Embraer Legacy 650: Revision 0.0

EMBRAER LEGACY 650
REVISION 0.0
EMBRAER LEGACY 650
PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
NOTICE NOTICE
The material contained in this training These items are controlled by the U.S.
manual is based on then-current information Government and authorized for export only
obtained from the aircraft manufacturer’s to the country of ultimate destination for use
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Maintenance Manual(s) at the time of herein identified. They may not be resold,
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authorized ultimate consignee or end-
At the time of printing it contained then- user(s), either in their original form or after
current information. In the event of conflict being incorporated into other items, without
between data provided herein and that in first obtaining approval from the U.S.
publications issued by the manufacturer or government or as otherwise authorized by
the applicable regulatory agency, that of the U.S. law and regulations.
manufacturer or the regulatory agency shall
take precedence.
We at FlightSafety want you to have the best

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training program.
FOR TRAINING PURPOSES ONLY
F O R T R A I N I N G P U R P O S E S O N LY i
EMBRAER LEGACY 650
Courses for the Embraer Legacy 650 are taught at the following
FlightSafety International Learning Centers:
St. Louis Learning Center

Lambert St. Louis International Airport
4645 LeBourget Drive
St. Louis, MO 63134
Phone: (314) 442-3300
Fax: (314) 442-3355
Paris Learning Center

BP 25, Zone d’Aviation d’Affaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget
Cedex, France
Phone: (+33) (1) 49-92-1919
Fax: (+33) (1) 49-92-1892
Copyright © 2019 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
Jeppesen charts have been reduced for illustrative purposes,

reproduced with permission, are not for navigational use;
and are copyrighted by Jeppesen Sanderson, Inc. 2019.
ii F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF EFFECTIVE PAGES
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page * Revision Page * Revision

No. No. No. No.
Cover.............................................................0.0 PPT-153–PPT-168.......................................0.0
i–xviii ...........................................................0.0 HYD-169–HYD-174......................................0.0
AGO-1–AGO -26.............................................0.0 LGR-175–LGR-184.......................................0.0
EE-27–EE-36.................................................0.0 FCN-185–FCN-204......................................0.0
GND-37–GND-58..........................................0.0 PNE-205–PNE-222......................................0.0
CA-59–CA-98...............................................0.0 ICE-223–ICE-236........................................0.0
ELE-99–ELE-112...........................................0.0 OXY-237–OXY-246......................................0.0
LTS-113–LTS -124.........................................0.0 FI-247–FI-266..............................................0.0
FIR-125–FIR-132..........................................0.0 NAVCOM-267–NAVCOM-302.....................0.0
FUL-133–FUL-144.........................................0.0 AFCS-303–AFCS-314..................................0.0
APU-145–APU -152......................................0.0 APP-315–APP -318......................................0.0
. * Zero in this column indicates an original page.
Dates of issue for original and changed pages are:

