Apply ailerons and rudder to
recover wings-level attitude
1 Pitch • Monitor attitude, airspeed and
• Adjust pitch to horizon altitude
• Monitor radio altimeter, and
call out information on flight
path
(e.g., “300 FEET
DESCENDING; 400 FEET
CLIMBING”, etc.)
• Check airspeed and adjust
thrust
• Establish pitch attitude
2 • Advise ATC if required
• Initiate go-around if on
approach with probability of
further encounter
REV. 1, 15 MAR 2006 6-43

Volume 5
The following is the operational procedure to be used in the event
of a simultaneous failure of all three MAU's on the aircraft while in
flight.
The MAUs monitor the PRIMUS EPIC routed information full time
in order to detect any synchronization loss and, if it occurs, the
MAU's attempt to re-synchronize in order to protect the system.
During flight tests, it has been detected that a specific case of PRI-
MUS EPIC synchronization loss, which is not successfully resyn-
chronized within an acceptable period and leads to a
simultaneous failure of the three MAU's.
As a consequence of the failure of all three MAUs, all five Display
Units (DUs) will also fail. In addition, the Flight Control System
(FCS) reverts to direct mode and both the Autopilot and the Auto-
throttle will disengage. After this event, two different scenarios will
arise.
1. CASE 1: MAU's failure and auto restore.
2. CASE 2: MAU's failure and manual restore upon crew
action.
Note: In face of this temporary condition, Shuttle America will
not dispatch an aircraft with the Integrated Electronic
Standby System (IESS) inoperative even though that is
allowed by the MEL.
A. CASE 1 - MAU'S Failure With Automatic Restore
1. The DUs may not blank; however, all information is lost for
approximately 2 seconds and returns to normal after that.
2. Flight Control Systems (FCS) might revert to Direct Mode and
therefore the Auto Pilot will disengage
3. The Autothrottles will disengage
4. The ILS and the VMO flag on the IESS is invalid, but all other
information on the IESS is valid.
5. Several messages display on EICAS that might gradually
disappear following the recovery.
REV. 1, 15 MAR 2006 6-44

Volume 5
6. The following messages remain displayed during the rest of
the flight:
• AVNX MAU 1A FAIL
• AVNX MAU 1B FAIL
Note: The AVNX MAU FAIL messages are latched and can
only be reset on ground after accomplishing a power
down and power up. Even though these messages are
displayed during flight, the systems are working properly
and the flight crew should not accomplish the AVNX
MAU FAIL procedures in the QRH.
7. In this case proceed as follows:
• Use the IESS and Standby Compass guidance until the
airplane guidance is restored.
Note: If in final approach, discontinue the approach and climb
to a safe altitude prior to following the MAU's restoration
procedures.
• Perform a manual go around as follows:
Thrust Levers..........................................................TOGA
Pitch Attitude.................................................................8o
Flap/Slat..........................................................................3
With positive climb:
Landing Gear................................................................Up
Airspeed.......................................Approach Climb Speed
After DUs restore:
MCDU Radio Button............................................. PRESS
Spoiler/Elevator/Rudder Mode Buttons...............PUSH IN
then OUT
Auto Pilot...................................................... As Required
Autothrottle..................................................As Required
REV. 1, 15 MAR 2006 6-45

Volume 5
B. CASE 2 - MAU'S Failure With Restore Upon Crew Action
1. The first aspects of this failure include
• All five display units go blank; it is possible that prior to the
start of the blanking they show invalid information for up to
5 seconds.
• Flight Control System (FCS) reverts to Direct Mode.
• Aural Warning System is unavailable.
• Autothrottles and Autopilot disengage.
• MCDU #1 goes to Menu Page (CB Pages are available)
• MCDU #2 goes to BACKUP RADIO PAGE (only Comm 1,
Nav 1, Xpdr 1 are available) and CB Pages are available.
• The ILS and VMO flag on IESS remains invalid.
• Nose wheel steering is unavailable, but brake system
works normally.
• The EDS does not recover by itself
2. In such cases, proceed as follows:
• Use the IESS and Standby Compass guidance until the
airplane systems are restored.
Note: If in final approach, discontinue the approach and climb
to a safe altitude prior to following the MAU's restoration
procedures.
• Perform a manual go around as follows:
Thrust Levers..........................................................TOGA
Pitch Attitude.................................................................8o
Flap/Slat..........................................................................3
With positive climb:
Landing Gear................................................................Up
Airspeed.......................................Approach Climb Speed
MCDU #2
Backup Radio Page.SET (COM1/NAV1/XPDR1)
MRC 1 CB (C10)............................... PULL, then PUSH
REV. 1, 15 MAR 2006 6-46

Volume 5
• If the system does not restore:
MRC 2 Electronic CB .................................... CYCLE
(OUT then IN)
(Select the MCDU: CB>CB Menu>CB By System 3/ 3>
NAV>MRC 2).
MAU 3A CB (B34)................................ PULL, then PUSH
MAU 1A CB (B7) .................................. PULL, then PUSH
• After the airplane systems restore
MCDU Radio Button............................................. PRESS
Spoiler/Elevator/
Rudder Mode Buttons........................PUSH IN then OUT
Auto Pilot ......................................................As Required
Autothrottle..................................................As Required
Note: The AVNX MAU FAIL messages might remain latched.
Then disregard these messages after the failure.
3. After the recovery, the following can be expected:
• All DUs operate normally.
• Aural Warning System remains inactive for approximately
20 seconds.
• Flight Control Systems (FCS) does not present valid
information, although the surfaces are operating properly
in Direct Mode.
• It is not possible to return the FCS to the normal mode.
• The Autothrottles and the Auto Pilot are unavailable for the
remainder of the flight.
• MCDU and all radios operate normally.
• The ILS and the VMO flags on the IESS operate normally.
• The nosewheel steering operates normally.
REV. 1, 15 MAR 2006 6-47

Section 15 Embraer Operational Bulletins
Volume 5
A. Introduction
1. From time to time, Embraer publishes Operational Bulletins to
advise operators of revisions to Abnormal Procedures as
software and hardware changes occur.
2. Shuttle America will utilize this section of the POH to publish
excepts from the Embraer Operational Bulletins whenever
they effect our aircraft and our operation.
B. Steer Fail EICAS Message
1. The following information is derived from Embraer
Operational Bulletin 170-003/05, Rev 1, dated 09/12/05.
2. Besides real failures in the steering system, the STEER FAIL
EICAS message can also occur in the following specific
scenarios:
a. If the handwheel steering is inadvertently engaged by the
crew, when towing the airplane with hydraulic power acti-
vated.
b. If hydraulic power is introduced after the steering module
is engaged.
c. If the steering is engaged during a period of approximately
8 seconds after hydraulic system 2 is commanded OFF.
d. Other causes due to malfunctions related to the nose
wheel steering control module.
3. In order to restore the system in the cases described above,
accomplish the following when on the ground with engines not
running and the airplane stopped:
CAUTION: If the STEER FAIL message occurs during pushback,
the following procedure can only be accomplished by
the flight crew after the aircraft is towed back to the
gate, the engines are shut down, and the Parking
Checklist is complete.
REV. 1, 15 MAR 2006 6-48

Volume 5
SYSTEM RESTORE PROCEDURE
1. MAU 2 Pwr 1 CB (B-25).........................................PULL
The following EICAS messages will be displayed while the CB
remains pulled: AVNX MAU 2A FAIL, STEER FAIL, FMS 1 FAIL
and AFCS FAULT.
2. MAU 2 Pwr 1 CB (B-25).........................................PUSH

The messages described previously must not be displayed on
EICAS.
Note: The engines must not be running to avoid the "ENG
EXCEEDANCE" EICAS spurious message.
4. If the STEER FAIL message extinguishes, the flight crew may

continue the flight operation with no further maintenance
action prior to the next push back.
5. If the STEER FAIL message persists after cycling the CB,

maintenance is required before the flight.
C. Engine Vibration and ENG EXCEEDANCE EICAS Message
The ERJ-170 can experience spurious engine exceedance mes-
sages on the EICAS due to normal harmonics from the GE CF34-
8E5 engines. The purpose of this Section is to provide the flight
crew with guidance to recognize a spurious engine exceedance
message on the EICAS and provide procedures to proceed with
the flight.
1. ENG EXCEEDANCE EICAS message may be triggered due
to vibration in three cases:
a. Ice accumulation on the fan blades and spinner;
b. LP (Low Pressure) turbine high vibration during engine
start;
Note: In this case, due to the system logic, the ENG
EXCEEDANCE EICAS message will trigger 2 minutes
after ground idle RPM is reached.
c. N1 or N2 high vibration indication during any flight phase.
REV. 2, 15 AUG 2006 6-49

Volume 5
2. Engine Exceedance due to Ice Accumulation
a. Before engine start, in order to minimize the occurrence of
ENG EXCEEDANCE EICAS message due to ice accumu-
lation in the fan blades and spinner during ground start, the
following procedure is recommended:
1) Do not start the engine until it has been checked that
all ice deposits have been removed from the engine
inlet, inlet lip, fan, spinner and exhaust duct.
b. After engine start, if the PIC believes the probable cause
of ENG EXCEEDANCE EICAS message was ice accumu-
lation on the fan blades and spinner, proceed as follows:
1) Advance the thrust lever of the affected engine to
approximately 54% N1 for 30 seconds and monitor
LP vibration.
2) If the LP vibration indication does not return to the
normal operating range and/or any other engine
parameters are abnormal, shutdown the engine.
Make a log book entry and report the event to Mainte-
nance Control via Dispatch.
3) If the LP vibration indication returns to the normal
operating range and other engine parameters are
normal, proceed to step 4.
4) Shutdown the affected engine and access the
ENGINE MAINTENANCE page on the MFD
(SYSTEMS > ENGINE MAINT). On this page assure
that only the N1 HI VIB message is displayed in the
Engine Exceedances field. No other engine exceed-
ance related message shall be displayed together
with N1 HI VIB message.
5) If the cause of ENG EXCEEDANCE EICAS message
is not due to the engine N1 HI VIB, make a log book
entry and report the event to Maintenance Control via
Dispatch.
was engine N1 HI VIB, restart the engine and proceed
with the flight.
REV. 2, 15 AUG 2006 6-50

Volume 5
7) In case of subsequent display of the ENG EXCEED-
ANCE EICAS message after the affected engine was
restarted, shutdown the engine. Make a log book
Dispatch.
3. Engine Exceedance due LP (Low Pressure) turbine high
vibration during engine start
a. In the event of ENG EXCEEDANCE EICAS message due
to LP high vibration during engine start, proceed as
follows:
1) Keep the engines running at idle for 1 minute and
monitor the LP vibration;
2) If the LP vibration indication does not return to the
normal operating range and/or any other engine
parameters are abnormal, shutdown the engine.
Make a log book entry and report the event to Mainte-
nance Control via Dispatch.
3) If the LP vibration indication returns to the normal
operating range and other engine parameters are
normal, proceed to step 4;
4) Shutdown the affected engine and access the
ENGINE MAINTENANCE page on the MFD
(SYSTEMS > ENGINE MAINT). On this page assure
that only the N1 HI VIB message is displayed in the
Engine Exceedances field. No other engine exceed-
ance related message shall be displayed together
with N1 HI VIB message;
is not due to the engine N1 HI VIB, make a log book
Dispatch.
was the engine N1 HI VIB, restart the engine and
proceed with the flight.
Dispatch.
REV. 2, 15 AUG 2006 6-51

Volume 5
4. Engine Exceedance due to N1 or N2 high vibration indication
during any flight phase.
a. In the event of ENG EXCEEDANCE EICAS message on
the ground due to high vibration during any flight phase
proceed as follows:
1) After landing the airplane, shutdown the affected
engine and access the ENGINE MAINTENANCE
page on the MFD (SYSTEMS > ENGINE MAINT). On
this page assure that only the N1 HI VIB or N2 HI VIB
message is displayed in the Engine Exceedances
field. No other engine exceedance related message
shall be displayed together with N1 HI VIB or N2 HI
VIB message;
2) If the ENG EXCEEDANCE EICAS message was not
caused by N1 or N2 high vibration, make a log book
Dispatch.
was the engine N1 or N2 high vibration and the dura-
tion of the event was less than two minutes, restart
the engine and proceed with the next flight;
was the engine N1 or N2 high vibration but the dura-
tion of the event was more than two minutes, make a
log book entry and report the event to Maintenance
Control via Dispatch.
Dispatch.
6) The ENG EXCEEDANCE EICAS message is being
triggered due to vibration but, in the conditions
described above, no maintenance action is required.
Transient high vibration indication without any other
abnormal engine parameters indication may be
considered normal according to the engine manufac-
turer.
REV. 2, 15 AUG 2006 6-52

Volume 5
D. SPDA FAIL EICAS Message
1. The ERJ-170 flight crews have recently seen SPDA
FAIL messages on the EICAS while in flight. The SPDA
FAIL message may be triggered due to:
a. Total failure of any SPDA module
b. Loss of communication between any SPDA and the
ASCB.
2. The airplane is equipped with two SPDAs and no matter
which one has failed, the advisory message SPDA FAIL
will be displayed on the EICAS. If SPDA 1 or SPDA 2
present any of the failures mentioned above, there will
be no impact on the airplane's operation and for that
reason, the SPDA FAIL advisory EICAS message is
classified as Crew Awareness.
3. Investigations have identified a new failure mode that
causes interruption of SPDA communication with ASCB
bus. When the ASCB communication is lost in only one
SPDA, crew will experience only the advisory CAS
message SPDA FAIL and there will be no impact to the
airplane's operation. In case the ASCB communication
is lost on both SPDAs, besides the SPDA FAIL
message, some other messages may be also displayed
on the EICAS, as follows:
• AMS CTRL FAIL (Caution)
• CRG FWD FIRE SYS FAIL (Caution)
• CRG AFT FIRE SYS FAIL (Caution)
4. Under that circumstance, the flight crew may not be able
to control pressurization, air conditioning and the wing
anti-icing system may not be available. The cargo fire
detection and extinguishing systems may not be
available either. Therefore, if the airplane experiences
the scenario mentioned above, follow the QRH
procedures for each message, starting with the AMS
CTRL FAIL procedure in order to avoid cabin altitude
going high. Upon extending the landing gear, the BRK
CONTROL FAULT advisory message may be displayed
on the EICAS as well.
5. Upon landing, the following messages may also be
displayed, and the associated QRH procedures must be
followed:
• ENG 1 REV TLA FAIL (Caution)
• ENG 2 REV TLA FAIL (Caution)
• ENG 1 NO DISPATCH (Caution)
• ENG 2 NO DISPATCH (Caution)
REV. 4, 15 FEB 2008 6-53

Volume 5
6. In case both engines are shutdown after loss of SPDA
1 and 2 as well as ASCB communication in flight, the
RAT will deploy regardless the presence of external
power supply. Therefore, make sure that RAT area is
free before shutting the engines down.
REV. 4, 15 FEB 2008 6-54

Section 1 Contaminated Runway Operations
Volume 5
Chapter 7
Weather Operations

A. General
1. Experience with operations conducted from wet or
contaminated runways has shown that standing water, slush,
snow or ice causes a deteriorating effect on takeoff and
landing performance.
2. Braking effectiveness is reduced due to low tire-to-runway
friction and is further reduced if the hydroplaning occurs.
3. Acceleration: During takeoff on a contaminated runway,
aircraft acceleration is reduced. Energy normally available for
acceleration is dissipated in compression or displacement of
the contaminant and the resulting impingement of the
contaminant onto the plane can aggravate this energy loss.
4. Stopping: Stopping distance depends, among other things,
on the depth of the runway contaminant. In some cases,
stopping distances will decrease as contamination depth
increases; however, the risk of hydroplaning is significantly
greater and longer distances normally result. In either
situation the aircraft could experience directional control
difficulties.
B. Hydroplaning
1. Hydroplaning can occur on runways contaminated with
standing water or slush and results when hydrodynamic lift
forces generated between the tires and the contaminant are
sufficient to lift the tires and aircraft clear of the runway
surface. In this condition, the tires are no longer capable of
providing directional control or effective braking.
2. Hydroplaning does not normally occur in water depths of less
than 1/5 inch (5.0mm), although under some conditions the
minimum depth may be as low as 1/10 inch (2.5 mm).
3. Once hydroplaning has commenced it can be sustained over
areas where the water depth is less than required to initiate
hydroplaning and to speeds lower than that required for
initiation.
REV. 4, 15 FEB 2008 7-1

Volume 5
C. Crosswind Landings
1. A slippery runway and a crosswind are obviously a bad
combination.
2. In crosswind conditions, the crosswind crab angle should be
maintained for as long as possible until prior to touchdown.
Aim for the center line or slightly on the upwind side and avoid
touching down on the downwind side of the runway. This
technique will minimize the possibility of the aircraft
weathervaning into the wind after touchdown, and drifting
toward the downwind side of the runway.
D. Use of Reverse Thrust
1. The intensity and duration of reverse thrust used at low
speeds should be minimized.
2. Using reverse thrust at low speeds on snow and ice covered
runways can cause foreign object damage (FOD) to the
engines, possibly leading to low forward visibility due to
“whiteout”.
3. Excessive use of reverse thrust can increase the possibility of
ice buildup on the wing and empennage section, which could
cause considerable delays, especially during quick
turnarounds.
Note: Maximum reverse thrust may be used to a full stop
during emergencies.
4. During Crosswind Conditions: The use of reverse thrust
during crosswind conditions may aggravate the drift into the
wind, the reverse thrust side component will add to the
crosswind component, drifting the airplane toward the
downwind side of the runway at a faster rate than normal.
a. To correct the situation, it will be necessary to reduce the
reverse thrust to reverse idle and release the brakes.
b. In extreme conditions, it may even be necessary to move
the thrust levers out of reverse thrust and go to forward idle
thrust.
c. Use rudder steering and differential braking as required to
prevent over correcting past the runway center line.
d. When reestablished on the runway center line, reapply
steady brakes and reverse thrust as required to stop the
aircraft.
REV. 4, 15 FEB 2008 7-2

Section 2 Hot Weather Operations
Volume 5
A. General
1. Extremely hot environments present operational problems of
a different nature from those associated with cold weather
operations.
2. The main concerns focus primarily on
a. passenger and crew comfort and
b. the significant decrease in aircraft performance which high
ground temperatures can cause.
B. Taxi
1. Operation in areas of high ambient temperatures may cause
brake temperature limits to be exceeded. This condition would
lead to fusible plugs melting and deflation of the overheated
tires involved.
2. Runway and taxiway surface temperatures often exceed the
ambient temperature.
3. Consideration for brake cooling should always be taken into
account.
4. Excessive use and riding of brakes should be avoided.
5. Minimize braking when possible to allow ample time for
cooling between applications.
6. The recommended technique is to allow the aircraft to
accelerate, then brake to a very slow taxi speed and release
the brakes completely.
C. Takeoff
1. High ambient temperatures in combination with short runways
or high elevation airports could cause substantial penalties to
aircraft performance.
2. Special attention must be given to the restriction imposed on
the maximum takeoff operating weight.
3. These penalties should be taken into account early in the
preflight preparation.
REV. 4, 15 FEB 2008 7-3

Volume 5
D. Landing.
1. The landing phase of flight during high ambient temperature
conditions is not as demanding as with cold weather
operations.
2. It should be noted that runway conditions, particularly at the
touchdown area, could be slick due to the heavy deposits of
melted rubber.
E. Brake Cooling
1. For quick turnaround operations, bear in mind that the energy
absorbed by the brakes following each landing is cumulative.
2. This could prove detrimental and may cause considerable
delays at stops if overheating of the brakes and the possible
melting of the wheel fusible plug(s) results in deflating the
tire(s) involved.
3. Excessive braking should be avoided and the thrust reversers
should be used to their full advantage.
REV. 4, 15 FEB 2008 7-4

Section 3 Cold Weather Operations
Volume 5
A. General
1. This section contains aircraft specific procedures for the
ERJ-170.
2. A flight crewmember will perform a walkaround check prior to
each flight.
B. Ground Operations
1. The preparation and ground operation of the aircraft, after
sitting idle in very low temperatures, may present particular
problems.
2. The upper wing and tail surfaces must be free of frost, ice and
snow.
3. To avoid APU start malfunctions, the area in the vicinity of the
APU intake must be clear of heavy snow buildup.
4. Clear ice is most likely to form when the aircraft is operated in
an environment of high humidity and the upper surfaces of the
wing are in contact with the cold fuel in the wing tanks.
5. The formation of clear ice on the wing upper surfaces is very
difficult to detect visually, especially if the wing is wet. When
operating in conditions that could lead to the formation of clear
icing, the pilot must conduct a tactile examination of the wing
upper surfaces to confirm that they are free of contamination.
Note: The Company will always adhere to the ‘clean aircraft
concept’ during severe or adverse weather
operations.
C. ADSP Warm-Up
On the first flight of the day after overnight parking at temperatures
below -18°C (0°F), accomplish the following procedure after AC
Power is established on the aircraft.
1. ADSP Heater Switch .............................................. ON
2. FBW PBIT Test.......................................... Accomplish
- Verify the clock on the Flight Control Synoptic page
resets to 20 hours after the FBW PBIT Test is
complete.
REV. 4, 15 FEB 2008 7-5

Volume 5
- If the FBW PBIT Test will not run or if the clock on the
Flight Control Synoptic page will not re-set to 20 hours,
leave the aircraft powered for a minimum of 3 minutes
with the ADSP Heater Switch on. After a minimum of
3 minutes and after any accumulated ice in the Smart
Probes has had a chance to melt, power down the
aircraft, wait one minute, and power the aircraft back
up using the procedures found in Chapter 4, Section 3
of the POH. The FBW PBIT Test should now run
properly.
3. ADSP Heater Switch .............................................OFF
D. Hydraulic Systems Warm-Up
On the first flight of the day after overnight parking at temperatures
below -18°C, accomplish the following procedure prior to starting
the engines.
1. HYDRAULIC SYS 1,2, 3A & 3B ELEC PUMPS ..... ON
2. Steering ......................................................... Engaged
- Keep the nosewheel steering engaged while the
electric hydraulic pumps are running.
- After reservoir temperatures are higher than -10°C
for systems 1, 2 and 3:
3. HYDRAULIC SYS 2 PUMP.....................................OFF
4. PTU ........................................................................ ON
After 30 seconds
5. PTU .......................................................................OFF
6. HYDRAULIC SYS 2 PUMP .................................... ON
7. Flight Controls ................................................Checked
- Check control wheel, control column and rudder
pedals for freedom of movement and full travel. Control
forces can be increased at low temperatures.
- Operate all trim systems, including back up pitch trim
system, checking for freedom of movement and full
travel. If any control is suspected of restricted
movement or jamming, report to maintenance
personnel.
REV. 4, 15 FEB 2008 7-6

Volume 5
E. Engine Start
1. Before starting the engines, the pilot should assess the
surface conditions of the ramp. Special consideration should
be given to problems that could be encountered during the
engine start and pushback.
CAUTION: The freedom of N1 fan to rotate must be confirmed
before engine start. Water may freeze in the area of the
lower intake jamming the adjacent fan blades. Under no
circumstance is it permissible to use deicing or deicing/
anti-icing fluid for removal of the contaminant.
2. Oil:During cold weather starts, initial oil pressure response
may be slow. As the engine accelerates, the oil pressure may
rapidly increase then exceed the normal range. The high oil
pressure should progressively reduce to normal as the engine
achieves normal operating temperatures. Refer to the
limitations section for oil pressure limitations.
CAUTION: If oil pressure is not indicated by the time idle rpm is
achieved, conduct an immediate shutdown of the
engine.
3. IDGs: Expect the generators to be slow in producing steady
power due to cold oil in the IDGs. Five (5) minutes may be
required for the IDGs to stabilize sufficiently.
F. Taxi
1. Always taxi at a manageable speed.
2. Maintain a greater distance than normal between aircraft
especially when slush, standing water, ice or snow is present
on the taxi surfaces.
3. Be aware of other aircraft’s jet blast, obscured runways and
taxi/ramp markings, and snowbanks.
4. Brake Usage: Application of brakes should be kept to a
minimum during turns. Anticipate increased stopping
distances and be aware of the additional hazard of operating
on slippery surfaces with crosswind conditions.
5. Reverse Thrust: Reverse thrust should be used with extreme
caution and only when necessary to prevent nosewheel
skidding or departure from the intended taxi path.
REV. 4, 15 FEB 2008 7-7

Volume 5
G. Run-Ups
1. When moderate to severe icing conditions are present during
prolonged2 ground operation, periodic engine run-ups to as
high a thrust setting (54% N1 is recommended) as practical
are recommended.
a. This run-up should be done for a minimum of thirty (30)
seconds at thirty (30) minute intervals prior to takeoff. This
action is effective in dissipating fan blade icing.
2. Prior to positioning for takeoff, ensure that the aircraft is
aerodynamically clean.
H. Takeoff
The use of reduced thrust settings is prohibited if the runway is
contaminated.
1. Procedures
a. Apply brakes and advance the thrust levers.
b. If the aircraft starts to creep or slide during engine power
check, release the brakes and begin the takeoff roll.
c. Anticipate a lag in nosewheel steering response and
possible nosewheel skidding.
d. Apply corrections as necessary. Directional control can be
improved by employing a light but firm forward pressure on
the control column to increase nosewheel steering effec-
tiveness.
e. Use aerodynamic control as soon as it becomes available.
1) Ailerons can increase directional control in the 60 to
100 knot range.
2) Avoid large or rapid rudder input.
REV. 4, 15 FEB 2008 7-8

Volume 5
I. Reject
If the decision is made to reject the takeoff, maximum deceleration
is achieved by using maximum reverse thrust and maximum brak-
ing.
1. During the rejected takeoff, anticipate the possibility of
skidding.
2. Keep the nosewheel centered and maintain directional control
with the rudder and small inputs of the nosewheel steering.
3. If a skid develops, reduce reverse thrust to idle reverse and if
necessary, return the engines to idle forward thrust to return
to the center line. regain the center line with nosewheel
steering, rudder and/or differential braking.
4. Directional control problems on slick runways could also be
encountered due to excessive cycling of the anti-skid system.
To correct the condition, reduce brake pressure.
J. In Flight
1. Slats/Flaps should not be extended in icing conditions except
when required for takeoff, approach and landing.
2. If Slats/Flaps are deployed in icing conditions for extended
periods or in severe icing, light to moderate buffet may be
encountered. No handling difficulties will result.
WARNING: Small accumulations of ice on the wing leading edge
can change the stall speed and stall characteristics or
warning margin provided by the stall protection
system. Do not reduce speed below VREF or land with
visible ice on the wing except under failure
conditions.
K. Landing
1. For landing on a contaminated runway, lower the nosewheel
immediately and maintain light forward control column
pressure.
2. Reverse Thrust: Thrust reversers are most effective at high
speed. At low speed minimize the intensity and duration of
reverse thrust. However in an emergency situation, maximum
reverse thrust may be used to a complete stop.
REV. 4, 15 FEB 2008 7-9

Volume 5
3. Braking: Do not pump the brakes; pumping the brakes will
only diminish braking effectiveness. Apply brakes normally
with steadily increasing pressure.
4. Skidding and Hydroplaning: Anticipate skidding and
hydroplaning and be prepared to take the following necessary
actions:
a. If a skid develops, reduce reverse thrust to idle reverse
and if necessary, return the engines to idle forward thrust
to return to the center line. Regain the center line with
nosewheel steering, rudder and/or differential braking.
b. Directional control problems on slick runways could also
be encountered due to excessive cycling of the anti-skid
system. To correct the condition, reduce brake pressure.
L. After Landing
1. Do not retract the flaps past position 3 if ice accumulation on
the flaps is suspected. This will prevent possible damage to
the structure and mechanism.
2. Anticipate that ramps can be iced over and the use of reverse
thrust for stopping the aircraft may be necessary.
M. De/Anti-Icing Tables
Refer to the General Operations Manual (GOM), Chapter 2.
REV. 4, 15 FEB 2008 7-10

Volume 5
N. PIREPS relating to Airframe Icing
INTENSITY ICE ACCUMULATION

TRACE Ice becomes perceptible. Rate of accumulation
slightly greater than rate sublimation. It is not
hazardous even though deicing/anti-icing equip-
ment is not utilized, unless encountered for an
extended period of time (over one hour).
LIGHT The rate of accumulation may create a problem
if flight is prolonged in this environment (over
one hour). Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It
does not present a problem if the de-icing/anti-
icing equipment is used.
MODERATE The rate of accumulation is such that even short
encounters become potentially hazardous and
use of deicing/anti-icing equipment or diversion
from the area is necessary.
SEVERE The rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the
hazard. Immediate diversion from the area is
necessary.
REV. 4, 15 FEB 2008 7-11

Volume 5
N. FUEL FEED (1 or 2) FAULT
1. Background.
During Cold Weather Operations with OAT at 0o C or below,
it is possible to experience a FUEL FEED (1 or 2) FAULT
EICAS message while on the ground or in the air. The
reasons this message may appear more prevalent at colder
temperatures is as follows:
a. As the air is denser, FADEC will set a lower N2 than in a
hotter day in order to provide the same amount of thrust.
b. With the FADEC reducing N2 (possibly down to 59%),
system logic starts the FUEL AC PUMP at 60% N2.
c. If N2 speed increases above 60%, the system logic shuts
off the AC PUMP.
d. This switching from AC PUMP back to engine-feed ejector
pump may create a fuel pressure transient which in turn,
may cause the FUEL FEED (1 or 2) FAULT EICAS
message to annunciate.
Note: PRIMUS EPIC SOFTWARE Load 15.3 will not
address this problem.
2. Procedure:
This procedure incorporates Embraer's guidance and will only
be utilized when the OAT is at 0oC or below. When operating
in cold weather on the ground, the Captain will select the
FUEL AC PUMPs 1 and 2 to:
• ON after engine start
• AUTO just prior to takeoff while maintaining a minimum
65% N2
• ON after landing and clear of the runway
• AUTO after engine shutdown
CAUTION: For aircraft takeoff certification, the AC FUEL

PUMPs must be set to AUTO prior to takeoff.
No checklist changes are required.
REV. 4, 15 FEB 2008 7-12

Volume 5
3. FUEL FEED (1 or 2) FAULT EICAS Message Clearing
Procedure.
If a FUEL FEED (1 or 2) FAULT EICAS message annunciates

on the ground or in the air, accomplish the following proce-
dure.
Note: As with any EICAS message, verify all displayed
EICAS messages are normal for the current
operational aircraft configuration.
a. FUEL Panel ...................................................... Set
1) XFEED Selector ........................................OFF
2) DC PUMP Selector................................. AUTO
3) AC PUMP 1 Selector ............................. AUTO
4) AC PUMP 2 Selector ............................. AUTO
b. Engines ................................... Start (if applicable)
Operate a minimum of two (2) minutes.
c. Thrust Levers ............................ 65% N2 minimum
d. FUEL AC PUMPs 1 & 2 .................................... ON
After five (5) seconds...

e. FUEL AC PUMPs 1 & 2 ............................... AUTO
After two (2) seconds...

f. EICAS Messages ........................................ Check
Ensure the following EICAS messages are not
annunciated:
• ENG (1 or 2) FUEL LO PRESS
• FUEL FEED (1 or 2) FAULT
g. Fuel Synoptic Page...................................... Check
Ensure the following indications are shown:
• AC pump symbols are white
• Fuel lines from AC pumps to engines are white
• Engine-feed ejector pump symbols are green
• Fuel lines from engine-feed ejector pumps to engines
are green
REV. 4, 15 FEB 2008 7-13

Volume 5
REV. 4, 15 FEB 2008 7-14

Section 4 Hazardous Weather
Volume 5
A. Clear Air Turbulence (CAT)
1. Initiate flight level or course change when encountering
jetstream turbulence with direct headwinds or tailwinds.
Jetstream turbulence encountered in a crosswind is normally
in a narrow band across the wind. When crossing the
jetstream, climb with rising temperature and descend with a
dropping temperature, if necessary.
B. Mountain Wave Turbulence
1. If the ratio of the wind speed 6,000 feet above the ridge to the
winds at ridge-top level is 1.6 or less, the probability of
moderate or greater turbulence increases. This turbulence
can exist at all altitudes. If the ratio of the wind speed 6,000
feet above the ridge to the wind at ridge-top level is greater
than 2, turbulence is likely to be confined to low altitudes.
2. Example:
If the wind speed at 18,000 feet is 50 knots and the wind
speed at 12,000 feet is 35 knots, the ratio is 1.4. Moderate or
greater turbulence may exist up to high altitudes.
C. Turbulence and Thunderstorms
Expect moderate or greater turbulence within thunderstorms, or in
the vincinity of thunderstorm tops, wakes, downbursts, and gust
fronts.
D. Severe or Extreme Turbulence Encounter
Do not plan flight into severe/extreme turbulence. If encountered,
make a maintenance logbook write up to ensure a special aircraft
structural inspection is accomplished.
E. Windshear
Avoid windshear activity. Pilots will use all available resources to
keep abreast of forecast or reported windshear conditions for
departure, arrival, and enroute flight segments.
WARNING: Do not takeoff, land, or make an approach when there
is a "Microburst Alert" for the takeoff/landing runway,
or when it is not possible to maintain at least 3nm
horizontal separation from severe weather when the
aircraft is < 1,000 feet AGL.
REV. 4, 15 FEB 2008 7-15

Volume 5
F. Terminal Weather Information for Pilots (TWIP)
1. TWIP is generated using weather data from Terminal Doppler
Weather Radar (TDWR) or the Integrated Terminal Weather
System (ITWS).
2. TWIP provides the following information via an ACARS uplink
when an ACARS weather request is sent for a designated
airport:
a. Descriptions of microburst alerts, - windshear alerts,
b. Significant precipitation,
c. Convective activity within 30 NM of the terminal area, and
d. Expected weather impacting airport operations.
3. When available at a designated airport, "TWIP" is annotated
on the briefing strip on the 10-9 Airport Diagram.
G. Definitions
1. Low Level Windshear Alert System (LLWAS). This system
consists of anemometer sensors geographically spaced
around the airport. This spacing may not allow for detection of
all microburst or windshear events in the airport area. The
system is prone to false alarms because of station sheltering,
stationary thermals, and gust winds.
2. Microburst. A small convective downburst where the sum of
the peak headwind and tailwind component change is 30
knots or greater. Microbursts have a hazard area of 2.5 miles
or less in diameter and a duration of 10-15 minutes. Can
produce extremely hazardous windshears.
3. Severe Windshear. Rapid changes in wind direction or speed
which result in airspeed changes > 15 knots or vertical velocity
changes > 500 fpm.
REV. 4, 15 FEB 2008 7-16

Volume 5
H. ATC Terminology.
1. Windshear/Microburst Advisories in Effect. This ATIS
message indicates windshear or microburst alerts have
occurred. The broadcast will occur for 20 minutes after the
event.
2. Non-Runway Specific Windshear Alert. Tower will advise
pilots of this alert generated by the Low Level Windshear Alert
System. This system does not provide microburst alerts or
estimated windspeed gain/loss information.
a. Example: "Windshear alert, centerfield wind 280° at 25
knots, south boundary wind 170° at 20 knots."
3. Multiple Windshear Alert. Two or more geographical
quadrants are in alarm. ATC will give centerfield wind plus the
most appropriate boundary wind to aircraft operations.
4. Runway Specific Windshear/Microburst Alert. Tower will
advise pilots of this alert generated by Enhanced LLWAS and/
or Terminal Doppler Weather Radars (TDWR). This alert has
an 85% or better accuracy and is issued for a specific runway
threshold or departure area to include the total windspeed
gain/loss.
a. Examples:
1) Windspeed Gain (Gust Front): "Runway 17 arrival,
windshear alert, 20 knot gain, 3 mile final."
2) Windspeed Loss (Windshear/Microburst): "Runway
17 departure, windshear alert, 20 knot loss, 2 mile
departure."
5. Multiple Windshear/Microburst Alert. Multiple alerts are
impacting a specific runway. The alert type and windspeed
loss for the most intense event is given along with the location
where the first event will be encountered.
6. Possible Windshear Outside the Network. An alert
occurring on the edge of a detection system, or if the system
is unable to distinguish between windshear and microbursts a
"Possible Windshear Outside the Network" message is
generated.
REV. 4, 15 FEB 2008 7-17

Volume 5
I. Ozone
1. Flight Planning. Dispatchers select routes and altitudes to
avoid areas of excessive ozone concentrations for aircraft not
equipped with ozone filters.
2. Symptoms. Symptoms of high ozone levels in the cabin
include an acrid taste or smell. Individual responses to ozone
exposure may vary widely and usually appear in people most
physically active during the flight. Moderate constrictions of
the chest with some discomfort on deep inhalation, or
coughing on deep inhalation, as well as headache and eye
irritation are other symptoms of ozone exposure.
3. Ozone Encounters. Use 100% oxygen at the first sign of
discomfort and descend to a lower altitude or below the
tropopause, if practical. Contact dispatcher for further
information and assistance.
REV. 4, 15 FEB 2008 7-18

Section 5 Operation in Turbulence
Volume 5
In severe turbulence, two major concerns arise, excessive struc-
tural loads on the aircraft and maintaining positive control of the
aircraft.
Operating the aircraft at or below the turbulent airspeed should
provide adequate protection from excessive structural loads due
to exposure to vertical gusts. However, there is some evidence
that most aircraft structural failures in flight result from a combina-
tion of the loads imposed by the recovery maneuver as well as the
gusts themselves. More realistic benefits can perhaps result from
a discussion of these factors in combination.
A. Airspeeds
Airspeeds for turbulence are:
• 10,000 ft and below: ............ 250 KIAS.
• Above 10,000 ft.: ................... 270 KIAS or
.70M whichever is lower.
While flight at speeds significantly below the turbulent airspeed
may provide a more comfortable ride in light to moderate turbu-
lence, these low speeds may be undesirable when encountering
severe turbulence for the following reasons.
First, the aircraft is closer to the critical angle of attack and since
severe turbulence can cause substantial variance to the angle of
attack there is a greater chance of encountering buffeting and the
accompanying high drag. This will cause altitude loss and tempt
the pilot to make undesirable power and pitch changes.
Secondly, trim changes due to power changes at low speed are
greater than at high speed and further compound the difficulty of
maintaining adequate control.
B. Altitude
Flight through severe turbulence should be avoided, if possible.
When flying at FL 200 or higher, it is not advisable to avoid a tur-
bulent area by climbing over it, unless it can be overflown well in
the clear. If necessary, reduce altitude to increase buffet margin.
REV. 4, 15 FEB 2008 7-19

Volume 5
Due to the high velocity vertical gusts associated with turbulence,
large variations of altitude are extremely likely to occur. The prime
consideration is to avoid increasing the load on the aircraft by
applying excessive elevator input in addition to the load applied by
the gust. As with the other parameters discussed, minor devia-
tions should be tolerated and corrections for large deviations
should be only that required to reverse the trend.
C. Attitude
Flying under extremely turbulent conditions requires techniques
that may be contrary to a pilot's natural reactions. Large, rapid
aileron control inputs are permissible to hold the wings level, but
in extreme turbulence, pitch attitude must be controlled with small,
smooth inputs to avoid excessive stress to the aircraft. The pilot
should rely on the natural stability of the aircraft and not be overly
concerned with minor excursions. Pitch attitude should be con-
trolled solely with elevator control and not with trim. The pilot will
not be able to effectively counter each gust with trim and will prob-
ably make aircraft control more difficult than by leaving the aircraft
trimmed at the original speed. Once the aircraft is established at
the entry speed, power changes are generally undesirable.
D. Aircraft Systems
1. Autopilot
If turbulence is light to moderate it is best to use the autopilot.
Monitor the autopilot’s operation of the pitch trim. If
turbulence is greater than moderate, the autopilot should not
be used.
2. Flaps
Flap extension in an area of known turbulence should be
delayed as long as possible because the aircraft can
withstand higher gust loads in the clean configuration.
E. Secure the Aircraft
Check cockpit equipment is secured and shoulder harnesses fas-
tened. Advise F/A prior to entering turbulent conditions if possible
or shortly after entering areas of turbulence. Turn on the FASTEN
SEATBELT sign and make a P.A. announcement advising pas-
sengers of the turbulence.
REV. 4, 15 FEB 2008 7-20

Volume 5
F. Definitions of Turbulence Intensity
INTENSITY AIRCRAFT REACTION

LIGHT Turbulence that momentarily causes slight,
erratic changes in altitude and/or attitude (pitch,
roll, yaw). Report as Light Turbulence.
Turbulence that causes slight, rapid, and some-
what rhythmic bumpiness without appreciable
changes in altitude or attitude. Report as Light
Chop.
MODERATE Turbulence that is similar to Light Turbulence but
of greater intensity. Changes in altitude and/or
attitude occur, but the aircraft remains in positive
control at all times. It usually causes variations
in indicated airspeed. Report as Moderate Tur-
bulence.
Turbulence that is similar to Light Chop but of
greater intensity. It causes rapid bumps or jolts
without appreciable changes in altitude or atti-
tude. Report as Moderate Chop.
SEVERE Turbulence that causes large, abrupt changes in
altitude and/or attitude. It usually causes large
severe variations in indicated airspeed. Aircraft
may be momentarily out of control. Report as
Severe Turbulence.
EXTREME Turbulence in which the aircraft is violently
tossed about and is practically impossible to
control. Extreme may cause structural dam-
age. Report as Extreme Turbulence.
Note: Whenever a pilot encounters a meteorological condition

in flight, the knowledge of which he considers essential
to the safety of other flights, the PIC shall notify an
appropriate ground station (ATC or Dispatch) as soon as
practical.
Note: Severe or extreme turbulence encountered when
enroute requires a logbook discrepancy entry and the
aircraft must be inspected by maintenance before it’s
next takeoff.
REV. 4, 15 FEB 2008 7-21

Volume 5
REV. 4, 15 FEB 2008 7-22

Section 6 Windshear
Volume 5
Section 6 Windshear
A. General.
1. The ERJ-170 has a windshear escape guidance mode
provided by the FD. This recovery guidance occurs only
during the windshear warning.
2. The primary recovery technique objective is to keep the
aircraft flying as long as possible while attempting to exit the
shear. A wide variety of techniques were considered to
establish the one best meeting this objective. The best results
were achieved by pitching toward an initial target attitude
while using necessary thrust. Several factors were considered
in developing this technique.
3. Studies show windshear encounters occur infrequently and
that only a few seconds are available to initiate a successful
recovery. Additionally, during high stress situations, pilot
instrument scan typically becomes very limited, i.e., in
extreme cases, to only one instrument. Lastly, recovery skills
will not be exercised on a day-to-day basis. These factors
dictate that the recovery technique must not only be effective,
but simple, easily recalled, and have general applicability.
4. Extensive analysis and pilot evaluations were conducted.
Although a range of recovery attitudes provide good recovery
capability for a wide variety of windshears, 15° is chosen as
the initial target pitch attitude for both takeoff and approach.
Additional advantages of 15° initial target pitch attitude are
that it is easily recalled in emergency situations and it is
prominently displayed on the attitude director indicator.
REV. 4, 15 FEB 2008 7-23

Section 6 Windshear
Volume 5
B. Windshear Flow Chart
Do not takeoff or land
Evaluate the Weather until conditions improve.
Average windshear lasts
only 10-15 minutes
Any sign of hazardous convective weather within 15 miles

of airport? (H=high/M=medium/L=low)
Convective weather and... •tModerate turbulence (M)
•Rwy specific alert (H) •Temp/Dewpoint spread >16°C
No (M)
•Localized strong winds (H) •Dewpoint > 10°C (M)
•tred return/heavy precip •Rain showers (M)
(H)
•LLWASt20kt change (H) •Lightning (M)
Yes
Has Microburst Alert been issued for Yes
takeoff/landing runway?
No
Can you maintain at least 3 nm horizontal separation
from severe weather when aircraft is d1,000 feet AGL?
•ATC report of VIP level 5 or greater No
•Steep and/or asymmetrical radar gradients
•Notches, hooks, fingers, or scalloped radar edges
•Heavy rain with convective activity
•Radar echo with a shadow behind it or a magenta radar return
Yes
Do you judge it safe to continue? No
Yes
Apply Windshear Precautions
Takeoff Landing
•Use longest suitable runway •Use longest suitable runway
•When possible, use flaps 2 •Use ILS or VASI for glidepath monitoring
•Consider increased rotation •Use flaps 5
speed •Consider using increased approach
•Use maximum takeoff thrust speed, up to 20 knots
•Establish a stabilized approach no later
than 1,000 feet AFE
•Minimize thrust reductions
•Monitor flight director, autopilot, and
autothrottles
Follow Standard Operating Procedures

•Takeoff: minimize pitch attitude reductions
•Approach: avoid large thrust reductions
•Know normal attitude and performance
•PNF monitor flight path instruments and call out deviations
Accomplish Windshear Recovery if Windshear Encountered
Report Encounter
REV. 4, 15 FEB 2008 7-24

Section 6 Windshear
Volume 5
C. Windshear Recognition Techniques
1. The EGPWS provides a windshear detection/annunciation
system. Additionally, some cues are presented to help the
pilot in a windshear recognition.
2. Marginal flight path control may be indicated by uncontrolled
changes from normal, steady-state flight conditions such as
follows:
• Air speed varies 15 KIAS or more.
• Vertical speed varies 500 ft/min or more.
• Attitude pitch varies 5° or more.
• Unusual glide path, such as one or more dot
displacement from the glide-slope.
• Unusual thrust lever position for a significant period of
time.
• and:
When the aircraft is entering — FPV speed error tape: indicates
the microburst (increased head speed above the selected speed
wind): target.
— FPA acceleration pointer:
indicates deceleration of the
aircraft.
When the aircraft is exiting the — FPV speed error tape: indicates
microburst (increased tail speed below the selected speed
wind): target.
— FPA acceleration pointer:
indicates acceleration of the
aircraft.
REV. 4, 15 FEB 2008 7-25

Section 6 Windshear
Volume 5
D. Windshear Detection
1. Windshear detection is activated between 10 and 1500 ft.
radio altitude during the initial takeoff, go-around and final
approach phases of flight.
2. Increasing headwind and up drafts detection cause the
annunciation of an amber WSHEAR on PFD and a CAUTION
WINDSHEAR voice message.
3. Decreasing headwind (or increasing tailwind) and down drafts
detection cause the annunciation of a warning windshear
condition through a red WSHEAR on PFD and a
“WINDSHEAR; WINDSHEAR; WINDSHEAR” voice
message.
REV. 4, 15 FEB 2008 7-26

Section 6 Windshear
Volume 5
E. Windshear Escape Guidance Mode
1. The Windshear Escape Guidance Mode provides a pitch
command to recover from a windshear to minimize altitude
and airspeed loss during a windshear encounter.
2. This mode is a flight director mode and it is engaged in the
following conditions:
a. Manually: pressing the Go Around Button while a winds-
hear condition is detected.
b. Automatically: operating in go-around or takeoff mode and
a windshear condition is detected.
c. Automatically when thrust levers position is above 78° and
a warning windshear condition is detected.
3. The other flight director modes are canceled and the following
modes are inhibited while in a caution or warning windshear
condition:
a. Altitude pre-select, go-around and takeoff modes are
canceled while in a caution or warning windshear condi-
tion. No lateral mode is inhibited while in windshear mode.
4. The Windshear Escape Guidance Mode incorporates three
control logics:
a. Gamma Submode - The aircraft has a positive flight path
angle. This sub-mode allows the airspeed to build up
during an increasing performance windshear in anticipa-
tion of a decreasing performance windshear.
b. Alpha Submode - The aircraft maintains airspeed when
approaching stall conditions. The windshear protection
control logic keeps the aircraft angle of attack below the
stick shaker firing angle.
c. Speed Target Submode - The aircraft manages the
airspeed to prevent overspeed. Pitch up is commanded to
maintain the calculated airspeed.
CAUTION: Windshear conditions will not be detected if either
EGPWS or the Radar Altimeter is unavailable.
F. Approach
1. For approach, plan on using Landing Flaps 5.
REV. 4, 15 FEB 2008 7-27

Section 6 Windshear
Volume 5
G. Windshear Recognition and Recovery Graphic
REV. 4, 15 FEB 2008 7-28

Section 6 Windshear
Volume 5
H. Windshear Recovery Maneuver Actions and Callouts
Step PF PM
Thrust
• Autothrottles - disconnect
“FIREWALL THRUST”
• Press TO/GA Switch
• Set thrust • Verify all actions have
been completed and
call out any omissions

Roll
• Roll wings level
1
Pitch
• Rotate toward 15° pitch, then fol- • Monitor attitude, air-
low FD commands speed and altitude
-or-
• If EGPWS inoperative, rotate
(3°/sec) toward 15° pitch or PLI • Monitor radio altime-
(Pitch Limit Indicator), whichev- ter, and call out infor-
er is lower. Increase beyond 15°, mation on flight path
if required, to ensure acceptable (e.g., “300 FEET DE-
flight path. SCENDING; 400
• Respect stick shaker/buffet FEET CLIMBING,”
etc.)
Configuration
• Speedbrakes - retract
2 • Do not alter gear/flap configura-
tion until 1500 feet AGL and ter-
rain clearance is assured
After Windshear Recovery • Advise ATC
3 • Resume normal flight
• Retract gear/flaps as required
REV. 4, 15 FEB 2008 7-29

Section 6 Windshear
Volume 5
I. Windshear Recovery Techniques
The windshear escape maneuver should be performed whenever
the following happens:
1. A warning windshear is annunciated during approach or after
lift-off.
a. PFD: WSHEAR (red).
b. Voice message:
“WINDSHEAR, WINDSHEAR, WINDSHEAR”.
2. A caution windshear is annunciated during approach and the
captain decides to perform the windshear recovery technique.
3. A caution windshear is annunciated after lift-off.
a. PFD: WSHEAR (amber).
b. Voice message: “CAUTION WINDSHEAR”.
4. Whenever the captain decides to perform the recovery
techniques due to the presence of windshear clues without
EGPWS announcement.
J. Windshear escape maneuver due to EGPWS announcement:
1. Thrust Levers ..................................... FIREWALL THRUST
- When moving the thrust levers press either
TOGA button.
2. Flight Director Escape Guidance Cue...................FOLLOW
3. Maintain the present configuration (gear and flaps) until 1500
ft. AGL and with terrain clearance assured.
K. Windshear escape maneuver without EGPWS
announcement:
1. Autopilot ......................................................... DISENGAGE
2. Thrust Levers ..................................... FIREWALL THRUST
- When moving the thrust levers press either
TOGA button.
3. Pitch .................................... 15° or PLI (whichever is lower)
4. Maintain the present configuration (gear and flaps) until 1500
ft. AGL and with terrain clearance assured.
REV. 4, 15 FEB 2008 7-30

Section 6 Windshear
Volume 5
L. Table 1: Causes Of Windshear
Approximate percentage of
Causes of Windshear
Windshear Accidents
Convective conditions (thunder- 65
storms, rain, and snow showers)
Frontal Systems 15
Low-Altitude Jet Streams 5
Strong or Gusty Surface Winds 5
All Other Causes (temperature inver- 10
sions, mountain waves, seabreeze cir-
culations, and unknown causes)
M. Table 2: Danger Signals of Dry Microbursts

PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate in detecting
microbursts and is prone to false alarms.
Virga Rain falling from high-based convective
clouds, evaporating before it reaches the
ground.
Temperature/Dewpoint Forecast - Watch for a spread of -1ºC to
+10ºC (30º F to 50ºF ).
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow near the surface.
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Indication of weak cells with bases from 5,000
to 15,000 feet AGL which indicate weak pre-
cipitation, usually virga.
Weather Forecast The potential for a microburst is indicated by
mid-level moisture, very dry surface condi-
tions, and a -1ºC to +10ºC (30º F to 50ºF )
temperature/dewpoint spread.
REV. 4, 15 FEB 2008 7-31

Section 6 Windshear
Volume 5
a. Table 3: Danger Signals of Wet Microbursts
PIREPS Caution - Due to the rapid intensification of
microbursts, actual windshear may be up to
twice as severe as the PIREP.
LLWAS Caution - LLWAS, in its present state of devel-
opment, is not completely accurate detecting
microbursts and is prone to false alarms.
Thunderstorms In addition to the well-known hazards of thun-
derstorms, an estimated 5% of thunderstorms
accompanied by heavy rain and/or lightning
contain embedded microbursts.
Localized Strong Winds Blowing dust, rings of dust, dust devils, other
tornadic features, and other evidence of
strong, local outflow. (Caution-Visual clues
may be obscured by low visibilities in wet thun-
derstorm microburst situations.)
Turbulence Moderate or greater turbulence may be associ-
ated with the outflow from a microburst.
Airborne Weather Radar Search the area above and along the takeoff
and approach paths for heavy precipitation.
Weather Forecast Although there are currently no techniques to
forecast wet microbursts, crews should con-
sider the thunderstorm forecasts contained in
the terminal forecasts and severe weather
advisories as a possible indication of the pres-
ence of wet microbursts.
REV. 4, 15 FEB 2008 7-32

Section 6 Windshear
Volume 5
N. Microburst Guidelines/Windshear Probability
Table 4 "Microburst Guidelines/Windshear Probability", designed
specifically for convective weather conditions, provides a subjec-
tive evaluation of various observations to aid in making appropri-
ate avoidance decisions. Although encountering weather
conditions described in the table above 1,000 feet AGL, may be
less critical in terms of flight path, such encounters may present
other significant weather-related risks.
Windshear clues should be considered cumulative. The probabil-
ity of each single observation is given. However, if more than one
windshear clue is observed, the probability rating may be
increased to reflect the total set of observations. Use of the table
does not replace the total set of observations. Additionally, use of
the table does not replace sound judgment when making avoid-
ance decisions. Crewmembers are urged to exercise caution
when determining a course of action.
REV. 4, 15 FEB 2008 7-33

Section 6 Windshear
Volume 5
O. Table 4: Microburst Guidelines/Windshear Probability
Observation Probability of
windshear
Presence of convective weather near intended flight path:
With localized strong winds (tower reports or observed HIGH
blowing dust, rings of dust, tornadic features, etc.)
With heavy precipitation (observed or radar indications HIGH
of contour)
With rainshowers MEDIUM

With lightning MEDIUM
With virga MEDIUM
With moderate or greater turbulence (reported or radar MEDIUM
indications)
With temperature/dewpoint spread of -1ºC to +10ºC MEDIUM

(30º F to 50ºF )
Onboard windshear detection system alert:

Reported or observed HIGH
PIREP or airspeed loss or gain:
20 KIAS or greater HIGH
Less than 20 KIAS MEDIUM
Forecast of convective weather LOW
HIGH- Critical attention needs to be given to this classification. A decision to avoid

(i.e. divert or delay) is appropriate.
MEDIUM- Consideration should be given to avoiding. Precautions are appropriate.
LOW- Consideration should be given, but a decision to avoid is not generally indi-
cated.
Note: These guidelines apply to operations in the airport
vicinity (within 3 miles of the point of takeoff or landing
along the intended flight path and below 1,000 feet
AGL). The hazard increases with proximity to the
convective weather. Weather assessment should be
continuous.
CAUTION: Currently no quantitative means exist for determining
the presence or intensity of microburst windshear.
Crewmembers are urged to exercise caution when
determining a course of action.
REV. 4, 15 FEB 2008 7-34

Section 7 Thunderstorms
Volume 5
A. Use of Weather Radar
Weather radar should normally be operated in the auto gain mode.
Weather displays are available on the MFD and the PFD. The
radar employs automatic antenna stabilization to maintain a beam
scan relative to the earth's horizon.
For takeoff and landing, an initial tilt adjustment of 2-3 degrees up
will provide target detection with a minimum of ground clutter.
WARNING: Do not test the radar around personnel as it does

radiate energy during the test.
B. Lightning Strike
1. Even thought the aircraft is adequately protected against
lightning strikes effects, operating procedures should be
established in an attempt to avoid such phenomenon.
2. Avoid penetration of thunderstorms. In-flight lightning
avoidance is closely associated with thunderstorm avoidance.
Maintain visual contact with thunderstorms during the daytime
and lightning at night.
3. Check the radar for precipitation, review all available types of
weather information, examine other pilot reports and follow
ATC instructions.
4. Even with a good weather report received and understood,
pay close attention to those storms that develop rapidly along
the route in a given area and that cannot be predicted. While
enroute, constantly update the previous weather briefing
through radio contact and airborne equipment for actual storm
avoidance.
5. Remember that radar detects only liquid droplets, not the
cloud itself. Only rain suspended in the cloud will produce a
radar echo, which may lead to occasional encounters with hail
and lightning.
6. Circumnavigate the detected thundercloud or area, if possible
by more than 25 miles when traffic conditions permit.
REV. 4, 15 FEB 2008 7-35

Volume 5
7. Be aware that lightning can strike an aircraft miles away from
the extreme side of a developed thunderstorm. Reports of
aircraft receiving strikes in clear air at 25 miles or more from
the nearest storm are common.
8. The following paragraphs summarize the conditions in which
strikes are most common:
a. Meteorological conditions: incident reports show that an
aircraft must be within or beneath a cloud to receive a
strike, or in or near regions of precipitation. Incident reports
show that in over 80% of the strikes, the aircraft was within
a cloud and experiencing some precipitation and turbu-
lence. But other strikes may occur in a cloud where there
is no precipitation nearby, in clear air reasonably distant
from a thundercloud, during snowstorms and in clouds
over erupting volcanoes. Flight through or in the vicinity of
cold front, warm front, stationary front, unstable air or
squall line are indicators of imminent lightning strikes. Inci-
dent reports also show that lightning strikes occur most
commonly under light or heavy turbulence conditions.
b. Flight regime: Takeoff, climb, level flight, descent or
approach.
c. Altitude: strikes are more common between 5000 and
15000 ft, but may occur at virtually all flight altitudes. Light-
ning strike incidents at lower altitudes are far more
frequent since at higher altitudes aircraft can divert around
thunderclouds with greater ease.
d. Outside air temperature: most strike incidents have
occurred when the aircraft is flying in temperatures near or
at freezing level. Strikes may also occur at temperatures
as high as 25°C, or as low as -45°C.
e. Metal aircraft produce a phenomenon called Faraday
Cage effect, which distributes electrical charges along the
airframe in such a manner that occupants and internal
components will not receive the high current that causes
injury and damage. There seems to be no record of any
case of crew incapacitation due to lightning, although flash
blindness can occur for a few seconds.
REV. 4, 15 FEB 2008 7-36

Volume 5
9. Direct effects which result from a lightning strike may be:
a. Pit marks are often seen along the fuselage or holes in the
trailing edge of wing and tail tips.
b. Melting of rivets.
c. Puncturing of nonmetallic structures.
d. Puncturing and de-lamination of composites.
e. Slight deformation of metal skins and structure.
f. Welding or roughening of moveable hinges and bearings.
g. Damage to other parts that may conduct lightning current
other than the airframe, such as bonding or diverted straps
and pitot tubes.
10. Effects caused by the flash-induced electromagnetic field and
the increase of the voltage due to the current at the aircraft
structure are defined as indirect effects and may be:
a. Interruption of instruments and navigation equipment.
b. Damage to electronic and electrical equipment.
c. Popping of circuit breakers.
d. Loss of electrical power.
e. Engine flame-out.
REV. 4, 15 FEB 2008 7-37

Volume 5
11. In Flight Operations
a. If Lightning Strike Is Suspected To Occur
An imminent lightning strike event may be indicated to
flight crews by the buildup of static discharge which causes
interference on ADF indicators or noise in communication
receivers. Another indication is St. Elmo’s Fire, which is
visible at night as small electrical discharges running
across the windshields and sparking on the wings.
Consider wearing sunglasses to protect your eyes from the
flash or have one pilot keep eyes downward.
1) All Cockpit Lights..........ON/FULL BRIGHTNESS
b. If The Aircraft Has Been Hit By Lightning

If situation is under control after a lightning strike, apply the
following procedure to ascertain whether the flight may
proceed.
1) Circuit Breakers ....................................... CHECK
2) Compass/Heading System ...................... CHECK

- Check magnetic compass and heading system for
normal indication.
3) Engine Indication ..................................... CHECK
- Check engine for normal indication and apply
associated procedure if any failure arises after strike
attachment.
- In case of engine shutdown, the flight crew shall
analyze the circumstances of the event and
consider an engine airstart.
4) Pressurization .......................................... CHECK
- Check pressurization system for normal indication.
5) Flight Controls.......................................... CHECK

- Check all flight controls for freedom of movement.
Verify that slats/flaps and speed brakes are working
properly (refer to slats/flaps and speed brakes
operating limits).
REV. 4, 15 FEB 2008 7-38

Volume 5
6) Fuel System ..............................................CHECK
- Check fuel system for normal operation. Monitor fuel
remaining and fuel consumption to ascertain that no
fuel leak exists.
7) Altitude ................................................. MAINTAIN

- Never climb the aircraft after a lightning strike,
unless required by performance (climb or obstacle
clearance) or operation contingencies. If any
structural damage is suspected, apply
EMERGENCY DESCENT procedure.
8) All Other Aircraft Systems.......................CHECK

- Check all aircraft instrument following a panel scan
sequence to ascertain that flight safety prevails.
- Apply the associated emergency/abnormal
procedure if any failure arises after lightning strike.
Consider discontinuing the flight and land at the
nearest suitable airport if any unsafe condition is
revealed after checking systems operation.
REV. 4, 15 FEB 2008 7-39

Volume 5
12. On Ground Operations
Approaching and landing an aircraft during a thunderstorm is
strongly not recommended. The human body may provide the
grounding that is otherwise lacking. If you are in the cockpit,
do not attempt to communicate with ground through a wire
handset, and stay inside the aircraft until the storm has
passed.
a. If The Aircraft Has Been Hit By Lightning, perform an
External safety inspection:
- Check for holes, punctures, discoloration and de-
lamination throughout the whole airframe.
- Verify for loose, melted or missing rivets.
- Check that all static dischargers are in place or in
accordance with the CDL.
- Verify the integrity of the lights installed on tail, wing,
fuselage and
- landing gear.
- Verify all antennas, ice detectors, smart probes, TAT
probes and pressurization static ports for condition.
b. Write up the lightning strike in the Flight/Maintenance Log
and report to maintenance personnel.
c. Make sure that the necessary maintenance is performed
before flying the aircraft again.
d. Fill out a LIGHTNING STRIKE REPORT form.
REV. 4, 15 FEB 2008 7-40

Section 8 Volcanic Ash
Volume 5
A. General
1. Flight in areas of known volcanic activity must be avoided.
This is particularly important during hours of darkness or
daytime instrument meteorological conditions when volcanic
dust may not be visible.
2. When a flight is planned into an area with a known potential
for volcanic activity, it is recommended that all NOTAMs and
air traffic control directives be reviewed for current status of
volcanic activity. If volcanic activity is reported, the planned
flight should remain well clear of the area and, if possible, stay
on the upwind side of the volcanic dust.
3. The aircraft weather radar is not capable of detecting volcanic
ash/dust clouds and is therefore not reliable under these
circumstances.
4. The presence of volcanic ash/dust may be indicated by:
a. Smoke or dust appearing inside the aircraft;
b. An acrid odor similar to electrical smoke;
c. Engine malfunctions such as power loss, engine stalls,
increasing ITT, fluctuating engine RPM, etc.
d. At night, Saint Elmo's fire/static discharges may be
observed around the windshield or windows.
5. Flight into volcanic ash/dust clouds can result in the
degradation of aircraft and engine performance. The adverse
effects caused by volcanic ash/dust encounters may be:
a. Rapid erosion and damage to the internal engine compo-
nents;
b. Ash/dust build-up and blockage of the guide vanes and
cooling holes, which may cause surge, loss of thrust and/
or high ITT;
c. Ash/dust blockage of the pitot system, resulting in unreli-
able airspeed indications;
d. The abrasive properties of volcanic material may cause
serious damage to the engines, wing and tail leading edge
surfaces, windshields, landing lights, etc.
e. Windshield and windows may become opaque, reducing
the visibility.
REV. 4, 15 FEB 2008 7-41

Volume 5
B. On Ground Operations
The following recommendations apply to starting and operating
engines on airports where volcanic ash has fallen and ground con-
tamination is present:
1. During preflight, check that the engine inlet and exhaust areas
have been cleared of volcanic ash;
2. Check that all volcanic ash has been cleaned away from the
area within 14 ft of the engine inlets;
3. Prior to starting, dry motor the engine for one minute in order
to blow out any ash that may have entered the engine bypass
duct area;
4. Avoid static engine operation above idle;
5. Use APU for engine starting only, not for air conditioning;
6. Use minimum required thrust for breakaway and taxi;
7. Be aware of loose ash being blown by the exhaust wake of
other aircraft. Maintain adequate ground separation;
8. Use a rolling takeoff technique. Avoid setting high thrust at low
airspeeds;
9. After landing at an airport contaminated with volcanic ash,
minimize the use of reverse thrust to prevent any recirculation
ingestion.
REV. 4, 15 FEB 2008 7-42

Volume 5
C. In Flight Operations
1. Flight operations in volcanic ash are extremely hazardous and
must be avoided. However, volcanic ash/dust clouds may
sometimes extend for hundreds of miles, reaching altitudes
above 60,000 ft and an encounter may be unavoidable.
2. In case of an inadvertent encounter, proceed according to the
Abnormal Procedures “Volcanic Ash Encounter” in the QRH.
3. If it becomes necessary to shutdown an engine to prevent
exceeding ITT limits, restart the engine once it has cooled
down. If the engine fails to start, repeated attempts should be
made immediately.
Note: A successful start may not be possible until the

aircraft is clear of the volcanic ash/dust, and the
airspeed and altitude is within the airstart envelope.
Take note that engines can be very slow to
accelerate to idle at high altitudes and this could be
interpreted as a failure to start or as an engine
malfunction.
4. After exiting the area of volcanic ash/dust cloud and the

engine(s) restarted, restore systems to normal operation.
Inform ATC of the encounter.
REV. 4, 15 FEB 2008 7-43

Volume 5
REV. 4, 15 FEB 2008 7-44

Section 1 General Training Procedures
Volume 5
Chapter 8
Training Maneuvers
Section 1 General Training Procedures

All normal, abnormal, and emergency procedures will be accom-
plished in accordance with the ERJ-170 POH.
If conducted in the simulator, they will be performed as close to
actual conditions as possible.
The maneuvers required under 14 CFR 121 will be accomplished
according to the descriptions and diagrams which follow. Profiles
will be flown at recommended pattern speeds.
A. Minimum Altitude to conduct training maneuvers:

• In the aircraft ................................. 15,000 feet AGL
• In the simulator................................ 5,000 feet AGL
REV. 4, 15 FEB 2008 8-1

Section 2 Steep Turns
Volume 5
Section 2 Steep Turns
A. Objective
1. The objective of the steep turn maneuver is to familiarize
pilots with the aircraft handling characteristics and improve
the instrument panel scan.
2. Steep turns shall consist of a forty five (45)° banked turn of
180° or 360° in each direction.
3. Altitude, airspeed, and angle of bank should remain constant.
B. Configuration
1. The aircraft in a clean configuration with the flight director and
autothrottles OFF.
2. Trimming during the maneuver is optional.
3. Entry - Once stabilized at 250 KIAS and on altitude & constant
heading smoothly roll into a 45° bank turn.
4. Recovery - Approximately fifteen (15) degrees prior to the
desired heading start rolling out.
REV. 4, 15 FEB 2008 8-2

Section 3 Stalls
Volume 5
Section 3 Stalls
A. General
1. During the initial stages of a stall, local air flow separation
results in initial buffet giving natural warning of an approach to
stall.
2. A stall warning is considered to be any warning readily
identifiable by the pilot, either artificial (stick shaker) or initial
buffet.
3. Recovery from an approach to stall will be initiated at the
earliest recognizable stall warning.
B. Lateral and Directional Control
1. Lateral control is maintained with ailerons.
2. Rudder (directional) control should not be used because it
causes yaw and the resultant roll is undesirable.
C. Effect of Flaps
1. Flaps are used to increase low-speed performance capability.
2. The leading edge devices ensure the inboard wing will stall
prior to the outboard wing.
D. Effect of Flight Spoilers
1. For any airspeed, the angle of attack is higher with speed
brakes up (extended).
2. This increases initial buffet speed and stick shaker speed but
has a lesser effect on actual stall speed.
E. Approaches to Stalls
1. Approaches to stalls will be accomplished using different flap
configurations.
2. The stall speed and angle-of-attack at stall are essentially the
same power-on or power-off for jet aircraft.
3. Jet aircraft thrust has little effect on lowering the stall speed.
F. Stall Training
1. Stall training is accomplished in the simulator.
2. Altitudes
a. Simulator training may be done at realistic altitudes for
arrival, departure, and level flight maneuvering altitudes.
REV. 4, 15 FEB 2008 8-3

Section 3 Stalls
Volume 5
G. Entry
1. The instructor is responsible for the set up of the stalls.
2. Recovery at the first stall warning indication
a. Call “FIREWALL THRUST” while advancing the thrust
levers to the mechanical stops.
b. Establish a pitch attitude to keep altitude loss to a
minimum.
c. Continue accelerating and establish climb or level flight as
necessary.
3. When normal airspeed for the existing configuration is
reached
a. Reduce thrust to the normal operating range
b. If an engine exceedance occurs or is suspected, refer
to QRH procedure.
4. Landing Gear - If the entry has been made with the landing
gear extended, do not retract the landing gear until after the
recovery.
5. Flaps - Do not retract flaps during the recovery. Retracting the
flaps from the landing position, especially when near the
ground, causes an altitude loss during the recovery. Flap
extension above 20,000′ is not permitted.
6. If Terrain Contact is a Factor.
a. At the first indication of a stall (buffet or stick-shaker),
disconnect the autopilot, smoothly advance the thrust
levers to firewall thrust and adjust the pitch attitude as
necessary to avoid the terrain.
b. Simultaneously level the wings.
c. Control pitch as smoothly as possible.
d. As the engines accelerate, the airplane nose will pitch up.
e. To assist in pitch control, add more nose down trim as the
thrust increases.
f. Avoid abrupt control inputs that may induce a secondary
stall.
g. Use intermittent stick shaker as the upper limit for pitch atti-
tude.
h. When terrain contact is no longer a factor, continue to
adjust pitch as required to accelerate to maneuvering
speed.
REV. 4, 15 FEB 2008 8-4

Section 3 Stalls
Volume 5
7. If Terrain Contact is Not a Factor.
a. At the first indication of a stall (buffet or stick-shaker),
smoothly apply firewall thrust and smoothly decrease the
pitch attitude to approximately 5° above the horizon and
level the wings.
b. As engines accelerate, counter the nose-up pitch tendency
with positive forward control column pressure and nose-
down trim. (At altitudes above 20,000 feet, pitch attitudes
of less than 5° may be necessary to achieve acceptable
acceleration).
c. Accelerate to maneuvering speed and stop the rate of
descent. Correct back to the target altitude.
H. Stall Recovery Actions and Callouts
Step PF PM
Thrust
• Autothrottle - disconnect • Verify all actions have
“FIREWALL THRUST” been completed and call

• Set firewall thrust out any omissions
Roll
1 • Roll wings level
Pitch
• Adjust pitch as required • Monitor attitude, airspeed
to minimize altitude and altitude
loss • Monitor radio altimeter,
• Respect stick-shaker/ and call out information on
buffet flight path
Configuration (e.g., “300 FEET
• Speedbrakes - retract DESCENDING; 400
2 FEET CLIMBING”, etc.)
• Do not alter gear/flap
configuration
After Stall Recovery
• Resume normal flight.
3
• Retract gear/flaps as
required.
REV. 4, 15 FEB 2008 8-5

Section 4 Unusual Attitudes/Upsets
Volume 5
This section provides the basic recovery procedures from unusual
attitudes/upsets.
Excessive use of pitch trim, or rudder, may aggravate an upset sit-
uation, or may result in loss of control and/or high structural loads.
A. Nose High Recognition
1. A nose-high pitch attitude is recognized by
a. high pitch attitude
b. high rate of climb
c. increasing altitude
d. decreasing airspeed.
B. Nose High Recovery Actions and Callouts
Step PF PM
Thrust • Verify all actions have

• Apply thrust proportional been completed and call
to airspeed degradation out any omissions
Roll • Monitor attitude, airspeed

• Autopilot - disconnect and altitude
• Increase or introduce • Monitor radio altimeter,
1 bank1 to aid in lowering and call out information on
pitch flight path (e.g., “300
FEET DESCENDING;
400 FEET CLIMBING”,
etc.)
Pitch
• Reduce pitch
2 • Speedbrakes - retract
• Roll to wings-level when • Advise ATC if required

approaching the horizon
3 • Check airspeed and ad-
just thrust
1Bank aids in lowering pitch while maintaining a positive load fac-
tor to avoid zero or negative G-forces. Depending upon the degree
and rate of pitch change, bank angles from 35° to 70° (in the direc-
tion of any initial roll) may be required
REV. 4, 15 FEB 2008 8-6

Volume 5
C. Nose Low Recognition
A nose-low pitch attitude is recognized by low pitch attitude, high
rate of descent, increasing airspeed, and possibly excessive bank
angle.
D. Nose Low Recovery Actions and Callouts
Step PF PM
Thrust
• Reduce thrust and extend • Verify all actions have
speedbrakes been completed and
call out any omissions

Roll
• Roll in the shortest • Monitor attitude,
1
direction toward wings- airspeed and altitude
level attitude1 • Monitor radio altimeter,
and call out information
on flight path
(e.g., “300 FEET
DESCENDING; 400
FEET CLIMBING”,
etc.)
Pitch
• Apply back pressure when
bank has been reduced to
wings-level and raise
nose to horizon2
• Check airspeed and adjust • Advise ATC if required
2 thrust
1
During recovery from nose-low, high bank angle attitudes, focus
on the bank indicator (sky pointer) of the attitude indicator. Roll
the aircraft in the direction of the bank indicator. This is the short-
est direction toward an upright wings-level attitude.
2
The primary concern is to decrease bank angle (if present) to pre-
vent overloading the aircraft when the pitch is raised to the horizon
REV. 4, 15 FEB 2008 8-7

Section 5 Flight Training Acceptable Performance
Volume 5
The performance standards required for course completion are
detailed in the FAA's Airline Transport Pilot and Type Rating Prac-
tical Test Standard (FAA-S-8081-5 as amended). The flight
maneuvers and related procedures described herein will be used
as a basis for simulator and aircraft flight instruction for Shuttle
America Airline's Training Program. During training, emphasis will
be placed upon maximum practical use of the simulator, consis-
tent with applicable regulations, in lieu of the actual aircraft.
At no time during flight training in the simulator or the actual air-
craft will limitations of the equipment be exceeded intentionally,
nor will maneuvers be conducted that would jeopardize safety.
A. Steep Turns
1. Bank angle ................................................................ 45 ±5°
2. Altitude ................................................................. .±100 feet
3. Airspeed ............................................................... ±10 knots
4. Heading............................ ±10° of assigned rollout heading
B. Approach to Stall
Initiate recovery at first indication of stall. Recover to reference
airspeed, altitude, and heading, allowing only the minimum alti-
tude loss or deviation.
C. Departure, Enroute, Holding, and Arrival
1. Altitude .................................................................. ±100 feet
2. Airspeed. .............................................................. ±10 knots
3. Heading........................................................................ ±10°
4. Radials, courses, bearings......................... Accurately track
REV. 4, 15 FEB 2008 8-8

Volume 5
D. Precision Instrument Approaches (ILS)
1. Initial Approach
a. Altitude .............................................................±100 feet
b. Airspeed. ......................................................... ±10 knots
c. Heading..................................................................... ±5°
d. Radials, courses, bearings ................... Accurately track
2. Final Approach
a. Localizer/glide slope......................... Allow no more than
1/4-scale deflection
b. Airspeed ............................ ±5 knots of desired airspeed
3. Decision height (DH):
a. Initiate missed approach immediately when the required
visual reference is not distinctly visible and identifiable
(14 CFR 91.175).
b. Transition to a normal landing approach when the aircraft
is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal
rate of descent using normal maneuvers.
c. Maintains localizer and glide slope within one-quarter
scale deflection of the indicators during the visual descent
from DH to a point over the runway where the glide slope
must be abandoned to accomplish a normal landing.
E. Nonprecision Instrument Approaches (VOR/NDB/LOC)
1. Initial Approach
a. Altitude .............................................................±100 feet
b. Airspeed .......................................................... ±10 knots
c. Heading..................................................................... ±5°
d. Radials, courses, bearings.................... Accurately track
2. Final Approach
a. Airspeed ........................... ±5 knots of desired airspeed
b. Heading.......................................±5° of desired heading
c. Course deviation bar (CDI)
................................Allow less than 1/4-scale deflection
d. Bearing pointer............................ ±5° of desired bearing
REV. 4, 15 FEB 2008 8-9

Volume 5
3. Descent:
Establish a rate of descent that will ensure arrival at the MDA
with the aircraft continuously in a position from which a
descent to a landing in the touchdown zone or area can be
made at a normal rate using normal maneuvering.
4. MDA:
Maintain, when reached, within +50/-0 feet to the missed-
approach-point (MAP).
F. Circling Approach
Descend at a rate that ensures to arrive at the MDA at, or prior to,
a point from which a normal circle-to-land maneuver is accom-
plished.
1. Altitude ............................................................. +100/-0 feet
- Avoid descending below circling MDA or exceeding
visibility criteria until in a position to descend for a normal
landing.
2. Airspeed ................................................................. ±5 knots
3. Heading/Track...................................................... within ±5°
G. Missed Approach
Execute when the required visual reference for the intended run-
way is not distinctly visible and identifiable at the missed approach
point (MAP).
1. Altitude ................................................................. ±100 feet
2. Airspeed ................................................................. ±5 knots
3. Heading.......................................................................... ±5°
4. Radials, courses, and bearings.................. Accurately track
REV. 4, 15 FEB 2008 8-10

Volume 5
H. Landing
1. Traffic Pattern (Normal or Engine Inoperative)
a. Altitude .............................................................±100 feet
b. Heading..................................................................... ±5°
c. Airspeed for Normal Landing ............................ ±5 knots
d. Airspeed for Single Engine Landing ................ ±10 knots
2. Final Approach (Normal or Engine Inoperative)
Maintain a stabilized descent angle and the recommended
approach airspeed, with gust factor applied, -0/+5 knots.
Touch down smoothly at a point 500 to 3,000 feet beyond the
runway threshold (not to exceed 1/3 of the runway), with no
drift and the aircraft longitudinal axis aligned with the runway
centerline.
I. Normal, Abnormal, and Emergency Procedures
The crewmember should possess a level of knowledge of the air-
craft operational procedures such that he/she will be able to dem-
onstrate operation of the aircraft and aircraft systems in the
operational environment in accordance with the applicable operat-
ing instructions.
1. Engine Failure After V1
Correctly identify, verify, and secure the malfunctioning
engine following the prescribed checklist.
a. Aircraft Control ............. Maintain positive aircraft control
b. Airspeed ............................................................ ±5 knots
c. Heading..................................................................... ±5°
2. Engine Failure In Cruise
Correctly identify, verify, and secure the malfunctioning
engine following the prescribed checklist.
a. Aircraft control .............. Maintain positive aircraft control
b. Drift-down altitude ............................................±100 feet
c. Heading................................................................... ±10°
d. Airspeed .......................................................... ±10 knots
REV. 4, 15 FEB 2008 8-11

Volume 5
REV. 4, 15 FEB 2008 8-12

Pilot Operating Handbook ERJ170
Bulletin: E170-08-05 Date: 01 MAY 2008
Subject: AeroData ACARS Performance System
Bulletin: E170-08-05
Effective Date: 01 MAY 2008
To: All ERJ-170 POH Manual Holders
From: Manager of Flight Ops
Recording- This bulletin remains in effect until instructed to remove it in a future

revision or bulletin. Be SURE to record the insertion or removal of all
bulletins on the Record of Bulletins page. The following bulletins are
superseded by this bulletin: E170-08-02.
Highlights- The purpose of this bulletin is to outline the parallel operation of the
AeroData paper system and the AeroData ACARS Performance System.
Placement- Insert this bulletin in Chapter 9, before Page 9-1.
Instructions- This bulletin adds an additional section in front of Chapter 9.
Section 1 Flight Operations with AeroData ACARS System

A. Overview
1. Shuttle America will utilize parallel operations using both
the AeroData ACARS Performance System and the
AeroData paper TLR system (along with the paper
weight & balance system - SeeGee Wheel) for a
minimum of 90 days.
2. Effective May 1, 2008, the AeroData ACARS Perfor-
mance System is designated as the primary source of
data for aircraft performance and will be controlling. The
AeroData paper TLR system and the paper weight &
balance system (SeeGee Wheel) will be used as a
backup if the ACARS Performance System is not avail-
able for any reason. Any discrepancies will resolved by
the Captain and shall be reported by the flight crew to
the Dispatch Center via ACARS message (plain text).
POH 170 Page 1 of 2

Pilot Operating Handbook ERJ170
Bulletin: E170-08-05 Date: 01 MAY 2008
Page 2 of 2 POH 170

Section 1 General
Volume 5
Chapter 9
Performance
Section 1 General
The AeroData Aircraft Performance Data Compute Server System
(Compute Server System) is an advanced client-server computer
system designed for providing comprehensive real-time aircraft
performance data to ensure compliance with takeoff, enroute (if
applicable), and landing regulations.
The heart of the system is the Compute Server. A Compute
Server takes requests from the controlling dispatcher for aircraft
performance data. Once the requested data is calculated, it is
returned to the dispatch software system. Shuttle America Air-
lines appends each specific Takeoff and Landing Report to the
end of the Flight Release.
Two or more Compute Servers are installed for redundancy and
speed. Since the Compute Server System fulfills all requests for
aircraft performance data, all performance data output is consis-
tent. Additionally, all performance data is simultaneously updated
when aeronautical data changes occur. This eliminates paper
performance manuals and the overhead associated with the main-
tenance of these manuals.
The most important advantage of the Compute Server System is
that all performance calculations are computed real-time using the
fewest possible conservatisms and generalizations. As a result,
the highest possible performance values are provided to the air-
line.
All takeoff weights are predicated upon compliance with the 14
CFR 121.189 and the Embraer manufacturer’s Airplane Flight
Manual.
Shuttle America Airlines requires that all turbine engine powered
airplanes operate in accordance with 14 CFR 121.189-121.197.
14 CFR 121.173(b)
REV. 3, 01 OCT 2006 9-1

Section 1 General
Volume 5
A. Take-off Limitations
14 CFR 121.189
1. 14 CFR 121.189(a) states, “No person operating a turbine-
engine-powered airplane may takeoff that airplane at a weight
greater than that listed in the Airplane Flight Manual for the
elevation of the airport and for the Ambient temperature
existing at takeoff.”
2. 14 CFR 121.189(b) “Aircraft certificated after September 30,
1958, the takeoff distance may include a clearway distance
but the clearway distance included may not be greater than
one-half of the takeoff run.”
3. 14 CFR 121.189(c) “No person operating a turbine-engine-
powered aircraft certificated after August 29, 1959, may
takeoff that aircraft at a weight greater than that listed in the
Airplane Flight Manual at which compliance with the following
may be shown:
a. The accelerated-stop distance must not exceed the length
of the runway plus the length of any stopway.”
b. “The takeoff distance must not exceed the length of the
runway plus the length of any clearway except that the
length of any clearway included must not be greater than
one-half the length of the runway.”
c. The takeoff run must not be greater than the length of the
runway.
4. 14 CFR 121.189(d) “No person operating a turbine-engine-
powered transport category aircraft may takeoff at a weight
greater than that listed in the Airplane Flight manual.
a. Aircraft certificated after September 30, 1958, that allows
a net takeoff flight path that clears all obstacles either by a
height of at least 35 feet vertically, or by at least 200 feet
horizontally within the airport boundaries and by at least
300 feet horizontally after passing the boundaries”.
5. 14 CFR 121.189(e) In determining maximum weights,
minimum distances and flight paths corrections must be made
for the runway being used.
a. Airport elevation
b. Effective runway gradient
c. Ambient temperature
d. Wind component at the time of takeoff
e. Wet runways
REV. 3, 01 OCT 2006 9-2

Section 1 General
Volume 5
B. Enroute Limitations: One Engine Inoperative
14 CFR 121.191
1. Shuttle America Airline’s current route structure is limited by
the enroute performance limitations of this regulation for
specific flight operations when they occur within mountainous
terrain. In these instances, drift down data will accompany the
release to ensure compliance with 14 CFR 121.191:
a. ERJ-170 performance will maintain a positive slope at an
altitude of at least 1,000 feet above all terrain and obstruc-
tions within 5 statute miles of the intended track and a posi-
tive slope at 1500 feet above the airport where the airplane
is assumed to land after an engine fails.
(14 CFR 121.191(a))
or
b. The net flight path allows the ERJ-170 to continue flight
from the cruising altitude to an alternate airport clearing all
terrain an obstructions within 5 statute miles of the
intended track by at least 2000 feet vertically and a positive
slope at 1500 feet above the airport where the airplane is
assumed to land after an engine fails.
(14 CFR 121.191(b))
C. Landing Limitations Destination Airports
14 CFR 121.195
1. 14 CFR 121.195(a) No person operating a turbine-engine-
powered aircraft may takeoff that aircraft at such a weight that
the weight of the aircraft on arrival would exceed the landing
weight set forth in the Airplane Flight Manual for the elevation
of the destination or alternate airport and the ambient
temperature anticipated at the time of landing.
2. 14 CFR 121.195(b) No person operating a turbine-engine-
powered aircraft may takeoff that aircraft unless its weight on
arrival would allow a full stop landing at the destination airport
within 60 percent of the effective length of each runway
described below from a point 50 feet above the intersection of
the obstruction clearance plane and the runway. For
determining the allowable landing weight at the destination
airport the following is assumed:
REV. 3, 01 OCT 2006 9-3

Section 1 General
Volume 5
a. The aircraft is landed on the most favorable runway and in
the most favorable direction, still air.
b. The aircraft is landed on the most suitable runway consid-
ering the probable wind velocity and direction.
3. 14 CFR 121.195(d) No person may takeoff a turbo-engine-
powered aircraft when the appropriate weather reports and
forecasts, or combination thereof, indicate that the runways at
the destination airport may be wet or slippery at the estimated
time of arrival unless the effective runway length at the
destination airport is at least 115 percent of the runway length
required of paragraph 2 above.
4. 14 CFR 121.195(e) A turbojet powered aircraft that would be
prohibited from taking off because it could not meet the
requirements of paragraph 2, b above may takeoff if an
alternate airport is specified that meets the requirements of
paragraph 2 above.
D. Landing Limitations Alternate Airport

14 CFR 121.197
1. Turbine-engine-powered aircraft must meet the same
requirements as specified in 14 CFR 121.195(b).
E. Aircraft Limitations: Type of Route
14 CFR 121.161
1. Requires that the route of flight must be within one hours flying
time of an adequate airport in still air at normal cruising speed
with one engine inoperative.
2. Within the current route structure of Shuttle America Airlines,
all flights are within one hour flying time, single engine from an
adequate airport and are in compliance with 14 CFR 121.161.
F. Alternate Airport for Departure
14 CFR 121.617
1. Requires that if the weather conditions at the departure airport
are below landing minimums as specified in the OpsSpecs, a
takeoff alternate is required. The takeoff alternate cannot be
more than one hour flying time at normal cruise speed with
one engine inoperative.
REV. 3, 01 OCT 2006 9-4

Section 1 General
Volume 5
2. The airport used for the takeoff alternate cannot exceed 270
nautical miles from the departure airport. The single engine
cruise speed for the ERJ-170 aircraft is 270 nautical miles per
hour.
G. Fuel Computations
1. Use the conservative fuel consumption figures presented in
this section for manual flight planning only.
2. Allow 10 minutes for ground operation for most airports. Some
airports may require additional time.
a. Taxi burn (includes APU operation) 20 pounds per minute.
b. Enroute burn
1) 70 pounds per minute first hour.
2) 62 pounds per minute each additional hour and
holding.
c. Compute a takeoff/missed approach at 160 pounds per
minute.
3. EXAMPLES:
a. Compute Holding at 45 pounds per minute.
b. TAKE-OFF = 320 lbs (2 Minutes used)
c. APPROACH AND LANDING = 156 lbs. (4 Minutes used)
d. GO AROUND = 320 lbs. (2 Minutes used)
H. Diversions to Airports
1. When departing from an airport without the available
performance data, call dispatch and they will obtain the
required takeoff performance data from AeroData.
2. You will need to provide dispatch with a fax number so they
may fax you the charts. If no fax is available, dispatch will read
the performance to you over the phone.
REV. 3, 01 OCT 2006 9-5

Section 1 General
Volume 5
I. Performance Requirements
ALL OF THE FOLLOWING PERFORMANCE REQUIRE-
MENTS MUST BE CONSIDERED PRIOR TO DEPARTURE:
1) If takeoff alternate is required, does it meet the
requirement of 14 CFR 121.617?
2) Is a landing alternate required?
3) Proper fuel load on the aircraft?
4) Complete load manifest?
5) Does the route of flight meet 14 CFR 121.191 require-
ment?
6) Compliance with 14 CFR 121.161.
Note: The current route structure of Shuttle America Airlines
provides for an adequate airport within one hour’s flying
time single engine.
7) Compute takeoff performance data.
8) V-Speeds are provided via the AeroData perfor-
mance as attached to the Flight Release.
Note: Items 1, 2, and 3 must be in agreement with the flight
release sent by dispatch.
REV. 3, 01 OCT 2006 9-6

Section 2 Performance Definitions
Volume 5
A. Airspeeds
1. INDICATED AIRSPEED - KIAS
a. The reading on the airspeed indicator in knots, as installed
in the aircraft, uncorrected for static source position error.
b. Zero instrument error is assumed.
2. CALIBRATED AIRSPEED – KCAS
The indicated airspeed in knots, corrected for static source
position error.
3. TRUE AIRSPEED – TAS
The equivalent airspeed corrected for atmospheric density
effects.
4. CRITICAL ENGINE FAILURE SPEED – VEF
The speed at which, if one engine fails, the failure is
recognized at V1.
5. TAKEOFF DECISION SPEED – V1
The speed at which, following a failure of one engine at VEF,
the decision to continue the takeoff distance to a height of 35
feet at V2 speed, that will not exceed the available takeoff
distance; or the distance to bring the aircraft to a full stop that
will not exceed the accelerate stop distance available.
Note: V1 must not be greater than the rotation speed (VR).
6. ROTATION SPEED – VR
The speed at which rotation is initiated during the takeoff, to
attain the takeoff safety V2 climb speed at or before a height
of 35 feet above the runway surface.
7. TAKEOFF SAFETY SPEED – V2
The target speed to be attained at a 35 foot height during a
takeoff with an engine failure.
8. AIR MINIMUM CONTROL SPEED – VMCA
The minimum flight speed at which the aircraft is controllable
with a maximum 5 degree bank, when one engine suddenly
becomes inoperative with the remaining engine operating at
takeoff power. The value presented represents the most
REV. 4, 15 FEB 2008 9-7

Volume 5
critical combination of power, weight, and center of gravity.
9. GROUND MINIMUM CONTROL SPEED – VMCG
The minimum speed on the ground at which the takeoff can
be continued, utilizing aerodynamic controls alone, when one
engine suddenly becomes inoperative and the remaining
engine is operating at takeoff power. The value presented
represents the most critical combination of power, weight, and
center of gravity.
10. LANDING REFERENCE SPEED – VREF X
The speed at a 50 foot height in a normal landing. This speed
is equal to 1.3 VS in the landing configuration (gear down and
specific landing flaps X).
11. MANEUVERING SPEED – VA
The maximum speed at which application of full available
aileron, rudder, or elevator will not overstress the aircraft.
Maneuver involving pitching control must not exceed the limit
load factor of the aircraft.
12. APPROACH CLIMB SPEED - VAC
The approach climb speed is used for the single engine/go
around climb speed.
13. MINIMUM CONTROL SPEEDS DURING LANDING AND
APPROACH – VMCL AND VMCL-1
VMCL is the minimum control speed during landing and
approach with all engines operating.
VMCL-1 is the minimum control speed during landing and
approach with one engine inoperative.
14. FINAL TAKEOFF SEGMENT SPEED – VFS
The speed to be achieved during final segment, with the
landing gear up and the flaps retracted.
REV. 4, 15 FEB 2008 9-8

Volume 5
B. Determination of Maximum Allowable Takeoff Weight
To accurately determine the Maximum Allowable Takeoff
Weight, the most limiting weight of the following must be
determined:
1. Structural Weights
a. Ramp Structural Limit (RAMP WT)
b. Takeoff Structural Limit (STRUCT TOW)
c. Landing Structural LIMIT (STRUCT LDG) plus Planned
Fuel Burn
d. Maximum Zero Fuel Weight (MAX ZFW)
2. Performance Limit Weights
a. Takeoff
1) Accelerate Stop Distance (Runway)
2) Takeoff Distance (Runway)
3) Obstacle Clearance (Runway)
4) Takeoff Climb (Climb)
b. Remaining Within Enroute – Driftdown
c. Arrival Within Landing
1) Landing Distance
2) Approach Climb
3) Landing Climb (Not a factor, approach climb is
limiting)
3. Performance Weight Limits
a. The takeoff weight (weight at the start of the takeoff roll) is
limited by the most restrictive of the maximum takeoff
weights for:
1) Altitude and ambient temperature 14 CFR 121.173(e)
2) Takeoff field length requirements
3) Brake energy requirements
4) Obstacle clearance
b. The above limits are determined from AeroData enroute
weight limits and landing weight limits.
c. Enroute weight limits are determined by the route to be
flown and single engine drift down performance, or landing
weight restrictions plus enroute fuel as determined on the
weight and balance calculations.
REV. 3, 01 OCT 2006 9-9

Volume 5
d. The landing weight is limited by the most restrictive of:
1) Landing field length requirements, and
2) Maximum approach climb weight for the current alti-
tude and temperature.
C. Thrust Rating for Takeoff
1. Flexible Takeoff: FLEX TO-1 or FLEX TO-2
Flexible takeoff is a reduced takeoff thrust based on assumed
temperature. The assumed temperature is set on the MCDU
takeoff page. The FADEC determines the flexible takeoff rate
which reduces the takeoff thrust based on assumed
temperature set on the FMS. The indication FLEX TO-1 or
FLEX TO-2 will be displayed on the EICAS. The flex takeoff
reduction is limited to climb thrust (CLB-1 or CLB-2).
Deselecting the ATTCS on the MCDU does not change the
flex reduction limit.
D. Miscellaneous
1. Wet Runway:
Wet Runway - A runway that has a shiny appearance due to
a thin layer of water less than 1/8" or 3mm covering 100% of
the runway surface. If there are dry spots showing on a drying
runway with no standing water, the runway is not considered
to be wet.
REV. 3, 01 OCT 2006 9-10

Section 3 AeroData
Volume 5
Section 3 AeroData
A. General
The following procedures will be used when calculating ERJ-170
performance provided by AeroData.
1. The AeroData system information is provided to the airline in
several different formats and may be disseminated in four
different channels.
a. These include as part of an attachment to the Flight
Release, faxed, via internet access, or via phone.
b. The AeroData system will calculate maximum allowable
takeoff weights, landing gross weights, and adjusted V
speeds, and are based upon specific aircraft/engine
combinations, aircraft configurations, airport/runway char-
acteristics, and operating rules.
c. Flight crewmembers are required to ensure all structural
aircraft weight limitations, enroute weight limitations, and
emergency landing runway lengths are complied with.
2. The normal means of distributing the AeroData information
will consist of an attachment to the Flight Release.
a. As a backup for missing data, dispatch may access infor-
mation through the Internet.
b. Dispatch will issue the data through any of the normal or
secondary communications links established between
dispatch and the crew.
3. As part of the required crew briefing, a review of the AeroData
performance information is required.
a. You must confirm the data presented in the attachment
matches your conditions. EXAMPLE: Aircraft engine type
and model, airport city pairs, runways in use, temperature
range, inoperative items and other conditions.
REV. 4, 15 FEB 2008 9-11

Section 3 AeroData
Volume 5
4. The AeroData system allows Shuttle America to manage
aircraft weights and use an Event Viewer to review daily
activities. All ACARS traffic that is used for Weight & Balance
is archived for a minimum of 3 months both at AeroData
headquarters and offsite at AeroData’s disaster recovery
location.
a. AeroData’s Compute Server System databases servers
are mirrored servers where at least two of AeroData onsite
database servers are mirrored with each other immedi-
ately for essential applications and databases. The onsite
database servers then update a secondary onsite server
for a tertiary storage of ACARS related records at approx-
imately 10 minute intervals. The secondary server records
are mirrored to AeroData’s disaster recovery location
where the disaster recovery location houses a server
refereed to as a vault. The vaults primary purpose is to
provide a location for retaining all records offsite. The last
level of record access to the customer is an end of the
month file retained on AeroData’s secure website. The
result is that the AeroData’s system provides 5 unique
locations for retention of records.
5. The following pages contain a sample of the takeoff and
landing performance. A line by line break down of the
information on these samples is provided along with a set of
instructions as to how a pilot will calculate the performance for
each flight.
REV. 4, 15 FEB 2008 9-12

Section 4 AeroData Takeoff Reports
Volume 5
A. General
1. Takeoff Path
a. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has no minimum climb chart associated with
the SID, the pilot will commence the initial turn out of traffic
at 400 feet AFE and will accelerate to flap retraction speed
at 1,000 feet AFE.
b. When the aircraft is assigned to a Standard Instrument
Departure (SID) that is published in the Jeppesen Airway
Manual that has a minimum climb chart associated with the
SID, AeroData will be responsible to provide the Complex
Special Procedure for the applicable runway if the climb
gradient requirements are restrictive to the aircraft perfor-
mance. The provided MRTWs for the planned runway are
based on the pilot complying with the Complex Special
Procedure.
c. When no SID is assigned to the aircraft for departure, the
PIC will ensure compliance with the Take-Off and Obstacle
Departure Procedure as published in the Jeppesen Airway
Manual (normally located on the back of the airport
diagram page 10-9).
d. In the event that the aircraft is going to fly into a non-radar
environment, is not assigned a SID, and there is no Take-
Off and Obstacle Departure Procedure published in the
Jeppesen Airway Manual, then NO turns shall be
commenced below 1,000' above field elevation (AFE)
when takeoff weather is less than 1,000’ ceiling and 3 sm
visibility unless a Special Departure Procedure prescribes
otherwise. In the event that the aircraft is not assigned a
SID but on departure the aircraft is in a radar environment
and Departure Control assigns a heading, the pilot is
allowed to turn to that heading.
e. Acceleration Altitude (AALT), (also known as Flap Retrac-
tion Altitude) for all takeoffs is 1,000' AFE unless a Special
Procedure prescribes otherwise.
REV. 4, 15 FEB 2008 9-13

Volume 5
2. Standard Engine Failure Takeoff Path
a. The following path will be flown whenever an engine failure
occurs during takeoff and no Special Procedure exists:
Weather Conditions
ENGINE FAILURE IMC VMC
ALTITUDE
Below 1,000' AFE. Climb straight ahead to 1,000' Climb straight ahead to 1,000'
AFE, then commence turn to AFE. Return to land visually or
NAVAID or heading as listed on complete IMC procedure.
runway analysis page using
maximum bank angle
appropriate for aircraft speed. If
NAVAID is listed, hold on the
inbound radial using a direct
entry and standard holding
procedures. If heading is listed,
fly heading until a minimum safe
altitude is attained. Radar
vectors may be accepted when
available after reaching 1,000'.
1,000' or more AFE. Commence turn to NAVAID or Return to land visually or
heading as listed on runway complete IMC procedure.
analysis page using maximum
bank angle appropriate for
aircraft speed. If NAVAID is
listed, hold on the inbound radial
using a direct entry and
standard holding procedures. If
heading is listed, fly heading
until a minimum safe altitude is
attained. Radar vectors may be
accepted when available.
b. This path will allow the aircraft to safely attain an altitude

and position where radar vectors can be provided, or a
minimum enroute or approach altitude. This path is an
extension of the Captain's emergency authority and must
be stated as such to ATC as soon as practical
REV. 4, 15 FEB 2008 9-14