Original........................0.......................Oct 2019
F O R T R A I N I N G P U R P O S E S O N LY iii
Contents ....................................................v
EMBRAER LEGACY 650
TABLE OF CONTENTS
Contents ....................................................v
List of Figures ..........................................vi EMBRAER
LEGACY 650
PTM
Chapter 1 ........................... Aircraft General
Chapter 2 ................ Emergency Equipment
Chapter 3 .........................Ground Servicing
Chapter 4 ..........................Crew Awareness
Chapter 5 ......................................Electrical
Chapter 6 ........................................Lighting
Chapter 7 .............................Fire Protection
REVISION 0.0
Chapter 8 ..............................................Fuel
Chapter 9 ............................................. APU
Chapter 10 ................................ Powerplant
Chapter 11 ................................. Hydraulics
Chapter 12 .............. Landing Gear & Brakes
Chapter 13 ...........................Flight Controls
Chapter 14 ............................... Pneumatics
Chapter 15 .................Ice & Rain Protection
Chapter 16 ...................................... Oxygen
Chapter 17 ..................... Flight Instruments
Chapter 18 ....Navigation & Communication
Chapter 19 ....................................Autopilot
Appendix..................................... Key Terms
F O R T R A I N I N G P U R P O S E S O N LY v
EMBRAER LEGACY 650
LIST OF FIGURES List of Figures ..........................................vi
AIRCRAFT GENERAL
Figure Title Page Figure Title Page
1-1. Legacy 650 Dimensions.............................AGO-3 1-28. Hydraulic Release Valve........................... AGO-14
1-2. Operational Envelope.................................AGO-4 1-29. Baggage Door........................................... AGO-14
1-3. Maximum Indicated Airspeed....................AGO-4 1-30. Baggage Access Door.............................. AGO-14
1-4. Maximum Operating Speed........................AGO-4 1-31. Refueling Access Door............................. AGO-15
1-5. Maximum Aircraft Weights........................AGO-5 1-32. Emergency Exit Door................................ AGO-15
1-6. Load Factor Limits......................................AGO-5 1-33. Emergency Exit Door &
Fuel Panel Access Door Locations.......... AGO-15
1-7. Overhead Panel..........................................AGO-6
1-34. Galley........................................................ AGO-16
1-8. Main Panels and Glareshield......................AGO-6
1-35. Passenger Control Panel.......................... AGO-16
1-9. Control Pedestal......................................... AGO-7
1-36. Forward VIP Control Panel....................... AGO-16
1-10. Cockpit Seats.............................................AGO-8
1-37. Escutcheon............................................... AGO-16
1-11. Pilot Seat Alignment...................................AGO-8
1-38. Passenger Cabin....................................... AGO-17
1-12. Rudder Pedal Adjustment Switch..............AGO-9
1-39. Partition Locations................................... AGO-18
1-13. Observer Seat Operation—Opening............AGO-9
1-40. Cockpit Partition....................................... AGO-18
1-14. Observer Seat Operation—Closing.............AGO-9
1-41. Pocket Door Partition............................... AGO-18
1-15. Electronic Flight Bag................................ AGO-10
1-42. Cabin Partition.......................................... AGO-19
1-16. Direct Vision Window............................... AGO-10
1-43. Toilet Partition.......................................... AGO-19
1-17. Door Locations and Monitoring................ AGO-11
1-44. Lavatory/Baggage
1-18. Main Door Control Panels........................ AGO-12
Compartment Partition............................ AGO-19
1-19. Airstair Main Door Operation—
1-45. Water System Control Panel....................AGO-20
External Closing........................................ AGO-12
1-46. Forward Lavatory Waste Disposal...........AGO-20
External Opening...................................... AGO-12 1-47. IFE Panel on Overhead Panel...................AGO-21
1-21. Airstair Main Door Open........................... AGO-12 1-48. IFE Panel...................................................AGO-21
1-22. Airstair Main Door Operation— 1-49. High Gain Antenna....................................AGO-21
Internal Closing......................................... AGO-13
1-50. Ovation Select Touchscreen....................AGO-22
1-51. OST—Temperature Function.....................AGO-23
Internal Opening....................................... AGO-13
1-52. OST—Lights Function...............................AGO-23
1-24. Airstair Main Door Closed........................ AGO-13
1-53. OST—Call Map Function...........................AGO-23
1-25. Acoustic Curtain....................................... AGO-13
1-54. OST— Location..........................................AGO-23
1-26. Door Blocked Indication........................... AGO-14
1-55. Auxiliary Panels........................................AGO-24
1-27. Main Door Alternate
Opening Valve and Location..................... AGO-14 1-56. Aircraft General CAS Messages...............AGO-25
vi F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES
EMERGENCY EQUIPMENT
2-1. Emergency Equipment—Cockpit Area........ EE-28 2-9. ELT Location................................................EE-32
2-2. Emergency Equipment— 2-10. ELT 110 - 4 Model.........................................EE-33
Front Passenger Area.................................. EE-29
2-11. ELT 96 and 97 Model...................................EE-33
2-3. Emergency Equipment Locations—
2-12. Least-Risk Bomb Location..........................EE-34
Entertainment Cabinet................................ EE-29
2-13. Crash Hatchet..............................................EE-34
2-4. Passenger Oxygen Masks........................... EE-30
2-14. Life Raft.......................................................EE-34
2-5. Passenger Oxygen Masks Location............ EE-30