Volume 5
B. Special Engine Failure Takeoff Path & Procedures
Special Procedures for takeoff are provided when Standard
Engine Failure Takeoff Procedures cannot be used due to obsta-
cle requirements. Special Procedures are designed to only pro-
vide procedures and information that differ from Standard
Procedures. For takeoff there are two types of Special Proce-
dures:
1. Simple-Special:
a. The Simple-Special Procedure differs from Standard
Procedures in that a turn to a NAVAID or heading is
required before reaching 1,000'.
b. FRA remains at 1,000' AFE unless otherwise specified in
the FLAP RETRACT box.
c. Simple-Special Procedures are mandatory in IMC. They
are also mandatory in VMC until reaching 1,000' AFE.
d. The turn to the NAVAID or heading is to be made at the
highest bank angle appropriate for aircraft speed.
e. In IMC, if radar vectors are not available, comply with the
special procedure until 3,000’ AFE at which time you may
proceed on course (as applicable).
f. Simple-Special Procedures, when required, are provided
on the top of each page of takeoff runway analysis.
g. Below is a sample Simple-Special Procedure and legend:
CLIMB AT VIA REACHING OR TURN FLAP RETRACT HOLD
V2 14.0 VOR 4600’ LT VOR 5100’ STD
1 2 3 4 5 6 7
8
1) Engine failure climb speed - only listed if different than

the standard engine failure profile.
2) Engine failure initial heading or course - only listed if
different than runway alignment. A turn to the speci-
fied heading or course shall be commenced at 50'
AFE or at engine failure above 50' AFE.
3) Engine failure turn point - listed in feet MSL for an alti-
tude turn point and DME or radial for geographic turn
points.
4) Alternate turn point - Alternate turning fix (if available)
for redundancy and/or convenience.
REV. 4, 15 FEB 2008 9-15

Volume 5
5) Turn direction and NAVAID or heading - LT = left turn;
RT = right turn; DT = direct (turn to NAVAID or
heading in direction of shortest distance); H =
heading.
6) Flap retraction altitude - FRA (feet MSL).
7) Holding procedures at NAVAID - STD = right turns &
1 minute legs. Unless otherwise noted, hold on the
inbound radial using a direct entry. This may not
necessarily be a published holding pattern.
8) Remarks.
2. Complex-Special:
a. The Complex-Special Procedure is issued when an engine
failure procedure is too complex to fit in the Simple-Special
table and/or other considerations must be taken into
account. Often, all-engine procedures are also specified in
order to ensure that the aircraft will remain in the obstacle
protected area until reaching a safe engine failure altitude.
FRA remains at 1,000' AFE unless otherwise specified in
the procedure.
b. Complex-Special Procedures may be specifically
designed for a published instrument departure procedure.
In these cases, the name of the applicable instrument
departure procedure will be indicated on the Complex-
Special and the Complex-Special is only valid for the
instrument departure procedure specified. Complex-
Special Procedures are mandatory under IMC and VMC.
C. Runway Conditions
1. The 4 Runway Conditions for AeroData are Wet Runway,
Contaminated Runway, Compacted Snow Runway, and
Slippery Runway.
a. Wet Runway - A runway that has a shiny appearance due
to a thin layer of water less than 1/8" or 3mm covering
100% of the runway surface. If there are dry spots showing
on a drying runway with no standing water, the runway is
not considered to be wet.
REV. 4, 15 FEB 2008 9-16

Volume 5
b. Contaminated Runway - A runway where more than 25%
of the runway length, within the width being used, is
covered by standing water or slush more than 1/8" or 3mm
deep, or that has an accumulation of snow or ice. A runway
may also be considered contaminated with less than 25%
coverage if the contaminant is located prior to the midpoint
of the runway.
c. Compacted Snow Runway - A runway is considered to be
contaminated by compacted snow when covered by snow
which has been compacted into a solid mass which resists
further compression and will hold together or break into
lumps if picked up.
d. Slippery Runway - A runway surface condition where
braking action is expected to be very low, due to the pres-
ence of ice.
2. Runway Contaminants
a. Standing Water – Accumulated water on the runway
surface caused by heavy rainfall or by poor drainage.
b. Slush - Snow mixed with water.
c. Dry Snow - Snow that cannot be easily compacted by
hand.
d. Wet Snow - Snow that is easily compacted by hand.
3. Contamination Levels
CONTAMINATION LEVELS
Contaminant
Water Slush Wet Snow Dry Snow
Level 1 Heavy rain with <1/8" <1/4" <1"
up to 1/8" or or or or
3mm flooding. <3mm <6mm <25mm
Level 2 >1/8" to <1/4" >1/8" to <1/4" >1/4" to <1/2" >1" to <2"
or or or or
3mm to 6mm 3mm to 6mm 7mm to 13mm 26mm to 51mm
Level 3 >1/4" to <1/2" >1/4" to <1/2" >1/2" to <1" >2" to <4"
or or or or
7mm to 13mm 7mm to 13mm 14mm to 25mm 52 to 102mm
REV. 4, 15 FEB 2008 9-17

Volume 5
D. Ground Vehicle Runway Friction Readings
1. At certain airports, ground vehicle friction readings are
provided by ATIS and/or the control tower when slippery
runway conditions are thought to exist.
2. These readings are derived from devices that attempt to
measure the runway coefficient of friction ( µ or mu).
Unfortunately, the measurements made by these devices do
not directly correlate to the µ that would be experienced by an
aircraft, although they do provide indications of airplane/
runway braking action that may be used for planning
purposes.
3. Reported measurements are also a function of the device
itself. The readings from these devices are given by ATIS and/
or the control tower and typically are given with the type of
measuring device used.
4. Please note that the readings may be given as whole numbers
(i.e., .47 would be given as 47). In addition, Runway Condition
Readings (RCR) are normally associated with military and
Canadian airports. The following table can be used to
correlate ground vehicle friction readings to an airplane/
runway braking action level.
Ground-vehicle Friction Correlation for Compacted Snow- and Ice-Covered Runways
Ground-vehicle friction readings (P)
Surface Runway
Braking friction Runway BV-11 Bow- condition
Action tester Friction skid- Tapley monk readings
Level (SAAB) Tester dometer Mu-Meter meter meter (RCR)
Excellent > .53 > .50 > .58 > .50 >.53 > .51 > 17
Good .37 - .50 .35 - .47 .41 - .54 .35 - .47 .38 - .50 .37 - .48 12 -16
Fair .28 - .34 .26 - .33 .31 - .37 .26 - .33 .28 - .35 .27 - .34 9 - 11
Poor < .25 < .24 < .27 < .24 < .26 < .25 <8
E. Takeoff On Wet, Slippery, Or Contaminated Runways

1. The takeoff data provided for non-dry runways serves to
maintain a margin of safety equivalent to a dry runway by
taking into consideration performance characteristics
associated with non-dry runway conditions. Therefore, the
more accurate the assessment of runway conditions, the
greater the margin of safety maintained.
REV. 4, 15 FEB 2008 9-18

Volume 5
a. The PIC should obtain a current braking action report from
the Tower and use the current braking action report as the
primary means of determining the type of contamination on
the runway.
b. If the PIC is able to obtain a current runway condition
report, that report must be obtained from an FAA approved
source such as TRACON, ATIS, or the Tower.
c. In some cases when accurate information is not available,
an assessment of the runway condition must be made by
the crew.
d. However, due to a lack of the proper means, making an
accurate assessment of the runway condition is often
impossible.
e. Even if a runway condition assessment is inaccurate, using
takeoff data for that runway condition still offers an
increased margin of safety over using dry runway data.
2. Takeoff Runway Analysis provides maximum takeoff weights
and maximum V1s for wet, slippery, and contaminated
runways.
a. This data preserves accelerate-go and accelerate-stop
distances for the appropriate runway conditions.
b. Wet maximum takeoff weights are based on the braking
capability of the runway being analyzed.
c. This is reflected in that a runway with no friction treatment
(i.e. grooving) will show significant weight penalty when
comparing wet versus dry, while a runway with good fric-
tion characteristics will show little or no penalty.
d. Comparing the difference between dry and nondry takeoff
weights for each available runway will indicate the best
runway for takeoff.
e. Wet, slippery, and contaminated takeoff weights are based
on all components that affect aircraft performance being
operative, unless otherwise specified on the runway anal-
ysis.
f. The following limitations apply to takeoffs on wet, slippery,
and contaminated runways:
1) Reduced thrust takeoff PROHIBITED on slippery or
contaminated runways. (AFM) however, a TO-2
Takeoff may be utilized on a slippery or contaminated
REV. 4, 15 FEB 2008 9-19

Volume 5
runway (AFM) as long as the Takeoff and Landing
Report reflects the appropriate conditions of the
runway.
2) Reduced thrust takeoff is allowed on a wet runway as
long as the Takeoff and Landing Report reflects the
appropriate conditions of the runway (i.e. TO-1, WET
RWY, TO-2 WET RWY, etc.)
3) PROHIBITED when braking action is reported as
"NIL."
4) PROHIBITED when contamination exceeds LEVEL
3. (AFM)
3. Takeoff Speeds Determination for Contaminated Runways
a. For contaminated takeoffs where the actual takeoff weight
is significantly less than the MRTW for the selected
contamination level, lower takeoff speeds may be realized
by using speeds for the actual takeoff weight from the MAX
TEMP section.
b. Speeds from either the Dry or Wet runway MAX TEMP
section may be used, although Wet runway data may be
preferred due to lower V1 speed.
1) Verify the actual takeoff weight is less than or equal to
the Single Section MRTW for the given contaminated
conditions.
2) Verify that the flap setting for the departure runway in
the MAX TEMP section is the same as the flap setting
for the departure runway in the Single Section for the
given contaminated conditions. If the flap settings do
not match then the takeoff speeds from the Single
Section must be used.
3) Compare the MAX TEMP V1 for the actual takeoff
weight to the Single Section V1. Use the lower V1.
4) Compare the MAX TEMP VR for the actual takeoff
weight to the Single Section VR . Use the lower VR
and the associated V2.
5) Use the power setting from the Single Section.
F. Reduced Thrust Takeoff
1. Any amount of reduced thrust for takeoff is desirable to reduce
engine wear.
REV. 4, 15 FEB 2008 9-20

Volume 5
2. The greatest benefit is realized in the first 5% of thrust
reduction, as this brings peak EGT out of the most critical
range, although thrust reduction in excess of 5% is still of
considerable benefit.
3. The assumed temperature method is used to calculate
reduced thrust.
4. Takeoff thrust may be reduced up to 25% (FMC will not allow
thrust reduction greater than 25%) from the maximum takeoff
thrust.
5. The following limitations apply to operations with reduced
thrust:
a. PROHIBITED on slippery or contaminated runways,
b. Reduced thrust takeoff is allowed on a wet runway as long
as the Takeoff and Landing Report reflects the appro-
priate conditions of the runway (i.e. TO-1, WET RWY, TO-
2 WET RWY, etc.)
c. PROHIBITED when a Special Departure Procedure spec-
ifies full thrust for takeoff.
6. Refer to the Takeoff Report - MAX TEMP section later in this
Chapter for instructions on determining reduced thrust takeoff
data.
G. Runway Naming Conventions
1. Intersection Runways
Intersection runways are designated by “/” between the runway
and the intersecting taxiway or runway.
a. 26L/A Designates runway 26L at the intersection of
taxiway “A”.
2. Intersection Departure
Intersection performance data may be used for an intersection
departure of longer length or a full length departure. Engine failure
procedures remain the same.
3. Shortened Runways
Shortened runways are designated using the following code:
“26L-E2000F”
a. 26L Indicates the base runway
b. – Indicates that the runway has been shortened
REV. 4, 15 FEB 2008 9-21

Volume 5
c. E Indicates the end of the runway which has been short-
ened (possible values are N, NE, E, SE, S SW, W, NW)
d. 2000 Indicates the shortened distance
e. F Indicates the units for the shortened distance where “F”
= feet. The shortened distance unit shown will correspond
to that given by the applicable shortened runway NOTAM.
4. Temporary Obstacle Runways
When an obstacle listed by a NOTAM affects takeoff performance,
the obstacle will be included in takeoff weight calculations and the
NOTAM will be referenced in the runway notes, if the NOTAM is
not conditional (i.e. time of day). If the NOTAM is conditional, a
new runway name will be created with a description referencing
the NOTAM (i.e. 07LCRANE). This provides for the use of the
normal runway or the NOTAMed runway, depending on NOTAM
applicability.
5. Arresting Gear Cable Runways
Runways equipped with an arresting gear cable(s) are designated
by using “CBL”. Distance beyond a cable from the liftoff end will be
considered as clearway. The following naming conventions repre-
sent cable runway designations.
a. 22L-NECBL Runway 22L with cable on Northeast (brake
release) end of runway deployed. Takeoff run is initiated at
cable. Effective runway length is the distance from the
cable to the lift-off end of the runway.
b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off)
end of runway deployed. Takeoff run is initiated at the
brake release end of runway. Effective runway length is
the distance from the brake release end of the runway to
the cable.
c. 22L-CBL-CBL Runway 22L with cable on Northeast
(brake release) and Southwest (liftoff) ends of the runway
deployed. Takeoff run is initiated at cable. Effective
runway length is the distance between cables.
d. 22L/B10-CBL Runway 22L intersection B10 with cable on
Southwest (lift-off) end of runway deployed. Takeoff run is
initiated at intersection B10. Effective runway length is the
distance from B10 to the cable.
e. 22L-1000-CBL Runway 22L with 1000 NOTAM on North-
east (brake release) end of runway and cable on lift-off end
of the runway deployed. Takeoff run is initiated at break
release end minus 1000. Effective runway length is the
distance from 22L minus 1000 to the cable.
REV. 4, 15 FEB 2008 9-22

Section 5 Takeoff Performance
Volume 5
f. 22L-CBL-1000 Runway 22L with cable on Northeast
(brake release) end of runway deployed and 1000 NOTAM
on lift-off end of the runway. Takeoff run is initiated at
cable. Effective runway length is the distance from the
cable to the lift-off end of the runway minus 1000 due to
NOTAM.
A. Takeoff Runway Analysis Report
1. The Takeoff Runway Analysis Report (Takeoff Report) is
prepared for each flight based on the environmental
conditions, runway conditions, and aircraft configuration
anticipated by the dispatcher at the time of departure.
a. The Takeoff Report provides takeoff data for the planned
conditions as well as a range of data surrounding planned
conditions.
b. The Takeoff Report includes takeoff data for all of the
runways designated for inclusion by the airline.
c. Runways are listed in numerical order. Shortened runways
are listed following the associated full length runway, if
applicable.
2. MEL and CDL penalties that are planned by the dispatcher are
transferred to the Takeoff Report and are included in takeoff
weight calculations. Included penalties are always indicated in
the Takeoff Report.
B. Takeoff Report Layout - General
TAKEOFF
TAKEOFF AND
AND LANDING
LANDING REPORT
REPORT RPA
RPA 170
170 SCF-PHX
SCF-PHX 26JAN06
26JAN06
TLR-1
TLR-1 SEQ-9081494
SEQ-9081494 27JAN06
27JAN06 0116Z
0116Z
A/C
A/C 123
123 ERJ170
ERJ170 CF34-8E5
CF34-8E5
///
/// TAKEOFF
TAKEOFF DATA
DATA ///
///
APT
APT PRWY
PRWY POAT
POAT PWIND
PWIND PQNH
PQNH PMRTW
PMRTW FLP
FLP O2
O2 V1
V1 VR
VR V2
V2 PTOW
PTOW MFPTW
MFPTW
SCF
SCF 03
03 27.0
27.0 000/00
000/00 29.92
29.92 7786
7786 11 NN 42
42 47
47 49
49 7350
7350 7550
7550
1. The header contains the parameters that were used by the

dispatcher for planning the flight. At the top is the flight number
and local departure date. The TLR-# identifier is provided for
matching flight release and Takeoff Report versions. SEQ-# is
REV. 4, 15 FEB 2008 9-23

Volume 5
a unique identifier given to each Takeoff Report. Following
the SEQ-# number is the UTC date and time that the Takeoff
Report was created. Next is the aircraft tail number and the
associated airframe/engine combination designation.
Note: All weight data is displayed as weight / 10.
a. APT – Airport IATA identifier.
b. PRWY – Planned runway. The runway that was used by
the dispatcher for planning the flight.
c. POAT – Planned outside temperature.
d. PQNH – Planned QNH (Altimeter setting).
1) The entire Takeoff Report is based on this QNH.
2) The Takeoff Report is valid when the actual QNH is
no less than 0.10” below PQNH.
a) For example, if the dispatcher planned for a QNH
of 29.82, then the report is valid if the actual QNH
is no lower than 29.72. If the actual QNH falls
below 29.72, then a new Takeoff Report must be
generated or a radio revision may be accepted.
3) A new Takeoff Report is never required when the
actual QNH exceeds the planned QNH, but additional
uplift capability may be gained by using an actual
QNH that is higher than PQNH.
e. PWIND – Planned wind direction / speed.
f. PMRTW – Planned maximum runway takeoff weight.
g. FLP – Takeoff flap setting associated with PMRTW.
h. IC – Improved climb indicator for PMRTW.
1) “Y” = Yes, PMRTW is based on the use of Improved
Climb
2) “N” = No, PMRTW is not based on the use of
Improved Climb.
3) V1, VR, V2 - The takeoff speeds associated with the
planned conditions based on the lower of the PMRTW
or the MFPTW.
4) Add 100 to each number shown that is less than 80.
i. PTOW – Planned takeoff weight.
j. MFPTW – Maximum flight plan takeoff weight. This is the
maximum takeoff weight for which the flight plan is valid
REV. 4, 15 FEB 2008 9-24

Volume 5
when considering all flight planning limits except MRTW.
These limits include the structural MTOW, METW, MLDW
+ planned fuel burn off, fuel capacity limited takeoff weight,
structural MTXW - taxi fuel, and, if required, takeoff alter-
nate METW. MRTW for actual conditions can exceed
PMRTW, but the final MTOW can never exceed MFPTW.
RMKS ONE BRAKE DEACTIVATED
2. Remarks (RMKS)
a. Non-standard airplane configuration and runway condition
listing.
b. Listed configuration changes are applied to the entire
report unless specified otherwise in a section title.
1) For example, if the RMKS indicates that one brake
inoperative, the entire Takeoff Report is calculated
with the one brake inoperative.
2) If the RMKS indicates a wet runway and a section title
includes the words “DRY RUNWAY”, the section is
still based on a dry runway.
c. Generally, but not without exception, inoperative compo-
nents will apply to the entire report, while pilot selectable
options are overridden by the section title.
---- ---- ------ ----- ------- --- --- --- --- --- ------------------
RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION
3. Revisions
a. This area is for last minute revisions to takeoff data.
b. It can be used in cases where the takeoff report does not
contain data for the current conditions or when fine-tuning
of the MRTW is required to obtain maximum payload capa-
bility.
c. The dispatcher can quickly make a single point calculation
for exact conditions that can be relayed to the flight crew.
REV. 4, 15 FEB 2008 9-25

Volume 5
d. Typical scenarios for its use are last minute MEL/CDL
items that were not included in the original report, actual
OAT exceeding the scale on the report, OAT in decimal
degrees, headwind/tailwind adjustments calculated to
provide exact numbers, and any other additional refine-
ment.
---------------
--------------- T/OT/O 22 -- DRY
DRY RWY
RWY -- BLEEDS
BLEEDS ON
ON -- A/I
A/I OFF
OFF ---------------
---------------
FLAT
FLAT TEMP
TEMP 28
28
03
03 17
17 21
21 35
35
8249
8249 FTFT 10000
10000 FT
FT 8249
8249 FT
FT 10000
10000 FT
FT
SPECIAL
SPECIAL LT
LT H130
H130 SPECIAL
SPECIAL DT
DT H350
H350
WT
WT MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11
C. Takeoff Data Section

1. A takeoff data section is identified by the title line, which
describes the base conditions and airplane configuration for
which the data was calculated.
2. The conditions and configuration listed override any listed in
the RMKS section.
3. The next few lines of data indicate the runway, runway length,
abbreviated engine failure procedure, and flap setting.
Note: See Runway Naming Conventions section earlier in the
Performance Handbook for a description of runway
naming details.
Note: See the Takeoff Path section earlier in the Performance
Handbook for a description of engine failure procedures.
4. Abbreviated engine failure procedure - (LT, RT, OR DT
NAVAID or Heading) or (SPECIAL).
a. RT – Right Turn
b. LT – Left Turn
c. DT – Direct (turn to NAVAID or heading in direction of
shortest distance)
d. H – Heading (i.e. RT H180°)
e. SPECIAL – Special engine failure procedures are listed at
the bottom of the report.
REV. 4, 15 FEB 2008 9-26

Volume 5
D. Special Engine Failure Procedures
----------------
---------------- SPECIAL
SPECIAL ENG
ENG FAIL
FAIL TAKEOFF
TAKEOFF PROCEDURES
PROCEDURES ----------------
----------------
RWY
RWY CLB
CLB VIA
VIA REACHING
REACHING OR
OR TURN
TURN FRA
FRA HOLD
HOLD
03
03 RWY
RWY END
END LT
LT H145
H145 2510
2510
21
21 D9.3
D9.3 PXR
PXR 1650
1650 LT
LT H130
H130 2510
2510
1. The special engine failure procedures section is included

whenever at least one runway in the takeoff report has a
special engine failure procedure.
2. A special engine failure procedure is indicated by the word
SPECIAL just below the runway designation in the first section
of data in the takeoff report.
Note: See the Special Engine Failure Takeoff Path &
Procedures section for a full description of special
engine failure procedures.
3. Following the base takeoff data in each section is adjustments
data. Adjustments are used to modify base takeoff data for
non-standard configurations or conditions.
4. Adjustment abbreviations:
a. HW – Headwind
b. TW – Tailwind
c. EAI – Engine Anti-ice
d. EWAI – Engine and Wing Anti-ice On
e. BL ON – Bleeds On
f. BL OFF – Bleeds Off
g. 5KT TW – 1-5 knots tailwind
h. 10KT TW – 6-10 knots tailwind
i. 10KT HW – 10 knots headwind
REV. 4, 15 FEB 2008 9-27

Section 6 Takeoff Report – Max Temp Section
Volume 5
The MAX TEMP section provides a simplified method of determin-
ing if takeoff requirements are satisfied for current operating con-
ditions. It also provides for quick determination of takeoff speeds,
if reduced thrust is possible, and the associated maximum
assumed temperature. This section may not necessarily provide
the highest possible uplift capability. As such, other sections may
need to be referenced to obtain the highest possible takeoff
weight.
A. Definitions – Max Temp Section
1. FLAT TEMP – Indicates the lowest assumed temperature for
which reduced thrust operation is allowed. It is also the
temperature limit which must be checked after adjustments
are applied.
2. WT – Weight range column, where the “/” symbol indicates the
PTOW with weight increments above and below PTOW.
3. MT – Maximum temperature (actual or assumed) for which
takeoff is allowed for the specified weight and section
conditions.
4. M – An “M” after an MT indicates that Maximum Takeoff
Power is required for the specified conditions
---------------
--------------- T/OT/O 22 -- DRY
DRY RWY
RWY -- BLEEDS
BLEEDS ON
ON -- A/I
A/I OFF
OFF ---------------
---------------
FLAT
FLAT TEMP
TEMP 28
28
03
03 17
17 21
21 35
35
8249
8249 FTFT 10000
10000 FT
FT 8249
8249 FT
FT 10000
10000 FT
FT
SPECIAL
SPECIAL LT
LT H130
H130 SPECIAL
SPECIAL DT
DT H350
H350
WT
WT MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11 MT
MT FLAP
FLAP 11
7550
7550 --------
-------- 31
31 43-48-49
43-48-49 31
31 40-47-49
40-47-49 31
31 43-48-49
43-48-49
7500
7500 --------
-------- 31
31 42-47-48
42-47-48 31
31 40-47-48
40-47-48 31
31 42-47-48
42-47-48
7400
7400 --------
-------- 31
31 41-46-47
41-46-47 31
31 41-46-47
41-46-47 31
31 41-46-47
41-46-47
// 7350
7350 --------
-------- 31
31 41-46-47
41-46-47 31
31 40-45-47
40-45-47 31
31 41-46-47
41-46-47
7300
7300 --------
-------- 31
31 40-45-46
40-45-46 31
31 39-44-46
39-44-46 31
31 40-45-46
40-45-46
7200
7200 --------
-------- 31
31 39-44-45
39-44-45 31
31 38-43-45
38-43-45 31
31 39-44-45
39-44-45
7100
7100 27M
27M 41-43-44
41-43-44 37
37 38-43-44
38-43-44 37
37 38-43-44
38-43-44 37
37 38-43-44
38-43-44
10KT
10KT HW
HW 22 00 00 00 00 00 00 00
5KT
5KT TW
TW -- ---
-- --- 00 00 -2
-2 -1
-1 00 00
10KT
10KT TW
TW --
-- ---
--- 00 00 -3
-3 -3
-3 00 00
EAI
EAI --
-- ---
--- 00 00 00 00 00 00
EWAI
EWAI --
-- ---
--- 00 00 00 00 00 00
REV. 4, 15 FEB 2008 9-28

Volume 5
B. Max Temp Section
1. In a MAX TEMP section, a “/” is shown at the PTOW.
2. A line of takeoff data consists of weight, temperature, and
takeoff speeds.
3. Dashes in place of an element indicate that takeoff is not
allowed for the specified condition in that section.
4. Adjustment data is in the form of temperature and V1.
5. Dashes in place of an adjustment indicate the adjustment
cannot be made for the specified condition for any weight in
the scale.
C. Steps For Using The Max Temp Section
1. Determine the MT, without adjustments, for the desired
runway by using the actual takeoff weight rounded UP to the
nearest displayed weight value.
2. When adjustments are not required or desired –
a. If MT is greater than or equal to OAT, takeoff is allowed.
b. If no “M” appears next to MT and MT is greater than OAT,
reduced thrust takeoff is allowed. An “M” next to MT indi-
cates that Maximum Takeoff Power is required.
c. If reduced thrust is allowed, enter the MT into the FMS,
along with the V1, VR, and V2.
3. When adjustments are required or desired
a. Adjust MT and V1 for each adjustment.
b. If Adjusted MT is less than FLAT TEMP, then the adjust-
ment or combination of adjustments is not allowed for the
airplane configuration or conditions and the next appro-
priate section must be used.
c. If Adjusted MT is greater than or equal to OAT, takeoff is
allowed.
d. If no “M” appears next to MT and Adjusted MT is greater
than OAT, reduced thrust takeoff is allowed. An “M” next to
MT indicates Maximum Takeoff Power is required.
e. If reduced thrust is allowed, enter the Adjusted MT into the
FMS, along with the Adjusted V1, VR, and V2.
REV. 4, 15 FEB 2008 9-29

Volume 5
D. Rules For Reading The Max Temp Section
1. Extrapolation or interpolation is NOT allowed between
weights.
a. The actual weight must be less than or equal to the
maximum weight displayed.
b. If the actual weight is lower than the lowest weight shown
in the applicable table, use the lowest weight shown.
2. Interpolation is NOT allowed between winds.
3. Tailwind adjustments are always required.
a. For tailwinds from one to five knots, use the 5KT TW
adjustment.
b. For tailwinds from six to and including ten knots, use the
10KT TW adjustment.
4. Headwind adjustments are optional.
a. For headwinds less than 10 knots, DO NOT apply the 10
KT HW adjustment.
b. For headwinds of ten knots and greater, use the 10KT HW
adjustment.
5. Extrapolation and Interpolation are allowed for QNH
adjustments.
6. When adjustments are required, all adjustment values shown
must be applied.
REV. 4, 15 FEB 2008 9-30

Section 7 Takeoff Report – Max WT Section
Volume 5
A. General
1. The MAX WT section is provided to determine the maximum
possible takeoff weights for applicable conditions.
2. For a given runway, the MAX WT section may or may not be
provided.
3. If the PTOW is at or near maximum takeoff power
requirements, then the MAX WT data is provided for that
runway.
-------------- MAX WT - DRY RWY - BLEEDS OFF - A/I OFF --------------

03 17 21 35
OAT FLAP 1 FLAP 1 FLAP 2 FLAP 1
33 7420/46-46-48 8598/51-58-59 8555/43-50-53 8598/51-58-59
31 7554/47-47-49 8598/52-58-59 8598/41-50-54 8598/51-58-59
29 7680/49-49-50 8598/53-58-59 8598/40-50-54 8598/52-58-59
/ 27 7786/49-50-51 8598/53-58-59 8598/41-50-54 8598/53-58-59
25 7828/49-50-52 8598/53-58-59 8598/42-50-54 8598/53-58-59
23 7846/50-50-52 8598/53-58-59 8598/42-50-54 8598/53-58-59
HW/10KT 122 2 1 1 0 0 0 0 0 4 0 0 0 0 0 0
TW/10KT -401 -8 -4 -4 -113 -6 -1 -1 -298 -4 -3 -3 -201 -6 -2 -2
B. Max WT Section
1. In a MAX WT section, the “/” is shown at the POAT.
2. A line of takeoff data consists of temperature, MRTW
(maximum runway takeoff weight), and takeoff speeds.
a. Dashes in place of an element indicate that takeoff is not
3. Adjustment data is in the form of weight and takeoff speeds.
a. Dashes in place of an adjustment indicate the adjustment
cannot be made for the specified condition for any temper-
ature in the scale.
C. Steps For Using The Max Wt Section
1. Determine the MRTW and takeoff speeds, without
adjustments, for the desired runway by using the actual OAT.
2. When adjustments are not required or desired
a. If MRTW from step 1 is less than the actual takeoff weight
then takeoff is not allowed for the airplane configuration or
conditions.
REV. 4, 15 FEB 2008 9-31

Volume 5
b. If MRTW from step 1 is greater than the actual takeoff
weight then takeoff is allowed for the airplane configuration
or conditions.
3. When adjustments are required or desired
a. Adjust MRTW, V1, VR, and V2 for each adjustment.
b. If Adjusted MRTW is less than the actual takeoff weight,
the takeoff is not allowed for the airplane configuration or
conditions.
c. If Adjusted MRTW is greater than the actual takeoff weight,
the takeoff is allowed for the airplane configuration or
conditions.
D. Rules For Reading The Max Wt Section
1. Interpolation is allowed between temperatures. Extrapolation
is NOT allowed.
a. The surface temperature must be less than or equal to the
maximum temperature displayed. If the surface tempera-
ture is lower than the lowest temperature shown in the
applicable table, use the lowest temperature shown.
2. Interpolation is allowed between winds.
3. Tailwind adjustments are always required.
4. Headwind adjustments are optional.
5. Extrapolation and Interpolation are allowed for QNH
adjustments.
6. When adjustments are required, all adjustment values shown
must be applied.
REV. 4, 15 FEB 2008 9-32

Section 8 Takeoff Report – Single Section
Volume 5
Section 8 Takeoff Report – Single Section
A. General
1. The Single section display is typically used for presenting
contaminated runway data.
2. Single sections are only provided when the dispatcher plans
contaminated conditions.
3. The data presented is for a single OAT and no wind
component.
- T/O-1 - STANDING WATER - BLEEDS ON - A/I ON 10C AND BLW - OAT 27C -
03 17 21
LEVEL 1 F04 7131/08-17-21 F04 8205/11-27-29 F04 8205/94-26-29
LEVEL 2 F04 7112/10-16-20 F04 8205/13-27-29 F04 8053/02-24-28
LEVEL 3 F04 6986/13-15-19 F04 7891/21-24-27 F04 7352/08-17-22
B. Single Section Format

1. In the Single Section, the OAT is displayed in the section title.
2. A line of takeoff data consists of the level of contamination,
flap setting, MRTW (maximum runway takeoff weight), and
takeoff speeds.
a. Dashes in place of an element indicate that takeoff is not
allowed for the specified condition.
3. For contaminated runways, the ice protection system
corrections may be automatically applied depending on the
OAT, as noted in the section title.
4. Since the data is calculated only for one temperature, the flap
setting is displayed before the corresponding MRTW.
a. The flap setting is preceded with the “F” symbol.
Note: For a description of the levels of contamination, see the
front of the takeoff section.
C. Rules For Reading The Single Section
1. Data is valid for temperatures equal to or colder than the OAT
displayed in the section title.
2. Data in this section is only valid for calm or headwind
conditions.
3. Data for tailwind conditions must be obtained from Dispatch.
REV. 4, 15 FEB 2008 9-33

Section 9 Takeoff Report – Runway Notes
Volume 5
Section 9 Takeoff Report – Runway Notes
The Runways Notes section is included at the end of the Takeoff
Report and is included whenever a more detailed description is
required.
--------------------------- RUNWAY NOTES ----------------------------

RWY NOTES
07L CRANE AS PER LOCAL NOTAM
17 SHIPS USE WHEN SHIPS ARE WITHIN 1000F OF XTND CL FOR VMC OR
IF RPRTD BY ATC/ATIS FOR IMC
25R EARLY ALL ENG OPERATING TURN ABOVE 400 FT AFE OK
Section 10 ACARS TLR

A. General
1. An ACARS TLR contains two sections. The first section is
entitled ACARS Runways and contains information the pilot
needs to input the correct information into the ACARS Takeoff
Performance Page. The second section is entitled ACARS
Takeoff Performance Section which is provided primarily as a
planning/briefing tool.
B. ACARS Runways Section
1. The ACARS runways section provides a list of runways
available for takeoff data calculations. Listed with each
runway is its associated ACARS (and FMS) runway alias,
runway length, planned maximum takeoff weight, and runway
notes.
--------------------------- ACARS RUNWAYS ---------------------------

RWY ACARS LENGTH PMTOW NOTES
03 8249 7550
17 10000 7550 BACK TAXI REQUIRED FOR FULL LENGTH
TAKEOFF
17-S1000F 17/BCD 9000 7550 USE FOR NOTAM 10-123
21 8249 7020
35 10000 7550
35/A 9500 7550
2. In an ACARS runways section abbreviations:
REV. 4, 15 FEB 2008 9-34

Section 10 ACARS TLR
Volume 5
a. RWY - Runway
b. ACARS - ACARS runway alias. The runway alias may be
used for requesting data for the associated runway. The
runway alias must be used to retrieve uplinked takeoff data
within the FMS.
c. LENGTH - Runway length
d. PMTOW - Planned maximum takeoff weight based on
dispatcher planned conditions. The PMTOW is the lower
of the MRTW or MFPTW for the planned conditions.
e. NOTES - Runway notes
C. ACARS Takeoff Performance Section
1. The ACARS takeoff performance section is provided primarily
as a planning/briefing tool and secondarily as a backup for
inoperative ACARS situations. This section provides a
simplified method of determining if takeoff requirements are
satisfied for current operating conditions. It also provides for
quick determination of takeoff speeds, if reduced thrust is
possible, the associated maximum assumed temperature,
power settings, appropriate aircraft configuration, and
abbreviated engine failure procedure.
------------------- DRY RWY - PTOW - ENG A/I OFF --------------------

RWY MTOW MT CONFIG FLP V1 VR V2 EFP
03 7050 31 TO - RDCD - ECS ON 1 145 147 152 SPECIAL
17 7050 39 TO-2 - RDCD - ECS ON 1 152 155 158 LT H130
21 7050 36 TO-2 - RDCD - ESS ON 1 142 144 148 SPECIAL
35 7050 39 TO-2 - RDCD - ECS ON 1 151 153 156 DT H350
-------------- DRY RWY - PTOW PLUS 4000 - ENG A/I OFF ---------------
RWY MTOW MT CONFIG FLP V1 VR V2 EFP
03 7450 28 TO - RDCD - ECS ON 1 146 148 154 SPECIAL
17 7450 36 TO-2 - RDCD - ECS ON 1 152 156 159 LT H130
21 7450 32 TO-1 - RDCD - ECS ON 1 143 146 149 SPECIAL
35 7450 35 TO-2 - RDCD - ECS ON 1 152 154 157 DT H350
2. In an ACARS takeoff performance section, a line of takeoff

data consists of:
a. RWY - Runway
b. MTOW - Maximum takeoff weight
c. MT - Maximum temperature (actual or assumed) for which
takeoff is allowed for the specified MTOW, section condi-
REV. 4, 15 FEB 2008 9-35

Section 11 Enroute Performance Analysis
Volume 5
tions, and takeoff configuration.
d. CONFIG - Takeoff configuration
e. FLP - Takeoff flap setting for the MTOW
f. V1 VR V2 - Takeoff speeds
g. EFP - Abbreviated engine failure procedure
3. Dashes in place of an element indicate that takeoff is not
A. General
1. FAR 121.191 requires the airline to plan each flight with
consideration given to an engine failure enroute. Compliance
with this regulation is primarily a pre-flight/dispatching
function.
a. This regulation specifies two sets of requirements, of
which, the airline must comply with at least one on each
flight.
b. We will refer to these two sets of requirements as Method
1 and Method 2. Both methods measure performance
based on aircraft net flight path (or net altitude).
2. For a two engine airplane, net altitude is the altitude at which
the aircraft can maintain a 1.1% climb gradient based on its
current weight.
3. The airplane's actual altitude capability (service ceiling or 0%
climb gradient) is approximately 5,000 feet higher than the net
altitude capability.
4. The difference between the net and actual altitude is the
operating safety margin.
a. This operating safety margin accounts for factors such as
not being on the planned route of flight, ice accumulation
on unheated surfaces, the use of ice protection systems
when it was not planned, the unavailability of an APU when
it was planned, flying at other than optimum speeds, and
enroute temperatures greater than forecast.
5. AFM altitude capability is based on enroute climb speed or
driftdown speed.
REV. 4, 15 FEB 2008 9-36

Volume 5
B. Method 1
1. Method 1 requires the aircraft to take off at a weight that
ensures that if an engine failure occurs anywhere from V1 to
the destination, that the aircraft's net altitude capability will
clear all obstructions 5 SM either side of the intended route by
1,000 feet until reaching the destination.
2. The aircraft must also have a positive net gradient at 1,500
feet above the destination airport. Under optimum conditions,
these requirements provide actual aircraft altitude capability of
approximately 6,000 feet over the most critical obstruction and
6,500 feet above the destination field elevation when
operating at enroute climb speed and planned conditions.
Safety
Safety Margin
Margin
Actual
Actual Altitude
Altitude (0%
(0% Climb
Climb Gradient)
Gradient)
nntt ~~ 5000
5000 FT
FT
iiee
aadd
GGrr
bb
iimm ..11%%
Net
Net Altitude
Altitude (1.1%
(1.1% Climb
Climb Gradient
Gradient Available)
Available)
CCll -- 11
aall nntt 1000
1000 FT
FT
ttuu ddiiee
AAcc GGrraa ~~ 5000
5000 FT
FT
mmbb
CCllii
uuaall
AAcctt
1500
1500 FT
FT
Origin
Origin Destination
Destination
3. Method 1 analysis provides a Maximum Enroute Takeoff

Weight (M1METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
4. M1METW is the maximum allowable weight at which the
aircraft can take off and still comply with Method 1
requirements.
C. Method 2
1. Method 2 (driftdown) requires that if an engine failure occurs,
the aircraft be able to divert to at least one suitable airport from
normal cruise altitude and the aircraft's net driftdown altitude
will clear all obstructions 5 SM either side of the route of flight
by 2,000 feet until reaching the diversion airport.
2. The aircraft must also have a positive net gradient at 1,500
feet above the diversion airport.
REV. 4, 15 FEB 2008 9-37

Volume 5
3. Under optimum conditions, these requirements provide actual
aircraft altitude capability of approximately 7,000 feet over the
most critical obstruction and 6,500 feet above the destination
field elevation when operating at optimum driftdown speed
and planned conditions.
Point of Engine Failure
FL250 All Engine Cruise Altitude
1.
1%
Gr Safety Margin
ad Actu
i en al Pr
t ofil
e
2000 FT
Net
Pro ~ 5000 ft
fi le
1500 FT
Origin Diversion Destination

Airport
4. Method 2 analysis provides a Maximum Enroute Takeoff

Weight (M2METW) that is based on the forecast winds and
temperatures aloft, bleed configuration, and ice protection
configuration.
a. M2METW is the maximum allowable weight at which the
aircraft can take off and still comply with Method 2 require-
ments.
b. Additionally, Method 2 analysis provides a list of driftdown
suitable airports for one or more segments along the route
of flight.
5. Each segment is defined by start and end points referenced
from either the origin airport, the destination airport, or
navaids along the route of flight.
6. Method 2 analysis assumes that the aircraft diverts to the
suitable airport when it is abeam the airport along the planned
route and that the suitable airport is no more than 130 NM
from the abeam point.
a. It is also assumed that, if the aircraft arrives at the suitable
airport geographically before the driftdown maneuver is
completed, the aircraft will complete the driftdown
maneuver over the suitable airport in order to reduce
aircraft weight by fuel burn-off.
7. The driftdown maneuver is considered complete when the
aircraft reaches level-off altitude.
REV. 4, 15 FEB 2008 9-38

Volume 5
8. In accordance with regulations, Method 2 analysis begins at
cruise altitude.
a. Because an engine failure may occur before reaching
normal cruise altitude, the aircraft must be able to return to
land to the departure airport or divert to a suitable takeoff
alternate in the event of an engine failure before reaching
cruise altitude.
b. Therefore, if a takeoff alternate is required, the flight plan-
ning system determines an M1METW to ensure adequate
terrain clearance to the takeoff alternate.
c. The lesser of the METW for the filed route or the METW for
the takeoff alternate is then used by the flight planning
system for maximum takeoff weight determination.
D. Dispatch Airport Suitability
1. For dispatching purposes, a legal suitable airport is one that is
listed in the Method 2 analysis, meets alternate airport
weather minimums criteria, and has sufficient landing field
length.
a. NOTAMs must be checked as they may render an airport
unsuitable.
b. The destination weather does not have to meet alternate
weather minimums criteria to be listed as a Method 2
airport.
c. The dispatcher has the capability of excluding unsuitable
airports from Method 2 analysis.
1) As unsuitable airports are removed from the Method
2 analysis, the M2METW may begin to decrease in
order to use less favorable airports.
E. Inflight Airport Suitability
1. For inflight purposes, a legal suitable airport is one where a
safe landing can be made.
2. When determining airport suitability, consider the following:
a. Actual and forecast weather
b. Location of airport in reference to terrain
c. Available navaids and approaches
d. Approach minimums
e. Length of runway(s)
REV. 4, 15 FEB 2008 9-39

Volume 5
f. NOTAMs
g. Emergency equipment
h. Passenger handling facilities
3. At the beginning of descent, the nearest airport in point of time
is usually the destination airport, even if a suitable airport is
closer in distance, unless an emergency descent is required.
4. Inflight, if an engine failure occurs, FAR 121.565(a) requires
that “the pilot in command shall land the airplane at the
nearest suitable airport, in point of time, at which a safe
landing can be made.”
a. Therefore, if an engine failure occurs, the flight crew will
then determine the nearest suitable airport.
b. In some cases, the selected suitable airport may not
necessarily be any of those selected for dispatching
requirements.
F. MEL/CDL Penalties
1. When a MEL/CDL item associated with an inoperative or
missing component requires an enroute performance penalty,
the penalty is entered by the dispatcher into the flight planning
system for consideration.
2. The penalty is then noted in the remarks section of the
release.
G. Selection Of Method 1 Or Method 2
1. In automatic mode, the flight planning system chooses the
most favorable of either Method 1 or Method 2.
2. Generally, Method 2 provides the highest enroute takeoff
weight, but requires the most amount of dispatching oversight.
a. As a result, Method 1 is selected by default if it is not
limiting to the flight plan’s takeoff weight.
b. If Method 1 is limiting, then the greater of M1METW or
M2METW is selected.
3. Generally, M2METW is greater than M1METW, but in cases
where there are few driftdown airports available, M1METW
can be greater than M2METW.
REV. 4, 15 FEB 2008 9-40

Section 12 Enroute Engine Failure Procedures
Volume 5
A. General
1. Since the flight crew's responsibility is to proceed to the
nearest suitable airport when an engine failure occurs, the
crew may or may not use the enroute method specified on the
flight release. As a result, these enroute engine failure
procedures are designed to help the crew proceed safely to
the nearest suitable airport.
2. If terrain clearance is not a factor, these procedures may be
altered based on actual conditions in order to expedite a safe
landing. These procedures reference single engine service
ceiling.
3. Determining whether the aircraft is above or below the single
engine service ceiling at the time of engine failure can easily
be accomplished by observing whether or not the aircraft can
maintain it’s present altitude at enroute climb speed or
driftdown speed, as appropriate.
4. When determining terrain clearance altitudes, consider the
elevation of the terrain plus an operational safety margin.
5. This safety margin should account for such factors as ice
protection system requirements, ice accumulation on
unheated surfaces, temperature variations, and flight at other
than optimum speeds.
B. Procedures When Dispatched With Method 1 - Engine Failure

Below Single Engine Service Ceiling
1. Climb at enroute climb speed with maximum continuous
power.
2. Use ice protection equipment only when necessary.
3. Use APU (if available) for pressurization as soon as possible.
4. General rules:
a. If able, return to land at departure airport via the planned
route.
REV. 4, 15 FEB 2008 9-41

Volume 5
b. If unable to return to departure airport, determine the
nearest suitable diversion airport, checking engine inoper-
ative altitude capability against terrain clearance altitudes
and/or ATC provided minimum vectoring altitudes along
the route of flight. If unsure of terrain clearance, choose
either the takeoff alternate airport (if applicable) or the
destination airport for the diversion.
c. If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight to
the departure airport and then direct to the takeoff alter-
nate. If terrain clearance is not critical, a more direct route
may be flown.
d. If the selected diversion airport is the destination airport,
proceed via planned route to the destination airport. If
terrain clearance is not critical, a more direct route may be
flown.
5. If necessary, climb in a holding pattern to reach the initial MEA
or maximum aircraft altitude capability, whichever is lower.
a. Lower MEAs can be derived from low altitude airways that
underlie the planned route or ATC provided minimum
vectoring altitudes.
6. Continue climbing until reaching the highest MEA along the
route of flight, then accelerate in level flight to the desired
engine inoperative cruise speed.
C. Procedures When Dispatched With Method 1 - Engine Failure
At And Above Single Engine Service Ceiling
1. Set maximum continuous power.
2. If unable to hold altitude at engine inoperative cruise speed,
decelerate in level flight to driftdown speed.
3. If still unable to hold altitude, descend at driftdown speed.
REV. 4, 15 FEB 2008 9-42

Volume 5
6. General Rules:
a. Determine the nearest suitable diversion airport, checking
engine inoperative altitude capability against terrain clear-
ance altitudes and/or ATC provided minimum vectoring
altitudes along the route of flight. If unsure of terrain clear-
ance, choose the departure airport, the takeoff alternate
airport (if applicable), or the destination airport for the
diversion.
b. If the selected diversion airport is the departure airport,
proceed back along the planned route of flight to the depar-
ture airport. If terrain clearance is not critical, a more direct
route may be flown.
c. If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight to
the departure airport and then direct to the takeoff alter-
nate. If terrain clearance is not critical, a more direct route
may be flown.
d. If the selected diversion airport is the destination airport,
proceed via planned route to the destination airport. If
terrain clearance is not critical, a more direct route may be
flown.
7. After reaching level off altitude, as fuel is burned off, allow the
aircraft to accelerate to engine inoperative cruise speed or if
terrain clearance is not critical, descend to a lower altitude to
obtain engine inoperative cruise speed sooner.
a. If level-off altitude is not achieved before arriving at the
selected airport, complete the driftdown maneuver over
the selected airport if additional weight reduction is desired
to improve altitude capability.
D. Procedures When Dispatched With Method 2 - Engine Failure
Below Single Engine Service Ceiling
1. Climb at enroute climb speed with maximum continuous
power.
REV. 4, 15 FEB 2008 9-43

Volume 5
4. General Rules:
a. a. If able, return to land at departure airport via the planned
route.
b. b. If unable to return to departure airport, determine the
the route of flight. If unsure of terrain clearance, proceed
back along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
5. If necessary, climb in a holding pattern to reach the initial MEA
or maximum aircraft altitude capability, whichever is lower.
Lower MEAs can be derived from low altitude airways that
underlie the planned route or ATC provided minimum
vectoring altitudes.
6. Continue climbing until reaching the highest MEA along the
route of flight, then accelerate in level flight to the desired
engine inoperative cruise speed.
E. Procedures When Dispatched With Method 2 - Engine Failure
At And Above Single Engine Service Ceiling, But Below
Planned Cruise Altitude
6. General Rules
a. If able, return to land at departure airport via the planned
route.
b. If unable to return to departure airport, determine the
the route of flight. If unsure of terrain clearance, proceed
back along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
REV. 4, 15 FEB 2008 9-44

Volume 5
F. Procedures When Dispatched With Method 2 - Engine Failure
After Reaching Planned Cruise Altitude
6. Determine the nearest suitable diversion airport, checking
engine inoperative altitude capability against terrain clearance
altitudes and/or ATC provided minimum vectoring altitudes
along the route of flight.
a. If unsure of terrain clearance, divert to the driftdown airport
listed on the flight release for the appropriate route
segment by proceeding along the planned route of flight to
the abeam point of the driftdown airport and then direct to
the driftdown airport.
b. If the abeam point is behind the aircraft, reverse course
and proceed back along the planned route to the abeam
point and then direct to the driftdown airport.
c. If the driftdown airport is behind the origin airport, then the
abeam point is the origin airport.
d. If the driftdown airport is beyond the destination airport,
then the abeam point is the destination airport.
REV. 4, 15 FEB 2008 9-45

Section 13 Landing Performance
Volume 5
A. General
1. Landing data is provided in two formats.
2. The Landing Runway Analysis Report (Landing Report)
provides specific aircraft landing performance for the
destination airport.
3. Additional general landing tables are provided for situations
when the Landing Report is not available or, if available, does
not account for temporary conditions such as NOTAMs.
B. Runway Naming Conventions
1. Shortened Runways
Shortened runways are designated using the following code:
“26L-E2000F”
a. 26L Indicates the base runway
b. – Indicates that the runway has been shortened
c. E Indicates the end of the runway which has been short-
ened (possible values are N, NE, E, SE, S SW, W, NW)
d. 2000 Indicates the shortened distance
e. F Indicates the units for the shortened distance where “F”
= feet. The shortened distance unit shown will correspond
to that given by the applicable shortened runway NOTAM.
2. Land And Hold Short Operations (LAHSO) Runways
a. LAHSO Runways are designated by using “/” between the
landing runway designation and the hold short runway
intersection or nearest aligned runway designation. The
following naming conventions represent LAHSO runway
designations.
1) 09R/S Landing runway 09R hold short intersection S.
2) 14R/09R Landing runway 14R hold short runway
09R(27L).
REV. 4, 15 FEB 2008 9-46

Volume 5
3. Arresting Gear Cable Runways
Runways equipped with an arresting gear cable(s) are designated
by using “CBL”. The following naming conventions represent
cable runway designations.
a. 22L-NECBL Runway 22L with cable on Northeast (brake
release) end of runway deployed. Effective runway length
is the distance from the cable to the roll-out end of the
runway.
b. 22L-SWCBL Runway 22L with cable on Southwest (lift-off)
end of runway deployed. Effective runway length is the
distance from the approach end of the runway to the cable.
c. 22L-CBL-CBL Runway 22L with cable on Northeast
(approach) and Southwest (roll-out) ends of the runway
deployed. Effective runway length is the distance between
cables.
d. 22L-1000-CBL Runway 22L with 1000 NOTAM on North-
east (approach) end of runway and cable on roll-out end of
the runway deployed. Effective runway length is the
distance from 22L minus 1000 to the cable.
e. 22L-CBL-1000 Runway 22L with cable on Northeast
(approach) end of runway deployed and 1000 NOTAM on
roll-out end of the runway. Effective runway length is the
distance from the cable to the roll-out end of the runway
minus 1000 due to NOTAM.
C. Landing Report Layout
The Landing Report is an extension of the Takeoff Report. As
such, this section describes the differences between the Takeoff
Report and the Landing Report. Refer to the Takeoff Report Lay-
out section for supplemental documentation.
/// LANDING DATA ///
APT PRWY POAT PWIND PQNH PMRLW FLP PLDW

PHX 07L CRANE 20.0 000/00 29.92 8598 5 6100
RMKS NONE
-------- ---- ------ ----- ------- --- ----- --- --------------------

RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION
REV. 4, 15 FEB 2008 9-47

Volume 5
1. PMRLW – Planned maximum runway landing weight.
2. PLDW – Planned landing weight.
a. There are two types of data sections that may appear on a
Landing Report.
b. The Normal section type provides reference maximum
landing weights and power settings based on outside air
temperature.
c. The Distance section type provides landing distance infor-
mation based on aircraft weight.
--------------- DRY RWY - A/I OFF - NO ICE ACCRETION ----------------

FLAP 5 / FLAP FULL
07L CRANE 07R CRANE 08 CRANE 25L
OAT 10300 FT 7800 FT 10590 FT 7800 FT
26 8598F/8346C 8598F/8346C 8598F/8346C 8598F/8346C
24 8598F/8354C 8598F/8354C 8598F/8354C 8598F/8354C
22 8598F/8422C 8598F/8422C 8598F/8422C 8598F/8422C
/ 20 8598F/8433C 8598F/8433C 8598F/8433C 8598F/8433C
18 8598F/8441C 8598F/8441C 8598F/8441C 8598F/8441C
16 8598F/8448C 8598F/8448C 8598F/8448C 8598F/8448C
14 8598F/8456C 8598F/8456C 8598F/8456C 8598F/8456C
HW/10KT 0/ 0 0/ 0 0/ 0 0/ 0
TW/10KT 0/ 0 0/ 0 0/ 0 0/ 0
3. Landing Data Section

a. A landing data section is identified by the title line, which
describes the base conditions and airplane configuration
for which the data was calculated.
b. The conditions and configuration listed override any listed
in the RMKS section.
c. The next few lines of data indicate the runway, runway
length, and flap setting.
Note: See Runway Naming Conventions section earlier in the
Performance Handbook for a description of runway
naming details.
d. In the Normal section, a line of landing data consists of
temperature, MRLW (maximum runway landing weight),
and limit code. Dashes in place of an MRLW or MRLW
adjustment indicate that landing data is not available for
the specified condition.
e. The “/” symbol is used to indicate a POAT within the
temperature scale.
REV. 4, 15 FEB 2008 9-48

Volume 5
f. Limit codes are as follows:
1) A – Maximum AFM Chart Weight
2) B – Brakes
3) C – Climb
4) F – Field
5) T – Tires
g. Following the base landing data is adjustments data.
1) Adjustments are used to modify base landing data for
non-standard configurations or conditions.
2) Adjustment data may contain adjustment values for
MRLW, as required.
3) Wind adjustments are in terms of weight per 10 knots
of wind. Adjustments are cumulative.
4) Adjustment abbreviations:
TW – Tailwind
HW – Headwind
EAI – Engine Anti-ice
EWAI – Engine & Wing Anti-ice
ICING – Enroute Icing
---------------------
--------------------- FACTORED
FACTORED LANDING
LANDING DISTANCE
DISTANCE ---------------------
---------------------
FLAP
FLAP 55 FLAP
FLAP FULL
FULL
LDW
LDW DRY
DRY WETLVIS
WETLVIS DRY
DRY WET-LVIS
WET-LVIS
6200
6200 3699
3699 4254
4254 3544
3544 4075
4075
6150
6150 3677
3677 4229
4229 3543
3543 4074
4074
// 6100
6100 3655
3655 4204
4204 3523
3523 4051
4051
6050
6050 3652
3652 4200
4200 3503
3503 4029
4029
6000 3632
6000 3632 4177
4177 3484
3484 4006
4006
HW/KT
HW/KT -21
-21 -24
-24 -20
-20 -23
-23
TW/KT
TW/KT 68
68 78
78 66
66 76
76
ICING
ICING 312
312 358
358 00 00
-------------------
------------------- DEMONSTRATED
DEMONSTRATED LANDING
LANDING DISTANCE
DISTANCE -------------------
-------------------
FLAP
FLAP 55 FLAP
FLAP FULL
FULL
LDW
LDW DRY
DRY WET
WET DRY
DRY WET
WET
6200
6200 2220
2220 2553
2553 2126
2126 2445
2445
6150
6150 2206
2206 2537
2537 2126
2126 2444
2444
// 6100
6100 2193
2193 2522
2522 2114
2114 2431
2431
6050
6050 2191
2191 2520
2520 2102
2102 2417
2417
6000
6000 2179
2179 2506
2506 2090
2090 2404
2404
HW/KT
HW/KT -12
-12 -14
-14 -12
-12 -14
-14
TW/KT
TW/KT 41
41 47
47 40
40 45
45
ICING
ICING 187
187 215
215 00 00
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Volume 5
D. Distance Section
1. The Distance section display is used for presenting landing
distances based on aircraft weight.
2. The data presented is for a range of landing weights (LDW)
above and below the planned landing weight (PLDW).
3. Dashes in place of a distance or distance adjustment indicate
that landing data is not available for the specified condition.
4. The “/” symbol is used to indicate a PLDW within the weight
scale.
5. Landing distance data is based on crossing the beginning of
the available landing distance at 50’ at Vref with the flaps in
the specified landing configuration.
6. Distance data includes both the air and ground distances from
a height of 50 feet.
7. Below the weight scale are adjustments for factors that affect
landing distance.
8. Wind adjustments are in terms of distance per knot of wind.
9. Adjustments are cumulative.
REV. 4, 15 FEB 2008 9-50

Section 14 Complex Special Procedures
Volume 5
Section 14 Complex Special Procedures
The following is an example of a Complex Special Procedure
using Reno (RNO) Takeoff for Runway 16L. All published Com-
plex Special Procedures for each airport are contained in the Gen-
eral Operations Manual (GOM), Chapter 1a.
Takeoff - Runway 16L

AIRCRAFT MINIMUMS MAX CROSWIND OTHER
ALL 30 KNOTS RIGHT
All Engines Operating Takeoff Considerations:
1) Reaching 7400’, accelerate and retract flaps.
2) Maintain at least 1000 fpm or greater during acceleration and flap retraction.
Engine Failure During Takeoff:
Prior to D3.0 IRNO:
1) Climb at V2 on 175° heading to intercept the IRNO LOC SOUTH CRS (heading 170° if IRNO
LOC is out of service).
2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10.
3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25° bank
turn to heading 325°.
4) Established on 325° heading and above 5400’, accelerate, retract flaps, reduce to MCT/MCP
and continue climb.
5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence
climbing RIGHT turn to heading 007°.
6) Reaching 8000’, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG
VOR out of service) and hold.
After D3.0 IRNO:
1) Continue climbing on IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service).
2) Reaching 8500’, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG
Other Considerations:
Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of
darkness.
Takeoff - Runway 16R

AIRCRAFT MINIMUMS MAX CROSSWIND OTHER
ALL 30 KNOTS RIGHT
All Engines Operating Takeoff Considerations:
1) Maintain at least 1000 fpm or greater during acceleration and flap retraction.
Engine Failure During Takeoff:
Prior to D3.0 IRNO:
1) Climb at V2 via IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service).
2) At D1.9 IRNO (crossing FMG R-210 if IRNO DME OTS), accelerate in level flight to V2+10.
3) At D3.0 IRNO (crossing FMG R-205 if IRNO DME OTS), commence climbing LEFT 25° bank
turn to heading 325°.
4) Established on 325° heading and above 5400’, accelerate, retract flaps, reduce to MCT/MCP
and continue climb.
5) Abeam NO LMM or NO NDB (D2.5 IRNO if NO LMM/NDB is out of service), commence
climbing RIGHT turn to heading 007°.
6) Reaching 8000’, commence climbing RIGHT turn direct to FMG (NO LMM or NO NDB if FMG
After D3.0 IRNO:
1) Continue climbing on IRNO LOC SOUTH CRS (heading 170° if IRNO LOC is out of service).
2) Reaching 8500’, commence climbing LEFT turn direct to FMG (NO LMM or NO NDB if FMG
VOR out of service) and hold
Other Considerations:
Reduced power takeoffs PROHIBITED when weather is less than 2000-3 and/or during hours of
darkness.
REV. 4, 15 FEB 2008 9-51

Section 15 Crosswind Performance
Volume 5
A. Demonstrated Crosswind
1. The maximum demonstrated crosswind component for
takeoff and landing is 38 kts measured at tower height of 10
m (32.8 ft.).
2. The demonstration was made with both engines operating on
a dry runway and using VREF plus half the maximum gust
intensity. This value is not considered to be limiting.
3. Maximum Recommended Crosswind
- Dry runway..........................................38 kts
- Wet runway.........................................31 kts
- Runway with compacted snow ...........20 kts
- Runway with standing water/slush......18 kts
- Runway with wet ice (no melting) .......12 kts
B. Wind Component Chart
1. The wind correction grid is factored according to the
regulations, and represents the headwind or tailwind
components measured at 32.8 feet.
2. Corrections to wind velocity and direction into headwind,
tailwind, and crosswind is given in the Wind Component
Chart.
3. Chart Use
Enter the chart with the reported wind velocity and the relative
angle to the runway, to read the wind component parallel to
the runway and the crosswind.
4. Example
a. Given:
1) Wind Velocity ............................................ 20 knots
2) Wind Direction....................................... 60 degrees
b. Determine:
1) Wind component parallel to the runway .... 10 knots
2) Crosswind .............................................. 17.5 knots
REV. 4, 15 FEB 2008 9-52

Volume 5
C. Wind Component Chart
REV. 4, 15 FEB 2008 9-53

Volume 5
D. Temperature Conversion Chart
TEMPERATURE CONVERSION
°C
°C °F
°F °C
°C °F
°F °C
°C °F
°F
-40
-40 -40
-40 -8
-8 18
18 24
24 75
75
-39
-39 -38
-38 -7
-7 19
19 25
25 77
77
-38
-38 -36
-36 -6
-6 21
21 26
26 79
79
-37
-37 -35
-35 -5
-5 23
23 27
27 81
81
-36
-36 -33
-33 -4
-4 25
25 28
28 82
82
-35
-35 -31
-31 -3
-3 27
27 29
29 84
84
-34
-34 -29
-29 -2
-2 28
28 30
30 86
86
-33
-33 -27
-27 -1
-1 30
30 31
31 88
88
-32
-32 -26
-26 00 32
32 32
32 90
90
-31
-31 -24
-24 11 34
34 33
33 91
91
-30
-30 -22
-22 22 36
36 34
34 93
93
-29
-29 -20
-20 33 37
37 35
35 95
95
-28
-28 -18
-18 44 39
39 36
36 97
97
-27
-27 -17
-17 55 41
41 37
37 99
99
-26
-26 -15
-15 66 43
43 38
38 100
100
-25
-25 -13
-13 77 45
45 39
39 102
102
-24
-24 -11
-11 88 46
46 40
40 104
104
-23
-23 -9
-9 99 48
48 41
41 106
106
-22
-22 -8
-8 10
10 50
50 42
42 108
108
-21
-21 -6
-6 11
11 52
52 43
43 109
109
-20
-20 -4
-4 12
12 54
54 44
44 111
111
-19
-19 -2
-2 13
13 55
55 45
45 113
113
-18
-18 00 14
14 57
57 46
46 115
115
-17
-17 11 15
15 59
59 47
47 117
117
-16
-16 33 16
16 61
61 48
48 118
118
-15
-15 55 17
17 63
63 49
49 120
120
-14
-14 77 18
18 64
64 50
50 122
122
-13
-13 99 19
19 66
66 51
51 124
124
-12
-12 10
10 20
20 68
68 52
52 126
126
-11
-11 12
12 21
21 70
70 53
53 127
127
-10
-10 14
14 22
22 72
72 54
54 129
129
-9
-9 16
16 23
23 73
73 55
55 131
131
REV. 4, 15 FEB 2008 9-54

Volume 5
E. Unfactored Landing Distance & Required Landing Distance
Unfactored Landing Distance is the actual distance to land the
airplane on a zero slope, ISA temperature, dry runway, from a
point 50 ft. above runway threshold at VREF, using only the brakes
and spoilers as deceleration devices (i.e., no engine reverse thrust
is used).
The Required Landing Distance for dispatch is the unfactored
landing distance increased by 66.7% for dry runway, or 91.7% for
wet runway.
For obtaining the DRY runway factored distance, multiply unfac-
tored landing distance by 1.667.
For obtaining the WET runway factored distance, multiply unfac-
tored landing distance by 1.917.
REV. 4, 15 FEB 2008 9-55

Volume 5
1. ERJ-170 Unfactored Landing Distance, FLAPS 5

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 4, 15 FEB 2008 9-56

Volume 5
2. ERJ-170 Unfactored Landing Distance, FLAPS FULL
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 4, 15 FEB 2008 9-57

Section 16 AeroData ACARS Performance System
Volume 5
A. System Description
ACARS is a data link system that allows character-oriented
messages to be exchanged between ground stations and the
aircraft. Messages are divided into two groups:
- Addressed to or by crewmembers: data link requests or free
text reports;
- Automatically sent: reports of flight data, performance data
and routine events.
Communication to ground stations are made through VDR 3
channel (Com 3). The MCDU provides the interface with ACARS
applications to crewmembers.
Note: VDR 3 is normally in Data Mode for proper ACARS
operation. In the event of an emergency when Com
1 and Com 2 have failed, VDR 3 may be switched to
Voice Mode for communications.
B. ACARS Applications
1. Air Traffic Service Applications
- ATIS (Air Traffic Information Service) Reports application
enables the flight crew to send a downlink message
requesting an uplink report that may be a specific airport
information or an en route information.
- Departure Clearance Application is used to request a
departure clearance through character-oriented messages
instead of voice communication.
- Expected Taxi Clearance is used to request a taxi
clearance through character-oriented messages instead of
voice communication. (Not currently enabled for Shuttle
America aircraft)
- Pushback Clearance is used to request a pushback
clearance through character-oriented messages instead of
voice communication. (Not currently enabled for Shuttle
America aircraft)
- TWIP (Terminal Weather Information for Pilots) provides
meteorological information to the flight crew. (Not currently
enabled for Shuttle America aircraft)
REV. 4, 15 FEB 2008 9-58

Volume 5
2. Airline Operational Communications Application
(AOC)
Shuttle America has customized AOC applications supported
by the CMF (Communications Management Function).
Examples of the AOC applications that Shuttle America will
use are:
• Flight Initialization
• Free Text
• Out, Off, On and In Events (OOOI events) are automatic
reports sent to the airline operations control. Both reports
and trigger events are configured as follows:
• Out Events - Doors closed, brakes released.
• Off Events - Takeoff
• On Events - Landing
• In Events - Brakes set, doors open
3. ACARS Navigation Windows
INITIALIZE SEP DELAY FREE TEXT
ATS MENU MAIN MENU LSK 1L LSK 2L LSK 3L
LSK 6R
WX REQUEST NEW MSGS FREE TEXT

LSK 4L LSK 1R LSK 3L
SYS MENU PRE FLT

LSK 6L LSK 1L
ENTR DELAY WX REQUEST DIVERSION
LSK 1L LSK 4L LSK 3R
IN FLT
LSK 2L ARR DELAY ETA NEW MSGS
LSK 2L LSK 2R LSK 1R
POST FLT FLT TIMES ARR DELAY FREE TEXT

LSK 3L LSK 1L LSK 2L LSK 3L
FREE TEXT POST FLT NEW MSGS

LSK 4L RPT
LSK 4L LSK 1R
FLT TIMES
LSK 5L
NEW MSGS
LSK 1R
MSGS SENT
LSK 2R
MSGS RCVD
LSK 3R
EM170AOM140480A.DGN
VOX
CONTACT
LSK 4R
STATUS SENSORS ASCB DATA NEW MSGS

LSK 5R LSK 1L LSK 2L LSK 1R
ACARS NAVIGATION WINDOWS
REV. 4, 15 FEB 2008 9-59

Volume 5
C. ACARS MAIN MENU
Pushing the DLK button on the MCDU brings up the following
CMF MAIN MENU page. Further access to other pages is pro-
vided through the line select keys on each side of the MCDU.
1. ACARS Main Menu
Each selection is outlined as follows:

• 1L - Pre Flight: enters the pre flight initialization page
• 2L - In Flight: enters the in flight menu
• 3L - Post Flight: enters the post flight menu
• 4L - Free Text: access free text screen
• 5L - Flight Times: access flight times screen
• 6L - System Menu: returns to the Main Menu
• 1R - New Messages: enters messages page
• 2R - Messages Sent: access messages sent log
• 3R - Messages Received: access messages received log
• 4R - Runway Performance/ Weight & Balance: enters the
AeroData menu for aircraft performance.
• 5R - Status: Not active
• 6R - Air Traffic Services: enters ATS menu
Note: In terms of color coding, white indicates a menu
selection item, amber indicates a mandatory entry for an
input screen, cyan indicates an optional entry for an
input screen, and green indicates information provided
by AeroData on an output screen.
REV. 4, 15 FEB 2008 9-60

Volume 5
2. ACARS Pre-Flight Menu
a. From the ACARS Main Menu, select LSK 1L to access the
ACARS Pre-Flight Menu.

• 1L - Initialize: enters the pre flight initialization page
• 2L - Departure Delay: enters the departure delay screen
• 3L - Free Text: access free text screen
• 4L - Weather Request: access weather request menu
• 5L - Takeoff Conditions: access takeoff conditions screen
• 6L - Main Menu: returns to the Main Menu
• 2R - Blank
• 3R - Blank
• 4R - Blank
• 5R - Runway Performance/ Weight & Balance: enters the
AeroData menu for aircraft performance.
• 6R - Air Traffic Services: enters ATS menu
REV. 4, 15 FEB 2008 9-61

Volume 5
3. ACARS Initialization
Prior to each flight, the crew will intitalize the ACARS.
From the Main Menu, press line select key (LSK) 1L to access
the Pre-flight screen. The following screen will appear:
On the Initialization page, the following data must be entered.

• 1L - Flight Number: enter flight number
• 1R - Date: enter the day of the month.
• 2L - Departure Station: enter/confirm departure airport
(ICAO standard: ie. KIND or KMCO)
• 2R - Destination Station: enter/confirm arrival airport (ICAO
standard: ie. KIND or KMCO)
• 3L - Fuel Quantity: enter/confirm fuel quantity on aircraft
• 3R - Boarded Fuel: Not Applicable (No entry made)
• 4L - Captain ID: Not Applicable (No entry made)
• 4R - Crew 3 ID: Not Applicable (No entry made)
• 5L - First Officer ID: Not Applicable (No entry made)
• 5R - Crew 4 ID: Not Applicable (No entry made)
• 6L - Return: will go back to previous screen.
• 6R -Auto Initialization: Sends a downlink request to the host
server to provide information for initialization. The asterisk
indicates that the datalink capability is available for the pilot
to use.
Note: Auto Inintialization function will not be used as it is not
linked to a host server.
After entering all required data, simply push the RETURN key (6L)
to return to the main menu.
REV. 4, 15 FEB 2008 9-62

Volume 5
4. Free Text Functionality
Free text functionality allows the crew to send operational
messages to dispatch. From the main menu, press line select
key (LSK) 4L to access the Free Text screen. The following
screen will appear:
On the free text page, data may be entered as follows:

• 1L - A maximum of 24 characters may be entered.
• 6L - Return: will go back to previous screen.
• 5R - Print: will print the entire free text message if a
printer is installed.
• 6R - Data Link Report: Sends the entire free text
message.
Note: If more than four lines of information are needed,
select "NEXT" on the MCDU to obtain another free
text screen with additional space lines for data entry.
REV. 4, 15 FEB 2008 9-63

Volume 5
5. Uplink Messages
Dispatch has the capability of sending operational information
to the cockpit crew via uplinked messages to the cockpit. The
crew will be made aware that a message has been received
by a flashing amber MSG on the lower right section of the PFD
and "DISPLAY MSG RCVD" on the MCDU Scratchpad. The
crew may then read the message by:
1) Selecting DLK on the MCDU
2) Selecting NEW MSGS (1R) on the main menu.
The message will be displayed as the following:
l f i l li k h i i b
No response to dispatch is required unless requested in the mes-

sage. Once the message is read it can be viewed at a later time
by selecting MSGS RCVD (LSK 3R) on the main menu. If the
crew is requested to respond, simply select free text from the main
menu and respond as necessary. If the crew wants to review a
message that they have sent to dispatch, select MSGS SENT
(LSK 2R) on the main menu.
REV. 4, 15 FEB 2008 9-64

Volume 5
D. AIR TRAFFIC SERVICES (ATS) MENU
1. ATS Main Menu
Air Traffic Services Menu allows the flight crew to request
several different reports including:
a. Digital ATIS (2L)
b. Departure Clearance (3L) (also known as PDC for Pre-
Departure Clearance).
c. TWIP Request, Pushback Request and Taxi Request are
not active.
.

• 1L - Text Weather Request: not active
• 2L - ATIS Request: access digital ATIS request screen
• 3L - Departure Clearance: access departure clearance
(DCL) request screen
• 4L - Blank
• 5L - Pushback Request: not active
• 6L - Main Menu: returns to the Main Menu
• 2R - ATS Log: access Air Traffic Services log
• 3R - Blank
• 4R - Blank
• 5R - Taxi Request: not active.
• 6R - SYS Menu: enters System Menu
REV. 4, 15 FEB 2008 9-65

Volume 5
2. D-ATIS Request
The flight crew has the capability of requesting digital ATIS for
a specific airport.
a. Select ATIS REQUEST from the ATS Menu
b. Type in the 4 letter code for the airport (1L)
c. Select arrival or departure information
d. Digital ATIS will be displayed on the MSG RCVD screen.
e. The Auto Update feature is not active.
.

• 1L - Airport: enter 4 letter identifier for the airport
• 2L - Arrival: selects the arrival ATIS for the airport
• 3L - Auto Update: not active
• 4L - Auto Enroute: not active
• 5L - Terminate Auto: not active
• 6L - Return: returns to previous screen
• 1R - Depart: selects the departure ATIS for the airport
• 2R - Blank
• 3R - Blank
• 4R - Blank
• 5R - Blank
• 6R - Data Link Request: Sends the ATIS Request via SITA
Note: Only one pilot at a time should request ATIS. If both
pilots request ATIS simultaneously on their respective
MCDUs, the ACARS System will lock up and can only be
re-set on the ground with a power down/power up.
REV. 4, 15 FEB 2008 9-66

Volume 5
3. Departure Clearance (DCL) Request
The flight crew has the capability of requesting Departure
Clearance (also known as PDC for Pre-Departure Clearance).
a. Select DCL REQUEST from the ATS Menu
b. The departure clearance will be sent to the aircraft along
with a numerical code. The numerical code must be
included in the first radio call to Ground (or Metering as
appropriate) when calling for initial taxi clearance.

• 1L - Flight ID: enter the flight number
• 2L - ATIS: enter the letter identifier for the departure ATIS
• 3L - Blank
• 4L - Remarks: enter any remarks max of 24 characters
• 5L - Remarks: enter any remarks max of 24 characters
• 6L - ATS Menu: returns to the ATS menu
• 1R - Departure airport: enter the departure airport
• 2R - Gate: enter the gate assignment for the aircraft
• 3R - Destination airport: enter the destination airport
• 4R - Blank
• 5R - Blank
• 6R - Data Link Request: Sends the ATIS Request via SITA
REV. 4, 15 FEB 2008 9-67

Volume 5
E. AERODATA ACARS SCREENS
1. ACARS Pre-Flight Menu
a. From the ACARS Pre-Flight Menu, select LSK 5L to
access the Runway Performance / Weight and Balance
menu.
b. Prior to entering the Runway Performance / Weight and

Balance menu, the pilot needs to accomplish the following
items first:
1) Initialize the position of the aircraft in the FMS system
2) Accomplish the ACARS Pre-flight Initialization
including flight number and date. The flight ID is
entered either via the RTE button or via the XPDR
code button on the Radio Page 1.
3) Enter a route of flight into the active flight plan portion
and close out the flight plan so that the AeroData
system will know the departure airport and the arrival
airport.
REV. 4, 15 FEB 2008 9-68

Volume 5
2. ACARS Runway Performance / W&B Menu
a. From the ACARS Pre-Flight Menu, select LSK 5L to
access the Runway Performance / Weight and Balance
menu.

• 1L - Takeoff Conditions: enter takeoff conditions screen
• 2L - W&B Loadsheet: enter weight and balance loadsheet
screen
• 3L - Takeoff Runway Data: access takeoff runway data
screen
• 4L - Blank
• 5L - Blank
• 6L - ACARS Menu: returns to the ACARS main menu
• 1R - Landing Conditions: enter landing conditions screen
• 2R - Blank
• 3R - Landing Runway Data: access landing runway data
screen
• 4R - Blank
• 5R - Blank
• 6R - Reseved for future use
REV. 4, 15 FEB 2008 9-69

Volume 5
3. ACARS Takeoff Conditions Window Page 1/2
a. LSK 1L - First Runway Selection

1) Pilot enters runway using the nomenclature from the
runway column header on the TLR
2) The departure airport will be shown above the entry
line from the Initialization page of the ACARS.
3) Examples:
a) Runway 23L in Indianapolis would be entered as
“23L”.
b) A takeoff from intersection T10 on Runway 32L in
Chicago would be entered as “32L/T10”.
b. LSK 2L - Second Runway Selection
c. LSK 3L - Third Runway Selection
d. LSK 4L - Surface Condition
1) Default condition is a dry surface.
2) Pilot may toggle between the following surface condi-
tions:
a) Dry
b) Wet
c) Compacted Snow
d) Wet Ice
3) Pilot may toggle between the following contamina-
tions types:
a) Standing Water
REV. 4, 15 FEB 2008 9-70

Volume 5
b) Slush
c) Dry Snow
d) Wet Snow
i) The 4 contaminations that require a depth
selection, the pilot may toggle between Levels
1, 2, and 3 and the depth requirements for each
level are stated on the screen.
e. LSK 5L - Blank
f. LSK 6L - Return to Performance Menu
g. LSK 1R - Wind
1) If taking off with a headwind enter the direction and
velocity of the steady state wind from ATIS or Tower.
2) If taking off with a tailwind enter the direction and
velocity of the wind from ATIS or Tower including the
gust factor (the highest number in terms of velocity).
h. LSK 2R - OAT and QNH
1) Enter the OAT and QNH from the ATIS or Tower,
whichever is the most current (e.g. 10 / 30.02).
i. LSK 3R - Planned Takeoff Weight
1) Enter a planned takeoff weight prior to receiving the
loadsheet for pre-flight planning purposes (e.g. 76.4
for 76,400 pounds).
2) The planned takeoff weight will be erased any time
the pilot sends the request to AeroData. Therefore,
on any subsequent request, the data from the load-
sheet will be used instead of the PTOW.
j. LSK 4R - Shortcut to the Weight and Balance Loadsheet
k. LSK 5R - Shortcut to the Takeoff Data window.
l. LSK 6R - Send button
1) Used to send the takeoff request to the AeroData
System.
2) To re-arm the send button, the pilot must exit the
ACARS Takeoff Condition Menu and then re-select
the ACARS Takeoff Condition Menu.
a) Use this procedure anytime the pilot wants to
change the conditions for takeoff and re-send the
request (i.e. new runway assignment, new altim-
eter setting, etc.)
REV. 4, 15 FEB 2008 9-71

Volume 5
4. ACARS Takeoff Conditions Window Page 2/2
a. LSK 1L - Flap
1) OPT (default) - computer selects the Optimum Flap
setting for the takeoff conditions entered by the pilot
(the flap setting that will allow a takeoff with the
highest MRTW).
2) 1 - Selects Flaps 1 takeoff data
b. LSK 2L - Anti-Ice
1) OFF - Default Setting
2) ALL - Should be selected when the anti-ice system is
selected to ALL for takeoff.
c. LSK 3L - Thrust
1) NORMAL - Default Setting - This will be used for a
FLEX Takeoff
2) MAX - Should be selected when a FLEX takeoff is not
going to be used.
REV. 4, 15 FEB 2008 9-72

Volume 5
5. ACARS Loadsheet
a. LSK 1L - AD / CH A - Number of adults and children in

Section A
b. LSK 2L - AD / CH B - Number of adults and children in
Section B
c. LSK 3L - AD / CH C - Number of adults and children in
Section C
Note: TTL PAX will display the total number of passengers
based upon the input into the 1L, 2L, and 3L fields.
d. LSK 4L - BAG / WT FWD - Number of bags and/or actual
weight of freight in the forward cargo compartment.
1) For heavy bags, simply double the number of heavy
bags and add them to the number of standard bags
a) For example, with 10 standard bags and 10 heavy
bags, you would double the 10 heavy bags to 20
and add the number 20 to the 10 standard bags for
a total bag count of 30 bags. The number 30
would be entered under the bag count.
2) For bags that weigh more than 100 pounds, the actual
weight would be entered into the WT field
3) For freight, COMAT, or any other item that has an
actual weight associated with it, the total weight of all
those items would be entered into the WT field.
REV. 4, 15 FEB 2008 9-73

Volume 5
e. LSK 5L - BAG / WT AFT - Number of bags and/or actual
weight of freight in the aft cargo compartment.
a) Use the same procedures as for the forward cargo
compartment.
f. LSK 6L - Return to Perf W&B Menu
g. LSK 1R - F/A and ACM
1) Default for F/A is 2.
a) Enter 0 for no flight attendant
b) Enter 2 for two flight attendants
c) Enter 3 for one flight attendant in the forward
jumpseat only
d) Enter 4 for one flight attendant in the aft jumpseat
only
2) Default for ACM is 0. Enter 1 for an ACM.
h. LSK 2R - Closet - Default is 65 pounds for weight and CG
purposes.
i. LSK 3R - Takeoff Fuel
1) Enter the takeoff fuel
a) The pilot may use the planned takeoff fuel from the
flight release.
b) The pilot may use an updated number given the
actual fuel load on board the aircraft. Use the
updated if it is reasonable to assume that the
updated number will be more accurate than the
flight plan number.
j. LSK 4R - Ballast Fuel
1) Enter the ballast fuel provided by AeroData in the
remarks section.
a) The pilot should use ballast fuel to ensure the
ZFW CG is within proper limits.
b) Ballast fuel is used only as ballast and cannot be
used to count towards the minimum fuel require-
ments for takeoff (14 CFR 121.639)
c) The pilot must plan to land the aircraft so that any
ballast fuel is still onboard the aircraft when
landing.
k. LSK 5R - Shortcut to the Takeoff Data screen.
l. LSK 6R - Send button
System.
REV. 4, 15 FEB 2008 9-74

Volume 5
6. ACARS Pax Detail
a. This page is normally used for Charter Operations when

actual weights of the passenger and baggage is required.
1) Extra - Enter in any extra weight in this section of the
aircraft
a) May be used in conjunction with the load sheet
passenger count and this weight will be added to
the passenger count in the loadsheet screen.
2) Total - Total passenger weight in this section of the
aircraft.
3) The pilot can use either Extra or Total, but cannot use
both.
REV. 4, 15 FEB 2008 9-75

Volume 5
7. ACARS Takeoff Runway Data Page 1/5
a. Flt No - Flight Number from request

b. Rls No - Release Number
c. Time - Time information was calculated
d. Wind - Wind from request
e. OAT - OAT from request
f. QNH - Altimeter setting from request
g. Sec A - Number of Pax in Section A
h. Sec B - Number of Pax in Section B
i. Sec C - Number of Pax in Section C
j. F BAG/WT - Number of bags (or actual weight) in the
forward cargo compartment
k. A BAG/WT - Number of bags (or actual weight) in the aft
cargo compartment
l. TTL PAX - Total number of passengers
m. GTOW / CG - Gross takeoff weight and Center of Gravity
in percent of MAC as calculated by the system.
n. FUEL - takeoff fuel from request
o. ZFW / CG - Zero Fuel Weight and Center of Gravity in
percent of MAC as calculated by the system.
REV. 4, 15 FEB 2008 9-76

Volume 5
a. REMARKS - Includes the following information:

1) Non-standard airplane configuration and runway
condition listing.
2) Simple Special engine failure departure procedures
3) Calculation of ballast fuel to bring the ZFW CG within
limits
a) The system will calculate required ballast fuel
which the pilot will then enter into the Takeoff
Conditions page and re-send the request.
b) Typically, the required ballast fuel is less than 500
pounds of fuel.
c) The pilot must declare emergency fuel anytime the
aircraft is flying an approach at the destination
airport and the aircraft will land with total fuel on
board that is less than ballast fuel.
4) No Takeoff Data Avail
a) This means the system could not find your flight
release in the system and the calculation is
erroring out.
b) Whenever you see this message, you should re-
check your flight number, date, and your inputs in
the Takeoff Conditions Screen
c) Contact Dispatch to ensure that the flight release
is in the system.
REV. 4, 15 FEB 2008 9-77

Volume 5
a. Top Section is information provided by the system to the

Pilot concerning their first runway request.
Note: Pages 3/5, 4/5, and 5/5 are identical and contain
information from first, second, and third runway request
from the Pilot.
b. Flex - Flex temperature to be entered by the pilot into the
TRS page
c. MRTW / LIM - Max runway takeoff weight and the code for
the limit. The codes are listed on the AeroData Acronyms
page.
d. Flap - Takeoff flap setting
1) Reflects the takeoff flap setting selected by the pilot.
e. MTOW - Max Takeoff Weight and will be the most restric-
tive of either the Max Runway Takeoff Weight (MRTW) or
the Max Flight Plan Takeoff Weight (MFPTW).
f. Stab - Stabilizer trim setting for takeoff.
g. GTOW / CG - Gross takeoff weight and Center of Gravity
in percent of MAC as calculated by the system.
h. V1, VR, V2, VFS - Takeoff speeds as calculated by the
system.
i. ACCEL - Acceleration altitude
1) Default acceleration altitude is 1,000 feet AFE which
is displayed in feet MSL.
REV. 4, 15 FEB 2008 9-78

Volume 5
2) If the acceleration altitude is an altitude other than
1,000 feet AFE, then a Simple Special Departure will
be displayed in the Remarks Section on Page 2 of the
Takeoff Data.
REV. 4, 15 FEB 2008 9-79

Volume 5
10. ACARS Landing Conditions Page 1/2
a. LSK 1L - First Runway Selection

1) Pilot enters runway using the nomenclature from the
runway column header on the TLR
2) The arrival airport will be shown above the entry line
from the Initialization page of the ACARS.
3) Examples:
a) Runway 23L in Indianapolis would be entered as
“23L”.
b. LSK 2L - Second Runway Selection
c. LSK 3L - Third Runway Selection
REV. 4, 15 FEB 2008 9-80

Volume 5
d. LSK 4L - Surface Condition
1) The flight crew should select the Surface Condition
and Braking Action Report based on the following
FAA approved table:,
Braking Dry (not Good Fair/Medium Poor Nil
Action reported)
Contaminant Dry Wet Packed or Wet Snow Wet ice
Dry Snow Compacted Slush
(< 20mm) Snow Standing Water
Ice
Note: Dry Snow less than 20 mm is the same as Dry Snow less
than 3/4 of an inch.
e. The flight crew should use Braking Action Reports as the
primary means of computing landing data. In other words,
the pilot should activate the Braking Action Report selec-
tion first, and not activate the Runway Condition selection.
AeroData will compute the most conservative number
based on both selections. Therefore, a Braking Action
Report of good with a Surface Condition selection of dry,
the system will compute the landing distance for braking
action “good” (e.g. a wet runway and/or a runway with dry
snow less than 3/4 of an inch). Surface Condition reports
should only be used when the report comes from an FAA
approved source such as a Flight Service Station, the
Control Tower, or TRACON.
1) It is reasonable for the flight crew to assume that a
runway that has been recently plowed has dry snow
less than 3/4 of an inch and braking action is good.
2) If the flight crew is not sure of the time when the
runway was plowed, it is reasonable for the flight crew
to assume that the snow left on the runway by the
snow plows is packed or compacted snow and that
the braking action is fair or medium.
CAUTION: The only certified data for landing information provided
by Embraer is for dry and wet only. Data for any other
surface and/or contamination is “Advisory Only” and is
not based on any flight test data. “Advisory Only” data
is not controlling.
REV. 4, 15 FEB 2008 9-81

Volume 5
3) Default condition is a dry surface.
4) Pilot may toggle between the following surface condi-
tions:
a) Dry
b) Wet
c) Compacted Snow
d) Wet Ice
5) Pilot may toggle between the following contamina-
tions types:
a) Standing Water
b) Slush
c) Dry Snow
d) Wet Snow
i) The 4 contaminations that require a depth
selection, the pilot may toggle between Levels
1, 2, and 3 and the depth requirements for each
level are stated on the screen.
f. LSK 5L - Braking Action - the pilot may toggle between:
1) None - Default Setting - Associated with a dry runway
which is normally not reported.
2) Good - Associated with a wet runway or dry snow less
than 3/4 of an inch
3) Fair - Associated with Compacted Snow which is
snow that is left behind after the runway has been
plowed.
4) Poor - Associated with wet snow, slush, standing
water, and ice.
a) Normally, only a braking action report is given by
the Tower. If there is a conflict between the condi-
tions on the field and the braking action report, the
pilot should utilize a combination of all reports to
determine the safest course of action and no
single report is considered to be controlling.
b) For operations on a slippery runway, the factored
landing distance will be the calculated actual
landing distance plus 15% whenever that number
exceeds the requirements of the dispatch number
(14 CFR 121.195).
REV. 4, 15 FEB 2008 9-82

Volume 5
c) For operations on a slippery runway (i.e. standing
water, snow, slush, etc.), the pilot should use the
factored distance and not the unfactored distance
as the minimum distance required when reviewing
available runway length and the airport of intended
landing.
5) Nil - Associated with wet ice. Operations with braking
action Nil are not authorized and the pilot will receive
an error message anytime Nil is selected stating that
operations are not approved.
g. LSK 6L - Return to Performance Menu
h. LSK 1R - Airport
1) A new airport may be entered in case of a diversion.
i. LSK 2R - Wind
1) Enter the direction and velocity of the steady state
wind from ATIS or Tower.
2) For the gust factor, the pilot must manually calculate
the gust factor and add the gust factor to the Aero-
Data number for Vapp.
a) Example:
i) With a Vref of 130 KIAS, landing RWY 09R at
KORD with the winds 090/20G30, the pilot
would enter 090/20 into the wind field.
ii) The AeroData system will calculate a Vapp of
140 KIAS (130 plus 10 for one half the head-
wind).
iii) When adding in the gust factor, the pilot would
enter 150 KIAS in the Vapp field in the Landing-
Data 3/3 Screen (one half the head wind plus all
of the gust factor).
b) The addition of the gust factor may be accom-
plished after talking to the Tower and receiving the
latest wind report prior to landing.
REV. 4, 15 FEB 2008 9-83

Volume 5
j. LSK 3R - OAT and QNH
1) Enter the OAT and QNH from the ATIS or Tower,
whichever is the most current (e.g. 10 / 30.02).
k. LSK 4R - LDW - Planned Landing Weight
1) Enter a planned landing weight from the Perf Data
page (e.g. 66.4 for 66,400 pounds).
2) The pilot may manually calculate an updated number
if it is reasonable to assume that the updated number
will be more accurate than the Perf Data number.
l. LSK 5R - Shortcut to the Landing Data screen.
m. LSK 6R - Data Link Send button
System.
ACARS Landing Condition Menu and then re-select
change the conditions for landing and re-send the
eter setting, etc.)
REV. 4, 15 FEB 2008 9-84

Volume 5
11. ACARS Landing Conditions Page 2/2
a. LSK 1L - Flaps
1) Default is Flaps 5
2) Toggle between Flaps 5 and Flaps 6
b. LSK 2L - Visibility
1) Default is Normal Visibility
2) Toggle between Normal and Low Vis (RVR less than
4,000 feet).
c. LSK 3L - Anti-Ice
1) Default is OFF
2) Toggle between OFF and ALL
d. LSK 4L - Stall Protect Ice Speed
1) Default is NO
2) Toggle between NO and Yes
3) This should be set to YES anytime the STALL PROT
ICE SPEED is annunciated on the EICAS.
4) The system will add a 10 knot speed additive for ice
to Vref.
e. LSK 5L - Blank
f. LSK 6L - Return to Previous Menu
REV. 4, 15 FEB 2008 9-85

Volume 5
g. LSK 6R - Data Link Send button
System.
ACARS Landing Condition Menu and then re-select
change the conditions for landing and re-send the
eter setting, etc.)
REV. 4, 15 FEB 2008 9-86

Volume 5
12. ACARS Land Runway Data Page 1/5
a. Flt No - Flight Number from request

b. LDW - Landing Weight from request
c. Time - Time information was calculated
d. Wind - Wind from request
e. OAT - OAT from request
f. QNH - Altimeter setting from request
g. LSK 6L - Return to Previous Menu
REV. 4, 15 FEB 2008 9-87

Volume 5
a. REMARKS - Includes the following information:

1) Non-standard airplane configuration and runway
condition listing.
2) No Landing Data Avail
a) This means the calculation is erroring out.
b) Whenever you see this message, you should re-
check your flight number, date, and your inputs in
the Takeoff Conditions Screen
b. LSK 6L - Return to Previous Menu
REV. 4, 15 FEB 2008 9-88

Volume 5
a. Top Section is information provided by the system to the

Pilot concerning their first runway request.
Note: Pages 3/5, 4/5, and 5/5 are identical and contain
information from first, second, and third runway request
from the Pilot.
b. Flap - Flap setting from request.
c. MLDW / LIM - Max landing weight and the code for the
limit. The codes are listed on the AeroData Acronyms
page.
d. ALDW - Actual Landing Weight - weight taken from
request.
e. VREF, VAP, VAC, VFS - V speeds calculated by the
system for the conditions listed in the request.
f. Factored Distance - Factored landing distance for the
conditions listed in the request per 14 CFR 121.195.
1) For normal operations, the factored distance is the
distance that incorporates compliance with the FARS
(e.g. 60% for a dry runway and 115% for a wet or slip-
pery runway.
2) For operations on a slippery runway (braking action
fair or poor), the factored landing distance will be the
calculated actual landing distance plus 15% when-
ever that number exceeds the requirements of the
dispatch number (14 CFR 121.195).
REV. 4, 15 FEB 2008 9-89

Volume 5
3) For operations on a slippery runway (i.e. standing
water, snow, slush, etc.), the pilot should use the
factored distance as the minimum distance required
when reviewing available runway length and the
airport of intended landing.
g. Unfactored Distance - Unfactored landing for the condi-
tions listed in the request.
1) Once airborne, unfactored landing distance is control-
ling except when landing on a slippery runway.
2) Assumes a touchdown 1,000 feet from the approach
end of the runway.
3) Assumes maximum wheel braking upon main gear
touchdown.
4) Allows for no credit for thrust reversers.
5) Includes both air distance (1,000 feet) and ground
distance.
h. LSK 6L - Return to Previous Menu
REV. 4, 15 FEB 2008 9-90

Section 17 Speed Charts
Volume 5
A. Overview
The following Speed Charts are extracted from the Embraer ERJ-
170 AOM Performance Section and are provided here as a back
up for the flight crew whenever the ACARS System is not func-
tioning properly and is deferred
REV. 4, 15 FEB 2008 9-91

Volume 5
.
FLAPS 5 - 5LANDING
CONFIG: - LANDING SPEED ERJ-170
SPEED EMB-170
NO ICE ACCRETION
NO ICE ACCRETION
Landing Weight VREF Flaps 2--VAC VFS

Landing Weight VREF Flaps 2--VAC
48,000 107 127 154
48,000
50,000 109 107 130 127157
52,000
50,000 112 109 133 130160
54,000 114 135 163
52,000 112 133
56,000 116 138 166
54,000
58,000 118
114 140
135169
56,000
60,000 120 116 143 138172
58,000
62,000 122 118 145 140175
64,000
60,000 124 120 147 143178
66,000 126 150 181
62,000 122 145
68,000 128 152 183
64,000
70,000 130
124 154
147186
66,000
72,000 131 126 156 150189
68,000
74,000 133 128 158 152191
76,000
70,000 135 130 161 154194
78,000 137 163 196
72,000 131 156
80,000 139 165 199
74,000
82,000 140
133 167
158201
76,000 135 161
78,000 137 163
80,000 139 3/23/2005
165
82,000 140 167
REV. 4, 15 FEB 2008 9-92

Volume 5
CONFIG: 5 - LANDING SPEED EMB-170
ICE ICE
48,000 116 127 154

50,000 118 130 157
52,000 121 133 160
54,000 123 135 163
56,000 125 138 166
58,000 128 140 169
60,000 130 143 172
62,000 132 145 175
64,000 134 147 178
66,000 136 150 181
68,000 138 152 183
70,000 140 154 186
72,000 142 156 189
74,000 144 158 191
76,000 146 161 194
78,000 148 163 196
80,000 150 165 199
82,000 152 167 201
3/23/2005
REV. 4, 15 FEB 2008 9-93

Volume 5
FLAPS FULL
FLAPS - LANDINGSPEED
5 - LANDING SPEED EMB-170
ERJ-170
NO ICE ACCRETION
NO ICE ACCRETION

Landing Weight VREF Flaps 2--VAC
48,000 101 112 154
50,00048,000 103 107 115 127157
105 117
52,000
50,000 109 130160
54,000 107 119 163
52,000 112 133
56,000 109 121 166
58,00054,000 111 114 124 135169
60,00056,000 113 116 126 138172
62,00058,000 115 118 128 140175
64,000 116 130 178
60,000 120 143
66,000 118 132 181
62,000 122 145
68,000 120 134 183
70,00064,000 122 124 136 147186
72,00066,000 123 126 138 150189
74,00068,000 125 128 140 152191
76,000 126 142 194
70,000 130 154
78,000 127 143 196
72,000 128
131 145
156199
80,000
82,00074,000 129 133 147 158201
76,000 135 161
78,000 137 163
3/23/2005
80,000 139 165
82,000 140 167
REV. 4, 15 FEB 2008 9-94

Volume 5
FLAPS FULL - LANDING SPEED EMB-170
ICE ICE
48,000 107 112 154

50,000 109 115 157
52,000 111 117 160
54,000 113 119 163
56,000 115 121 166
58,000 117 124 169
60,000 119 126 172
62,000 121 128 175
64,000 123 130 178
66,000 125 132 181
68,000 126 134 183
70,000 128 136 186
72,000 130 138 189
74,000 132 140 191
76,000 133 142 194
78,000 134 143 196
80,000 135 145 199
82,000 136 147 201
3/23/2005
REV. 4, 15 FEB 2008 9-95

Volume 5
Required Landing Distance

Unfactored landing distance is the actual distance to
land the airplane on a zero slope, ISA temperature, dry
runway, from a point 50 ft. above runway threshold at
VREF, using only the brakes and spoilers as decelera-
tion devices (i.e., no engine reverse thrust is used).
The required landing distance for dispatch is the unfac-
tored landing distance increased by 66.7% for dry run-
way, or 91.7% for wet runway.
For obtaining the DRY runway factored distance, mul-
tiply unfactored landing distance by 1.667.
For obtaining the WET runway factored distance, mul-
tiply unfactored landing distance by 1.917.
REV. 4, 15 FEB 2008 9-96

Volume 5

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2599 2198 2076 1960 2638 2230 2105 1985
56000 2716 2303 2177 2057 2758 2339 2210 2087
60000 2835 2410 2280 2156 2882 2450 2317 2190
64000 2957 2520 2385 2257 3008 2564 2427 2295
68000 3083 2628 2490 2357 3142 2676 2535 2400
72000 3222 2741 2598 2461 3286 2794 2648 2508
76000 3366 2863 2710 2566 3435 2923 2766 2617
ALTITUDE
(lb) WIND
52000 2685 2275 2150 2030 2728 2311 2183 2077
56000 2809 2387 2258 2134 2856 2428 2296 2169
60000 2936 2502 2368 2241 2988 2547 2410 2280
64000 3066 2619 2481 2349 3124 2668 2527 2393
68000 3207 2735 2593 2457 3272 2789 2644 2505
72000 3357 2860 2709 2569 3427 2920 2765 2621
76000 3517 2998 2839 2688 3605 3074 2912 2756
ALTITUDE
(lb) WIND
52000 2779 2360 2231 2108 2830 2410 2281 2157
56000 2911 2480 2347 2220 2962 2524 2389 2259
60000 3047 2602 2466 2334 3102 2651 2511 2377
64000 3190 2728 2586 2451 3253 2780 2637 2498
68000 3343 2852 2707 2566 3413 2912 2762 2619
72000 3512 2998 2841 2692 3599 3074 2913 2759
76000 3700 3160 2996 2839 3795 3243 3075 2913
REV. 4, 15 FEB 2008 9-97

Volume 5

ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
52000 2429 2041 1923 1812 2463 2068 1947 1832
56000 2529 2131 2009 1893 2567 2161 2037 1918
60000 2632 2222 2097 1977 2674 2257 2129 2021
64000 2734 2313 2183 2060 2783 2360 2230 2106
68000 2838 2405 2272 2145 2891 2455 2321 2193
72000 2943 2498 2361 2229 3001 2550 2413 2280
76000 3055 2593 2454 2320 3113 2640 2498 2362
ALTITUDE
(lb) WIND
52000 2505 2109 1988 1872 2550 2152 2030 1915
56000 2612 2205 2080 1960 2659 2250 2124 2005
60000 2721 2302 2174 2050 2772 2350 2221 2097
64000 2829 2399 2266 2139 2883 2450 2316 2188
68000 2940 2498 2361 2230 2997 2551 2414 2282
72000 3057 2597 2456 2333 3120 2653 2511 2376
76000 3177 2697 2554 2417 3240 2749 2603 2463
ALTITUDE
(lb) WIND
52000 2589 2184 2060 1941 2635 2229 2104 1985
56000 2703 2286 2158 2035 2752 2333 2204 2081
60000 2819 2390 2258 2131 2871 2440 2308 2180
64000 2933 2493 2357 2227 2989 2546 2410 2278
68000 3052 2599 2459 2324 3114 2655 2514 2378
72000 3185 2712 2569 2432 3248 2764 2618 2479
76000 3309 2813 2664 2522 3377 2871 2717 2573
REV. 4, 15 FEB 2008 9-98

Volume 5

ENGINE & WING ANTI-ICE OFF - LANDING FLAPS 5 - APPROACH FLAPS 2
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 85980 85980 80050
15 85980 85980 85980 85980 85941 78740
20 85980 85980 85980 85980 84318 77201
25 85980 85980 85980 85980 77036 74038
30 85980 85980 85980 84241 73363 70742
35 85980 85980 85980 79073 73363 -
40 85980 85980 81172 74128 - -
45 85641 83974 76075 - - -
50 80228 79104 - - - -

ENGINE & WING ANTI-ICE ON - LANDING FLAPS 5 - APPROACH FLAPS 2
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 85980 84424 77215
5 85980 85980 85980 85980 85980 78670
0 85980 85980 85980 85980 85980 79940
-5 85980 85980 85980 85980 85980 80442
-10 85980 85980 85980 85980 85980 80837
-15 85980 85980 85980 85980 85980 81095
-20 85980 85980 85980 85980 85980 81331
-25 85980 85980 85980 85980 85980 81335
-30 85980 85980 85980 85980 85980 81335
-35 85980 85980 85980 85980 85980 81432
-40 85980 85980 85980 85980 85980 81551
REV. 4, 15 FEB 2008 9-99

Volume 5

ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 83787 78529 72578
15 85980 85980 85980 83595 77786 71692
20 85980 85980 85980 83176 76256 70550
25 85980 85980 85980 81117 73919 68063
30 85980 85980 84475 77003 70733 65098
35 85980 85980 79287 72936 67532 -
40 83864 80963 74468 68952 - -
45 78520 76485 70032 - - -
50 73445 72488 - - - -

ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4
Temp (°C)/
-1000 SL 2000 4000 6000 8000
Altitude (ft)
10 85980 85980 85980 83225 76362 70473
5 85980 85980 85980 83507 77909 71663
0 85980 85980 85980 83712 78403 72448
-5 85980 85980 85980 83857 78668 72834
-10 85980 85980 85980 84001 78881 73222
-15 85980 85980 85980 84012 78974 73341
-20 85980 85980 85980 83833 78910 73407
-25 85980 85980 85980 83745 78888 73473
-30 85980 85980 85980 83789 78889 73540
-35 85980 85980 85980 83833 78930 73606
-40 85980 85980 85980 85980 78961 73672
REV. 4, 15 FEB 2008 9-100

Volume 5
EN ROUTE CEILING TABLE - OEI

EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING
ANTI-ICE OFF - DRIFTDOWN SPEED
Net Level-Off Gross Level-Off
Weight (lbs.) ISA+10°C ISA+10°C
ISA +15°C ISA + 20°C ISA +15°C ISA + 20°C
& BELOW & BELOW
51000 26210 26200 25710 30100 30030 29620
53000 25300 25200 24740 29200 29100 28700
55000 24320 24300 23800 28300 28200 27700
57000 23410 23310 22800 27400 27400 26800
59000 22530 22430 21810 26600 26500 25900
61000 21700 21600 20810 25710 25600 25100
63000 20900 20700 19900 24900 24800 24300
65000 20100 19800 18800 24100 24000 23410
67000 19300 18900 17800 23400 23200 22600
69000 18520 18010 16800 22600 22400 21800
71000 17700 17000 15700 21900 21600 20900
73000 16700 16200 14700 21200 20900 20000
75000 15600 14800 13400 20400 20100 19100
77000 14200 14100 11200 19800 19500 18200
79000 13500 12800 9500 19210 18700 17400
81000 12800 11200 8600 18700 18100 16700
EN ROUTE CEILING TABLE - OEI

EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING
ANTI-ICE ON - DRIFTDOWN SPEED
Net Level-Off Gross Level-Off
Weight (lbs.) ISA+10°C ISA+10°C
ISA +15°C ISA + 20°C ISA +15°C ISA + 20°C
& BELOW & BELOW
51000 24500 23400 21720 27210 26600 25100
53000 23520 22310 20720 26650 26100 24510
55000 22640 21320 19800 26130 25300 23900
57000 21700 20400 19000 25440 24500 22900
59000 20800 19500 18200 24700 23600 21900
61000 19910 18600 17300 23900 22700 21100
63000 19020 17720 16400 23100 21800 20300
65000 18100 16800 15400 22300 21000 19500
67000 17200 15820 14300 21500 20200 18800
69000 16300 14900 12400 20700 19400 18110
71000 15300 13600 9600 19920 18600 17300
73000 14300 11300 8500 19200 17900 16400
75000 12900 9400 7500 18400 17100 15500
77000 10900 8500 6500 17700 16300 14700
79000 9500 7600 5620 17000 15500 13700
81000 8700 6800 4900 16300 14800 12000
REV. 4, 15 FEB 2008 9-101

Volume 5
FLAPS 2 T/O - 1
ERJ-170 TAKEOFF SPEEDS
CF34-8E5 - ATTCS ON - BALANCED V1 - ANTI-ICE ON/OFF- ECS ON/OFF
PRESSURE STATIC AIR TEMPERATURE (CELSIUS)

ALTITUDE
Sea Level -40 to 31 32 to 37 38 to 43 44 to 49 50 to 50
Í
1000 -40 to 31 32 to 37 38 to 43 44 to 47 48 to 48
Í
2000 -40 to 19 20 to 34 35 to 40 41 to 45 46 to 46
Í
3000 - -40 to 30 31 to 37 38 to 43 44 to 44
Í
4000 - - -40 to 33 34 to 40 41 to 42
Í
5000 - - -40 to 29 30 to 37 38 to 40
Í
6000 - - -40 to 23 24 to 33 34 to 38
Í
7000 - - - -40 to 29 30 to 36
Í
8000 - - - -40 to 24 25 to 34
Í
Í Í Í Í Í
Wt. (lbs) V1 VR V2 V1 VR V3 V1 VR V4 V1 VR V5 V1 VR V6 VFS
48000 95 101 116 92 101 115 91 103 115 94 105 115 98 107 115 154
49000 95 102 117 92 103 116 92 105 116 96 107 116 100 109 116 156
50000 95 103 117 92 105 117 94 106 117 97 108 117 101 110 117 157
51000 95 104 118 93 106 118 96 108 118 99 110 118 103 112 118 159
52000 95 106 119 95 108 119 98 109 119 101 111 119 105 113 120 160
53000 95 107 121 96 109 121 99 111 121 103 113 121 106 115 121 162
54000 95 109 122 98 111 122 101 112 122 104 114 122 108 116 122 163
55000 97 110 123 100 112 123 103 114 123 106 115 123 110 117 123 165
56000 99 112 124 102 114 124 104 115 124 107 117 124 111 119 124 166
57000 100 113 125 103 115 125 106 117 125 109 118 125 113 120 125 168
58000 102 115 126 105 116 126 108 118 126 111 120 126 114 122 126 169
59000 104 116 127 106 118 127 109 119 127 112 121 127 116 123 127 171
60000 105 118 128 108 119 128 111 121 128 114 122 128 117 124 128 172
61000 107 119 129 109 121 129 112 122 129 115 124 129 119 125 129 174
62000 108 120 130 111 122 130 114 123 130 117 125 130 120 127 131 175
63000 110 122 131 113 123 131 115 125 131 118 126 131 122 128 132 177
64000 112 123 133 114 125 133 117 126 133 120 128 133 124 129 133 178
65000 113 124 134 116 126 134 118 127 134 121 129 134 125 130 134 180
66000 115 126 135 117 127 135 120 129 135 123 130 135 126 132 135 181
67000 116 127 136 119 129 136 121 130 136 124 131 136 128 133 136 182
68000 117 128 137 120 130 137 123 131 137 126 133 137 129 134 137 183
69000 119 130 138 121 131 138 124 132 138 127 134 138 131 135 138 185
70000 120 131 139 123 132 139 126 134 139 128 135 139 132 136 139 186
72000 123 133 141 126 135 141 128 136 141 131 137 141 135 139 141 189
74000 126 136 143 128 137 143 131 138 143 134 139 143 138 141 143 191
76000 129 138 144 131 140 144 134 141 144 137 142 144 140 143 145 194
78000 131 141 146 134 142 146 136 143 146 140 144 146 143 145 146 196
80000 134 143 148 136 144 148 139 145 148 142 146 148 145 147 148 199
82000 136 145 150 139 146 150 142 147 150 145 148 150 145 149 150 201
9/12/2005
REV. 4, 15 FEB 2008 9-102

Volume 5
FLAPS 1 T/O - 1
ERJ-170 TAKEOFF SPEEDS
CF34-8E5 - ATTCS ON - BALANCED V1 - ANTI-ICE ON/OFF- ECS ON/OFF
PRESSURE STATIC AIR TEMPERATURE (CELSIUS)

ALTITUDE
Sea Level -40 to 33 34 to 40 41 to 47 48 to 50 -
Í
1000 -40 to 31 32 to 38 39 to 45 46 to 48 -
Í
2000 -40 to 27 28 to 35 36 to 43 44 to 46 -
Í
3000 - -40 to 31 32 to 39 40 to 44 -
Í
4000 - -40 to 26 27 to 36 37 to 42 -
Í
5000 - -40 to 16 17 to 32 33 to 40 -
Í
6000 - - -40 to 27 28 to 35 36 to 38
Í
7000 - - -40 to 20 21 to 23 24 to 36
Í
8000 - - - -40 to 11 12 to 34
Í
Í Í Í Í Í
Wt. (lbs) V1 VR V2 V1 VR V3 V1 VR V4 V1 VR V5 V1 VR V6 VFS
48000 94 108 119 96 110 119 99 111 119 102 113 119 105 114 119 154
49000 95 110 120 98 112 120 101 113 120 104 114 120 107 115 120 156
50000 96 111 121 99 113 121 103 114 121 106 116 121 109 117 121 157
51000 98 113 124 101 115 122 105 116 122 108 117 122 110 118 123 159
52000 100 114 124 103 116 124 107 117 124 110 118 124 112 120 124 160
53000 101 116 125 105 117 125 108 119 125 111 120 125 114 121 125 162
54000 103 117 126 107 119 126 110 120 126 113 121 126 115 123 126 163
55000 105 119 127 108 120 127 112 122 127 115 123 127 117 124 127 165
56000 107 120 128 110 122 128 113 123 128 116 124 128 118 125 128 166
57000 108 122 129 112 123 129 115 124 129 118 125 129 120 127 130 168
58000 110 123 131 113 124 131 117 126 131 119 127 131 122 128 131 169
59000 112 124 132 115 126 132 118 127 132 121 128 132 123 129 132 171
60000 113 126 133 117 127 133 121 128 133 122 129 133 125 131 133 172
61000 115 127 134 118 128 134 121 130 134 124 131 134 126 132 134 174
62000 117 128 135 120 130 135 123 131 135 125 132 135 128 133 135 175
63000 118 130 136 121 131 136 124 132 136 127 133 136 129 134 136 177
64000 120 131 137 123 132 137 126 133 137 128 134 137 130 136 137 178
65000 121 132 138 124 134 138 127 135 138 130 136 138 132 137 138 180
66000 123 133 139 126 135 139 129 136 139 131 137 139 133 138 139 181
67000 124 135 140 127 136 140 130 137 140 133 138 140 137 139 141 182
68000 126 136 141 129 137 141 132 138 141 134 139 141 136 140 142 183
69000 127 137 142 130 138 142 133 140 142 135 140 142 137 141 143 185
70000 129 138 143 132 140 143 134 141 143 137 142 143 138 142 144 186
72000 132 141 145 134 142 145 137 143 145 139 144 145 141 145 146 189
74000 134 143 147 137 144 147 140 145 147 142 146 147 143 147 148 191
76000 137 146 149 140 147 149 142 148 149 144 148 149 145 149 150 194
78000 140 148 151 142 149 151 145 150 151 147 150 151 148 151 152 196
80000 142 150 153 145 151 153 147 152 153 149 152 153 148 153 154 199
82000 145 152 155 147 153 155 149 154 155 151 154 155 145 155 156 201
9/12/2005
REV. 4, 15 FEB 2008 9-103

Volume 5
REV. 4, 15 FEB 2008 9-104

Volume 5
MAXIMUM ASSUMED TEMPERATURE TABLE

Engine: CF34-8E5 – T/O-1 AIR CONDITIONING ON
(FADEC Version 5.20)

OAT PRESSURE ALTITUDE 1000 ft
(°C) -1 0 1 2 3 4 5 6 7 8
52 60 – – – – – – – – –
50 58 57 – – – – – – – –
45 54 53 54 55 – – – – – –
40 50 50 50 51 52 53 54 – – –
35 47 46 47 48 48 49 50 51 51 –
30 45 44 43 43 43 44 45 46 46 47
25 44 42 41 41 40 40 39 40 40 41
20 43 42 40 40 39 38 36 35 35 34
15 43 42 40 40 37 36 34 33 31 30
10
and 43 41 40 40 38 36 33 31 29 28
below
RMK: FOR ECS OFF ADD 2°C ON MAXIMUM ASSUMED TEMPERATURE
Engine: CF34-8E5 – T/O-1
PRESSURE ALTITUDE 1000 ft

-1 0 1 2 3 4 5 6 7 8
MinAt 32 30 28 26 24 22 20 18 16 14
REV. 4, 15 FEB 2008 9-105

Volume 5
REV. 4, 15 FEB 2008 9-106

Volume 5
WIND COMPONENT
80
70 WIND DIRECTION RELATIVE

TO RUNWAY
EFFECTIVE HEADWIND
60 (STRAIGHT LINES)
COMPONENT - KTS
50 0° 10°
20°
30°
40 40°
50°
30
60°
20
70°
10
80°
CROSSWIND
0 COMPONENT
90°
0 10 20 30 40 50 60 70- KTS80 90
-10
EFFECTIVE TAILWIND
100°
COMPONENT - KTS
-20
110°
-30 120°
130°
-40
140°
REPORTED WIND
-50 150°
160° SPEED
180° 170°
(CURVED LINES)
170CTA10 - OUT 30, 2003
-60
-70
-80
REV. 4, 15 FEB 2008 9-107

Volume 5
AeroData Acronyms
/ Planned Weight Symbol or Planned Temp Symbol
10KT Ten Knots of Wind
5KT Five Knots of Wind
A Limit due to AFM (Chart Weight)
A/I - ALL Anti-Ice Selected to ALL
A/I - OFF Anti-Ice Selected to OFF
AALT Acceleration Altitude
APT Airport
B Limit due to Brake Energy
C Limit due to Climb
DT Direct Turn
F Limit due to Field Length
F01 Flaps 1
FLP Flap
H Heading
HW Head Wind
LS Limit due to Landing Structural
LT Left Turn
M Maximum Thrust Required (No FLEX)
METW Maximum Enroute Takeoff Weight (Driftdown)
MFPTW Maximum Flight Plan Takeoff Weight
MLDW Maximum Landing Weight
MRLW Maximum Runway Landing Weight
MRTW Maximum Runway Takeoff Weight
MT Maximum FLEX Temperature
MTOW Maximum Takeoff Weight
MTXW Maximum Taxi Weight
O Limit due to Obstacle
O2 Optimized V2 Indicator
P Planned
PLDW Planned Landing Weight
PMRTW Planned Maximum Runway Takeoff Weight
POAT Planned Temp
PQNH Planned Altimeter Setting
PRWY Planned Runway
PTOW Planned Takeoff Weight
PWIND Planned Wind
RMKS Remarks
RT Right Turn
S Limit due to Structural
SPECIAL Special DP
T Limit due toTire Speed
TCF Shuttle ID
TLR Takeoff / Landing Report
TLR-1 Version of TLR
TO-1 Engine Setting for T/O Data Set Menu
TO-2 Engine Setting for T/O Data Set Menu
TW Tail Wind
V Limit due to Minimum Control Speed
V1 Speed for V1
V2 Speed for V2
VR Rotate Speed
WT Weight
REV. 4, 15 FEB 2008 9-108

Volume 5
SABRE Max Takeoff Weight Codes:
TS - Structural Max TOW

RS - Ramp Structural Max Weight
TO - Takeoff Obstacle Limited
TT - Takeoff Tire Speed Limited
TC - Takeoff Climb Limited
TV - Takeoff Vmcg Limited
TB - Takeoff Brake Energy Limited
TD - Takeoff Dry Runway Check
TF - Takeoff Field Length Limited
TP - Takeoff Policy (set by the Air Carrier)
TA - Takeoff limited by Max Enroute Weight to Takeoff Alternate
TW - Takeoff limited by Max Takeoff Weight or Max Taxi Weight
EE - Enroute limited due to Max Enroute Weight (Driftdown)
EZ - Takeoff limited due to Max Zero Fuel Weight
EL - Takeoff limited due to Max Landing Weight plus Burn-off
EM - Takeoff limited due to Max Fuel Tank Capacity
LS - Landing limited due to Landing Structural (Max Landing
Weight)
AC - Landing limited due to Approach Climb limit on Missed
Approach
REV. 4, 15 FEB 2008 9-109

Section 18 ERJ-175 Speed Charts and Performance
Charts
Volume 5
Section 18 ERJ-175 Speed Charts and Performance Charts
A. Overview
The following Speed Charts and Performance Charts are
extracted from the Embraer ERJ-175 AOM Performance Section
and are provided here as a back up for the flight crew whenever
the ACARS System is not functioning properly and is deferred per
the MEL.
REV. 7, 15 AUG 2008 9-110

Charts
Volume 5
ERJ-175
FLAPS 5 - LANDING SPEED
NO ICE ACCRETION
Landing FLAPS 2
VREF VFS
Weight VAC
50,000 109 130 157
52,000 112 133 160
54,000 114 135 164
56,000 116 138 167
58,000 118 140 169
60,000 120 143 172
62,000 122 145 175
64,000 124 147 178
66,000 126 150 181
68,000 128 152 183
70,000 130 154 186
72,000 131 156 189
74,000 133 158 191
76,000 135 161 194
78,000 137 163 197
80,000 139 165 199
82,000 140 167 201
84,000 142 169 204
86,000 144 171 206
REV. 7, 15 AUG 2008 9-111

Charts
Volume 5
ERJ-175
FLAPS 5 - LANDING SPEED
ICE
Landing FLAPS 2
VREF VFS
Weight VAC
50,000 118 130 157
52,000 121 133 160
54,000 123 135 164
56,000 125 138 167
58,000 128 140 169
60,000 130 143 172
62,000 132 145 175
64,000 134 147 178
66,000 136 150 181
68,000 138 152 183
70,000 140 154 186
72,000 142 156 189
74,000 144 158 191
76,000 146 161 194
78,000 148 163 197
80,000 150 165 199
82,000 152 167 201
84,000 154 169 204
86,000 156 171 206
REV. 7, 15 AUG 2008 9-112

Charts
Volume 5
ERJ-175
FLAPS FULL - LANDING SPEED
NO ICE ACCRETION
Landing FLAPS 4
VREF VFS
Weight VAC
50,000 103 115 157
52,000 105 117 160
54,000 107 119 164
56,000 109 121 167
58,000 111 124 169
60,000 113 126 172
62,000 115 128 175
64,000 116 130 178
66,000 118 132 181
68,000 120 134 183
70,000 122 136 186
72,000 123 138 189
74,000 125 140 191
76,000 126 142 194
78,000 127 143 197
80,000 128 145 199
82,000 129 147 201
84,000 130 149 204
86,000 132 151 206
REV. 7, 15 AUG 2008 9-113

Charts
Volume 5
ERJ-175
FLAPS FULL - LANDING SPEED
ICE
Landing FLAPS 4
VREF VFS
Weight VAC
50,000 109 115 157
52,000 111 117 160
54,000 113 119 164
56,000 115 121 167
58,000 117 124 169
60,000 119 126 172
62,000 121 128 175
64,000 123 130 178
66,000 125 132 181
68,000 126 134 183
70,000 128 136 186
72,000 130 138 189
74,000 132 140 191
76,000 133 142 194
78,000 134 143 197
80,000 135 145 199
82,000 136 147 201
84,000 136 149 204
86,000 137 151 206
REV. 7, 15 AUG 2008 9-114

Charts
Volume 5
ERJ-175
FINAL SEGMENT SPEED - VFS
Weight VFS
50,000 157
52,000 160
54,000 164
56,000 167
58,000 169
60,000 172
62,000 175
64,000 178
66,000 181
68,000 183
70,000 186
72,000 189
74,000 191
76,000 194
78,000 197
80,000 199
82,000 201
84,000 204
86,000 206
REV. 7, 15 AUG 2008 9-115

Charts
Volume 5
DRIFTDOWN TABLE
EMBRAER 175 – ALL ENGINE TYPES – FAA CERTIFICATION
BLEEDS ON/ENGINE & WING ANTI ICE OFF
WEIGHT (lb) FIXED GROSS LEVEL OFF ALTITUDE - FT

DRIFTDOWN & BELOW
17200 16200 14600
85000 80300 228
(10400) (8300) (6200)
18900 18300 16800
80000 75500 220
(13200) (12200) (9000)
20700 20300 19100
75000 71700 212
(16100) (15200) (13700)
22600 22300 21500
70000 67200 203
(18400) (17800) (16400)
24500 24300 23700
65000 62600 194
(20500) (20100) (19100)
26500 26400 25700
60000 57900 188
(22400) (22200) (21500)
28800 28700 28100
55000 53200 175
(24800) (24700) (24200)
31100 31100 30600
50000 48400 164
(27300) (27200) (26700)
REV. 7, 15 AUG 2008 9-116

Charts
Volume 5
DRIFTDOWN TABLE
EMBRAER 175 – ALL ENGINE TYPES – FAA CERTIFICATION
BLEEDS ON/ENGINE & WING ANTI ICE ON
WEIGHT (lb) FIXED GROSS LEVEL OFF ALTITUDE - FT

START SPEED ISA -8°C
DRIFTDOWN & BELOW
16900 16800 14400
85000 80400 228
(10600) (10300) (7500)
18700 18500 16500
80000 75300 220
(13200) (13100) (9100)
20400 20200 185000
75000 71600 212
(15900) (15700) (13300)
22100 22100 20500
70000 67300 203
(18200) (18000) (16000)
24000 24000 22600
65000 62600 194
(20100) (20000) (18400)
25900 25800 24400
60000 57900 188
(21900) (22000) (20600)
28100 27400 26500
55000 53100 175
(24300) (24300) (23000)
30400 29300 27900
50000 48300 164
(26600) (26300) (25300)
REV. 7, 15 AUG 2008 9-117

Charts
Volume 5

ALL ENGINE TYPES – FAA – FLAPS 5 – ISA CONDITIONS
ANTI-ICE OFF – ICE ACCRETION – AUTO BRAKES OFF
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
50000 2744 2313 2178 2048 2792 2357 2221 2089
55000 2914 2469 2329 2194 2967 2518 2377 2240
60000 3088 2627 2483 2343 3146 2681 2535 2394
65000 3279 2789 2639 2494 3346 2847 2696 2550
70000 3492 2970 2810 2657 3577 3048 2884 2726
75000 3733 3181 3011 2847 3828 3266 3093 2926
80000 3986 3399 3219 3046 4091 3492 3309 3132
85000 4255 3629 3438 3254 4372 3732 3537 3350
ALTITUDE
(lb) WIND
50000 2841 2403 2266 2133 2892 2451 2312 2178
55000 3022 2568 2426 2288 3079 2621 2478 2339
60000 3208 2736 2589 2447 3274 2795 2646 2502
65000 3422 2914 2761 2613 3507 2990 2832 2682
70000 3667 3128 2962 2801 3761 3212 3043 2880
75000 3928 3354 3178 3008 4032 3448 3268 3095
80000 4201 3590 3403 3223 4317 3693 3502 3318
85000 4495 3840 3641 3449 4624 3954 3750 3554
ALTITUDE
(lb) WIND
50000 2945 2500 2360 2225 3000 2551 2410 2273
55000 3138 2675 2531 2390 3199 2732 2585 2444
60000 3343 2855 2704 2559 3422 2925 2772 2625
65000 3594 3069 2906 2754 3685 3151 2986 2828
70000 3858 3300 3127 2961 3960 3391 3215 3046
75000 4140 3544 3361 3185 4253 3645 3458 3278
80000 4438 3800 3605 3417 4565 3912 3712 3521
85000 4759 4073 3864 3664 4901 4197 3983 3778
REV. 7, 15 AUG 2008 9-118

Charts
Volume 5

ALL ENGINE TYPES – FAA – FLAPS FULL – ISA CONDITIONS
ANTI-ICE OFF – ICE ACCRETION – AUTO BRAKES OFF
ALTITUDE
Weight 0 ft 1000 ft
(lb) WIND
50000 2491 2077 1948 1822 2532 2115 1985 1859
55000 2633 2208 2075 1946 2678 2250 2115 1985
60000 2774 2336 2199 2067 2823 2381 2243 2109
65000 2918 2467 2326 2190 2971 2516 2374 2236
70000 3067 2598 2452 2312 3127 2650 2504 2361
75000 3228 2730 2580 2435 3302 2797 2643 2496
80000 3339 2825 2666 2516 3418 2895 2734 2579
85000 3444 2913 2750 2593 3527 2987 2821 2661
ALTITUDE
(lb) WIND
50000 2574 2155 2023 1896 2618 2196 2063 1935
55000 2725 2293 2157 2026 2773 2337 2201 2069
60000 2873 2428 2289 2154 2926 2477 2336 2200
65000 3026 2567 2423 2284 3083 2620 2474 2334
70000 3189 2705 2557 2413 3263 2770 2620 2474
75000 3380 2866 2708 2559 3460 2939 2778 2625
80000 3500 2968 2805 2647 3585 3045 2878 2718
85000 3613 3064 2895 2732 3703 3144 2972 2807
ALTITUDE
(lb) WIND
50000 2663 2237 2104 1975 2710 2281 2146 2016
55000 2822 2383 2246 2112 2874 2431 2292 2157
60000 2980 2527 2385 2247 3036 2578 2435 2296
65000 3144 2674 2527 2385 3213 2735 2586 2442
70000 3340 2837 2685 2538 3419 2907 2752 2603
75000 3544 3014 2850 2693 3631 3092 2925 2765
80000 3674 3124 2955 2792 3766 3206 3034 2868
85000 3797 3227 3052 2884 3894 3314 3136 2964
REV. 7, 15 AUG 2008 9-119

Charts
Volume 5
REV. 7, 15 AUG 2008 9-120

Chapter 10 Weight & Balance
Section 1 Weight and Balance Control Policy
Volume 5
Chapter 10
Weight and Balance Procedures

(14 CFR 121.153)
It is Shuttle America' policy for domestic and flag operations to uti-
lize an approved weight and balance control system. This system
is based on AVERAGE weights for crew members, passengers
and baggage as per AC 120-27 (as amended) to ensure the air-
craft are loaded within the gross weight and center of gravity limi-
tations.
For supplemental operations, including DoD charters and non-
standard passenger groups, Shuttle America uses ACTUAL
weights for passengers and baggage.
REV. 4, 15 FEB 2008 10-1

Volume 5
REV. 4, 15 FEB 2008 10-2

Section 2 Cargo Compartments/Loading
Volume 5
A. Cargo Compartments Description
1. Cargo compartments are located in the forward and aft part of
the fuselage.
2. Both cargo compartments are pressurized. They are “Class-
C” compartments and have the following systems installed.
a. Smoke Detection System
b. Fire Extinguishing System
c. Ventilation System (forward cargo compartment only)
3. No dedicated temperature control is available for cargo
compartments. The air flowing from the passenger cabin
heats the forward cargo compartment, providing proper
conditions for live animal carriage.
4. Door Safety Nets are installed in both cargo compartments
and are required to be fastened before closing the cargo
compartment door.
B. Cargo Door Operations
1. The cargo doors are manually operated from the outside. The
initial opening movement (displacement of the door inward)
and final closing and latching movement (displacement of the
door outward) are achieved by means of a door locking
mechanism controlled by an external handle.
2. The forward cargo door is 3 ft. 7.3 in wide and 2 ft. 11.4 in high.
3. The aft cargo door is a trapezoid 3 ft. 3 in. wide and with minor
high of 2 ft. 6.7 in and major high of 2 ft. 10 in.
REV. 4, 15 FEB 2008 10-3

Volume 5
4. Opening Cargo Doors
REV. 4, 15 FEB 2008 10-4

Volume 5
5. Closing Cargo Door
REV. 4, 15 FEB 2008 10-5

Volume 5
C. Cargo Compartment Limits
1. Forward Cargo Compartment Limits
a. Cargo Volume ERJ-170 - 307 cubic feet
b. Total maximum capacity ERJ-170 - 3020 pounds
c. Cargo Volume ERJ-175 - 355 cubic feet
d. Total maximum capacity ERJ-175 - 3306 pounds
e. Maximum floor distribution load - 100 pounds per square
foot
2. Aft Cargo Compartment Limits
a. Cargo Volume ERJ-170 - 205 cubic feet
b. Total maximum capacity ERJ-170 - 2270 pounds
c. Cargo Volume ERJ-175 - 253 cubic feet
d. Total maximum capacity ERJ-175 - 2535 pounds
e. Maximum floor distribution load - 100 pounds per square
foot
D. Baggage and Cargo Loading
1. Baggage and cargo should be evenly distributed over the
cargo compartment to avoid load concentration.
2. Cargo must not become a hazard to the airplane structure or
systems as a result of shifting under operational loads.
E. Package size tables

1. The following tables show the maximum package dimensions
which pass through the cargo compartments door without
interference with aircraft fuselage or cargo compartments
interior.
2. Enter the package width and height and read the maximum
package length that can be stowed in the cargo compartment.
REV. 7, 15 AUG 2008 10-6

Volume 5
3. Forward Cargo Compartment - ERJ-170
REV. 7, 15 AUG 2008 10-7

Volume 5
4. Aft Cargo Compartment - ERJ-170
REV. 7, 15 AUG 2008 10-8

WIDTH
in (cm)
5.00 10.00 15.00 20.00 25.00 30.00 35.00 40.00
(12.70) (25.40) (38.10) (50.80) (63.50) (76.20) (88.90) (101.60)
Volume 5
HEIGHT MAXIMUM PACKAGE LENGTH

in (cm) in (cm)
REV. 7, 15 AUG 2008

5.00 157.48 157.48 133.86 118.11 110.24 106.30 86.61 78.74
(12.70) (400.00) (400.00) (340.00) (300.00) (280.00) (270.00) (220.00) (200.00)
8.00 149.61 141.73 125.98 114.17 110.24 94.49 86.61 78.74
(20.32) (380.00) (360.00) (320.00) (290.00) (280.00) (240.00) (220.00) (200.00)
10.00 147.63 141.73 125.98 114.17 102.36 90.55 78.74 66.93
(25.40) (375.00) (360.00) (320.00) (290.00) (260.00) (230.00) (200.00) (170.00)
13.00 143.70 139.76 122.05 110.24 102.36 90.55 78.74 66.93
(33.02) (365.00) (355.00) (310.00) (280.00) (260.00) (230.00) (200.00) (170.00)
16.00 141.73 137.80 122.05 110.24 94.49 82.68 74.80 62.99
(40.64) (360.00) (350.00) (310.00) (280.00) (240.00) (210.00) (190.00) (160.00)
19.00 141.73 137.80 122.05 106.30 94.49 82.68 66.93 59.06
(48.26) (360.00) (350.00) (310.00) (270.00) (240.00) (210.00) (170.00) (150.00)
5. Forward Cargo Compartment - ERJ-175
22.00 133.86 125.98 102.36 84.65 70.87 66.93 59.06 51.18

(55.88) (340.00) (320.00) (260.00) (215.00) (180.00) (170.00) (150.00) (130.00)
25.00 118.11 94.49 78.74 70.87 66.93 59.06 51.18 51.18
(63.50) (300.00) (240.00) (200.00) (180.00) (170.00) (150.00) (130.00) (130.00)
28.00 90.55 82.68 62.99 59.06 55.12 55.12 51.18 47.24
(71.12) (230.00) (210.00) (160.00) (150.00) (140.00) (140.00) (130.00) (120.00)
10-9

WIDTH
in (cm)
5.00 10.00 15.00 20.00 25.00 30.00 35.00 40.00
Volume 5
(12.70) (25.40) (38.10) (50.80) (63.50) (76.20) (88.90) (101.60)
HEIGHT MAXIMUM PACKAGE LENGTH
REV. 7, 15 AUG 2008

in (cm) in (cm)
5.00 125.98 125.98 125.98 118.11 76.77 72.83 72.83 70.87
(12.70) (320.00) (320.00) (320.00) (300.00) (195.00) (185.00) (185.00) (180.00)
8.00 122.05 122.05 122.05 116.14 74.80 70.87 70.87 70.87
(20.32) (310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)
10.00 122.05 122.05 122.05 116.14 74.80 70.87 70.87 70.87
(25.40) (310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)
13.00 122.05 122.05 122.05 116.14 74.80 70.87 70.87 70.87
6. Aft Cargo Compartment - ERJ-175
(33.02) (310.00) (310.00) (310.00) (295.00) (190.00) (180.00) (180.00) (180.00)

16.00 98.43 98.43 94.49 86.61 61.02 59.06 59.06 59.06
(40.64) (250.00) (250.00) (240.00) (220.00) (155.00) (150.00) (150.00) (150.00)
19.00 92.52 92.52 90.55 78.74 61.02 59.06 59.06 59.06
(48.26) (235.00) (235.00) (230.00) (200.00) (155.00) (150.00) (150.00) (150.00)
22.00 86.61 86.61 82.68 78.74 59.06 57.09 57.09 57.09
(55.88) (220.00) (220.00) (210.00) (200.00) (150.00) (145.00) (145.00) (145.00)
10-10

Volume 5
F. Cargo Nets
1. Door safety nets prevent cargo doors from being damaged or

jammed.
Note:Door safety nets must be used when cargo or baggage is
loaded in the cargo compartments.
REV. 7, 15 AUG 2008 10-11

Volume 5
2. Forward Cargo Compartment
REV. 7, 15 AUG 2008 10-12

Volume 5
3. Aft Cargo Compartment
REV. 7, 15 AUG 2008 10-13

Volume 5
G. Live Animals Transportation
1. The main reference that regulates and states methods and
procedures for handling, appropriate containers, and legal
aspects for animal transportation, is the IATA Live Animal
Regulations.
2. The forward cargo compartment is the only cargo
compartment for transporting live animals.
Note: The maximum number of kennels in the forward cargo
compartment is 4.
3. The limitations for the compartment are defined mainly by
temperature, carbon dioxide concentration and humidity, that
are a result of animal metabolism. These items are
compensated with the cargo compartment ventilation system,
that draws air from passenger cabin.
4. Forward Cargo Compartment Temperatures
External temperature at departure and the flight level flown
determine the temperature achieved in the forward cargo
compartment. The temperature into the cargo compartment
stabilize after a short period of time and they are listed in the
table below.
REV. 7, 15 AUG 2008 10-14

Volume 5
5. Minimum Forward Cargo Compartment Temperature
REV. 7, 15 AUG 2008 10-15

Section 3 Weight & Balance Calculations
Volume 5
A. General
1. The use of the See GeeTM Calculator is a method of
determining CG of the aircraft with minimal or no seat
blocking.
2. The principle of the See GeeTM Calculator method is that the
cabin is divided into three sections; A, B, and C
Interchange
Section ERJ-170 ERJ-175
Aircraft
A Rows 1-6 Rows 1-6 Rows 1-4
B Rows 7-12 Rows 7-13 Rows 5-12
C Rows 13-18 Rows 14-19 Rows 13-20
3. The index of the aircraft is determined by the use of the See

GeeTM Calculator.
4. Section B is not shown on the See Gee Calculator because it
has no impact on the movement (forward or aft) of the center
of gravity.
5. The calculator is comprised of three parts.
6. The three parts include
a. The rectangular card
b. A large wheel which contains the index indicator line
c. A small wedge shaped cursor.
7. The index indicator line generally operates in the lower half of
the calculator along the index scale.
8. The cursor generally operates in the upper half of the
calculator along the loading scales.
Note: In case the See GeeTM wheel in the aircraft is missing or
unusable, the PIC must contact Dispatch who will
compute the C.G. index and trim setting for the load
manifest using the passenger and baggage information
provided by the flight crew.
REV. 7, 15 AUG 2008 10-16

Volume 5
9. Definition of Terms
a. BOI - Basic Operating Index
b. OMA - Operating Moment Arm
c. BOW - Basic Operating Weight
d. OM - Operating Moment in-lbs.
B. Basic Operating Index
1. The OMA is calculated according to the following formula:
OM/BOW =OMA
2. The basic operating index (BOI) is calculated according to the

following formula:
(OMA-542.8) X BOW/75,000 = BOI
3. 542.8 inches is the datum line in the Balance Arm system.

4. The BOI is then entered on the CG calculator by placing the
lower index line located on the wheel to the calculated index.
5. Crew, catering, cabin supplies, and other operating items are
included in the BOW and corresponding BOI.
6. This leaves passengers, cargo and fuel to be calculated.
C. Passenger Index
1. The table located on the back of the calculator is used to
determine the passenger weights.
2. The CG calculator is used to determine the index change due
to passenger loading.
3. The cursor is moved to the number of passengers in the
appropriate section and then the wheel is moved to re-center
the line on the cursor. This shows the index change for the
passengers in that section.
4. This is done for passengers seated in Section A, and Section C.
5. The upper portion of the passenger scale showing number of
passengers is used when using average passenger weights.
6. The calculator is designed conservatively enough to allow for
the small difference in the summer and winter weights (5 lbs.).
REV. 7, 15 AUG 2008 10-17

Volume 5
7. The inner portion of the scale is in pounds. This scale can be
used for non-standard weight passengers, actual weights, or
children’s weight (82 lbs. summer, 87 lbs. winter).
8. If average passenger weights are being used and all seats are
full, then the “70 pax” line may be used.
9. Move the cursor to the 70 pax line and then re-center by
moving the wheel.
10. This shows the index change for all 70 passengers.
11. Flight Attendants
a. The FWD F/A and AFT F/A line on the ACM scale is the
mark for compensation of the forward and aft Flight Atten-
dant in the Flight Attendant seat. The F/A’s are included in
the BOI, however, the marks are provided to remove them
when an F/A is not required, such as training flights.
b. When the forward F/A jumpseat is deferred the Flight
Attendant must sit in seat 1A and if the rear F/A jumpseat
is deferred the Flight Attendant must sit in seat 18C.
c. You are required to account for the change in CG. First
remove the F/A from the jumpseat and then calculate the
CG change at 170 lbs. to section A for the forward F/A or
C for the aft F/A respectively.
Note: Whenever the cursor is moved, be sure to hold the wheel
as to not allow it to move.
D. Cargo Index
1. The forward and rear cargo compartments consists of one
section each.
2. The index for these sections is again determined by using the
CG calculator for each compartment.
3. The index change is determined by moving the cursor to the
amount of weight, in pounds, on its corresponding scale.
4. After moving the cursor, the wheel is then moved to re-center
the line on the cursor to show the index change.
5. Checked baggage weight tables are located on the back of
the Center of Gravity calculator.
6. The length of scales marked in “lbs.” may or may not
correspond to compartment weight limits and should not be
used to determine compartment limitations.
REV. 7, 15 AUG 2008 10-18

Volume 5
Note: The maximum forward cargo compartment capacity for
the ERJ-170 is 3020 lbs.
Note: The maximum rear cargo compartment capacity for the
ERJ-170 is 2270 lbs.
E. Fuel Index
Fuel is loaded using the same method as cargo and passengers.
The fuel scale is not linear. For fuel loads above 16,000 lbs., use
the “16,000 OR MORE” mark. For more information on the fuel,
see FUEL BURN OFF.
F. Forward Closet Index
The forward closet contains the onboard wheel chair which is
included in the BOW. Any additional item stored in the closet must
be considered in the weight and balance calculations.
The maximum weight limits are, unless placarded otherwise:
• Closet floor: 40 lbs.
• Coat hanger: 25 lbs.
G. Observer Index (ACM)
The observer weight is calculated at 190 lbs. year round. The
index change is determined using the CG calculator. The cursor
is moved to the ACM (Additional Crew Member) line and then the
wheel is moved to re-center the line on the cursor to show the
index change.
H. Passenger & Cargo Additions & Removals
1. To add passenger or cargo weight, use the same method of
moving the cursor to the weight added and then rotating the
wheel to re-center the cursor line.
2. To subtract passenger or cargo weight, start with the cursor at
the zero line.
a. Rotate the wheel until the cursor indicates the weight or
number of passengers being removed.
b. The new index is then found under the index indicator line.
REV. 7, 15 AUG 2008 10-19

Volume 5
I. Final Index (CG) & Fuel Burn Off
1. After all loading is accomplished and adjustments made with
the CG calculator, the Loaded Index (CG) is read under the
index indicator line.
2. To see where the CG is in the envelope, find the point where
the index indicator line intersects the total weight of the
aircraft.
3. The units of trim are also determined from this point.
a. Locate the green dotted trim line closest to the CG location
and note the % MAC number.
b. Then go to the “PITCH TRIM SETTING FOR TAKEOFF”
where the CG position (%MAC) and the flap setting for
takeoff intersect. This will give you the correct trim setting
for takeoff.
1) As an example your takeoff weight is 75,000 lbs. with
an index of -12.2 will give you a CG position (%MAC)
of 17, go to the green chart and for flap 1 takeoff the
trim setting would be 4.5.
c. All information involving % MAC and trim on the front of the
calculator is displayed in green.
REV. 7, 15 AUG 2008 10-20

Volume 5
J. Fuel Burn Off
1. All scales and lines on the calculator dealing with fuel are
displayed in blue.
2. After arriving at a satisfactory final index for takeoff, the fuel
burn off must be taken into account to ensure that the center
of gravity will be within limits for landing.
3. Fuel burn off below 16,000 lbs. will cause the index and CG to
move aft and must be taken into account for enroute and
landing operations.
a. Fuel burn cannot be “unloaded” like cargo or passengers
because the fuel scale is not linear.
b. To properly account for fuel burn you must “unload” all of
the fuel on board and then “reload” the amount to be left in
the tanks at landing.
c. For example, if the fuel load is 17,000 lbs. for takeoff and
the landing will be made with 4,000 lbs. remaining (13,000
lbs. burn off), then it is computed as follows:
1) Unload the total fuel by placing the wedge cursor on
the ZERO line and rotating both cursors counter
clockwise until the wedge cursor is over the “16,000
OR MORE” mark.
2) Then place the wedge cursor over the “4000” point
and rotate both cursors clockwise to put the wedge
cursor on the ZERO line. This will correctly show the
effect of the fuel burn.
d. An alternate method is to load the fuel last during the
calculations and look at the zero fuel index before calcu-
lating the fuel.
1) This will give you a tanks empty CG and will tell you
where your CG will be if forced to use all of your fuel.
2) Then spin in the fuel and check your legality for
takeoff.
3) If both the takeoff and landing fuel are more than
16,000 lbs., then the landing index will be the same as
the takeoff index, and only the change in weight need
to be accounted for.
CAUTION: When the final index is at or above a limit, it is required
to move payload, if feasible, to bring the center of
gravity more toward the center of the envelope.
REV. 7, 15 AUG 2008 10-21

Volume 5
K. Aft Limit & Inflight Movement
1. There are two aft limits displayed on the calculator.
2. Limit constraints to account for inflight movement of
passengers and crew are incorporated into the AFT LIMIT
WITH PAX line and the caution zone is computed from this
line.
3. The AFT LIMIT line is available for use when there are no
passengers on board and if crew movement in the aircraft is
restricted.
4. When operating between the AFT LIMIT WITH PAX and the
AFT LIMIT line the pilots and flight attendants are not allowed
to leave their seats and move aft in the aircraft.
5. There is also a red AFT LIMIT line defining a red shaded NO
TAKEOFF ZONE. Takeoff with the CG in this area is
prohibited. Operation in this area for inflight and landing is
allowed. Observe Caution Zone and inflight movement
restrictions when operating in this zone for inflight and
landing.
L. Load Planning for the ERJ-175
1. The ERJ-175 has an extended First Class cabin and is a tail
heavy aircraft. This aircraft will operate with the Zero Fuel
Weight CG in the Aft Caution Zone anytime the aircraft has
more than 70 passengers. Anytime the aircraft is fairly full, the
flight crew should plan the load using the following priority
whenever possible:
a. Plan the load so that Section B is filled with the maximum
number of passengers first.
b. Plan the load so that the forward portion of Section C is
filled next.
c. Plan the load so that the aft portion of Section C is filled
next.
d. Place the maximum number of checked bags in the
forward cargo bin before placing any checked bags in the
aft cargo bin.
e. Plan the load so that Section A is filled next.
Note: Whenever there are empty seats and the Zero Fuel
Weight CG is in the Aft Caution Zone, all empty seats in
each section must be aft. The assumption is that the CG
for each section is either neutral or forward of neutral.
Note: The priorities listed in this section are for planning
purposes only. Passengers may board the aircraft in any
order or sequence.
REV. 7, 15 AUG 2008 10-22

Volume 5
M. Caution Zones
1. If the zero fuel weight or gross takeoff weight index falls within
a caution zone, then first move the minimum number of
passenger(s) to the opposite zone to obtain an index between
the caution zones. That will give you a normal load index and
no further action is required.
a. For example, the gross takeoff weight index falls just within
the FWD CAUTION ZONE. By moving just one (1)
passenger from Zone A to Zone C, the index now falls
between the caution zones.
b. After accomplishing this movement, no further action is
required and the loading will be within limits. There is no
need to move other passengers within the zones whenever
the new index falls between the caution zones.
c. If, after the passengers are moved and the loading
problem is re-spun, the index still falls in the caution zone
then no further action is required and the loading will be
within limits.
2. If, after completely filling the opposite zone and the index still
falls within the caution zone, then comply with the zone’s
instructions.
a. For a final index in the FWD CAUTION ZONE, all empty
seats in Zone A must be forward.
b. For a final index in the AFT CAUTION ZONE, all empty
seats in Zone C must be aft.
3. Final index in the Caution Zone with all or no passenger seats
occupied
a. When all passenger seats are occupied or when none of
the passenger seats are occupied, then operation in the
Caution Zones is permitted without further action
1) As an example, during repositioning flights without
passengers, the caution zones may be ignored.
4. The caution zones are designed with certain loading
restrictions assumed.
a. While it would be difficult to load an aircraft that would
exceed the parameters of the caution zones, it is possible.
b. Generally, it is assumed, that, within a given section, the
passengers are distributed through out that section.
c. It is permissible to fill an entire section while another
section is empty, but not, for example, to fill the front three
rows in each section without filling some of the seats in the
aft portion of those sections.
REV. 7, 15 AUG 2008 10-23

Volume 5
N. See Gee Wheel for ERJ-170
CAUTION: Do not leave the calculator exposed to direct sunlight

or high heat conditions. Leaving the calculator in the
sun on a glare shield for example, will cause warping
and cracking of the vinyl lamination and may damage it
beyond usable repair.
REV. 7, 15 AUG 2008 10-24

Volume 5
N. See Gee Wheel for Interchange Aircraft
REV. 7, 15 AUG 2008 10-25

Volume 5
O. See Gee Wheel for ERJ-175
DELTA CONNECTION
ERJ-175
C. G. CALCULATOR FWD F/A
CLOSET
SEC A
ZERO 12 FWD
BAGGAGE
SEC B
32
2 1 1 2 3 4
4 3 5 6
5 500 500 7 8
6 1000
7 1000 150 9 1 SEC C
0
8 0
0
2 0 0 11 1 32 AFT
BAGGAGE
9 150 0 21
10 10 5 AFT BAG 25 3 1
20 15 00 4
11 2 0 0
0
3 2 0 25 2 1 GAG 15 AFT
3 4 3 E 3 0 16 F/A
12 PA
X
6
5
500 10
00 1
7 00 7
0
X
0 150
18 0 0
25
PA
0 2
3
) GE
00
AGGA
5
0
19
10 00
DB
35
sX 25
20 0 0 0
25
(lb
FW 00
B
4
00
21
500 76 P
1000
30
AX
22 4 5 0 0
0
150 FUEL
23
00)
s)
00 x 10
(lb
A 20 (lbs
24 5 0 0 0
00
25
25 ,00
0 5
16 ORE 10
26
SET
00
33 OR
M 15 CLO
27 2 500 60
All weights
30
06
65
in pounds
5
8 29
PITCH TRIM SETTING FOR TAKEOFF (UP)
FWD F/A
30 31
All CG POSITION (% MAC)
Weights AFT F/A
00
7 9 11 13 15 17 19 21 23 25 27 ACM
32
Valid only for Shuttle America
Flap 1 6.0 6.0 5.5 5.0 5.0 4.5 4.0 3.5 3.0 3.0 2.5 Embraer ERJ-175 Aircraft Speciﬁcation YS1C
6500
PAX
Flap 2 6.0 6.0 5.5 5.0 4.5 4.0 3.5 3.5 3.0 2.5 2.0
(lbs)
Flap 4 6.0 5.5 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0
%MAC
AIRCRAFT
WEIGHT
C
7
85,517
27
9
85,000
E AF
-27
25
11 AF
SE MP T C
3
80,000 TL
13 23 CT TY AU
IO S E T I
IM
IT
15 21 N A ON
-26
17 19 M S T
2
U S I N ZO
75,000 T E NE
BE AC
FWD LIMIT
-25
NO
27
AF H
1
T TA
ZO K E
NE O F
ION EACHARD
70,000
-24
F
NE
CA ATS INFORW
0
25
ZO
FW PTY SUST BE
-2
-1
65,000
3
UT
E
M
23
N
-2
TIO
-2
D
EM
2
SEC
60,000
-2
21
-3
1
-2 7
0 -4
19
IN 55,000
-1 9 X
DE 9 -5 DE
17
-18 11 13 15
X -6 IN
-17 50,000
-7
SEE GEE ™
-16
-15
-14 -9
-8
Copyright © 2008
Center of Gravity -13 -12 -11 -10 CAVU International
Calculator ALL RIGHTS RESERVED
seegeesolutions.com
509-286-4281
REV. 7, 15 AUG 2008 10-26

Volume 5
P. Weight Tables for ERJ-170
Weight Tables for ERJ-170 Aircraft

PAX WEIGHTS BAG WEIGHTS
Number Adult Adult Child Child Number Checked
PAX Summer Winter Summer Winter Bags Weight
1 190 195 82 87 1 30
2 380 390 164 174 2 60
3 570 585 246 261 3 90
4 760 780 328 348 4 120
5 950 975 410 435 5 150
6 1140 1170 492 522 6 180
7 1330 1365 574 609 7 210
8 1520 1560 656 696 8 240
9 1710 1755 738 783 9 270
10 1900 1950 820 870 10 300
11 2090 2145 902 957 11 330
12 2280 2340 984 1044 12 360
13 2470 2535 1066 1131 13 390
14 2660 2730 1148 1218 14 420
15 2850 2925 1230 1305 15 450
16 3040 3120 1312 1392 16 480
17 3230 3315 1394 1479 17 510
18 3420 3510 1476 1566 18 540
19 3610 3705 1558 1653 19 570
20 3800 3900 1640 1740 20 600
21 3990 4095 1722 1827 21 630
22 4180 4290 1804 1914 22 660
23 4370 4485 1886 2001 23 690
24 4560 4680 1968 2088 24 720
25 4750 4875 2050 2175 25 750
26 4940 5070 26 780
27 5130 5265 27 810
28 5320 5460 28 840
29 5510 5655 29 870
30 5700 5850 30 900
31 5890 6045 31 930
32 6080 6240 32 960
33 6270 6435 33 990
34 6460 6630 34 1020
35 6650 6825 35 1050
36 6840 7020 36 1080
37 7030 7215 37 1110
38 7220 7410 38 1140
39 7410 7605 39 1170
40 7600 7800 40 1200
41 7790 7995 41 1230
42 7980 8190 42 1260
43 8170 8385 43 1290
44 8360 8580 44 1320
45 8550 8775 45 1350
46 8740 8970 46 1380
47 8930 9165 47 1410
48 9120 9360 48 1440
49 9310 9555 49 1470
50 9500 9750 50 1500
51 9690 9945 51 1530
52 9880 10140 52 1560
53 10070 10335 53 1590
54 10260 10530 54 1620
55 10450 10725 55 1650
56 10640 10920 56 1680
57 10830 11115 57 1710
58 11020 11310 58 1740
59 11210 11505 59 1770
60 11400 11700 60 1800
61 11590 11895 61 1830
62 11780 12090 62 1860
63 11970 12285 63 1890
64 12160 12480 64 1920
65 12350 12675 65 1950
66 12540 12870 66 1980
67 12730 13065 67 2010
68 12920 13260 68 2040
69 13110 13455 69 2070
70 13300 13650 70 2100
REV. 7, 15 AUG 2008 10-27

Section 4 Weights & Indexes
Volume 5
A. Flight Crew and Flight Attendant Weight/Index
1. Flight Crew weight is 240 lbs. per crew member and this
includes their flight bag and overnight bag.
2. Flight Attendants weight is 210 lbs. and this includes one
flight bag per attendant for both F/A jumpseats and their
overnight bag.
3. The index for the flight crew and the forward and aft jumpseat
are calculated into the BOI.
4. Crewmembers should store their roller bags in the cabin by
placing one in Section A, 2 in Section B, and 1 in Section C.
No roller bags should be placed in the First Class Section
(above the seats in the first 2 rows of the aircraft). The bags
should be evenly distributed throughout the cabin.
5. The weight and location of the crew bags (30 lbs for roller
bags, 20 lbs for pilot flight bags, and 10 lbs for Flight Attendant
kit) are included in the BOW and BOI.
B. Observer Weight Index
1. Weight is 190 lbs. year round.
2. Change of aircraft index is determined by moving the cursor
to the ACM line and then re-centering the line by moving the
wheel. This shows the effect of the observer on the aircraft
index.
C. Passenger Weight Index
1. The average passenger weights:
Summer 190 lbs. (May 1 to Oct. 31)
Winter 195 lbs. (Nov. 1 to Apr. 30)
2. A table which shows the passenger weights is located on the
calculator.
Note: The passenger weights include 16 lbs. for one
permitted carry-on item and one personal item.
3. The change in aircraft index is determined by using the CG
calculator. Determine the number of passengers in each
section. Move the cursor to the number of passengers in
section A. Then move the wheel to re-center the line. Repeat
this for the number of passengers in Section C on the C scale.
Note: For unusual passenger loads i.e. sports teams, the
CG calculator is still used. In this case the lbs. scale
is used instead of the number of passenger scale for
each section.
REV. 7, 15 AUG 2008 10-28

Volume 5
D. Child Count
1. A person who has not reached their 13th birthday is
considered a child for weight and balance calculations. Lap
children are not counted.
2. The average child weight year round is 82 lbs. summer and
87 lbs. winter.
3. Whenever the LF-001 Load Report shows one or more
children in the passenger count, the load manifest prepared
by the flight crew must reflect the same number of children in
the weight and balance and CG calculation.
a. For the CG calculation, the child count requires a two step
process.
1) Step 1 - enter the passenger count for the zone (total
passengers minus the number of children).
2) Step 2 - enter the actual weight of the child count for
the zone (Number of Children X 82 pounds).
4. The Flight Attendants are responsible to provide the cockpit
crew with an accurate passenger AND child count for each
aircraft section. The flight crew will enter the number of
passengers and children in the respective field of the Load
Manifest.
E. Baggage Weight/Index
1. The effect on aircraft index due to cargo is computed using the
CG calculator. First, the amount of weight in pounds in the
FWD and AFT BAGGAGE section needs to be determined.
Then move the cursor to that amount on the baggage area
scale. Re-center the line by moving the wheel.
2. The index change due to carry-on baggage being placed in
the cargo area is determined in the same manner. On the
forward cargo scale, move the cursor to the weight of the
carry-on baggage that was placed in the forward cargo area.
Re-center the line by moving the wheel.
Note: Checked bag weight is 30 pounds.
Note: Carry-on bags that are collected planeside or removed
from the cabin and placed in the forward cargo
compartment are 30 pounds.
Note: Cargo tables are located on the back of the
See GeeTM calculator.
REV. 7, 15 AUG 2008 10-29

Volume 5
F. Completing the Shuttle America Airlines W&B Load Manifest
1. 14 CFR Part 121 allows the manifest to be completed and
signed by any designated personnel.
2. At Shuttle America Airlines, it is the Captain’s responsibility to
ensure that the load manifest is completed in a timely manner
prior to departing from the gate.
3. The First Officer will complete and sign the load manifest, and
the Captain will review the load manifest for accuracy. The
Captain retains overall responsibility of the aircraft loading
during its operation.
4. The load manifest is a two part form; one white and one
yellow.
a. The white copy will be carried by the crew. The white copy
will be discarded after the end of each flight leg.
b. The yellow copy will be retained at the departure station for
3 months.
5. The initial load manifest preparation will be accomplished by
the First Officer well before scheduled departure time. This
preparation consists of:
a. All information known at the time the initial data is entered
b. Any information not known at the time of initial data entry
(such as passenger load and/or cargo) will be entered into
the form at a logical time as the data becomes known.
c. Takeoff planning data is known as soon as ATIS is
received.
REV. 7, 15 AUG 2008 10-30

Volume 5
G. Load Manifest Instructions
The First Officer will complete and sign the Load Manifest, and the
Captain will check the accuracy and completeness of the form.
1. Date (Month/Day/Year).
2. Flight number.
3. Departure airport.
4. Arrival airport.
5. Aircraft N number.
6. Basic Operating Index (BOI) from flight release
7. Basic Operating Weight (BOW) from flight release
8. Number of passengers in the section A, from FA passenger
count.
a. List number of adults and children separately in the space
provided.
9. Number of passengers in the section B, from FA passenger
count.
provided.
10. Number of passengers in the section C, from FA passenger
count.
provided.
11. Total weight of passengers in section A.
a. List total weight of adults and children separately in the
space provided.
12. Total weight of passengers in section B.
space provided.
13. Total weight of passengers in section C.
space provided.
14. Number of bags or cargo in the forward cargo compartment
(FWD), as indicated on the load report (OF/RP-11E, LF-001).
a. List number of bags and cargo separately in the space
provided.
REV. 7, 15 AUG 2008 10-31

Volume 5
15. Number of bags or cargo in the aft cargo compartment (AFT),
as indicated on the load report (OF/RP-11E, LF-001).
a. List number of bags and cargo separately in the space
provided.
16. Total weight of bags or cargo in the forward cargo
compartment (FWD), as indicated on the load report (OF/RP-
11E, LF-001).
a. List total weight of bags and cargo separately in the space
provided.
17. Total weight of bags or cargo in the aft cargo compartment
(AFT), as indicated on the load report (OF/RP-11E, LF-001).
a. List total weight of bags and cargo separately in the space
provided.
18. Weight of bags, clothing, and other articles stored in the
forward closet, from FA information.
a. In the “(for CG calc. only)” space, enter the total weight of
items listed below.
1) The Flight Attendant’s RON bag, passengers’ assis-
tive devices and clothing articles are part of the
average weight program.
This weight is only relevant for calculating the CG because
it is already included in the average weights and need not
be added to the total weight.
b. In the “(for W&B calc.)” space, enter the total weight of arti-
cles that are not part of point 1), like organ shipments. This
weight must be added to the total weight as it is part of the
Zero Fuel Weight.
c. Examples:
for CG calc. only for W&B calc.
Passenger coats, Shipment of Human

personal items, Organs
assistive devices,
FA RON bag.
d. The maximum weight limit of all articles in the forward

closet is 65 lbs, unless placarded otherwise:
• Closet floor: 40 lbs.
• Coat hanger: 25 lbs.
REV. 7, 15 AUG 2008 10-32

Volume 5
19. Cockpit observer/additional crewmember (ACM)
a. 190 pounds all year.
20. Zero fuel weight (ZFW) of the aircraft.
a. Calculate ZFW by adding total passenger weights in all
sections, total bag/cargo weight in both compartments,
weight in forward closet and ACM weight (if applicable) to
the OEW.
b. Do not exceed 65,256 lbs.
Note: (1) If no passenger or bags/cargo adjustments,
proceed to number 25. “Fuel Weight at Takeoff”.
Note: (2) If passenger or bags/cargo adjustments, proceed
to number 21. through 23. “PAX and Bag/Cargo
Weight Adjustments” in the shaded area.
21. Weight adjustment for addition or removal of passengers.
a. For each section, list the number of passengers that are
added in the “ON” column, and that are removed in the
“OFF” column.
b. List the total weight of passengers to be added or
subtracted.
22. Weight adjustment for addition or removal bags or cargo.
a. For each cargo compartment, list the number of bags or
cargo that are added in the “ON” column, and that are
removed in the “OFF” column.
b. List the total weight of bags and/or cargo to be added or
subtracted.
23. Weight adjustment for addition or removal items from the
forward closet.
a. List the total weight of items to be added or subtracted.
24. Adjusted Zero Fuel Weight.
a. Calculate the new adjusted ZFW by adding and/or
subtracting the weights of passenger and/or bags/cargo
adjustments.
25. Fuel Weight at Takeoff.
a. Use the actual fuel on board at the gate, subtract the esti-
mated fuel burn during taxiing for takeoff, and enter the
result.
REV. 7, 15 AUG 2008 10-33

Volume 5
26. Gross Takeoff Weight
a. Add fuel weight at takeoff (#25.) to the ZFW (#20.)
27. Adjusted Gross Takeoff Weight
a. Add fuel weight at takeoff (#25.) to the Adjusted ZFW
(#24.)
28. Enroute Fuel Burn
a. List the estimated enroute fuel burn as indicated on the
flight release.
29. Estimated Landing Weight
a. Subtract the estimated enroute fuel burn (#28.) from the
Gross Takeoff Weight (#26.) or from the Adjusted Gross
Takeoff Weight (#27.) as applicable.
b. Verify that the resulting estimated landing weight does not
exceed the most restrictive of the following weights:
• maximum certificated landing weight (72,310 lbs.),
• maximum landing weight climb limited, or
• maximum approach and landing weight runway length.
30. List the Maximum Takeoff Weight (MTOW) as extracted from
the APG Airport Analysis Manual.
a. Verify that the maximum takeoff weight does not exceed
the most restrictive of the following weights:
• maximum certificated takeoff weight (82,011 lbs.),
• maximum takeoff weight climb limited,
• maximum field length limited takeoff weight, or
• brake energy limit weight.
31. List the C.G. Index as indicated on the ERJ-170 CG
Calculator.
32. Landing C.G.
a. Circle YES if Landing C.G. is within limits, circle NO if it is
not.
33. Circle the takeoff flap setting as indicated on the APG Airport
Analysis Manual.
34. Indicate the pitch trim setting as determined from ERJ-170 CG
Calculator.
REV. 7, 15 AUG 2008 10-34

Volume 5
35. The white copy of the completed load manifest remains with
the flight crew and will be discarded after the flight. The yellow
copy must be handed to departure station personnel with a
copy of the load report.
36. Ground Security Incident (GSI)
a. Circle NO if there was no GSI.
b. Circle YES to indicate to the customer/ramp personnel that
there is a GCI on board the aircraft.
37. Pilot Signature.
a. The First Officer signs the load manifest report here.
REV. 7, 15 AUG 2008 10-35

Volume 5
H. Sample Load Manifest
ERJ-170 Load Manifest
Use this form to determine MTOW & PITCH Trim.
1.
Date: ______|______|______ 2.
FLT:____________
MM DD YY
3.
From: _________ 4.
To: _________ 5.
Aircraft: __________
6. BOI: – . From Flight Release
Weight Control
Basic Operating Weight (BOW)
7. From Flight Release
PAX Weights From Flight Attendant Count
Adult +
8. SEC A
Child +
11.
Adult +
9. SEC B
Child + 12.
Adult +
10. SEC C
Child +
13.
Baggage/Cargo Weights
Bags +
14. FWD
Cargo +
16.
Bags +
15. AFT
Cargo +
17.
18. Fwd Closet (for CG calc. only) + (for W&B calc.)
19. ACM Weight +

20. Zero Fuel Weight (ZFW) Ensure < MZFW
PAX/Bag/Cargo Weight Adjustments
SEC A ON OFF
21. SEC B ON OFF
SEC C ON OFF
FWD ON OFF
22. AFT ON OFF
23. Fwd Closet
24. Adjusted Zero Fuel Weight
Fuel Weight at Takeoff
25. Actual Fuel -Taxi Fuel
+
26. Gross Takeoff Weight (GTOW)

27. Adjusted Gross Takeoff Weight
28. Fuel Burn From Flight Release -
29. Estimated Landing Weight
30. Maximum Takeoff Weight (MTOW)
Balance Control
31. C.G. Index – . LANDING C.G. in Limits: YES / NO 32.

33. Flap Setting 1 2 4
34. PITCH TRIM (Display on EICAS) UP .

White - Flight Crew Copy (Destroy after flight)
35. Yellow - Station Copy (File for 3 months) GSI: YES / NONE 36.
37.
Pilot Signature ORIG - 10/12/04
REV. 7, 15 AUG 2008 10-36

Section 1 Minimum Equipment List / Non-Essential
Equipment and Furnishings/ Configuration Deviation List
Volume 5
Chapter 11
Equipment and Systems
Section 1 Minimum Equipment List / Non-Essential Equipment

and Furnishings/ Configuration Deviation List (MEL/
NEF/CDL)
A. General
1. The purpose of the MEL and NEF is to authorize Shuttle
America to operate particular aircraft with equipment that is no
longer in operational condition.
2. Individual items contained within this MEL and NEF are
sequenced utilizing the ATA numerical system. Individual
items will address procedures for both operational and
maintenance personnel to follow in conjunction with Shuttle
America‘s Operations and Maintenance Manual procedures
as applicable.
3. The purpose of the CDL and NEF is to address items not listed
in the MEL that may be removed from an aircraft. The
lineations to the aircraft, once an item is removed, will be listed
on the flight release, similar to MELs.
Procedures used to defer an item listed in the CDL is identical
to the procedures for deferring MEL items. CDLs will be
tracked as if they were a category “D” MEL item (120 days).
NEF items are deferred as Category “P” items. Category “P”
deferral time limits are either specified in the NEF or default to
120 days excluding the calendar day in which it was deferred.
REV. 6, 13 JUN 2008 11-1

Section 1 Minimum Equipment List / Non-Essential
Equipment and Furnishings/ Configuration Deviation List
Volume 5
B. Discrepancies After Departure
1. A flight is considered to have departed when the aircraft
moves under its own power (forward or backward).
2. After this time, a discrepancy that arises will be evaluated by
the Flight Crew as to whether to continue the flight or return
for maintenance and/or operational procedures set forth in
the MEL/NEF/CDL to be implemented.
3. When an item fails prior to takeoff, that is listed in the MEL/
CDL as an “M” item, the aircraft must return to accomplish the
maintenance (M) procedure before the flight takes off.
4. Several things the Flight Crew will take into consideration
when evaluating the MEL/NEF/CDL item are:
a. How the newly identified item may be affected by existing
MEL/CDL’d items.
b. Evaluate flight conditions expected to be encountered
during this intended flight and how the identified item will
affect the safety of the flight.
c. Evaluate capabilities of the intended destination should
the identified item require deactivation procedures to be
implemented at the time of arrival.
5. Although a flight is considered to have departed as soon as
the aircraft moves under its own power, (forward or
backward), SAFETY is the predominant factor at all times
when considering Items a., b. and c. listed above, as to
whether the flight should be continued or terminated.
C. Distribution
1. For distribution or revision status of the MEL/CDL, contact the
Manager of Technical Publications at (317) 484-6038. (This is
also a Dialnet number).
2. The Manager of Technical Publications (or his/her designee)
distributes and monitors this MEL/CDL. Monitoring is
performed through the use of a tracking system and
Acknowledgement Letters which are returned to the Manager
of Technical Publications at the time of the MEL/CDL
distribution or revision.
Note: THE MINIMUM EQUIPMENT LIST WILL BE
KEPT IN A SEPARATE BINDER IN THE
AIRCRAFT.
3. The NEF list is maintained by Maintenance Control and is
available on the Company server or via fax or e-mail upon
request.
REV. 6, 13 JUN 2008 11-2

Section 2 Emergency Equipment
Volume 5
A. General
1. Crewmembers must be thoroughly familiar with the location
and use of emergency equipment.
2. This section contains an Emergency Equipment & Exit
Location diagram and aircraft specific information on
emergency equipment.
B. Description & Operation
1. The ERJ-170 is equipped with the following generic
emergency equipment items:
a. Flashlights
b. Flightdeck Window Escape Ropes
c. Crash Ax
d. Enhanced Emergency Medical Kit (EEMK)
e. Fire Extinguishers
f. First Aid Kit
g. Megaphone (cabin only)
h. Personal Flotation Devices (Life Vests)
i. Portable Oxygen Bottle with Mask
j. Protective Breathing Equipment (PBE)
k. Emergency Escape Path Lighting and Exit Signs
l. Flightdeck Oxygen Breathing System
m. Automatic External Defibrillators (AEDs)
REV. 1, 15 MAR 2006 11-3

Volume 5
C. Flightdeck Escape Rope
1 2
3 4 5
7
6
REV. 1, 15 MAR 2006 11-4

Volume 5
1. Emergency Evacuation
a. The escape rope is used as an aid for flight crew members
to evacuate through the crew escape hatch.
b. There are two (2) escape ropes. Each is located in the
ceiling above both the captain’s and first officer’s seats.
c. Check the strap is anchored to the aircraft before dropping
it out the window.
d. The illustrated technique is recommended but difficult &
should be used only in an extreme emergency. Operation
see picture previous page
Depress the lock button.
Pull the window handle in and back. Slide window aft.
Pull the escape rope from the overhead
compartment.
Deploy the escape rope and exit the flightdeck head
first.
Carefully begin evacuation down the escape rope.
Using the escape rope loops, continue evacuating.
Upon reaching the ground, assist others as
necessary.
D. Cabin Seating
1. ERJ-170
a. Each aircraft seats 70 passengers using 18 rows of seats
in the passenger cabin. The Coach section consists of 16
rows with a double row of seats on the left and right sides;
The First Class section consists of 2 rows at the front of the
cabin with a single row on the left side and a double row on
the right side of the aircraft.
2. ERJ-170 - Interchange Aircraft
a. The interchange aircraft seats 76 passengers using 19
rows of seats in the passenger cabin with a double row of
seats on the left and right sides.
3. ERJ-175
a. Each aircraft seats 76 passengers using 20 rows of seats
in the passenger cabin. The Coach section consists of 16
rows with a double row of seats on the left and right sides;
The First Class section consists of 4 rows at the front of the
cabin with a single row on the left side and a double row on
the right side of the aircraft.
REV. 7, 15 AUG 2008 11-5

Volume 5
E. Emergency Equipment Location - ERJ-170
The following diagrams depict emergency equipment and exit
locations:
1. Forward Locations
REV. 7, 15 AUG 2008 11-6

Volume 5
2. Aft Locations
REV. 1, 15 MAR 2006 11-7

Volume 5
3. Emergency Exits and Lights
PHOTO- PHOTO-
LUMINESCENT LUMINESCENT
STRIPS STRIPS
REV. 1, 15 MAR 2006 11-8

Volume 5
F. Emergency Equipment Location: Interchange Aircraft 76 Seats
REV. 7, 15 AUG 2008 11-9

Volume 5
G. Emergency Equipment Location - ERJ-175
Cockpit
Crash Axe
Escape Rope Cockpit
PIC Oxygen Escape Rope
PBE Flash Light
Halon F/O Oxygen
Flash Light Life Vest
Life Vest Observer’s Oxygen
Observer’s Life Vest
Forward Lavatory
Fixed Halon
Smoke Detector Forward Wardrobe
First Aid Kit
Halon (2)
Forward F/A Jumpseat PBE
Interphone Call System POB
Life Vest
Manual Release Tool
Flash Light
Cabin Lights Emergency Exit 1-R
Emergency Light Switch
Emergency Exit Door 1-L
First Overhead Bin A/C Left

Grab & Go Kit
Demo Equipment
Under All Aisle Seats in Even
Aft Left Overhead Bin Rows on A/C R
EEMK
AED 1 Infant Life Vest
Aft Left Doghouse

Emergency Exit Door 2-L POB
FAK
Aft Left Doghouse – Galley Side

PBE
Halon
Aft Right Doghouse
Megaphone
Aft F/A Jumpseat
POB
Interphone Call System
Life Best
Manual Release Tool
Flash Light Emergency Exit 2-R
Cabin Lights
Emergency Light Switch
Aft Lavatory
Fixed Halon
Smoke Detector
Compartment on Galley Side of A/C Right
PBE
Demo Equipment
Behind Aft Galley Carts Halon
On Board Wheelchair
REV. 7, 15 AUG 2008 11-10

Volume 5
H. Emergency Lighting System
Emergency lighting consists of internal and external lights pow-
ered by four dedicated batteries connected to the ESS BUS. The
battery charge is sufficient to supply all emergency lights for
approximately 10 minutes. External emergency lighting is pro-
vided by each of the escape slides located at each of the four
doors of the aircraft.
Internal emergency lights comprise the exit locator signs, exit
marker signs, exit ID signs, cabin/cockpit emergency lights and
passageway emergency lights.
Passageway emergency lights are photo luminescent strips that
are charged prior to the first flight of the day through the interior
cabin lighting.
1. Flightdeck Control
a. The emergency lighting system is controlled by the EMER
LT switch on the overhead panel.
b. The switch has three positions, OFF, ARMED and ON and
is guarded to the ARMED position.
c. With the switch in the ARMED position, the emergency exit
lights will normally be extinguished.
d. If the power to the ESS BUS fails or if AC power has been
turned off, the emergency exit lights illuminate automati-
cally.
2. Cabin Control
a. The emergency exit lights may be illuminated by a button
on either the forward or aft flight attendant control panels.
b. This is an ON button and is guarded to prevent inadvertent
activation. For system testing, there is also an adjacent
TEST button.
c. Without activating the ON button, the lights are controlled
from the flightdeck.
d. With the button depressed, the Flight Attendant may over-
ride the flightdeck controls and illuminate all the emer-
gency lights.
e. Control from this panel is available in the event of auto-
matic control failure.
REV. 7, 15 AUG 2008 11-11

Volume 5
3. Lights
a. The flightdeck aft DOME light contains a separate bulb
that is powered by the emergency lighting system to
provide illumination for flightdeck evacuation.
b. Interior emergency exit lights are located:
1) In the bullnose of the stowage bins to illuminate the
aisle;
2) Over the entry/service door(s) to indicate the exit
locations; and
3) In the ceiling to assist locating the exists and provide
general illumination in the area of the exits.
c. Self-illuminating exit locator signs are installed at the
forward, middle, and aft end of the passenger cabin.
d. Exterior emergency lights illuminate the escape slides.
1) The fuselage installed escape slide lights are adja-
cent to the forward and aft service and entry doors.
2) Two lights are also installed on the fuselage to illumi-
nate the ground contact area
e. Whenever any of the lights are illuminated, they are being
powered by their own batteries only and will last approxi-
mately 10 minutes.
4. Emergency Exit Lights Switch
on Pilots’ Overhead Panel
a. OFF - Lights off and batteries being charged if power is

available.
b. ARMED - All emergency lights will illuminate automatically
if power to ESS BUS fails. Batteries being charged by the
electrical system.
c. ON - All emergency lights illuminated by individual
batteries. No recharging.
REV. 7, 15 AUG 2008 11-12

Volume 5
5. Flight Attendant Emergency Switch
On Flight Attendant Control Panels
a. ON - Turns on all emergency lights

b. ARMED - automatically illuminates all lights in case of ESS
BUS electrical power loss or if aircraft electrical power is
turned off.
c. TEST - One-minute test of all passenger cabin emergency
lights.
I. Floor Proximity Emergency Escape Path Lighting System

1. The system operates in conjunction with the existing
emergency light system.
2. The escape path and exit indicators are designed to quickly
locate the nearest exit during emergency evacuations when
low visibility conditions exist in the cabin.
3. The system includes special cues for one-way egress routes.
4. The exit indicator signs for the forward and rear entry/service
doors are on the forward side of all doors.
REV. 7, 15 AUG 2008 11-13

Volume 5
5. Floor Proximity Escape Path Lighting
(Photo luminescent Strips)
a. Photo luminescent strips are installed along the
passenger cabin floor to provide a means of identifying the
emergency escape path even in dense smoke conditions.
b. Double red dots on the strips indicate direction change or
the end of each exit path.
c. Photo luminescent escape path strips must be charged
prior to the first flight of the day by interior cabin lighting.
d. For 15 minutes of ceiling and entrance cabin lighting expo-
sure in BRIGHT mode the strip luminescence will be avail-
able for 7 hours.
e. Luminescence time is not limited if during flight either
daylight or cabin lighting exist in the cabin with the lighting
set to ON or BRIGHT.
6. Flight Attendant Control Panel Cabin Lighting Console
ON - Illuminated Light Emitting Diode (LED) indicates

lighting is on.
BRIGHT/DIM - When depressed and “BRIGHT” LED is
lit, indicates Floor Proximity Emergency Escape Path
Lighting is at its brightest. When further depressed and
“DIM” LED is lit, indicates the lighting is dimmed.
REV. 7, 15 AUG 2008 11-14

Volume 5
J. ERJ-170 Phase II Flightdeck Door
1. Background
a. The ERJ-170 will be equipped with a Phase II Flightdeck
Door.
b. The Phase II door incorporates several safety features
designed to provide improved security for the flightdeck.
c. This section provides information relating to the door’s
composition and operation.
2. General
a. The Phase II flightdeck door configuration replaces
Phase I door upgrades.
b. The Phase II configuration includes a locking system,
flightdeck door status indications and controls, and a dead
bolt system.
3. Reinforced Cockpit Door
a. The Reinforced Cockpit Door is ballistic and intrusion
resistant, designed in accordance with FAA requirements.
b. A flightdeck door control panel and a flightdeck access
panel operate the door latch.
c. The door’s electro-mechanical latch installed on the
cockpit side can be either remotely or manually operated.
4. Electromechanical Latch
a. A spring opens the electromechanical latch when it is not
energized, ensuring the fail open condition to the cockpit
door.
REV. 7, 15 AUG 2008 11-15

Volume 5
5. Control Panels
a. Door Control Panel (Flightdeck)
b. Flightdeck Access Panel (from cabin)
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Volume 5
K. Normal Procedures
1. Preflight
A system preflight check is required on the first flight of the
day.
a. Accomplish the following procedures:
1) Upon entry, with both flightdeck crewmembers
present in the flightdeck, close the flightdeck door.
2) Visually check that the Flightdeck Access System
button, located on the center control pedestal, is in the
LOCK (covered) position.
3) Press the TEST button
4) Continually tests the flightdeck aural alert while
pressed, regardless of audio selection.
5) Press the LOCK button to unlock the flight door.
6) The door red indicator light is steady if the emergency
cockpit access is denied;
7) A green indicator light is steady if the door is
unlocked.
8) The flightdeck door will now open.
9) Re-close the flightdeck door.
10) A cabin crewmember, present at the Flightdeck
Access Panel, will press the button on the Flightdeck
Access Panel.
11) A requisite 30-second time interval will pass after
which the flightdeck door will automatically unlock
allowing the cabin crewmember to enter.
12) The test is considered complete if all the above steps
are followed and successful.
Note: If a Flight Attendant is not available, the items 10 and 11
may be accomplished by the FO or a qualified ACM.
2. Flightdeck Entry
a. Crewmember in cabin calls pilots via interphone to request
entry.
b. When ready to enter using the peephole, a flightdeck crew-
member will positively identify the caller.
c. If entry is permitted, a flightdeck crewmember will open the
door using the electronic door release and secure the door
upon entry.
REV. 7, 15 AUG 2008 11-17

Volume 5
d. If entry is not permitted, use interphone to contact the
cabin and assess the situation.
3. Leaving Flight Deck Requiring Additional Crewmember
a. If a crewmember needs to enter the flightdeck to meet the
requirement of a two-crewmember presence on the flight-
deck at all times;
1) Pilot calls crewmember in cabin via interphone to
inform of intent to leave flightdeck.
2) Crewmembers follow Normal Flightdeck Entry proce-
dure above.
4. If no additional crewmember presence is required (i.e.,
more than two crewmembers are on the flightdeck):
a. Pilot vacating flightdeck will verify exit area clear via peep-
hole
b. Pilot vacating will use the electronic door release to open
the door.
c. Pilot vacating will secure the door immediately upon
exiting the flightdeck.
d. To re-enter the flightdeck, Normal Flightdeck Entry proce-
dures will be used.
L. Emergency Flightdeck Entry
1. Use of this procedure is authorized only to gain access to the
flightdeck if:
a. It is suspected that the crew has been incapacitated (if no
response from the flightdeck after repeated attempts via
the interphone)
or
b. On the ground, first flight of the day and the door is locked.
2. Procedure
a. Crewmember calls pilots via the interphone.
b. If no response after repeated attempts, press the button
on the flightdeck access panel.
c. There will be a 30-second delay. During this delay, the red
LED will illuminate.
d. When the green LED illuminates, the door will unlatch
automatically.
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Volume 5
e. Flightdeck access is now in force.
1) This procedure cannot be executed if the INHIBIT
button has been selected by the pilots during the 30
second delay. If so, access to the flightdeck will be
denied for at least 8 minutes and 30 seconds.
2) If the flightdeck access panel button is pressed, an
aural alarm will sound on the flightdeck.
a) If the alarm is triggered:
b) Immediately select INHIBIT on the Door Control
Panel. This will automatically inhibit door lock
operation for 8 minutes and 30 seconds.
c) Contact crewmember via interphone to assess the
situation.
d) Contact ATC, if required.
e) Land at nearest airport, if required.
M. Cockpit Door
1. Door Description
a. A bullet-proof, intrusion-resistant, rearward-opening,
hinged door separates the flightdeck from the passenger
cabin.
b. It as an electro-magnetic locking system controlled by the
pilots; a wide-angle peephole, decompression/egress
panels; cabin-side access panel; flightdeck door response
button; dead bolt system; and an operative door latch on
the flightdeck side.
c. To open the flightdeck door, use the electronic door
release(primary) or the mechanical override mechanism
(secondary) which is a latch on the flightdeck side.
2. Locking Mechanism
a. The ERJ-170 flightdeck doors are held in the locked posi-
tion by one electro-magnetic locking latch.
b. When the door is in the closed position and power is
supplied to the aircraft, the door will lock automatically.
c. The locking latch system can be opened in one of three
ways: Normal Door Operation (LOCK button), Alternate
(Mechanical Override), and by emergency entry.
REV. 7, 15 AUG 2008 11-19

Volume 5
3. Alternate Door Operation
a. Flightdeck Door Button: A single, push button is located on
the center pedestal on the COCKPIT DOOR CONTROL
panel.
b. By pressing the LOCK button, a flightdeck crewmember
may unlock the door.
c. This button should be used for normal door operation. Use
the manual latch as an alternate means of opening the
door from the flightdeck side.
4. Peephole
a. An improved peephole is provided with this Phase II door.
This peephole provides a 135° field of view through bullet-
proof glass.
b. Flightdeck crewmembers will use this peephole to verify
potential entrant’s identity prior to opening the door.
5. Emergency Egress
a. If the door is jammed or stuck, emergency egress from the
flightdeck is provided for by removing a quick release pin,
manually unlocking the latch, and pushing the flightdeck
door towards the cabin.
6. Decompression Panels
a. The ERJ-170 flightdeck bulkhead construction allows
relief of cabin over-pressure (flightdeck rapid decompres-
sion) by means of the upper and lower door panels.
b. When two redundant differential pressure sensors detect
rapid pressure drop on the flightdeck, panel latches will be
commanded to open simultaneously, allowing the panels
to swing forward.
c. The upper panel configuration is such that it attempts to
minimize injury to the jumpseat rider from being hit on the
head.
7. Flightdeck Access Panel (cabin side):
a. The panel is installed adjacent to the door on the cabin
side, on the right.
b. The panel face is composed of two features. The left side
has a button. The right side has two (2) LED lights.
REV. 7, 15 AUG 2008 11-20

Volume 5
c. Flightdeck Access Panel (from cabin)
1) EMERG CALL PUSHBUTTON (covered)

a) Activates the chime alarm sequence in the cockpit.
b) If the INHIB push button is not pressed within 30
seconds after an EMERG CALL command, the
hatched white indication turns off 4 seconds
before the cockpit door opens.
2) The LED Lights:
a) Red: The door is locked and the INHIB button is
selected.
b) Green: After pushing this panel button and at the
end of the 30-second delay, the door is in the
unlock mode or anytime the pilot holds the LOCK
button to allow flightdeck access.
8. Flightdeck Door Response Button and Annunciators
A three-button panel is installed in the flightdeck on the center
pedestal.
1) LOCK button (covered).
a) Controls the cockpit door’s power supply.
b) Activates and deactivates the electromechanical
door latch.
c) Activates and deactivates the inhibition control.
d) Resets the chime alarm and opening sequence
logic circuits.When pressed, will unlock the flight-
deck door.
REV. 7, 15 AUG 2008 11-21

Volume 5
2) INHIB button.
a) Inhibits, for 500 seconds, the emergency call
command from the flightdeck door control panel in
the passenger cabin.
b) Lights up the red LED in the passenger cabin
control panel.
c) The flightdeck door opens if the INHIB push
button is not pressed within 30 seconds after the
EMERG CALL push button on the passenger
cabin control panel is pressed.
3) UNLOCKED indication. Illuminates when the door is
unlocked. Starts flashing when the EMERG CALL
push button on the passenger cabin control panel is
pressed. Turns off when the INHIB push button is
pressed.
4) TEST button. Continually tests the chime while the
test button is pressed, regardless of audio selection.
5) Door Control Panel (Flightdeck)
6) Power Supply the flightdeck door system operates

with 28 volt DC power supplied by DC BUS 2.
REV. 7, 15 AUG 2008 11-22

Volume 5
9. Phase II Flightdeck Door - Flightdeck Side
DOORKNOB
10. Phase II Flightdeck Door - Cabin Side
REV. 7, 15 AUG 2008 11-23

Volume 5
N. Emergency Exits
The ERJ-170 is equipped with a total of six emergency exits. All
four main cabin doors are emergency exits. In addition, the two
direct vision windows in the flightdeck are also designed as emer-
gency exits.
1. Cabin Doors (Main and Service)
a. The ERJ-170 is equipped with two main entry doors.
1) Both are located on the left fuselage, forward and aft.
2) Under normal operations, the forward main door is
used to board and deplane passengers.
3) Additionally, two service doors are located on the
right fuselage, forward and aft.
b. The door opening operation is manual. The system has a
mechanical assist. The door swings outward and forward
toward the aircraft nose.
c. Internal and external handles operate the door movement.
The door remains against the aircraft fuselage when fully
open, thereby leaving the entrance completely clear for
jetway use.
d. All doors have a sight window installed above the door
handle assembly.
e. All doors are equipped with an emergency evacuation
slide. The emergency evacuation slide is stowed in a
container at the lower part of the door.
f. The emergency evacuation slide is controlled by a “girt
bar” mechanism inside the door. The mechanism can be
manipulated manually by using the evacuation slide
handle.
g. When the door is opened from the outside, the emergency
evacuation slide release mechanism is automatically
disabled.
h. In inclement weather (i.e. visible moisture and/or visibility
less than one mile) or after the last flight of the day, the
vent flaps must be closed while on the ground (at the gate)
to prevent corrosion inside the door. The vent flap is
closed by moving the vent flap handle down after
disarming the door (ensure the indicator reads
“DISARMED”). On the last flight of the day, if the flight
crew closes the forward passenger door, ensure the vent
flap is closed using the exterior vent flap handle prior to
leaving the aircraft.
REV. 7, 15 AUG 2008 11-24

Volume 5
2. Cabin Door Operation (Main and Service)
a. Escape Slide Disarm
ARMED
2
DISARMED
Step 1: Lift the handle cover.

Step 2: Lift the red evacuation slide/vent flap handle up.
Step 3: Check the escape slide indicator. Indicator must read,
“DISARMED.” All visual indicators must be green
prior to opening the main cabin door.
REV. 4, 15 FEB 2008 11-25

Volume 5
b. Opening Doors
1 2
Step 1: Lift up on the main handle until fully extended.

Step 2: Push the door out.
Step 3: Fully open the door to lock it open.
CAUTION: The Customer Service Agent will open the Main Cabin
Door from the outside. The forward area near the MCD
must remain clear until the door is opened and
secured.
REV. 4, 15 FEB 2008 11-26

Volume 5
c. Closing Main Cabin Doors
3
2
Step 1: Pull the locking latch handle to release the door.

Use the inside mounted safety assist handle (not
pictured).
Step 2: Using both the main door handle and locking latch
handle, pull the door inward to the closed position.
Step 3: Lower the main door handle until locked in place.
REV. 4, 15 FEB 2008 11-27

Volume 5
Step 4: Flightdeck indicators will alert the flightdeck crew
if the door has not been properly secured. This
door closing procedure may have to be repeated.
Ensure the door/slide is disarmed before
repeating the door closing procedure.
d. Escape Slide Arming
ARMED
ESCAPE SLIDE
3 GIRT BAR INDICATOR
Step 1: Lift the handle cover.

Step 2: Pull down the red evacuation slide/vent handle.
REV. 4, 15 FEB 2008 11-28

Volume 5
Step 3: Check the escape slide indicator. Indicator must
read, “ARMED.” All visual indicators must be red
for arming of the emergency escape slide. The
escape slide girt bar indicator must be red,
confirming the slide is armed.
e. Door Emergency Opening
1) Emergency Power Assist:

In the event of an emergency opening the door in
emergency mode (evacuation slide is ARMED) will
activate the Emergency Assist System/Power Assist
that will fully open the door after lifting up on the main
internal handle all the way to the full up position.
Moving the handle to the full up position breaks a
small safety pin in the nitrogen actuator located in the
door and releases the nitrogen charge. After the
charge is released, the door will automatically move
to the full open position. The Emergency Assist
System is installed in all four (4) doors.
2) The following procedure should be used when Emer-

gency Power Assist is available:
Assess outside conditions
Grasp Main Cabin Door handle with both hands
and lift all the way up.
Grasp assist handle located on the side of the
door, push the door out and fully open by sliding it
forward until it locks into place against the
fuselage.
While grasping the assist handle, pull the red
inflation handle once. The manual inflation handle
will stay attached to the evacuation slide.
Continue to grasp the assist handle and proceed
with the evacuation procedures.
WARNING: When opening the door in Emergency Mode, ensure
to grasp the assist handle located to the side of the
door, as the door will open with extreme force.
REV. 4, 15 FEB 2008 11-29

Volume 5
3) The following procedure should be used when Emer-
gency Power Assist fails:
Assess outside conditions
Grasp Main Cabin Door handle with both hands
and lift all the way up.
Grasp assist handle located on the side of the
door, push the door out and fully open by sliding it
forward until it locks into place against the
fuselage.
While grasping the assist handle, pull the red
inflation handle once. The manual inflation handle
will stay attached to the evacuation slide.
Continue to grasp the assist handle and proceed
with the evacuation procedures.
If the door does not open fully, the Flight Attendant
must not pull the red inflation handle. The Flight
Attendant must follow the exit blocked
procedures.
1
2 3
REV. 4, 15 FEB 2008 11-30

Volume 5
3. Emergency Evacuation Slide
All doors are equipped with an emergency evacuation slide
which is stowed in a container at the lower part of the door.
The emergency evacuation slide is controlled by a “girt bar”
mechanism inside the door. The mechanism can be
manipulated manually by using the evacuation slide handle.
When the door is opened from the outside, the emergency
evacuation slide release mechanism is automatically
disabled.
Slide Stowed in Door
GIRT
RESTRAINT ASSEMBLY
PATCH
INFLATABLE
TUBES
RESTRAINT
PATCH
SLIDE
SURFACE
LED
LIFELINE
LED
Fully Deployed Slide

LED
REV. 4, 15 FEB 2008 11-31

Volume 5
4. Girt Retaining Fasteners/Straps.
a. There is excess girt material outside of the container on
the forward door slides.
b. During an evacuation, this excess material could become
caught on the retaining clips as the door begins to open,
jamming the door and preventing the slide deployment.
c. The Pilot or Flight Attendant must check to see that the girt
bar indicator window is ARMED and that the pressure
gauge is within the GO range on the pressure indicator.
d. Escape Slide, Girt Bar, and Manual Inflation Handle
REV. 4, 15 FEB 2008 11-32

Volume 5
O. Crash, Fire and Rescue Information
PASSENGER AND SERVICE DOORS

EXTERNAL HANDLE
TO OPEN DOOR
1. Pull vent flap to relieve residual air pressure
2. Push the latch cover and grab handle firmly
3. Pull the latch on the external handle all the way up
4. Swing the door outward until locked in position.
REV. 7, 15 AUG 2008 11-33

Volume 5
P. Closed Door Indications
In case the Door Position Indications on MFD and associated EICAS
Messages are deferred per MEL/CDL, a crewmember must visu-
ally confirm that all cabin doors are closed and locked using the
indicators described below:
One green latch and two green lock indications are provided
to ensure the door is secured in the locked position.
An escape slide ARMED/DISARMED indication provides the
escape slide armed/disarmed condition.
A red indication in the bottom of the door provides means to
verify if the girt bar is engaged
.
ESCAPE SLIDE
ARMED/DISARMED
LOCK
LATCH
LOCK
ESCAPE SLIDE
GIRT BAR
EM170AOM140370A.DGN
REV. 7, 15 AUG 2008 11-34

Section 3 ADSP Heater
Volume 5
Section 3 ADSP Heater
A. System Description
The Air Data Smart Probes Heater is located on the First Officer’s
Panel just to the right of the PFD. The purpose of the ADSP
Heater is to allow the flight crew to heat the Smart Probes while on
the ground without having to start an engine.
1. HEATER BUTTON
a. PUSH IN: activates the ADS probes heater. A striped bar
illuminates in the button.
b. PUSH OUT: the ADS probes heater operates in AUTO
mode.
Section 4 FMS
Use Honeywell FMS information provided by ERJ-170 Pilot’s
Flight Management System Guide.
REV. 4, 15 FEB 2008 11-35

Section 5 EPIC Load 17.5 Differences
Volume 5
A. Overview
The following is a summary of the differences the pilot will see when
flying an aircraft with EPIC Load 17.5 versus Load 17.2:
1. New FBW PBIT Clock - A new clock is incorporated into the
Flight Control synoptic page on the MFD to show the 20 hour
clock for both the Electrical PBIT test and the Hydraulic PBIT
test for the Fly By Wire (FBW) System. During initial power up
of the aircraft, the failure of the clock to re-set to 20 hours
indicates a failure of the FBW PBIT test.
2. New EICAS Message for FBW PBIT Test - A white FCL
CTRL TEST IN PROG EICAS message will be displayed
whenever the Electrical PBIT Test for the FBW System is in
progress.
3. New Default for Minimums Knob - Minimum default value
for the Baro Minimums display is changed from 5,000 feet to
2,000 feet.
4. Green Dot - Green dot for flap extension will be inhibited
above 20,000 feet.
5. Pitch Guidance for Takeoff - The pitch guidance (takeoff
crossbar) will not move after rotation but will give a consistent
target for the pilot to follow.
6. Gaps in Flight Plan for DIRECT TO with ABEAM - New
logic eliminates the gap that occurred in the active flight plan
when the Direct To with Abeam function is selected.
7. Improved RNAV Departure Performance - New airspace
model from Honeywell improves RNAV departure
performance and eliminates the requirement for a Bank
Factor value of 15.
8. VNAV Intermediate Level Offs -New logic retains original
cruise altitude target value regardless of intermediate level
offs using VNAV during the Climb-to-Cruise profile.
9. Rudder/Elevator Rate Limiter on Ground with Hydraulic
Power-Up -New logic implements a rate limiter on the ground
upon activation of hydraulic power so that the rudder and
elevator move smoothly to the neutral position.
REV. 4, 15 FEB 2008 11-36

Volume 5
10. Aileron Indication on the Synoptic Page -New logic
eliminates an error which occurred when the ailerons were
fully deflected but did not indicate properly on the Flight
Control synoptic page on the MFD.
11. FBW Rudder Pre-Flight Check - New logic eliminates the
requirement to accomplish the pre-flight rudder check at a
slow speed. All logic for a FLT CTRL NO DISPATCH EICAS
message due to quick rudder movement has been eliminated.
12. FUEL TANK LO TEMP EICAS Message - Moved from being
a cyan Advisory message on the EICAS to an amber Caution
message. The QRH procedure remains the same.
13. ENG 1 (2) FUEL SW FAIL EICAS Message - New logic will
trigger the ENG 1 (2) FUEL SW FAIL EICAS Advisory
message when all fuel pumps are off, the fuel pressure switch
does not indicate low pressure, and the defueling valve is
closed.
14. Erroneous stick shaker activation during takeoff -New
logic will eliminate an erroneous stick shaker during takeoff
with the loss of a single ADSP (smart probe).
15. FMS Speed - EADI Erroneous Speed Tape Indication -
New logic eliminates an error on the EADI display which
occurred when FMS speed is selected in Mach with the
airplane flying actual FMS speed (for example 0.78 Mach).
The flight path vector speed error tape incorrectly displayed a
down tape.
16. FMS Speed VLE Not Observed -New logic eliminates an
error which occurred when FMS speed is selected in Mach
and target speed exceeded the maximum landing gear extend
speed with the landing gear lever down.
17. Spurious FLT CTRL NO DISPATCH EICAS Message - New
logic to eliminate spurious FLT CTRL NO DISPATCH EICAS
messages if, during power up, the DC Bus Tie toggle switch is
in the off position, or if the control column is moved, or if the
rudder pedals are moved.
18. Spurious EMER LT BATT FAULT EICAS Message -New
logic to eliminate spurious EMER LT BATT FAULT EICAS
messages.
19. Spurious RADIO ALTIMETER Indications - New logic to
show an amber indication (instead of a green indication) when
one radio altimeter displays an RA of less than 2,500 feet
when the aircraft is actually higher than 2,500 feet AGL
REV. 4, 15 FEB 2008 11-37

Section 6 SPDA 9.2 Upgrade Differences
Volume 5
(spurious altitude data)
20. Spurious FD LATERAL MODE OFF EICAS Message - New
logic to eliminate spurious FD LATERAL MODE OFF EICAS
messages during the approach phase.
21. Spurious MCDU 1 (2) OVHT EICAS Message - New logic to
eliminate spurious MCDU 1 (2) OVHT EICAS messages
when no real overheat condition exists.
22. Spurious APPR 2 NOT AVAIL EICAS Message - New logic
to eliminate spurious APPR 2 NOT AVAIL EICAS messages
while on the ground.
Section 6 SPDA 9.2 Upgrade Differences
A. Overview
The following is a summary of the differences the pilot will see
when flying an aircraft with the SPDA 9.2 Upgrade:
1. APU - It is no longer necessary to move the APU Master
selector from OFF to ON and back to OFF to clear the FADEC.
Turn the APU Master selector to ON, wait for the dashes on the
APU EICAS display to show numbers (FADEC active), then place
the APU selector directly to the START position, hold for 2
seconds, and then place the selector to the ON position. During
normal APU shutdown, the APU generator will remain connected
during the 2 minute cool-down period.
2. Ground Service Mode - It is no longer necessary to deselect
Ground Service Mode prior to selecting another electrical mode
such as GPU, APU, or Batteries. Direct transition from Ground
Service Mode to any other electrical mode will occur normally
with no EICAS messages (such as RAT FAIL or INVERTER
FAIL). In addition, the logic which created inadvertent RAT
deployments while on the ground was fixed.
3. Fuel Feed Fault - There will be no spurious Fuel 1(2) Feed
Fault EICAS messages during engine start. The logic for this
message has been re-programmed.
4. Electric Hydraulic Pumps - There will be no inadvertent
electric hydraulic pumps starting during the initial power up of the
aircraft. This should minimize the interruption of the flight control
PBIT test 3 minutes after AC electrical power is placed on the
aircraft.
REV. 4, 15 FEB 2008 11-38

Section 7 FADEC 5.2 Upgrade Differences
Volume 5
5. A-22 Circuit Breaker - There will be no requirement to pull
the A-22 circuit breaker during the initial power up of the aircraft.
Section 7 FADEC 5.2 Upgrade Differences
A. Overview
The following is a summary of the differences the pilot will see
when flying an aircraft with the FADEC 5.2 Upgrade:
1. Latched Messages - Engine FAIL indication on the N1 dial
and the ENG 1(2) FAIL Caution EICAS message will be latched
after an uncommanded engine shutdown.
2. Spurious Messages - There will be no ENG 1(2) REV PROT
FAULT EICAS Caution message when the thrust levers are
positioned between the idle and Min Rev positions for more than
5 seconds.
3. New FLEX Takeoff Parameters - The FADEC will now
command a FLEX takeoff all the way to CLB-2 limits and the
maximum assumed temp will be changed from 32 degrees (10
degrees and below at 1,000 feet) to 40 degrees. Performance
calculation procedures remain the same as they were with
FADEC Version 4.12.
4. Radio Altimeter Signal - The FADEC will now differentiate a
failed radio altimeter signal from a non-computed radio altimeter
signal. With version 5.20, Final Approach idle will be set as soon
as Approach is set.
5. ITT Overshoot - When the FADEC commands packs off for
any reason, it will incorporate a 5 second delay before increasing
the N1 to ECS OFF levels in order to eliminate an ITT overshoot.
REV. 4, 15 FEB 2008 11-39

Section 8 Load 17.2 Ops Procedure - Bleed 1 (2)
Overpress
Volume 5
Section 8 Load 17.2 Ops Procedure - Bleed 1 (2) Overpress
A. Overview
Prior to Load 17.2, the Bleed 1 (2) Leak EICAS message could be
triggered for cases of overpressure. Beginning with Load 17.2,
the EPIC System will now differentiate the difference between an
overpressure condition and a bleed leak condition:
1. BLEED 1 (2) OVERPRESS EICAS Message - The pilot will
utilize the following procedure anytime the Bleed 1 (2) Overpress
EICAS message is annunciated.
2. Affected BLEED Button................PUSH OUT, wait one
minute, then PUSH IN
a. If BLEED (1 or 2) OVERPRESS message remains
annunciated:
1) Affected Bleed Button.........................PUSH OUT
2) APU Bleed Button (if applicable)..........PUSH OUT
3) XBleed Button....................................PUSH OUT
4) Icing Conditions.................................EXIT/AVOID
5) Altitude.............................................MAX 31,000 FT
3. If BLEED (1 or 2) OVERPRESS message extinguishes:
BLEED (1 or 2) OVERPRESS Checklist complete.
4. BLEED (1 or 2) OVERPRESS remains annunciated:
1) Associated Thrust Lever............................IDLE
2) BLEED (1 or 2) OVERPRESS Checklist complete,
and Accomplish “Engine Out Preliminary Landing
Checklist”, page 25 in the QRH.
REV. 4, 15 FEB 2008 11-40

Section 9 LOAD 19.3 DIFFERENCES
Volume 5
A. New EICAS Message
1. EICAS message PRKG BRK NOT RELEASED whenever the
aircraft is in the air and the Parking Brake is applied.
B. Reduction of Spurious EICAS Messages
1. Reduction in spurious EICAS messages that were generated
during taxi with strong cross-winds.
2. The PITCH TRIM FAIL EICAS message will inhibit the AUTO
CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.
3. The Flight Control Fail messages such as ELEVATOR RH
(LH) FAIL, RUDDER FAIL, and AILERON RH (LH) FAIL
messages will be inhibited on the ground if both hydraulic
systems that power the surface are depressurized.
4. Spurious EICAS messages such as GROUND SPOILERS
FAIL, RUDDER LIMITER FAIL, ELEV THR COMP FAIL, and
FLT CTRL FAULT will no longer be displayed after a normal
engine shutdown on the ground.
5. Fast movements of the rudder pedal on the ground will no
longer trigger a FLT CTRL NO DISPATCH message. In
addition, no spurious display of RUDDER LIMITER FAIL
message when the pedals are commanded at high rates while
on the ground.
6. In flight, uncommanded motion of the Horizontal Stabilizer will
only show STAB LOCK FAULT EICAS message on the
ground after landing. The FLT CTRL NO DISPATCH
message will no longer be displayed on the ground.
C. Weather Radar
1. Maintains proper weather radar displays when going from
PLAN to MAP mode.
D. Cruise Altitude
1. The FMS will synchronize to the PSA selected altitudes equal
to or higher than the planned initial cruise altitude entered into
the Perf Init, Page 3.
REV. 4, 15 FEB 2008 11-41

Volume 5
E. VNAV Glide Path
1. VGP approach mode enabled. Use the APP button on the
Guidance Panel to activate the VGP during an RNAV/GPS
approach. Use of the VGP is restricted to PICs who have
completed the approved training course.
F. Vertical Display Improvements
1. Works with PLAN Mode
2. Vertical Scale is added to the left hand border of the display
3. Vertical scale is automatically adjusted with the selected
range, however the altitude listed in the Perf Init, Page 3,
must match the actual cruise altitude
4. Display will adjust for flight phase (i.e. climb, cruise, or
descent)
5. Displays the missed approach procedure
G. AMS Synoptic Page
1. Fixed an error in the temperature display for the right
manifold.
H. RTE Page
1. Route Page layout was updated for commonality with the FLT
PLAN pages. Also, RTE Page becomes the default for any
activation from the arrivals and/or departures pages from the
FLT PLAN menu. For any modification to the enroute portion
of the FLT PLAN, any activation will stay within the FLT PLAN
mode.
I. Abeam Waypoints and Altitude Constraints
1. Altitude constraints will be retained when using the Direct- To
command with Abeam Waypoints.
J. Airspace Model Improvement
1. The airspace model for defining departure and arrival
airspace was updated moving from a 30 nm flight path to a 30
nm radius around airports. This includes all SIDs, STARs,
and all approach procedures that are selectable from the NAV
database. Also, this will resolve all issues with arrivals into
DCA.
K. Autothrottles
1. The FD FLCH control law was fixed and the autothrottle servo
rate upper limit was set to a higher value.
2. Autothrottle software was changed to fix an anomaly during
one-engine inoperative situations.
REV. 4, 15 FEB 2008 11-42

Volume 5
L. AP FAIL CAUTION EICAS Message
1. The AP FAIL caution EICAS message will no longer be
displayed when the AP is disengaged by force on the control
wheel.
M. FLCH
1. FLCH control is improved in order to minimize pitch
oscillations during climbs.
N. Vertical Speed
1. 950 feet per minute is now selectable in both directions.
O. Electronic Checklists
1. Originally, the Electronic Checklist (ECL) feature was enabled
for Load 19.3. However, due to certification issues, the ECL
will not be activated within our fleet until all certification issues
have been resolved.
P. NAV Radio Tuning Changes
1. NAV radio tuning may be performed on the FMS Progress
page while in Preview Mode.
2. With V/L selected on the GP, NAV Radio tuning goes into the
Manual Mode (auto-tuning not available).
3. Simplified logic for radio tuning
a. Codes of A, V, R, and M no longer displayed.
b. The prompt on the MCDU Radio page 1 changed to “FMS
Auto” which will either be displayed with auto tuning on, or
not displayed with auto tuning off.
c. “FMS Auto On” displayed in magenta on the PFD and
“FMS Auto Off” displayed in green on the PFD.
d. MCDU Radio Page 1, double select standby Nav
frequency to get to the Nav 1 (2) page where you can
toggle between FMS Auto ON and FMS Auto OFF using
LSK 5R.
REV. 4, 15 FEB 2008 11-43

Volume 5
Note: With the simplified logic for auto-tune, and with the AD
requiring hard tuning of the frequency no longer valid (it
was terminated with EPIC Load 17.3), flight crews are
encouraged to utilize auto-tune for all ILS approaches.
With autotune, the frequency will not have to be hard
tuned when the approach brief is given. In the event that
auto-tune is utilized for the approach, the PM must
reconfirm that both nav radios are properly tuned and
identified within 25 nm of the airport prior to
commencing the approach (i.e. prior to intercepting the
localizer).
4. Identifier on the PROG Page 1 will no longer be displayed
when outside the service volume of the selected navaid. The
PM will have to re-check the identifier prior to starting any
approach when the Navaid that the approach is based on (i.e
an ILS approach) is selected early and the aircraft is outside
of the service volume.
Note: The FMS auto-tunes the localizer frequency for
localizer based approaches. For localizer auto-
tuning, frequency confirmation from the NAV
receiver is performed but the data is not checked by
the FMS. The pilot must rely on the primary
instrument flags to determine the validity of the
signals.
Q. Takeoff and Landing Pages Changed
1. Re-design of the Takeoff and Landing pages
a. BARO SET is displayed in “inHG”.
b. EPIC will verify that the V speeds are in a logical numer-
ical order. If they are not, the speed that is not logical will
be displayed in inverse video.
c. The pilot must set the proper flap setting in the MCDU on
the Perf T/O Page 2/3, LSK 1L, so that the flap setting in
the MCDU matches both the takeoff flap setting shown in
the Performance Attachment to the flight release (Aero-
Data TLR) and the flap setting shown on the EICAS.
d. The takeoff configuration warning will verify that the flap
setting selected in the MCDU is also the flap setting
shown on the EICAS. If they are not identical, the aural
“NO TAKEOFF FLAPS” will be activated upon pressing
the T/O CONFIG button.
e. If the actual takeoff weight is below the BOW, it will be
displayed in inverse video on the takeoff page.
REV. 4, 15 FEB 2008 11-44

Section 10 Load 19 RNAV/GPS Approaches
Volume 5
R. Optimum V2
1. For LOAD 19.3, the takeoff guidance angle computation was
updated to prepare the system for optimum V2 takeoff, where
the takeoff guidance angle reference is varied according to
V2, SLAT/FLAP setting and takeoff weight.
2. The TLR from AeroData will provide the pilot with the planned
Takeoff Weight, the planned takeoff FLAP setting, and the
planned V2 must be entered on the FMS TAKEOFF pages,
and the T/O PITCH must be checked on the FMS TAKEOFF
page 3/3.
3. The next version of the computerized AFM will allow AeroData
to compute an optimized V2 which will also produce an
optimized takeoff pitch which can be verified on Page 3 of the
Takeoff Page.
a. The use of an optimized V2 and optimized takeoff pitch
will provide for a higher MTOW in certain conditions such
as taking off from a high altitude airport with high temper-
atures.
4. The “NO TAKEOFF FLAPS” aural warning logic is updated to
crosscheck the flap setting input on the FMS TAKEOFF page
2/3 and the actual flap position.
S. FGCS Priority Switching Modifications
1. PBIT checks the FGCS commands for 5 seconds during
power up so that maintenance will not be required to check the
FGCS every 600 flight hours.
A. General
1. The ERJ-170 is authorized to conduct RNAV approaches that
provide lateral guidance to the runway threshold.
2. This FMS generated guidance can use a variety of sensor
inputs of which GPS is primary. The RNAV approach is a non-
precision approach using an MDA based on LNAV minimums.
Note: LPV minimums are not authorized.
B. Jeppesen Approach Plate Terminology
1. Jeppesen approach plates may be labeled RNAV (GPS),
RNAV, GPS, VOR or GPS, etc. In other words, if the title of the
approach contains RNAV or GPS and the approach is stored
in the nav database, then the approach may be flown.
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Volume 5
Note: Pilot modifications to the stored procedures (to
include fixes, altitudes or angles) are not permitted.
2. The approach plate in the “PRE-APPROACH BRIEFING
INFORMATION” section, will list approach requirements. For
instance, “GPS or RNP - 0.3 required” means that if you have
GPS or no GPS, but your RNP is 0.3 NM or less, you are legal
to execute the approach. “DME/DME RNP - 0.3 not
authorized” means that if you do not have GPS, you are not
authorized to execute the approach.
C. RNAV Approaches
1. The PF will descend the aircraft using the VNAV button on the
flight guidance panel. The PM will monitor the aircraft to
ensure that all intermediate altitudes are properly maintained
throughout the approach.
2. VNAV Glide Path Approach Mode
a. A new VNAV non-precision approach mode was created
in Load 19.3 for commonality with ILS approach proce-
dures.
b. When the pilot selects an RNAV based approach with a
published constant glide path angle on the FMS and
presses the APP button on the Guidance panel, the GP
will be armed (GP in white on the FMA).
c. The Pilot Flying (or the PM on command of the PF) will
select APP when cleared for the approach by ATC and the
aircraft is within 30 Nm (radial distance) of the FAF.
1) This will arm the VGP mode.
2) When the VGP mode is armed a white diamond is
displayed above the FMS vertical deviation which
indicates the Glide Path reference before the inter-
ception.
3) The VGP mode is engaged when the airplane is
within 5 Nm of the FAF.
4) Once the VGP mode is engaged (GP in magenta on
the FMA), the pilot should select the missed
approach altitude and the FD will disregard the PSA.
d. The use of temperature compensation is prohibited when
using the VGP approach mode. If the pilot is using
temperature compensation for the RNAV approach, only
FPA or V/S may be used for vertical guidance.
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3. For approaches utilizing LNAV/VNAV minimums, the flight
crew will input the lowest altitude that the aircraft is cleared to
in the AFCS via the guidance panel. Both pilots must verbally
re-confirm all intermediate altitudes by cross-checking the
The PIC is responsible to ensure that all altitude crossing
restrictions are met when the VNAV button is engaged. If the
FAF altitude is a hard altitude, then the VGP glide path must
be intercepted at the FAF hard altitude.
D. Missed Approach Procedures
1. The Missed Approach Procedure for an RNAV Approach is
the same as for an ILS Approach.
E. Required Navigational Performance (RNP)
1. Currently, all published RNAV approaches have an RNP of
0.3 NM which is depicted on the approach plate. Selection of
the RNP is automatic in the ERJ-170/175 Honeywell FMS and
will change from the terminal setting of “1.0” to the approach
setting of “0.3” two miles from the final approach fix. RNP is
displayed on the PFD HSI and on the PROG page (1).
2. Estimated Position Uncertainty (EPU) is displayed on the
PROG page (1). If the EPU exceeds the RNP, a DGRAD
message is displayed on the PFD HSI. By switching the SRC
(the FMS source), the EPU may be within limits and the
approach continued.
F. Discontinuing the Approach
The approach must be discontinued if any of the following mes-
sages annunciate:
1. The DGRAD message on the PFD
Note: The SRC (the FMS source) may be switched to maintain
the EPU within limits. After accomplishing this switch
and the ensuring DGRAD message is not annunciated,
the approach may be continued.
2. GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or
GPS FAILED messages on the MCDU.
3. RNAV/GPS approach procedures are flown using the APP
mode of the AFCS system.
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4. Decision Altitude (Height) (DA(H)) - The DA(H) is the point at
which the pilot commences the vertical portion of the missed
approach. In some instances, the lateral portion of the missed
approach may require the aircraft to proceed to the missed
approach fix before commencing a turn.
5. The appropriate RNAV/GPS procedure must be programmed
into the EPIC System via the NAV INDEX / ARRIVAL page
prior to commencing any RNAV/GPS approach.
G. Automation
1. The Autopilot (A/P) is routinely used during RNAV/GPS
approaches.
2. The PF selects the respective autopilot, in preparation of the
approach.
H. Alternate RNAV/GPS Configuration
1. It is not uncommon to intercept the final approach coarse and
glideslope and be cleared for the RNAV/GPS approach while
still a considerable distance from the runway.
2. When it is prudent to delay configuring the aircraft for landing,
the following general guidelines should be used:
Aircraft distance (nm) with

Accomplish the procedures
reference to the final approach
associated with
intercept altitude
2 1 1/2 dots
1 1/2 dot
G/S Intercept
For Load 19 and above, the number of approaches using an MDA
is reduced from 6 approaches to 4 approaches as follows:
Mode Mode
Approach
(Lateral Path) (Vertical Path)
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VOR LNAV(1)
LOC LOC
LDA (non-precision) LOC
FPA(2)
LOC (BC) LNAV(1)
Note: (1) If a discrepancy occurs between LNAV and raw

data, use HDG SEL to correct and maintain
desired track.
Note: (2) FPA is used because it compensates for winds.
VS may also be used.
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Volume 5
I. RNAV GPS Approach Actions and Callouts
RNAV GPS Approach
Trigger PF PM
Initial • Check Airspeed

approach;
Airspeed and “Flaps 1” • Check Airspeed
glideslope • Set/request speed “Flaps 1”
bug (not less than * Select Flaps 1
triggers
green dot) * Set speed if requested
• Check Airspeed

requested
• Check Airspeed

requested
Cleared for “Course Alive”

the approach; “Glideslope Alive”
engage APP
mode on GP
Verify that the FMA annunciations change from
white (armed) to magenta (captured).
GS Alive; • Check Airspeed

1 1/2 dots
“Gear down, Landing • Check Airspeed
Checklist” • “Gear Down”
• Position Gear Lever
DN
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RNAV GPS Approach (Continued)
Trigger PF PM
1/2 dot • Check airspeed • Check Airspeed

“Flaps 5” • “Flaps 5”
• Set/request speed • Select Flaps 5
bug (not less than • Set speed if
green dot) requested
On GS • Check airspeed • Check Airspeed

“Flaps Full” • “Flaps Full”
(if desired) • Select Flaps Full
• Set/request speed • Set speed if
bug to VAPP requested

above DA (H) Minimums”
(Auto callout)
Verify Altitude Divide time between

monitoring instruments
and scanning outside
for runway environment.
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Volume 5
RNAV GPS Approach (Continued)
Trigger PF PM

way NOT in “Go Around” out) “No Contact”1
sight • Execute go around
procedure
or

way in sight out) “<Visual Cues> In
Sight”1
“Landing”
1Not required if “Landing” callout has been made by PF
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Volume 5
A. Overview
EPIC Load 21.2 incorporates all of the changes listed in Bulletin
E170-07-05, EPIC Load 19.3 Differences, plus the following items:
1. White Cross - The cyan rectangle showing the hot sections of
the PFD and MFD has been replaced with a white maltese
cross that works in the same manner as a mouse pointer on a
PC Computer. The cross is controlled via the CCD.
2. APU ALTITUDE EXCEED - This is a new EICAS message
that will be displayed anytime the APU is running and the
aircraft is above 33,500 feet.
3. HYD 3 PUMP A NOT ON - This EICAS message will no longer
be displayed during engine shutdown.
4. Green Dot - The Green Dot will be displayed above 20,000
feet and should be used as an indicator of Drift Down speed
at those altitudes. Below 20,000 feet, the Green Dot will
continue to be used for ideal flap selection speed indication.
The flap speed will be based solely on aircraft weight and slat/
flap setting. The Green Dot will no longer oscillate with
changes to bank angle or due to turbulence.
5. Chevron on an EICAS Message - A chevron sign (>) is
displayed to the left of certain EICAS messages to assist the
pilot in determining the primary cause for multiple messages.
For example, an MAU 1A FAIL will trigger multiple EICAS
messages, and the EICAS will show a chevron by the MAU 1A
FAIL message to assist the pilot to determine which message
triggered the EICAS event.
6. FLT CTRL BIT EXPIRED - This EICAS message will no
longer be displayed as a spurious message on January 1st. In
addition, the clock on the Flight Control Synoptic page has
been changed from 20 hours to 50 hours.
7. FMS Speed - The misbehavior of the FMS Speed Knob for
approach speeds has been fixed. Now, the FMS will go into
the approach mode when the aircraft is within 15 nm of the
destination airport and is below 3,000 feet AGL. With this fix,
the restriction on using Manual Mode below 10,000 feet on the
Descent is removed. The pilot may use the FMS Approach
Speeds displayed on Page 2/3 by either accepting the default
value (Green Dot Speed) or by entering in a speed that is
equal to or greater than the Green Dot Speed. The
recommended speeds for normal operations is: Clean - 210,
Flaps 2 - 180, Flaps 3 - 160, Flaps 5 - Vapp or 140 if doing a
flaps full landing, Flaps 6 - Vapp.
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8. Bank Factor - The default Bank Factor is now set to 15
degrees. It is no longer necessary for the flight crew to check
for a bank factor of 15 degrees prior to flying an RNAV
departure.
9. DES NOW - During VNAV, the FMS will display the message
DES NOW approximately 50 nm from the TOD. If the pilot
elects to begin the descent early, the FD will command a
descent of 1,000 fpm until the PTH is intercepted. If the DES
NOW is displayed after the TOD, the FD will command a
descent of 1.5 degrees greater than the planned angle of
descent (e.g. 3.0 degrees will go to 4.5 degrees) until the PTH
is intercepted. If the 1.5 degree addition is not enough, the
FMS will display UNABLE PATH INTERCEPT on the
scratchpad.
10.Direct To - The Direct To will display an additional page with
4 options available to the pilot: Direct, Active, Missed
Approach, and Alternate. The Missed Approach and
Alternate option will only be displayed if the waypoint selected
is also part of the route of flight for the missed approach or
part of the route of flight to the alternate. Generally speaking,
these two options will normally be blank. The Direct option
should be selected when the pilot wants to proceed directly to
that waypoint immediately. A discontinuity in the flight plan
will be inserted after the selected waypoint and the pilot can
edit the rest of the active flight plan at a later time. The Active
option should be selected when the pilot wants to retain the
active flight plan and this will be the option used most during
normal operations.
11.EXCEEDS CEILING ALTITUDE - This message will be
displayed in the FMS scratchpad whenever the pilot selects
an altitude higher than the FMS computed maximum altitude.
12.VNAV and FMS Speeds - The FMS will no longer command
a speed higher than the barber pole speed during takeoffs
using VNAV procedures.
13.FUEL USED - The fuel used indication is automatically reset
by the FMS upon the start of the first engine. The First Officer
will no longer have to manually accomplish this task as part of
the Parking Checklist Flow (POH Page 4-192).
14.Oxygen Indication - The oxygen indication will no longer
show a scale pointer on the Status Page of the MFD, it will
only show the digital indication for the psi number. However,
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Volume 5
all color coding and all values for normal operation remain the
same.
15.VGP - The VGP indication will remain inhibited until the next
EPIC Load (EPIC Load 21.3 which is scheduled for release in
March).
16.Temperature Compensation - The temperature
compensation for RNAV approaches is inoperative with Load
21.2, but is scheduled to be fixed with the next EPIC Load.
Any RNAV approaches that require temperature
compensation (as shown on the Jeppesen approach chart)
cannot be utilized for any flight operation.
17.SPDA Block 11.1 - Aircraft with SPDA Software Block 11.1
upgrade will have a reduction in spurious EICAS messages
including: 1) The SPDA FAIL EICAS message will extinguish
after the SPDA channel is restored. 2) Spurious messages for
RAT FAIL and windshield heat fail will be minimized during
initial power up sequence. 3) Spurious messages for FUEL
FEED 1 (2) FAULT EICAS will be minimized.
REV. 4, 15 FEB 2008 11-55

Section 12 Electronic Flight Bag - EFB
Volume 5
A. General
1. The DAC International electronic flight bag system (EFB) is a
touch screen computer utilized as a multi-function flight
information display unit. The system stores and displays
charts, plates, and manuals, replacing paper documents
carried by pilots aboard aircraft. The EFB can also perform
other functions useful in flight deck management.
2. GEN-X is the hardware component of the EFB. GEN-X is
comprised of the display unit and the remote processor unit.
These are both designed specifically as airline avionics
components.
3. GEN-X is designed to turn on and off with aircraft power. If
both busses are off, as in normal aircraft shutdown, the
system goes to battery for one minute while it performs a
normal Windows shutdown. The amber light will show during
this time.
4. Power to the display unit may be shut off when the aircraft
power is on by pressing the on/off button. The remote
processor unit will remain on and available for immediate use
once display power is turned back on. Under normal
conditions, the on/off button backlight color is blue. When the
internal emergency battery is powering the EFB, the on/off
button backlight is amber. The last page viewed will display
when display power it is turned on again.
5. A USB port is located at the bottom left edge of the display for
loading chart data updates manually through the use of a
thumb drive. The USB port will only recognize valid updates.
6. GENESYS EFB software is specifically designed for use on
the GEN-X hardware touch screen display. GENESYS is
designed to be user friendly yet powerful in its ability to
perform EFB functions. These functions include the display of
charts and plates, manuals, and other items.
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B. Crewmember Login
1. The system will automatically power up when the aircraft
power is present. Once power is applied to the EFB, it boots
the Windows operating system, then starts running the
GENESYS software. Various splash screens are displayed
during the boot procedure, including one shown by the
GENESYS program itself. Next, the User Login screen is
shown.
2. Login - The login screen prompts the user to enter an

Employee ID. An onscreen keyboard is used for entry. After
entering the ID, press the Pilot button in the lower left corner
to begin the login process.
3. After entering the employee ID, a Data Integrity Check is
performed. Once this check has passed, the Main Menu
screen appears with all buttons enabled. If the data integrity
check fails, a diagnostic screen appears.
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4. Data Integrity Check
a. For each problem detected, a one line entry is listed.
Touch an entry to select it; a detailed description of the
problem and its resolution will appear at the bottom.
b. Regardless of what problems are detected, the EFB will
attempt to work around the problems and run as well as
possible.
c. System failures include:
1) Data Integrity Failure
2) Software Integrity Failure
3) Hardware Integrity failure
4) Operating System Integrity Failure
C. Main Menu
1. The Main Menu is the starting point for all EFB functions. The
main display area of the screen depicts six large buttons.
Each button accesses a different function or displays different
data.
2.
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3. Revision Status - Lists all data base items (such as charts,
plates, manuals, etc.) and their revision status
4. Charts - access to Maptech Charts for navigation
5. Memo - access to a notepad with a virtual keyboard
6. Manuals - access to Flight Operations Manuals
7. Cameras - not active
8. Checklist - not active
9. The taskbar buttons are located along the bottom or the right
side of the screen, depending on whether the EFB is in
landscape or portrait mode.
a. Date/Time - The date and time is acquired from the GPS
automatically
b. Stop - Touch the Stop button when a flight is completed if
the pilot wants to reset the EFB for a new flight and crew.
To prevent accidental termination of a flight, the user is
prompted to confirm the stop command. Touch OK to
confirm or touch Cancel to go back to the previous screen.
1) All of the following occur when the stop button is
pressed and confirmed:
a) All memo content is erased.
b) All highlighting is erased.
c) All chart clipboards are emptied.
d) All viewing state settings for terminal procedure
plates, except rotation are reset.
e) A “STOP” entry is added to the log file.
f) Outdated charts are purged from EFB storage.
g) The current user is logged out; the User Login
screen appears for the next crew.
c. Admin - IT only (password required)
d. Night - The Night button should be pressed when using the
EFB in the dark. It toggles between normal daytime colors
and a darker color palette which preserves the pilot’s night
vision. When enabled, the night palette applies to all EFB
menus and screen artwork, as well as all plates, charts and
manuals.
e. Exit - Touch Exit to shut down the EFB program.
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Volume 5
f. Maptech Logo (Green M) - The Maptech logo appears on
nearly every screen, always in the lower right corner.
Touch the logo to enable the Send Screen.
1) When you touch Send Screen, an exact picture of the
screen you are looking at will be sent to the second
EFB in a network. This is used when the Pilot Moni-
toring (PM) wants to set up the approach plate for the
Pilot Flying (PF).
2) Touching the Maptech logo five times in succession,
brings up the Tech Report generator.
a) The Tech Options button will call up a page which
will allow the user to select the data to be included
in the Tech Report.
b) The Tech Report button when touched generates
a .txt file with data defined by the Tech options
menu.
c) It will ask the user to insert a USB thumb drive to
download the Tech report which was generated
and will close when this action is complete.
3) Touch the Maptech logo again to close the menu.
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Volume 5
D. Revision Status Menu
1. Touch the Revision Status button to display a list of all
categories of files loaded onto the EFB, along with their
g.
currency status.
Note: Aircraft Maintenance shall be responsible for ensuring

that the EFB Revision Status is properly maintained
using memory sticks for updates during Bi-weekly
Inspection. The PIC should make an entry into the
maintenance log (FORM SAF-209) whenever the
Revision Status is not up to date.
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2. There are two methods of determining the currency of data:
time and version number
a. Under the STATUS heading, a quick reference displays
the currency status of the data within each category. A
green checkmark indicates all data within that category is
valid and current. A yellow X means at least some data in
that category has expired.
b. At the top of this screen, the words “Data Valid” will display
if ALL documents on the EFB are valid and up to date.
Otherwise, the words “Data Warning” will appear,
meaning some or all of the documents on the EFB need to
be updated. Touch any category to see the complete Revi-
sion Status information for that category.
c. To check the currency of all program files that comprise
the EFB, touch Software on the Revision Status page.
Current program files are marked with a green checkmark.
Expired program files are marked with a yellow X. Touch
the name of any file on the list for more detailed version
information. If any boxes depict an X, a Maintenance
write-up is required
d. When you touch a category on the Revision Categories
list, the Revision Status page for that category will display
1) If all files in the selected category are current, the
message “All Data Files In This Folder Are Current”
will display at the top of the screen. The folder’s
name, the number of files in the folder and the
earliest expiration date for all files in the folder will be
listed below this heading.
2) If all items in this category are expired, the message
“ All Data Files In This Folder Have Expired” will
appear at the top of the screen. The folder’s name,
the total number of files in the folder, the number of
expired files in the folder and the expiration date will
display below this heading.
3) To see a list of all files in the selected category, touch
List All Data Files. Touch any file on the list for more
detailed information, including the file’s effective
date, expiration date and location
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Volume 5
.
4) To check the currency of all program files that

comprise the EFB, touch Software on the Revision
Status page. Current program files are marked with a
green checkmark. Expired program files are marked
with a yellow X. Touch the name of any file on the list
for more detailed version information. If any boxes
depict an X, a Maintenance write-up is required
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Volume 5
E. Charts
1. Main Menu
a. Touch the Charts button on the Main Menu to display the
Charts menu, the starting point for accessing all charts
and terminalgprocedure plates needed for a flight
b. The Charts menu is divided into the four sections of the

flight: the Origin, the Destination, the Enroute section, and
the Alternate airport that might be used during the flight.
c. Before a flight, the Origin and Destination airports are
selected by the FMS input or manually by the pilot. The
pilot then may select terminal procedures and approach
plates for each of these airports.
d. Once the airports are selected, GENESYS will select the
appropriate Enroute chart(s) to cover the route. An Alter-
nate menu is included for convenient viewing of other
airport data without changing the origin and destination
sections.
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e. Chart Legend - All information on the chart legend is
located in the GOM.
2. Airport Organizer - Choosing the Airport
a. Each Origin, Destination and Alternate airport associated

with a flight has its own clipboard. – The “Load” button
brings up a pilot selectable database. An airport may be
selected for the Origin and Destination and optionally be
selected for the Alternate clipboard. The Enroute Clip-
board does not contain a database.
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b. Selecting Airports
1) From the Charts menu, touch the Load button for any
airport associated with the flight. This will open the
Load screen.
2) Touch the Choose Airport button at the top of the
screen. This opens the airport selection screen.
3) The airport selection screen lists all airports served
by your subscription. Use the arrow keys on the right
side of the screen to scroll the list, if necessary.
Touch the name of the airport on the list or type the
four-letter code of the airport using the virtual
keyboard. The code will display in the boxes above
the airport list. Touch the enter key or the OK Button
when finished. The airport code will display at the top
of the Load screen.
c. Once the airport is selected, some terminal procedure
plates (such as the airport diagram) will automatically be
selected on the Load screen. If there is only one plate of a
certain type available, it will also be selected automati-
cally. All other plates must be selected by the pilot.
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Volume 5
d. Special Qualification Airports - For airports with a special
qualification, like DCA, the chart will say “This is a special
qualification airport. Touching the “View Airport Orienta-
tion” button brings up a view of the airport
e. The Organizer keeps the terminal procedure plates
selected for the each airport organized for easy access
during the flight. Within the Origin, Destination and Alter-
nate clipboards, the following Terminal Procedure plate
types may be selected:
1) STARs (Standard Terminal Arrivals)
2) IAPs (Instrument Approach Procedures)
3) APDs (Airport Diagrams, aka Taxi Diagrams)
4) DPs (Departure Procedures)
5) Airline provided “10-7” pages (mnemonic COM,
meaning Company, is used for these)
f. The four-letter airport code of the selected airport displays
at the top of the Load screen. Below the airport code are
several drop-down lists showing all terminal procedure
plates for that airport, organized by type.
1) CO (Company): Select company information if any
are available.
2) APT-DGM: Airport Diagram of the selected airport.
This is loaded automatically once an airport is
selected.
3) Runway: Select a runway, if required.
4) Depart/Arrival: For the Origin clipboard, this line will
display the Departure procedure; for the Destination
and Alternate clipboards, it will display the Arrival
procedure.
5) Extra1/Extra2: “Extra” plates allows the pilot to
choose additional plates. These may be left empty.
6) To select a plate:
a) Touch the drop-down list for the plate type to be
selected.
b) Scroll through the list to find the plate. Touch the
name of the plate to select it.
c) Each airport clipboard provides the option of two
“Extra” plates. The pilot can fill these fields if
desired or leave them blank.
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d) Touch the VIEW button next to any plate type to
view that plate. Touch the BACK button to return
to the Charts Menu. Once all terminal procedure
plates are selected, touch MAIN to return to the
Charts Main Menu. Make sure to repeat this
process for each airport associated with the flight.
F. Terminal Procedure Plate Display
1. To display a terminal procedure plate, touch the View button
for any airport on the Charts Main menu. This will display the
Airport Diagram for that airport.
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Volume 5
2. Tabs
a. The first eight tools are Tabs.
b. Touch any of these tabs to switch to different components
associated with this flight.
c. This may mean switching to another plate within the collec-
tion of plates for a single airport, or switching from plates to
Enroute charts.
d. Plate tab assignments for Origin, Destination and Alternate
airports are always the same.
e. There are 8 tabs. The first 5 tabs have fixed assignments:
1) Airport Clipboard
2) Company Info
3) Airport (Taxi) Diagram
4) Arrival or Departure Procedure
5) Approach Procedure
6) The sixth and seventh tabs are for the extra plates
chosen by the pilot. If no extra plates are chosen,
these tabs will be blank.
7) The eighth tab is used to switch from viewing plates to
viewing Enroute charts.
8) Tools may be hidden from view by touching the
TOOLS button at the bottom of the display.
3. Rotate Tool
a. The Rotate tool rotates the image +/- 90 degrees and
resets the zoom level and panning position to the default
setting.
b. Touch the rotate button repeatedly to toggle between 0
and 90 degrees of clockwise rotation.
4. Previous / Next Buttons
a. The Previous/Next arrow buttons allow the pilot to browse
through sets of multi-page plates.
1) Multi-page plates are quite common for arrival and
departure procedures and company info pages.
2) Touch the Next tab repeatedly to cycle through all the
pages of the current plate.
3) For a two-page plate, the Next tab will toggle back
and forth between the two pages.
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5. Zoom In / Out Buttons
a. The plus (+) and minus (-) buttons are used to move in for
a closer look or move out for a wider view.
b. The zooming varies in a series of small steps with the
highest zoom level 4 times bigger than the lowest zoom
level.
c. Press and hold a finger on the plus or minus button for a
continuous and smooth zoom.
6. Panning
a. To see other parts of the plate, touch and drag the image
to the desired position.
G. Enroute Chart Display
1. View Mode
a. Touch the Enroute View button on the Charts Main Menu
to display the Enroute chart. The chart will open centered
on the aircraft’s location. As the aircraft moves, the icon
stays centered on the aircraft’s position.
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2. Origin and Destination
a. To allow the pilot to quickly locate the origin and destina-
tion airports on the Enroute charts, Origin and Destination
airport codes for the current flight are colored in magenta;
other company airports are colored in brown.
3. Button Controls
a. There are seven translucent tabs located along the left
side of the Enroute chart display. Touch any of these tabs
to switch to different screens.
b. The first four tabs show different Enroute chart views:
1) World
2) Region
3) High altitude
4) Low altitude
c. The next two tabs show the currently selected plates for
the origin and destination airports, and the last tab shows
the currently selected plate for the alternate airport, if an
alternate airport was selected.
d. Zooming - the Zoom feature for Enroute charts is the same
as the zoom feature for terminal procedure plates.
e. Panning - to see other parts of the chart, touch and drag
the chart to the desired position.
f. Highlighting
1) A highlighting tool is provided for the purpose of high-
lighting routes on Departure Plates, Arrival Plates,
Taxi Charts and Enroute Charts.
2) A highlighted route is a connected sequence of
straight lines joined by a ball at each vertex.
3) The highlighting tool is not available on Approach
Plates, Company Plates, World Maps or Regional
Maps.
4) To highlight a route:
a) Load a plate or chart. The Highlt button will be
visible at the bottom of the screen.
b) Touch the Highlt button. The EFB is now in High-
light mode.
c) Tap a location on the screen. A green ball will
mark the tapped spot.
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d) Tap the next location in the route. The green puck
will appear where the second tap occurred and a
magenta line will join the two tapped locations.
e) Continue adding legs to the route in this manner.
f) A highlighted route can be adjusted after it has
been made; simply touch and drag any vertex to
a different location.
g) When finished highlighting and adjusting the
route, touch Done.
h) Backspace - touch BKSP to erase the last
segment of the highlighted route.
i) Clear - touch Clear to erase the entire highlighted
route.
j) Panning - When Highlighting is turned on, touch-
and-drag panning is disabled. Touch the black
arrow buttons along the edges of the screen to
scroll the plate or chart while drawing a route.
k) Zooming - The plus and minus buttons are avail-
able as usual during Highlighting mode. Tap them
to zoom in and out and fine tune the route. Press
and hold the zoom buttons for a smooth, contin-
uous zoom.
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4. Plan Mode
a. Plan Mode lets the pilot view charts for areas that do not
contain the location of the aircraft. Therefore, chart
centering and moving is turned off and the aircraft’s posi-
tion is not visible.
b. The charts are selected by “drilling down” through a series
of charts and zooming in until the location is clearly visible.
c. By touching the Plan button a world map is viewed. By
touching anywhere your subscription covers, the map will
zoom to a point where the appropriate enroute chart is
automatically displayed
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d. Selecting a Viewing Area
1) From the Charts Main Menu, touch the Enroute Plan
button. This brings up the World map.
2) Tap a continent to bring up a smaller region of the
world, for example, North America
3) When accessing the Plan Mode during the enroute
portion of the flight, the World or local Regional map
can be brought up by touching the World or Region
Tabs on the left side of the Enroute display.
4) The origin and destination airports for the current
flight are marked with magenta dots, while all
company airports are marked with brown dots. The
zoom controls (the plus and minus buttons) are avail-
able on the region chart to move in for a closer look.
The image can be scrolled by tapping or pressing and
holding any of the four black arrows along the edges
of the image.
5) Tap an area on the region chart to drill down further.
This will open the Enroute high altitude chart for that
area, centered on the location that was tapped.
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Volume 5
H. Takeoff Minimums
1. The pilot may need to review takeoff minimum values before
beginning a flight. These values are maintained and
distributed in a database by the airline; the EFB software
generates a plate display of takeoff minimums for a given
airport. To view the takeoff minimums for an airport, touch the
Airport Diagram Tab, then touch the Next tab.
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Volume 5
I. Updating Chart Data
1. Chart data updates are loaded prior to becoming effective.
During the time interval between the loading of the new chart
data and its effective date, the EFB continues to store and to
use the prior version of the chart.
2. Switching over from an older collection to a newer collection
of data is done all at once with all EFB data – charts, plates,
and manuals. Switchover is done automatically when the
User Login is completed.
3. For the duration on a User’s Login Session, no new data is put
into the Active area, unless the user touches the Reload icon.
4. If the effective date for any new data is reached in mid-flight

(i.e. between the time of the User Login and the end of the
flight), a Reload icon (an orange triangle marked with an R)
appears in the upper right corner of the screen to notify the
pilot it is advisable to load the updated version of the charts.
5. When the pilot taps the Reload icon, the EFB software checks
for and selects the newer versions of all data files in use at
that time, not just the one that is currently displayed. A
message will pop up to confirm a successful switchover.
6. If this version check detects any data file deletions affecting
the files currently in use, a message will pop up as a warning.
The plate will not be removed until the pilot again pushes the
orange triangle marked with an R to confirm deletion.
7. At the end of the flight, the outdated charts are purged from
the EFB. All data updating activities are logged in the EFB log
file.
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J. Memo
1. The Memo feature enables the pilot to record notes during a
flight. Memo input is limited to a single page of 12 lines. Memo
data is only saved for the duration of the flight; it is purged
when the pilot touches the Stop button on the Main Menu at
the end of a flight.
2. To write a memo
a. From the Main Menu, touch the Memo button.
b. Type the memo using the virtual keyboard.
c. When finished typing, touch the Back button or the Main
button to return to the Main Menu. The memo can be
accessed and edited at any time by touching the Memo
button on the Main Menu.
d. Touch Clear to erase all Memo text.
K. Manuals
1. Viewing a Manual
a. Touch the name of a manual on the list to view that
manual.
b. The first time a manual is accessed, it will open to the first
page.
c. Three translucent tools appear in the lower left corner of
the screen:
1) Rotate
a) Touch the Rotate tool to toggle between 0 and 90
degrees clockwise.
2) Page Up/Page Down
a) These two arrow tools are used to scroll the pages
of the manual while keeping the same zoom level
and rotation.
3) Zoom In/Out
a) Touch these tools to make the image larger or
smaller. The maximum zoom level expands the
display by 4 times.
d. Touch the Tools button in the lower left corner of the
screen to toggle the visibility of the three translucent Tools.
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2. The Outline View
a. If a .PDF was published with bookmarks, its contents can
be viewed in outline form.
b. Elements of the outline can be expanded or collapsed by
touching the green triangles on the left. Each line marked
by a blank triangle is a different topic in the manual; touch
the topic to view its contents.
c. Use the scroll bars along the bottom and the right side of
the screen to scroll the outline, if necessary.
d. Use the scroll bars along the bottom and the right side of
the screen to scroll the outline, if necessary.
e. Touch MAIN to return to the Main Menu.
3. Performing a Search
a. The EFB can search a manual for a particular word or
segment of text.
b. While a manual is open, touch the SEARCH button.
c. Type the word or text segment to search for. Choose the
part of the manual to search, if applicable. Touch enter to
begin the search.
d. The EFB will open the manual to the page containing the
first occurrence of that text. Touch the NEXT button to
view the next occurrence of that text. Touch this button as
many times as necessary to find the desired page.
4. Go to page
a. To view a specific page, use the GoTo button.
b. When the manual is open, touch the GoTo button.
c. Press one of the top two buttons to open either the first or
last page of the manual. Or, enter a page number using
the keypad. Touch Go To Page (number). The EFB will
open the manual to the requested page.
5. Links in Document
a. Internal document links are supported where the user only
needs to touch the blue print and the linked page will be
displayed.
b. The back arrow is provided next to the rotate tool to allow
the user to check a link then return where he was previ-
ously.
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Volume 5
L. Abnormal EFB Operations
1. Loss of one display:
a. The PIC will designate the Pilot Flying (PF)
1) The Captain will assign the flying duties to the pilot
with the inoperative EFB unless conditions dictate
otherwise. The pilot with the operative EFB will be
designated as the Pilot Monitoring (PM).
b. The Honeywell EPIC System will be designated as the
primary backup navigation system for the EFB.
c. The PM will utilize the automated systems of EPIC (e.g.
autotune, etc.) to the maximum extent possible.
d. The PF and PM will utilize good CRM to brief the intended
route of flight including the enroute portion, the arrival, and
the intended instrument approach procedure.
1) Both pilots must be in agreement that the route of
flight on the single EFB display matches the route of
flight in the EPIC display on the MFD (Map/Plan).
2. Loss of two displays:
a. The PIC will designate the Pilot Flying (PF)
b. The Captain will assign the flying duties to the First Officer
unless conditions dictate otherwise.
c. The Honeywell EPIC System will be designated as the
primary backup navigation system for the EFB.
d. The Captain will utilize the automated systems of EPIC
(e.g. autotune, etc.) to the maximum extent possible.
e. The Captain should select the approach in accordance
with the following priorities:
1) Visual Approach
2) RNAV GPS Approach using EPIC as the primary
navigation source
3) ILS Approach using EPIC with Autotune as the
primary navigation source.
f. As soon as practical, the Pilot Monitoring (PM) will utilize
the ACARS System (Plain Text) to request an instrument
approach briefing for the logical landing runway at the
destination airport from Dispatch. Dispatch will respond
with a ACARS message and give the flight crew the
following information from the FAA approved approach
plate in the following format. Dispatch will use letters (not
numbers) to identify each item because most of the fields
contain numbers:
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a)Airport ID
b)Runway
c)Type of Approach
d)Primary Navaid Frequency
e)Primary Navaid Indentifier
f)Final Approach Course
g)Final Approach Fix and Altitude in Feet (MSL)
h)DA(H), or MDA in Feet MSL and AGL
i)Missed Approach Point for Non-Precision
Approach
j) Touchdown Zone Elevation
k) Highest MSA and associated center point
l) Published Missed Approach
m) Required Visibiltiy
n) Vertical Profile
o) Remarks - Any Special Considerations
g. Example of an Approach Briefing:
a) KIND
b) 23R
c) ILS
d) 111.75
e) IUZK
f) 227
g) WINOT/2700
h) 983/200
i) Not applicable
j) 783
k) 3100, VHP VOR
l) Climb to 1,500 then climbing RIGHT turn to 3000’
direct VHP VOR and Hold / right hand turns, 131
inbound course
m) RVR 2400 or 1/2 Mile Visibility
n) CLAPR-5000, FUSTO-4000, WINOT-2700
o) Remarks - highest obstacle is east of the airport
and is a tower 1,875 feet AGL
p) The PF and PM will utilize good CRM to brief the
intended route of flight including the enroute
portion, the arrival, and the intended instrument
approach procedure.
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M. Aircraft Dispatch with an Abnormal EFB
1. The PIC should make an entry into the maintenance log
(FORM SAF-209) whenever there is an abnormal EFB
maintenance issue such as loss of data connectivity, loss of
power connection, loss of the mounting device, or revision
status not up to date.
a. The EFB shall be placed on the NEF list and the aircraft will
be dispatched using paper manuals in accordance with the
Shuttle America GOM, Chapter 2, Section 1, D, Certificate
Manuals, Equipment.
b. The EFB may also be deferred per the Shuttle America
MEL as long as the Section on the EFB is included in the
approved Shuttle America MEL.
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REV. 6, 13 JUN 2008 11-82

Volume 5
Chapter 12
Abbreviations and Acronyms
The abbreviations and acronyms in the table below are compiled from the
Embraer AFM and AOM,and the Honeywell ACARS and FMS manuals.
Symbol Meaning
°C Degree Celsius
ccw Counterclockwise
cm Centimeters
cu. ft. Cubic Feet
cw clockwise
°F Degree Fahrenheit
ft Feet
fpm Feet per Minute
fps Feet per Second
g Gravity Acceleration
h Hour
Hz Hertz
IN inches
inHg Inches of Mercury
kg Kilogram
kHz Kilohertz
km Kilometer
kt, kts Knot(s)
lb(s) Pounds
m Meter
mb Milibar
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Volume 5
Symbol Meaning
min Minute
mm Millimeter
nm, NM Nautical Mile(s)
Norm Normal
psi Pound Per Square Inch
sec Second
A Ampere, Amps
Alpha
A/C Aircraft
AB Above
ABS Absolute
AC Alternating Current
ACARS Aircraft Communications Addressing and Reporting
System
ACM Air Cycle Machine
ACMP AC Motor Pump
ACOC Air Cooled Oil Cooler
ACP Audio Control Panel
ACT Actuation, Active
Altitude Compensated Tilt
ADA Air Data Application
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADJ Adjustment
ADL Airborne Data Loader
ADLP Airborne Datalink Processor
ADM Air Data Module
ADMS Aircraft Diagnostic and Maintenance System
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Volume 5
Symbol Meaning
ADS Air Data System Automatic Dependent Surveillance

ADSP Air Data Smart Probe
ADV Advance
AES Aircraft Earth Station
AFCS Automatic Flight Control System
AFIS Airborne Flight Information System
AFM Airplane Flight Manual
AFMS Airplane Flight Manual Supplement
AFS Autoflight System
AFT After
AGL Above Ground Level
AHC Attitude and Heading Computer
AHRS Attitude and Heading Reference System
AIL Aileron
AIM Align in Motion
AIO Actuator Input Output
AIOP Actuator Input Output Processor Module
ALC APU Line Contactor
ALT Altitude
ALTN Alternate
ALT SEL Altitude Preselect
Altitude Select
AM Amplitude Modulation
AMI Airline Modifiable Information
AMLCD Active Matrix Liquid Crystal Display
AMS Audio Management System
ANR Automatic Navigation Realignment
ANSI American National Standards Institute
ANT Antenna
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Volume 5
Symbol Meaning
AOA Angle of Attack,

ACARS over AVLC
AOC Aeronautical Operational Communication,
Airline Operational Control
AOR-E Atlantic Ocean Region-East
AOR-W Atlantic Ocean Region-West
AP Autopilot
AP DISC Autopilot Disconnect
AP/FD Approach/Flight Director
API Antenna Position Indicator
APM Aircraft Personality Module
Airline Personality Module
APP Approach
APR Approach,
Automatic Power Reserve
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated Aeronautical Inc.
ASAP As Soon As Possible
ASC APU Starting Contactor
ASCB-D Avionics Standard Communication Bus-Digital
ASL Above Sea Level
AT Autothrottle
ATA Air Transport Association
ATC Air Traffic Control
ATDT Attendant
ATIS Automatic Terminal Information Service
ATM Air Traffic Management
ATN Aeronautical Telecommunications Network
ATS Air Turbine Starter
Air Traffic Service
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Volume 5
Symbol Meaning
ATT Attitude
ATTCS Automatic Takeoff Thrust Control System
ATTD Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AVLC Aviation VHF Link Control
AWU Aural Warning Unit
B/C Back Course
BACV Bleed Air Check Valve
BAGG Baggage
BARO Barometric
BATT Battery
BBC Backup Battery Contactor
BC Battery Contactor
BCU Brake Control Unit
BCV Brake Control Valve
BFO Beat Frequency Oscillator
BIT Built-In Test
BITE Built-In Test Equipment
Built-In-Test Error
BKUP Backup
BKUP INPH Back-Up Interphone
BL Below
BLD Bleed
BOD Bottom of Descent
BOSC Bottom of Step Climb
BRT/DIM Bright/Dim
BTC Bus Tie Contactor
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Volume 5
Symbol Meaning
BTL Bottle
BTU British Thermal Unit
C/A Commerical Access
CAB Cabin
CABN Cabin
CAB EMERG Cabin Emergency
CAS Calibrated Airspeed,
Crew Alerting System
CB Circuit Breaker
CBV Cross Bleed Valve
CCD Cursor Control Device
CCDL Cross-Channel Data Link
CCS Cabin Communications System
CDH Clearance Delivery Head
CDI Course Deviation Indicator
CDL Configuration Deviation List
CFIT Controlled Flight into Terrain
CG Center of Gravity
CHR Chronometer
CIS Cabin Interphone System
CKPT Cockpit
CL Climb
CLB Climb
CLR Clear
CLX Clearance
CLSD Closed
CMC Central Maintenance Computer
CMCM Central Maintenance Computer Module
CMD Command
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Volume 5
Symbol Meaning
CMF Communications Management Function

CMS Central Maintenance System
CNS Communications Navigation and Surveillance
COM, COMM Communication
COMPLT Complete
CON Continuous
COTS Commercial off-the-shelf
CPAM Cabin Pressure Acquisition Module
CPCS Cabin Pressure Control System
CPDLC Controller Pilot Data Link Communication
CPL Coupling
CR Cruise
CRS Course
CRZ Cruise
CTU Cabin Telecommunications Unit
CVG Compressor Variable Geometry
CVR Cockpit Voice Recorder
CW Clockwise
Continuous Wave
DAP Digital Audio Panel
DAU Data Acquisition Unit
DC Direct Current, Digital Controller
Display Controller
DCL Departure Clearance
DEC Decrease
DEL Delete
DEP, DEPT Departure
DEST Destination
DET Detector
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Volume 5
Symbol Meaning
DFDR Digital Flight Data Recorder

DG Directional Gyro
DH Decision Height
DIR Direct
DISC Disconnect
DLK Datalink
D/LNA Diplexer/Low Noise Amplifier
DLS Data Loading System
DME Distance Measurement Equipment
DMT Debug Maintenance Terminal
DMU Data Management Unit
DN Down
DSP Data Service Provider
DU Display Unit
DVDR Digital Voice Data Recorder
EADI Electronic Attitude Director Indicator
EBC Essential Bus Contactor
EBV Engine Bleed Valve
ECL Electronic Checklist
ECM Electronic Control Module
ECS Environmental Control System
ECU Environmental Control Unit
EDL Electrical Distribution Logic
EDP Engine Driven Pump
EDS Electrical Distribution System
Electronic Display System
EFIS Electronic Flight Instrument System
EGPWC Enhanced Ground Proximity Warning Computer
EGPWS Enhanced Ground Proximity Warning System
REV. 4, 15 FEB 2008 12-8

Volume 5
Symbol Meaning
EGT Exhaust Gas Temperature

EHSI Electronic Horizontal Situation Indicator
EIC Essential Interconnection Contactor
EICAS Engine Indication and Crew Alerting System
Engine Instruments and Crew Alerting System
ELEC Electrical
Electronic
ELEV Elevator
ELT Emergency Locator Transmitter
EM Emission, Emission Mode
EMG, EMERG, Emergency
EMER
EMER PILOT Emergency Pilot
ENG Engine
EPR Engine Pressure Ratio
ERR Error
ESCAPE Essential System Configuration and Architecture for
PRIMUS EPIC
ESU Electronic Sequence Unit
ET Elapsed Time
ETA Estimated Time of Arrival
ETS Electronic Trim System
ETTS Electronic Thrust Trim System
EXT External
EXTG Extinguish
F Flap
FAA Federal Aviation Administration
FADEC Full Authority Digital Electronic Control
Full Authority Digital Engine Computer
FAX Facsimile
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Volume 5
Symbol Meaning
FBW Fly-By-Wire
FC Fault Code
FCM Flight Control Module
FCS Flight Control System
FCOC Fuel Cooled Oil Cooler
FCV Flow Control Valve
FDAU Flight Data Acquisition Unit
FD Flight Director
FDE Flight Deck Effect
FDR Flight Data Recorder
FDRS Flight Data Recorder System
FECU Flap Electronic Control Unit
FF Fuel Flow
FGC Flight Guidance Controller
FGCS Flight Guidance Control System
FHDB Fault History Database
FIFO First In First Out
FL Flight Level
FLC, FLCH Flight Level Change
FLS Flap Selector Lever
FLT ID Flight Identification
FLX Flexible
FMS Flight Management System
FPA Flight Path Angle
FPDU Flap Power and Drive Unit
FPL Flight Planning
FPLN Flight Plan
FPMU Fuel Pump and Metering Unit
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Volume 5
Symbol Meaning
FPV Flight Path Vector

FR Fuel Remaining
FREQ Frequency
FSBY Forced Standby
FTB Flap Transmission Brake
FTM Feet or Meters
FU Fuel Used
FVS Flap Velocity Sensor
FWC Fault Warning Computer
FWD Forward
FWSOV Firewall Shut-Off Valve
G/A, GA Go-Around
GBE Ground Based Equipment
G/S, GS Glide Slope
GCU Generator Control Unit
GEN Generator
GES Ground Earth Station
GI Ground Idle
GLC Generator Line Contactor
GMAP Ground Mapping
GMT Greenwich Mean Time
GND Ground
GNSSU Global Navigation System Sensor Unit
GPC Ground Power Contactor
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
GS Glideslope
REV. 4, 15 FEB 2008 12-11

Volume 5
Symbol Meaning
GSPD Groundspeed
HDG Heading
HDG SEL Heading Select
HDPH Headphone
HF High Frequency
HFOM Horizontal Figure of Merit
HGI Honeywell Generated Information
HH Hours
HHDLU Held Download Unit
HIL Horizontal Integrity Limit
HP High Pressure
HPa, hPa HectoPascals
HPA High Power Amplifier
HSCU Horizontal Stabilizer Control Unit
HSI Horizontal Situation Indicator
HSV High Stage Valve
HYD, HYDR Hydraulic
Hz Hertz
IAS Indicated Airspeed
IC Integrated Computer
ICAO International Civil Aviation Organization
ICU Integrated Communication Unit
ID Ident, Identification
IES Integrated Electronic Standby
IFOG Interferometer Fiber Optic Gyros
IFR Instrument Flight Rules
IGA Intermediate Gain Antenna
IGN Ignition
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Volume 5
Symbol Meaning
ILS Instrument Landing System

IM Integrated Computer Configuration Module
INBD Inboard
INC Increase
IN Hg Inches of Mercury
INOP Inoperative
INPH, INTPH Interphone
INT Internally
INU Integrated Navigation Unit
IOR Indian Ocean Region
IPS Inches Per Second
IR Inertial Reference
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
ISIS Integrated Standby Instrument System
ISP International Satellite Provider
ITT Interturbine Temperature,
Interstage Turbine Temperature
ITU International Telecommunication Union
KCAS Calibrated Airspeed in Knots
KEAS Equivalent Airspeed in Knots
KG kilograms
Khz Kilohertz
KIAS Indicated Airspeed in Knots
KPH Kilograms Per Hour
KVA Load Readout of External Power
L Left
LAN Local Area Network
REV. 4, 15 FEB 2008 12-13

Volume 5
Symbol Meaning
LAV Lavatory
LB(S) Pound(s)
LCD Liquid Crystal Display
LD Lower Sideband Data
LED Light Emitting Diode
LEI Local Engine Inoperative
LFE Landing Field Elevation
LGEU Landing Gear Electronic Unit
LIM Limited
LNAV Long-Range Navigation
LOC Localizer
LOGO Logotype
LP Low Pressure
LRM Line Replaceable Module
LRN Long Range
LRU Line Replaceable Unit
LSB Lower Sideband
LSA Low Speed Awareness
LSK Line Select key
LSS Lightning Sensor System
LV Lower Sideband Voice
LX Lightning,
Lightning Detection
M Mach
MAC Mean Aerodynamic Chord
MAG Magnetic
MAGVAR Magnetic Variation
MAINT Maintenance
MAN Manual
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Volume 5
Symbol Meaning
MAU Modular Avionics Unit

MAX Maximum
MB Marker Beacon
MC Master Caution
MCDU Multifunction Control Display Unit
MCP Mode Control Panel
MCS Multichannel SATCOM
MDA Minimum Descent Altitude
MEA Minimum Enroute Altitude
MF Multifunction
MFD Multifunction Display
MFDU Magnetic Flux Detector Unit
MGR Manager
MHz, Mhz Megahertz
MIC Microphone
MIN Minimum
MKR, MKR BCN Marker Beacon
MLS Microwave Landing System
MLW Maximum Design Landing Weight
MM Minutes
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MOW Maximum Design Operating Weight

MRC Modular Radio Cabinet
MRW Maximum Design Ramp Weight
MSG, MSGS Message(s)
MSL Mean Sea Level
MSU Mode Select Unit
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Volume 5
Symbol Meaning
MTC Minimum Terrain Clearance

MTOW Maximum Design Takeoff Weight
mW Milliwatts
MWF Monitor Warning Function
MZFW Max Zero Fuel Weight
N North,
Numeric
N/A Not Applicable
N1 N1
N2 N2
NAV Navigation
NDB Non-Directional Beacon
NEF Non-Essential Equipment and Furnishings
NIC Network Interface Controller
NIM Network Interface Module
OFV Outflow Valve
OM Outer Marker
OOOI Out-Off-On-In
OP Operational
ORT Owner Requirements Table
OUTBD Outbound
OVHT Overheating
OVLD Overload
OVPRESS Overpressure
OXY Oxygen
PA Passenger Address
PAA Passenger Address Amplifier
PABX Automatic Branch Exchange
P-ACE Primary-Actuator Control Electronic
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Volume 5
Symbol Meaning
PACIS Passenger Address and Cabin Interphone System

PAS Passenger Address System
PAST Pilot Activated Self Test
PAX Passenger
PBLT Push Button Light Test
PBE Protective Breathing Equipment
PC Personal Computer
PCU Power Control Unit
PDC Programmable Data Capture
PDL Portable Data Loader
PDSV Pressure Drop Spill Valve
PERF Performance
PFD Primary Flight Display
PFPA Potential Flight Path Acceleration
PLI Pitch Limit Indicator
PMA Permanent Magnet Alternator
POR Pacific Ocean Region
POST Power On Self Test
PPH Pound Per Hour
PRAIM Predictive RAIM
PREV Previous
PRCS Process
PRESS Pressure
PROG Progress
PRSOV Pressure Shut-Off Valve
PRV Pressurizing Valve
PSEM Proximity Sensor Evaluation Module
PSI Pounds Per Square Inch
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Volume 5
Symbol Meaning
PSU Passenger Service Unit

PTT Press To Transmit
Push-to-Talk
PTU Power Transfer Unit
QFE Queens Field Elevation
QTY Quantity
R Radius
Right
R/T Weather with RCT/Turbulence
RA Radio Altimeter,
Resolution Advisory (TCAS),
Rersolution Alert (TCAS)
RAIM Receiver Autonomous Integrity Monitoring
RAT Ram Air Turbine
RCB Radio Control Bus
RCT, REACT Rain Echo Attenuation Compensation Technique
REF Reference
REI Remote Engine Inoperative
REQ Request
REV Reversers
RF Radio Frequency
RFCF Runway Field Clearance Floor
RMI Radio Magnetic Indicator
RMS Radio Management System
RMU Radio Management Unit
RNG Range
ROL Roll
RPM Revolutions Per Minute
RSB Radio System Bus
RST Reset
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Volume 5
Symbol Meaning
RSV Reserve
RT Remote Terminal
RTA Receiver/Transmitter/Antenna
RTO Rejected Takeoff
S South
S-ACE Spoiler-Actuator Control Electronic
S/F Slat/Flap
S/W Software
SA Selectively Availability
SAT Static Air Temperature
SATCOM Satellite communications
SBC Shed Bus Contactor
SCV Starting Control Valve
SDU Satellite Data Unit
SECT Sector
SEL Select
SELCAL Selective Call(ing)
SFCS Slats/Flaps Control System
SL Sea Level
SLVD Slaved
SMP Simplex
SOV Shut Off Valve
SP Space
SPC Stall Protection Computer
SPD Speed
SPDA Secondary Power Distribution Assembly
SPDBRK Speedbrake
SPKR Speaker
REV. 4, 15 FEB 2008 12-19

Volume 5
Symbol Meaning
SPLT Split
SPS Stall Protection System
SQ Squelch
SQH Squelch High
SQL Squelch Low
STAB Stabilizer
STBY Stand By
SRN Short Range,
Short Range Navigation
SS Seconds
SSB Single Sideband
SSM Sign Status Matrix
STAB Stabilizer
STAT Status
STBY Standby
STD Standard
SW Switch
SWAPS, SWPS Stall Warning Protection System
SYNC Synchronization
SYST System
TA Traffic Advisory
TACAN Tactical Air Navigation Aid
TAD Terrain Alerting and Display
TAS True Airspeed
TAT Total Air Temperature
TBCH Tuning Backup Control Head
TCAS Traffic Alert and Collision Avoidance System
TCF Terrain Clearance Floor
TCQ Thrust Control Quadrant
REV. 4, 15 FEB 2008 12-20

Volume 5
Symbol Meaning
TCS Touch Control Steering

TDR Transponder
TDS Takeoff Dataset
TEMP Temperature
TGT Target
TKNB Turn Knob
TLA Thrust Lever Angle
TMS Thrust Management System
T/O, TO Takeoff
TOC Top of Climb
TOD Top of Descent
TOGA Takeoff/Go-Around
TRB Turbulence
TRS Thrust Rating System
Thrust Reference System
TRU True
TSPO Time Since Power On
TST Test
TTFF Time-To-First-Fix
TTG Time-To-Go
TURB Turbulence
TWIP Terminal Weather Information for Pilots
TX Transmit
UD Upper Sideband Data
UHF Ultrahigh Frequency
UTC Universal Time Coordinated
UV Upper Sideband Voice
V Volt(s)
REV. 4, 15 FEB 2008 12-21

Volume 5
Symbol Meaning
V1 Takeoff Decision Speed
V2 Takeoff Safety Speed
VA Volt-Ampere
VAP Approach Speed
VAPP VOR Approach Mode

VA Design Maneuvering Speed
VAC Volts Alternating current

VALT Vertical Altitude Hold
VAR Variable
VASEL VNAV Altitude Select
V dc Volts Direct Current
VDL VHF Digital Link
VDR VHF Data Radio Voice/Data Recorder
VEF Critical Engine Failure Speed
Vert Prof Vertical Profile
VFE Maximum Flaps Extended Speed
VFLC Vertical Flight Level Change

VFLCH VNAV Flight Level Change
VFOM Vertical Figure of Merit
VFR Visual Flight Rules
VFS Final Segment Speed
VG Vertical Gyro
VHF Very High Frequency
VIB Vibration
VIDL VOR/ILS Datalink
VHF Omni Directional Radio and Instrument Landing
VIL Vertical Integrity Limit
VLE Maximum Landing Gear Extended Speed
REV. 4, 15 FEB 2008 12-22

Volume 5
Symbol Meaning
VLF Very Low Frequency

VLO Maximum Landing Gear Operating Speed
VLOF Lift Off Speed
VLV Valve
VMCA Air Minimum Control Speed
VMCG Ground Minimum Control Speed
VMO Maximum Operating Speed
VNAV Vertical Navigation

VOL Volume
VOR Very High Frequency Omni-directional Radio Range
VORTAC VOR and TACAN Stations
VPTH Vertical Path
VR (Takeoff) Rotation Speed
VREF Landing Reference Speed
VREFXX Landing Reference Speed

associated to the flap setting XX
VS Stall speed
VS Vertical Speed
VS1G Stall at 1g
VSI Vertical Speed Inidicator

VTGT Target Speed
W West
W/M Windmill
WB Weight and Balance
WB Wide Bandwidth
WG Wing
W/S Windshield
WPT Ident Waypoint Identification
REV. 4, 15 FEB 2008 12-23

Volume 5
Symbol Meaning
WX Weather Detection
Weather Radar
WX/T Weather with Turbulence
X Cross
XFEED Crossfeed
XFR Transfer
XMIT INH Inhibit Transmissions
XPDR Transponder
REV. 4, 15 FEB 2008 12-24

Index
Volume 5
Symbols
..... 2-2, 4-136, 4-141, 4-163, 11-41, 11-42, 11-43, 11-44, 11-45, 11-50
Numerics
121.173(b) ........................................................................................ 9-1
121.173(c) ........................................................................................ 9-9
121.189 ............................................................................................ 9-2
121.189(a ......................................................................................... 9-2
121.189(b) ........................................................................................ 9-2
121.189(c) ........................................................................................ 9-2
121.189(d) ........................................................................................ 9-2
121.189(e) ........................................................................................ 9-2
121.191(a) ........................................................................................ 9-3
121.195(a) ........................................................................................ 9-3
121.195(b) ........................................................................................ 9-3
121.195(d) ........................................................................................ 9-4
121.195(e) ........................................................................................ 9-4
121.197 ............................................................................................ 9-4
A
Abbreviations and Acronyms .......................................................... 12-1
ACARS ............................................................ 9-58, 9-91, 9-110, 11-35
Action & Callouts
RejectedTakeoff ........................................................................... 6-4
Stalls ............................................................................................. 8-5
Actions & Callouts .......................................................................... 6-43
Loss of Thrust at or above V1 ........................................... 4-97, 6-15
Nose Low ..................................................................................... 8-7
Actions ″ Callouts
Go Around
Engine Out ........................................................................... 6-36
Normal ............................................................................... 4-161
ILS
Category I ............................................................... 4-136, 11-50
ILS⁄PRM ................................................................................... 4-163
Landing ..................................................................................... 4-169
REV. 8, 15 SEP 2008 IDX-1

Index
Volume 5
Actions and Callouts
Nose High ..................................................................................... 8-6
Aft Limit & Inflight Movement ........................................................ 10-22
Air Conditioning
Limitations .................................................................................. 2-17
Aircraft
approach category .................................................................... 4-131
Aircraft Approach Category .......................................................... 4-131
Airplane Operators Manual (AOM) ...................................INTRO-1, 1-1
ALD ............................................................................................... 4-179
Alerts
EGPWS ...................................................................................... 6-41
Altimeter
Tolerances .................................................................................. 4-44
Altitude
Transition
Flow Pattern ....................................................................... 4-100
Altitude Preselect ............................................................................ 1-23
Announcements
Rejected Takeoff .......................................................................... 6-4
Antiskid ......................................................................................... 4-179
Anti-Skid Inoperative .................................................................... 4-169
Approach
aircraft category ........................................................................ 4-131
Contact ..................................................................................... 4-131
Instrument
General .............................................................................. 4-130
Planning ............................................................................. 4-131
Visual
Procedures ......................................................................... 4-124
Profile ...................................................................... 4-126, 4-130
visual
energy management .......................................................... 4-127
REV. 8, 15 SEP 2008 IDX-2

Index
Volume 5
Approaches
LDA .......................................................................................... 4-132
Nonprecision
Nonprecision Approaches ..................................... 4-144
General .......................4-141, 11-41, 11-42, 11-43, 11-44, 11-45
RNAV
Landing Callout .................................................................. 4-153
VDP .......................................................................................... 4-142
Visual
Landing Callout .................................................................. 4-153
APU
Limitations .................................................................................. 2-24
Shutdown During Securing Checklist ....................................... 4-195
starter duty cycle ........................................................................ 2-24
Starting ....................................................................................... 2-24
APU CONTROL ............................................................................. 4-25
Automation
Usage ......................................................................................... 1-25
Use During
ILS Approach .......................................................... 4-133, 11-48
Autopilot Operation ......................................................................... 1-23
Available Landing Distance (ALD) ................................................ 4-179
B
Baggage and Cargo Loading ......................................................... 10-6
Baggage Weight/Index ................................................................. 10-29
Basic Operating Index .................................................................. 10-17
Bouncing at Touchdown ............................................................... 4-181
Brake
Cooling ..................................................................................... 4-169
Use During Cold Weather ............................................................ 7-7
Brake Cooling ................................................................................... 7-4
Brakes
Limitations .................................................................................. 2-17
Use During Taxi .......................................................................... 4-67
REV. 8, 15 SEP 2008 IDX-3

Index
Volume 5
Braking
Anti-Skid Inoperative ................................................................ 4-169
During Cold Weather Landing .................................................... 7-10
During Landing ......................................................................... 4-168
Breakouts
ILS⁄PRM .................................................................................... 4-163
Actions ″ Callouts ............................................................... 4-163
Briefings
Departure Review ....................................................................... 4-44
Takeoff ........................................................................................ 4-77
C
Cabin Inspection
seeInterior
Cabin Inspection
Callout
Engine Failure ............................................................................ 6-10
Callouts
During Landing ......................................................................... 4-167
Nose High ..................................................................................... 8-6
Nose Low ...................................................................................... 8-7
Stalls ............................................................................................. 8-5
Wake Turbulence ....................................................................... 6-43
Captain
After Landing flow pattern ......................................................... 4-183
Before Takeoff Checklist (Below the Line) Flow ......................... 4-78
Flow Pattern
Before Start Checklist (Below the Line) ............................... 4-50
Flow Patterns
After Start Checklist .................................................... 4-59, 4-72
Parking Checklist Flow Pattern ................................................. 4-189
Receiving Checklist Flow Pattern
............................................................................................. 4-19
Cargo Compartment Limits ............................................................. 10-6
Cargo Compartments/Loading ....................................................... 10-3
Cargo Door Operations .................................................................. 10-3
Cargo Index .................................................................................. 10-18
Cargo Nets ................................................................................... 10-11
REV. 8, 15 SEP 2008 IDX-4

Index
Volume 5
Category
approach .................................................................................. 4-131
I ILS
see ILS
Caution Zones .............................................................................. 10-23
Certificated Weight Limits ................................................................. 2-3
Check
Used in Inspections ...................................................................... 4-8
Checklist ......................................................................................... 1-28
Landing
expanded flow .................................................................... 4-156
Checklist “Hold” ................................................................................ 1-7
Checklist Interruption ........................................................................ 1-7
Checklist Philosophy ........................................................................ 1-3
Checklists
After Landing
Expanded ........................................................................... 4-187
Expanded Flows
Expanded Flows
After Landing ........................................................ 4-186
Flow Patterns ..................................................................... 4-183
General .............................................................................. 4-182
After Start
General ................................................................................ 4-59
After Takeoff
Amplified Checklist .............................................................. 4-96
General ................................................................................ 4-94
Before Start (Below the Line) ..................................................... 4-53
Before Start (To the Line) ........................................................... 4-44
General ................................................................................ 4-36
Before Takeoff (To the Line) ...................................................... 4-77
General ................................................................................ 4-72
Expanded Flows
Preliminary Landing ........................................................... 4-111
Flow Patterns
After Landing ..................................................................... 4-183
Landing
Expanded ........................................................................... 4-157
Flow Patterns ..................................................................... 4-154
REV. 8, 15 SEP 2008 IDX-5

Index
Volume 5
General .............................................................................. 4-154
Normal ............................................................................1-5, 3-1, 3-2
Parking
Expanded ........................................................................... 4-193
Expanded Flow .................................................................. 4-193
General .............................................................................. 4-189
Preliminary Landing
Expanded ........................................................................... 4-116
Flow Patterns ..................................................................... 4-107
Receiving
Expanded Flows .................................................................. 4-22
Safety & Power On
Expanded ............................................................................... 4-3
Flow Pattern ........................................................................... 4-3
General .................................................................................. 4-3
Securing
Expanded ........................................................................... 4-195
General .............................................................................. 4-194
Child Count ................................................................................... 10-29
Circling Approaches ..................................................................... 4-148
Clean-Up During Climb ................................................................... 4-87
Clear Air Turbulence (CAT) ............................................................ 7-15
Climb
Clean-Up and Acceleration ......................................................... 4-87
Initial ........................................................................................... 4-86
Loss at or above at or above V1
Initial ..................................................................................... 6-11
Loss of Thrust At or Above V1
Max Continuous Thrust ........................................................ 6-35
Profile ................................................................................... 6-14
Loss of Thrust at or above V1
Actions & Callouts ....................................................... 4-97, 6-15
Directional Control ................................................................ 6-10
Directional Control After Liftoff ............................................. 6-11
General .................................................................................. 6-5
Initial Climb .......................................................................... 6-11
Max Continuous Thrust ........................................................ 6-12
Rotation ................................................................................ 6-10
Thrust Requirements ............................................................ 6-10
REV. 8, 15 SEP 2008 IDX-6

Index
Volume 5
Maximum Angle .......................................................................... 4-93
Slat/Flap Retraction .................................................................... 4-87
Speed
Determination ...................................................................... 4-92
Schedule .............................................................................. 4-93
Thrust ......................................................................................... 4-93
Closing Cargo Door ........................................................................ 10-5
Cold Weather
After Landing .............................................................................. 7-10
Brake Usage ................................................................................. 7-7
Braking During Landing .............................................................. 7-10
Engine
Run-ups ................................................................................. 7-8
Engine Start .................................................................................. 7-7
In Flight ......................................................................................... 7-9
Landing ......................................................................................... 7-9
Rejected Takeoff .......................................................................... 7-9
Reverse Thrust ............................................................................. 7-9
Taxiing .......................................................................................... 7-7
Use of
Reverse Thrust ...................................................................... 7-7
Cold Weather Operations ................................................................. 7-5
Communications
After Rejected Takeoff .................................................................. 6-4
Compressor/Engine
Stall
Considerations ....................................................................... 6-8
NonRecoverable .................................................................... 6-8
Single⁄ ultiple with Self Recovery ........................................ 6-8
Types ..................................................................................... 6-8
stall
multiple with pilot action ......................................................... 6-8
Configuration
Alternate ILS .................................................................. 4-135, 11-48
descent ..................................................................................... 4-105
Go Around ................................................................................ 4-158
Contact Approach ......................................................................... 4-131
Contaminated Runway Operations
Acceleration .................................................................................. 7-1
REV. 8, 15 SEP 2008 IDX-7

Index
Volume 5
General ......................................................................................... 7-1
Hydroplaning ................................................................................ 7-1
Stopping ....................................................................................... 7-1
Crash, Fire and Rescue ................................................................ 11-33
Crew Resource Management (CRM) ............................................... 1-1
Crosswind
Takeoff ........................................................................................ 4-85
D
Damage
Engine .......................................................................................... 6-7
Daylight
Illumination
External Lights .......................................................... 4-99, 4-121
De-Crab During Flare Landing ..................................................... 4-171
Definition of Terms ................................................................ 1-27, 1-28
Delayed Engine Start ...................................................................... 4-69
Departure Review ........................................................................... 4-44
Descent
configuration ............................................................................. 4-105
Factors ...................................................................................... 4-104
Fuel Conservation .................................................................... 4-105
planning .................................................................................... 4-105
Rate .......................................................................................... 4-104
Ratio ......................................................................................... 4-104
Schedule ................................................................................... 4-103
Directional Control
Loss of Thrust At or Above V1 .................................................... 6-10
Discrepancies ................................................................................. 11-2
Duty Cycle
Starter Limitations ....................................................................... 2-23
REV. 8, 15 SEP 2008 IDX-8

Index
Volume 5
E
EGPWS .......................................................................................... 6-39
Alerts .......................................................................................... 6-41
Escape Maneuver ...................................................................... 6-40
Recovery .................................................................................... 6-40
EICAS
Engine Limit Display Markings ................................................... 2-22
Electrical ........................................................................................... 4-5
Electromechanical Latch .............................................................. 11-15
Emergency Descent ....................................................................... 6-19
Emergency Equipment ................................................................... 11-3
Escape Lines .............................................................................. 11-5
Escape Ropes ............................................................................ 11-5
Emergency Equipment Location .................................................... 11-6
Emergency Evacuation Slide ....................................................... 11-31
Emergency Exit Lights Switch ...................................................... 11-12
Emergency Exits .......................................................................... 11-24
Emergency Exits and Lights ........................................................... 11-8
Emergency Flightdeck Entry ........................................................ 11-18
Emergency Lighting System ......................................................... 11-11
Energy Management .................................................................... 4-127
Engine
Compressor Stall
Considerations ....................................................................... 6-8
NonRecoverable .................................................................... 6-8
Single⁄ ultiple with Self Recovery ........................................ 6-8
Types ..................................................................................... 6-8
compressor stall
Failure ................................................................................. 6-6, 6-33
Callout .................................................................................. 6-10
Ground Track Considerations .............................................. 6-11
Failure Recognition .................................................................... 6-10
Fire ............................................................................................... 6-6
Indications of Stable ................................................................... 4-55
Limits .......................................................................................... 2-22
Severe Damage ........................................................................... 6-7
REV. 8, 15 SEP 2008 IDX-9

Index
Volume 5
Start ............................................................................................ 4-55
First Flight of the Day ........................................................... 4-55
Start During Cold Weather ........................................................... 7-7
Engine Dry Motoring ......................................................................... 6-1
Engine Out
Go Around .................................................................................. 6-34
Actions ″ Callouts ................................................................. 6-36
Landing
Reverse Thrust .................................................................. 4-168
Engine Start Abort ............................................................................ 6-1
Engines
Run-ups During Cold Wx .............................................................. 7-8
Escape Lines/Rope ........................................................................ 11-5
Escape Slide ................................................................................. 11-25
Establishing Electrical Power/Air Conditioning ................................. 4-5
Expanded Checklist ........................................................................ 1-28
Expanded Flow
Landing Checklist ..................................................................... 4-156
Parking Checklist ...................................................................... 4-193
Expanded Flows
Climbing Through Transition Altitude ....................................... 4-101
Receiving Checklist .................................................................... 4-22
Exterior
Inspection ..................................................................................... 4-8
Left Main Gear ..................................................................... 4-13
Route ................................................................................... 4-10
Walkaround ................................................................................ 4-15
External
Lights
Daylight Illumination .................................................. 4-99, 4-121
Night Illumination ............................................. 4-79, 4-99, 4-121
REV. 8, 15 SEP 2008 IDX-10

Index
Volume 5
F
Failure
Engine .......................................................................................... 6-6
Engine Recognition .................................................................... 6-10
Failure of Engine on Final Approach .............................................. 6-33
Final Index (CG) & Fuel Burn Off ................................................. 10-20
Fire
Engine .......................................................................................... 6-6
First Flight of the Day
Engine Start ................................................................................ 4-55
First Officer
After Landing Flow Pattern ....................................................... 4-185
Before Start Checklist
flow Pattern .......................................................................... 4-41
Flow Patterns
After Start Checklist ............................................................. 4-62
Parking Checklist Flow Pattern ................................................ 4-192
Receiving Checklist
Expanded Flow .................................................................... 4-33
Receiving Checklist Flow Pattern ............................................... 4-32
Flaps
Effect in Stalls ............................................................................... 8-3
Flare
Landing ..................................................................................... 4-165
Flaring Too High ........................................................................... 4-180
Flight Attendant Emergency Switch ............................................. 11-13
Flight Attendant Weight/Index ...................................................... 10-28
Flight Crew Weight/Index ............................................................. 10-28
Flight Crewmembers at their Stations ............................................ 1-27
Flight Director
Takeoff ....................................................................................... 4-86
Flight Spoiler
Thrust Usage ................................................................... 1-25, 4-122
Flight Spoilers
Effect in Stalls ............................................................................... 8-3
Flight Training Acceptable Performance .......................................... 8-8
Flightdeck Access Panel .............................................................. 11-20
REV. 8, 15 SEP 2008 IDX-11

Index
Volume 5
Flightdeck Door ............................................................................ 11-15
Flightdeck Escape Rope ................................................................. 11-4
Floor Proximity Emergency Escape Path Lighting System .......... 11-13
Flow
Expanded
Descending through 10,000 feet MSL ............................... 4-121
Flow Patterns
After Landing Checklist ............................................................. 4-183
Climbing Through Transition Altitude ....................................... 4-100
Exterior Inspection ...................................................................... 4-10
Interior Cabin Inspection ............................................................. 4-16
Interior Flight Deck Inspection ...................................................... 4-1
Landing Checklist ..................................................................... 4-154
Preliminary Landing .................................................................. 4-107
Safety & Power On Checklist ....................................................... 4-3
FMS .............................................................................................. 11-35
Forward Cargo Compartment Temperatures ............................... 10-14
Fuel
Approved .................................................................................... 2-16
Conservation
Descent .............................................................................. 4-105
Imbalance ................................................................................... 2-16
Minimum for Takeoff ................................................................... 4-82
Temperature ............................................................................... 2-16
Fuel Burn Off ................................................................................ 10-21
Fuel Index ..................................................................................... 10-19
REV. 8, 15 SEP 2008 IDX-12

Index
Volume 5
G
Girt Retaining Fasteners/Straps ................................................... 11-32
Go Around
Actions ″ Callouts ..................................................................... 4-161
Engine Out ........................................................................... 6-36
Configuration ............................................................................ 4-158
Engine Out ................................................................................. 6-34
Executing .................................................................................. 4-159
ILS⁄PRM
Breakouts ........................................................................... 4-163
Maneuver ................................................................................. 4-159
Manual vs Automatic ................................................................ 4-158
Preparation ............................................................................... 4-158
Thrust ....................................................................................... 4-158
TO⁄GA Switch ........................................................................... 4-158
Ground Operations ........................................................................... 7-5
Ground Track
Engine Failure ............................................................................ 6-11
H
Hazardous Weather ....................................................................... 7-15
Hot Weather
Landing ......................................................................................... 7-4
Takeoff ......................................................................................... 7-3
Taxiing .......................................................................................... 7-3
Hot Weather Operations ................................................................... 7-3
Hung Start ........................................................................................ 6-1
Hydraulic Systems Warm-Up ........................................................... 7-6
Hydroplaning .................................................................................... 7-1
REV. 8, 15 SEP 2008 IDX-13

Index
Volume 5
I
Icing Conditions
Definition ..................................................................................... 2-15
IDGs
Cold Weather Indications ............................................................. 7-7
ILS
Category I
Actions ″ Callouts .................................................... 4-136, 11-50
Alternate Configuration ........................................... 4-135, 11-48
Automation .............................................................. 4-133, 11-48
Landing Callout .................................................................. 4-153
Missed Approach Point ...................................................... 4-163
ILS⁄PRM
Breakouts ................................................................................. 4-163
Actions ″ Callouts ............................................................... 4-163
Imbalance
Fuel ............................................................................................. 2-16
Indications
Stable Engine ............................................................................. 4-55
Inflight Emergencies ....................................................................... 6-17
Initial
Climb .......................................................................................... 4-86
Inspection
Exterior ......................................................................................... 4-8
Route ................................................................................... 4-10
Interior Cabin .............................................................................. 4-16
Interior Flight Deck .............................................................. 4-1, 4-16
Instrument
Approach
General .............................................................................. 4-130
Planning ............................................................................. 4-131
Interior
Cabin Inpection
General ................................................................................ 4-16
Cabin Inspection
Flow Pattern ......................................................................... 4-16
Flight Deck..................................................................................... 4-1
Flight Deck Inspection
Flow Pattern ........................................................................... 4-1
Introduction ..............................................................................INTRO-1
REV. 8, 15 SEP 2008 IDX-14

Index
Volume 5
L
LAHSO ......................................................................................... 4-172
Land And Hold Short Operations ................................................. 4-172
Landing
Actions ″ Callouts ..................................................................... 4-169
Braking ..................................................................................... 4-168
During Cold Weather ........................................................... 7-10
Callouts ......................................................................... 4-153, 4-167
Cold Weather ............................................................................... 7-9
Crab ″ Sideslip Combined ........................................................ 4-171
DeCrab during Flare ................................................................. 4-171
Flare ......................................................................................... 4-165
Hot Weather ................................................................................. 7-4
limitation
thrust reverser ...................................................................... 2-18
Minimums
Setting MDAs ..................................................................... 4-141
SideStep ............................................................................ 4-131
Rejected Landing
Rejected Landing ...................................................... 4-181, 6-31
Reverse Thrust ......................................................................... 4-167
Sideslip ..................................................................................... 4-170
Thrust ....................................................................................... 4-165
Touchdown ............................................................................... 4-166
Touchdown in Crab .................................................................. 4-171
Use of Speed Brakes ............................................................... 4-166
Vertical Guidance ..................................................................... 4-165
Weight Limitation .......................................................................... 2-2
Landing Callout
After .......................................................................................... 4-153
Prior to ...................................................................................... 4-153
Landing Irregularities .................................................................... 4-180
LDA Approach .............................................................................. 4-132
Liftoff
Directional Control ............................................................... 6-11
Lights
Daylight Illumination ........................................................ 4-99, 4-121
REV. 8, 15 SEP 2008 IDX-15

Index
Volume 5
Night Illumination .................................................... 4-79, 4-99, 4-121
Limitations
Air Conditioning .......................................................................... 2-17
APU ............................................................................................ 2-24
Starting ................................................................................. 2-24
Brakes ........................................................................................ 2-17
Fuel
Approved .............................................................................. 2-16
Imbalance ............................................................................ 2-16
Temperature ........................................................................ 2-16
Manufacturer ................................................................................ 2-1
Minimum Operating Speed ......................................................... 2-11
Operations .................................................................................... 2-4
pressurization ............................................................................. 2-17
Speeds ......................................................................................... 2-7
Flaps .................................................................................... 2-11
Starter
Duty Cycle ............................................................................ 2-23
Thrust Reversers ........................................................................ 2-18
Types of Operations ..................................................................... 2-1
Weight
Certificated ............................................................................. 2-3
Landing .................................................................................. 2-2
Takeoff ................................................................................... 2-2
Live Animals Transportation ......................................................... 10-14
Load Manifest ............................................................................... 10-30
Loss of Thrust At or Above V1 .......................................................... 6-5
Low Level Windshear Alert System (LLWAS) ................................ 7-16
REV. 8, 15 SEP 2008 IDX-16

Index
Volume 5
M
Maneuver
side-step ................................................................................... 4-131
MAP
See Missed Approach
Point
Maximum Angle Climb ................................................................... 4-93
Maximum Performance Takeoff ..................................................... 4-85
MDA
Setting ...................................................................................... 4-141
MEL ................................................................................................ 11-1
Microburst ....................................................................................... 7-16
Microbursts ..................................................................................... 7-31
Minimum
Fuel
Takeoff ................................................................................. 4-82
Minimum Equipment List ..................................................... 4-174, 11-1
Minimums
Landing
SideStep ............................................................................ 4-131
Setting MDAs ........................................................................... 4-141
Missed Approach .......................................................................... 4-149
Point ......................................................................................... 4-163
ILS CAT I ........................................................................... 4-163
Missed Approach - One Engine Inoperative ................................... 6-34
Mountain Wave Turbulence ........................................................... 7-15
REV. 8, 15 SEP 2008 IDX-17

Index
Volume 5
N
Night
Illumiation
External Lights ..................................................................... 4-99
Illumination
External Lights .......................................................... 4-79, 4-121
No Slat / Flap Approach Procedure ................................................ 6-28
Nonprecision Approaches
see Approaches
Nonprecision
Normal Checklist ................................................................1-5, 3-1, 3-2
Nose
High Atttitude ................................................................................ 8-6
Low Attitude .................................................................................. 8-7
Nose High
Actions & Callouts ........................................................................ 8-6
Nosewheel/Rudder Pedal Steering During Taxi ............................. 4-67
O
Observer Index ............................................................................. 10-19
Observer Weight Index ................................................................. 10-28
Oil
Cold Weather Indications ............................................................. 7-7
One Engine Inoperative (OEI) Approaches .................................... 6-21
One Engine Inoperative (OEI) Non-Precision Approach Procedure 6-26
One Engine Inoperative (OEI) Precision Approach Procedure ...... 6-24
One Engine Inoperative (OEI) Visual Approach Procedure ........... 6-21
Opening Cargo Doors ..................................................................... 10-4
Operational Limits ........................................................................... 2-24
Operations
Limitations .................................................................................... 2-4
Minimum Operating Limit Speed ................................................ 2-11
Speed Limits ................................................................................. 2-7
Flaps .................................................................................... 2-11
Types of ........................................................................................ 2-1
Overview of Embraer Pilot Operating Handbook .....................INTRO-2
Ozone ............................................................................................. 7-18
REV. 8, 15 SEP 2008 IDX-18

Index
Volume 5
P
PA
Announcement
Rejected Takeoff .................................................................... 6-4
Package size tables ....................................................................... 10-6
Parking Checklist .......................................................................... 4-193
Passenger & Cargo Additions & Removals .................................. 10-19
Passenger Index .......................................................................... 10-17
Passenger Weight Index .............................................................. 10-28
Performance
Takeoff ....................................................................................... 4-85
PF
Expanded Flows
Preliminary Landing Checklist ........................................... 4-108
Phase II Flightdeck Door .............................................................. 11-15
Photoluminescent Strips ............................................................... 11-14
Pireps ............................................................................................. 7-11
PM
After Takeoff Checklist
Flows ................................................................................... 4-95
Flow Pattern
Passing Through 10,000 feet MSL ...................................... 4-98
Flow Patterns
Descending through 10,000 Feet MSL .............................. 4-120
Landing Checklist .............................................................. 4-155
Preliminary Landing Checklist ................................ 4-109, 4-110
Landing Callouts ....................................................................... 4-167
Pressurization
limitations ................................................................................... 2-17
Procedures ..................................................................................... 1-28
Profile
Loss of Thrust at or above V1 .................................................... 6-14
Profiles
Visual Approach ............................................................ 4-126, 4-130
Pushback
Procedures
General ................................................................................ 4-54
REV. 8, 15 SEP 2008 IDX-19

Index
Volume 5
R
Rapid Depressurization .................................................................. 6-19
Rate of Descent ............................................................................ 4-104
Recognition of Engine Failure ........................................................ 6-10
Recommended Flows ..................................................................... 1-28
Recover
from multiple with pilot action ....................................................... 6-8
From Single⁄ ultiple with Self Recovery ...................................... 6-8
Recoveries
EGPWS ...................................................................................... 6-40
From Stalls ................................................................................... 8-4
Reinforced Cockpit Door .............................................................. 11-15
Rejected
Takeoff
Actions & Callouts .................................................................. 6-4
Communications .................................................................... 6-4
Procedures After .................................................................... 6-4
Rejected Landing ................................................................. 4-175, 6-31
Rejected Landing Procedure (RLP) .............................................. 4-177
Rejected Takeoff .............................................................................. 6-3
Cold Weather ................................................................................ 7-9
PA Announcement ........................................................................ 6-4
Resolution Advisory (RA) ............................................................... 6-42
Reverse Thrust
Engine Out
Landing .............................................................................. 4-168
Landing ..................................................................................... 4-167
Use During
Cold Weather Landing ........................................................... 7-9
Use During Cold Weather ............................................................. 7-7
Rolling Takeoff ................................................................................ 4-85
Rotation
Loss At or Above At or Above V1 ............................................... 6-10
Run-Ups
Engines During Cold Wx .............................................................. 7-8
Runway
Contaminated
Acceleration ........................................................................... 7-1
General .................................................................................. 7-1
Hydroplaning .......................................................................... 7-1
Stopping ................................................................................. 7-1
REV. 8, 15 SEP 2008 IDX-20
Index
Volume 5
S
Safety Wands
Daylight Operations .................................................................... 4-54
Securing Checklist ........................................................................ 4-195
See Gee Wheel ................................................................. 10-24, 10-26
Setting
MDAs ........................................................................................ 4-141
Severe Engine Damage ................................................................... 6-7
Severe or Extreme Turbulence Encounter ..................................... 7-15
Severe Windshear .......................................................................... 7-16
Shoulder Harness
Landing ..................................................................................... 4-115
Shutdown
APU During Securing Checklist ................................................ 4-195
Sideslip Landing ........................................................................... 4-170
Side-Step Maneuver ..................................................................... 4-131
Slat/Flap
Retraction ................................................................................... 4-87
SOPs ................................................................................................ 1-1
Special Advisories .......................................................................... 1-28
Speed
Climb
Determination ...................................................................... 4-92
Schedule .............................................................................. 4-93
Limits ............................................................................................ 2-7
Maximum Flap Operating Speeds .............................................. 2-11
Minimum Operating .................................................................... 2-11
Speed Brakes
Use During Landing .................................................................. 4-166
Speeds
Descent .................................................................................... 4-103
Sustaining Taxi Speed ............................................................... 4-66
Taxi ............................................................................................. 4-66
Spoiler
Thrust Usage ................................................................... 1-25, 4-122
Spoilers
Effect in Stalls ............................................................................... 8-3
REV. 8, 15 SEP 2008 IDX-21

Index
Volume 5
Stabilized Approach ........................................................... 4-123, 4-175
Stall
Engine Compressor
Considerations ....................................................................... 6-8
NonRecoverable .................................................................... 6-8
Single⁄ ultiple with Self Recovery ......................................... 6-8
Types ..................................................................................... 6-8
engine compressor
Stall Recovery .................................................................................. 8-5
Stalls ................................................................................................. 8-3
Recovery ...................................................................................... 8-4
Recovery Actions & Callouts ........................................................ 8-5
Standard Operating Procedures (SOPs) .......................................... 1-1
Starter
APU ............................................................................................ 2-24
Starting
APU ............................................................................................ 2-24
Delayed Engine .......................................................................... 4-69
Engine ........................................................................................ 4-55
Engines During Cold Weather ...................................................... 7-7
Starting Engines ............................................................................... 6-1
Steep Turns ...................................................................................... 8-2
Steering
Taxi ............................................................................................. 4-67
Supplemental Oxygen .................................................................... 1-27
Switchlight ...................................................................................... 1-28
System Operations ................................................................ 1-27, 1-28
T
Tail Strike During Landing ............................................................ 4-180
Takeoff .............................................................................................. 7-8
Briefing ....................................................................................... 4-77
Hot Weather ................................................................................. 7-3
Limitation
Thrust Reverser ................................................................... 2-18
Maximum Performance .............................................................. 4-85
Min Fuel Quantity ....................................................................... 4-82
REV. 8, 15 SEP 2008 IDX-22

Index
Volume 5
Rejected
Actions & Callouts .................................................................. 6-4
Communications .................................................................... 6-4
PA Announcements ............................................................... 6-4
Procedures After .................................................................... 6-4
Rolling ........................................................................................ 4-85
Rotation and Liftoff
Rotation
Takeoff .......................................................................... 4-86
Weight Limitation .......................................................................... 2-2
Takeoff Emergencies ....................................................................... 6-3
Takeoffs
Crosswind ................................................................................... 4-85
Flight Director Use ...................................................................... 4-86
Initial Climb ................................................................................. 4-86
Taxi
Brakes ........................................................................................ 4-67
Cold Weather ............................................................................... 7-7
Hot Weather ................................................................................. 7-3
Initial Aircraft Movement ............................................................. 4-66
Nosewheel/Rudder Pedal Steering ............................................ 4-67
Speed ......................................................................................... 4-66
Sustaining Speed ....................................................................... 4-66
Thrust Management ................................................................... 4-66
Turning Radius .................................................................. 4-70, 4-71
TCAS Warnings .............................................................................. 6-42
Temperature
Fuel ............................................................................................ 2-16
Terminal Weather Information for Pilots (TWIP) ............................ 7-16
Thrust
Climb .......................................................................................... 4-93
Go Around ................................................................................ 4-158
Landing ..................................................................................... 4-165
Loss At or Above At or Above V1
Max Continuous ................................................................... 6-35
Loss At or Above at or Above V1
Requirements ...................................................................... 6-10
REV. 8, 15 SEP 2008 IDX-23

Index
Volume 5
general ................................................................................... 6-5
Max Continuous ................................................................... 6-12
Profile ................................................................................... 6-14
Reverse
Use During Cold Wx ............................................................... 7-7
Reverse During Landing in Cold Wx ............................................ 7-9
Usage during Taxi ...................................................................... 4-66
Use with Flight Spoilers ................................................... 1-25, 4-122
Thrust Reverse ............................................................................. 4-179
Thrust Reverser
Limitation
Takeoff ................................................................................. 2-18
limitation
landing ................................................................................. 2-18
Thrust Reversers
Limitations .................................................................................. 2-18
Thunderstorms ...................................................................... 7-15, 7-35
TO⁄GA Switch ............................................................................... 4-158
Tolerances
Altimeter ..................................................................................... 4-44
Touchdown During Landing .......................................................... 4-166
Touchdown in Crab Landing ......................................................... 4-171
Traffic Advisory (TA) ....................................................................... 6-42
Turbulence ............................................................................. 7-15, 7-19
Turbulence Intensity ....................................................................... 7-21
Turning .................................................................................. 4-70, 4-71
Radius During Taxi ............................................................ 4-70, 4-71
Turns
Steep ............................................................................................ 8-2
U
Unusual Attitude
Nose-High Recovery A&C ............................................................ 8-6
Unusual Attitudes ............................................................................. 8-6
Nose High ..................................................................................... 8-6
Nose Low ...................................................................................... 8-7
REV. 8, 15 SEP 2008 IDX-24

Index
Volume 5
V
V1
Loss of Thrust
At or Above Initial Climb ...................................................... 6-11
At or Above Max Continuous Thrust ........................... 6-12, 6-35
At or Above Thrust Requirements ....................................... 6-10
loss of thrust
at or above ............................................................................. 6-5
VDP .............................................................................................. 4-142
Visual Approach
Landing Callouts ....................................................................... 4-153
Volcanic Ash ................................................................................... 7-41
W
Wake Turbulence .................................................................. 6-43, 6-48
Recovery .................................................................................... 6-43
Walkaround
Exterior ....................................................................................... 4-15
Weather Radar ............................................................................... 7-35
Weight
see also Limitations
Weight & Balance Calculations .................................................... 10-16
Weight Tables .............................................................................. 10-27
Weights & Indexes ....................................................................... 10-28
Windshear ...................................................................................... 7-15
Windshear Detection ...................................................................... 7-26
Windshear Escape Guidance Mode ............................................... 7-27
Windshear Recovery ...................................................................... 7-23
Windshear/Microburst Advisories ................................................... 7-17
Wing/Engine Strikes During Landing ............................................ 4-180
REV. 8, 15 SEP 2008 IDX-25

Index
Volume 5
REV. 8, 15 SEP 2008 IDX-26

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