2-15. Emergency Evacuation................................ EE-35
2-6. Cabin Life Vests........................................... EE-30
2-16. Emergency Evacuation Checklist................ EE-35
2-7. Passenger Life Jacket Operation................ EE-31
2-17. Legacy 650 Quick Reference Handbook..... EE-36
2-8. Fire Extinguisher Operation......................... EE-32
GROUND SERVICING
3-1. Connecting the Electrical 3-15. Maintenance Fuel Transfer Panel............ GND-48
Power Supply............................................GND-38
3-16. Fuel Pump Panel.......................................GND-49
3-2. Pneumatic Connection.............................GND-39
3-17. Gravity Defueling......................................GND-49
3-3. Air Conditioning Ground Connection.......GND-39
3-18. Draining Points.........................................GND-50
3-4. Static Grounding...................................... GND-40
3-19. Engine Oil Servicing..................................GND-51
3-5. Maximum Winds
3-20. Hydraulic System 2 Components.............GND-52
for Ground Operations..............................GND-41
3-21. Landing Gear Servicing Charts................GND-53
3-6. Towing Equipment....................................GND-41
3-22. Landing Gear Servicing............................GND-53
3-7. Steering Disengage Button......................GND-42
3-23. Brake Wear Indicators..............................GND-54
3-8. External Steering
Disengagement Switch............................GND-42 3-24. Oxygen Servicing Panel............................GND-55
3-9. Mooring Connections.............................. GND-43 3-25. Oxygen Servicing......................................GND-55
3-10. Wind Speeds Requiring Mooring............. GND-43 3-26. Water Service Panel.................................GND-56
3-11. De-Icing Application Directions............... GND-45 3-27. Toilet Servicing.........................................GND-57
3-12. Refueling and Defueling Schematic........ GND-46 3-28. Forward Toilet Waste Tank.......................GND-57
3-13. Fuel Distribution Table..............................GND-47 3-29. FMS Data Loader......................................GND-58
3-14. Refueling Panel.........................................GND-47 3-30. Revision Info Page....................................GND-58
F O R T R A I N I N G P U R P O S E S O N LY vii
EMBRAER LEGACY 650
LIST OF FIGURES
CREW AWARENESS
4-1. Glass Cockpit Display Screens................... CA-60 4-29. Display Failures........................................... CA-69
4-2. Avionics Integration.....................................CA-61 4-30. DC Bus 1 Failure..........................................CA-70
4-3.
EICAS Reversionary Panel.......................... CA-62 4-31. DC Bus 2 Failure..........................................CA-70
4-4. EICAS Screen with DAU 1A FAIL................ CA-62 4-32. Reversionary Panel......................................CA-71
4-5. PFD............................................................. CA-63 4-33. ADC Reversionary Indications.....................CA-71
4-6. MFD............................................................. CA-63 4-34. IRS Reversionary Indications......................CA-71
4-7. Reversionary Panel..................................... CA-63 4-35. Reversionary Panel—SG Button..................CA-72
4-8. MFD Bezel Controls.................................... CA-64 4-36. IC-600 1 Failure...........................................CA-72
4-9. MFD Systems—TAKEOFF........................... CA-65 4-37. IC-600 1 Failure with
SG Button Pressed......................................CA-72
4-10. MFD Systems—ECS.................................... CA-65
4-38. IC-600 2 Failure...........................................CA-72
4-11. MFD Systems—FUEL.................................. CA-65
4-39. RMU Engine Page........................................CA-72
4-12. MFD Systems—HYDRAULICS.................... CA-65
4-40. EICAS Messages and Colors.......................CA-73
4-13. MFD Systems—ELECTRICAL...................... CA-65
4-41. ITT Limit Exceeded.......................................CA-74
4-14. MFD Button on MFD Bezel ........................ CA-65
4-42. Comparison Monitor Annunciators.............CA-75
4-15. MFD Menu.................................................. CA-65
4-43. PFD Caution and Warning Annunciators.....CA-76
4-16. SPDS Submenu........................................... CA-65
4-44. Takeoff Config Button.................................CA-77
4-17. TCAS Display.............................................. CA-66
4- 45. Quick Disconnect Button.............................CA-78
4-18. Map Mode................................................... CA-66
4-46. S tall Protection Panel..................................CA-79
4-19. Plan Mode................................................... CA-66
4-47. Pitch Limit Indicator................................... CA-80
4-20. Terrain Display............................................ CA-66
4-48. Low Airspeed Awareness........................... CA-80
4-21. Weather Radar Display............................... CA-66
4-49. EPGWS Mode 1—
4-22. Radar Controller......................................... CA-66
Excessive Descent Rate............................. CA-81
4-23. Cursor Control Device................................ CA-67
4-50. PULL UP on PFD......................................... CA-81
4-24. Charts Display............................................. CA-67
4-51.
GND PROX on PFD...................................... CA-81
4-25. Maps Display.............................................. CA-67
4-52. EPGWS Mode 2—
4-26. EICAS Layout.............................................. CA-68 Excessive Closure Rate to Terrain.............. CA-81
4-27. Radio Management Unit............................. CA-68 4-53. EPGWS Mode 3—
Altitude Loss After Takeoff........................ CA-81
4-28. Electrical Power Sources
for Cockpit Displays................................... CA-69 4-54. EPGWS Mode 4—
Insufficient Terrain Clearance.................... CA-81
viii F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES

4-55. EPGWS Mode 5— 4-74. Distance Remaining—
Deviation Below Glideslope........................ CA-82 Landing and Rejected Takeoff.................... CA-90
4-56. EPGWS Mode 6— 4-75. Insufficient Runway Length—
Bank Angle Callout..................................... CA-82 On Ground................................................... CA-90
4-57. TCF Alert Envelope..................................... CA-82 4-76. Approaching Runway—
In Air............................................................ CA-90
4-58. Terrain and Caution Areas.......................... CA-82
4-77. Taxiway Takeoff.......................................... CA-91
4-59. Example of Terrain Display on MFD........... CA-83
4-78. Approaching Short Runway—In Air............ CA-91
4-60. EGPWS Display Color Coding..................... CA-83
4-79. Taxiway Landing......................................... CA-91
4-61. STEEP Approach Button............................. CA-83
4-80. Stabilized Approach Monitor
4-62. Windshear................................................... CA-84
Aural Messages.......................................... CA-92
4-63. Windshear Detection.................................. CA-84
4-81. Long Landing Monitor................................ CA-93
4-64. Windshear Indications on PFD................... CA-85
4-82. Altimeter Monitor....................................... CA-93
4-65. TCAS Protected Areas................................ CA-86
4-83. RAAS Panel................................................. CA-94
4-66. RMU Radio Page ATC/TCAS Window........ CA-87
4-84. Cursor Control Device................................ CA-95
4-67. RMU ATC/TCAS Control Page.................... CA-88
4-85. MFD Enhanced Functions
4-68. Multifunction Display.................................. CA-89 Menu Options............................................. CA-95
4-69. VSI Guidance—Resolution Advisory........... CA-89 4-86. Chart Dropdown Menu............................... CA-96
4-70. ADS-B Indications...................................... CA-89 4-87. Chart Selection........................................... CA-96
4-71. Approaching Runway—On Ground............. CA-90 4-88. Map Flight in Heading-Up Mode................. CA-97
4-72. On Runway—On Ground.............................. CA-90 4-89. Map Display with Weather.......................... CA-97
4-73. Runway End................................................ CA-90 4-90. Crew Awareness CAS Messages............... CA-98
F O R T R A I N I N G P U R P O S E S O N LY ix
EMBRAER LEGACY 650
LIST OF FIGURES
ELECTRICAL
5-1. DC System Components......................... ELE-100 5-12. Electrical Page on MFD........................... ELE-108
5-2. Main Battery............................................ ELE-101 5-13. GPU AVAIL Inscription............................. ELE-109
5 -3. Electrical Schematic................................ ELE-102 5-14. Electrical Schematic—GPU Power.......... ELE-109
5-4. Circuit Breaker Panel Configuration........ ELE-104 5-15. Electrical Panel—APU Start..................... ELE-109
5-5. Circuit Breaker Panel............................... ELE-104 5-16. Electrical Schematic—
Batteries on Ground................................ ELE-110
5-6. Electrical Schematic—EDL Networks...... ELE-105
5-17. Electrical Schematic—APU Start............. ELE-110
5-7. EDL Configuration.................................... ELE-105
5-18. Electrical Schematic—
5-8. Electrical Control Panel........................... ELE-106
Generator Failure......................................ELE-111
5-9. Electrical Page on MFD........................... ELE-107
5-19. Electrical Schematic—
5-10. GPU AVAIL Inscription............................. ELE-107 Electrical Emergency................................ELE-111
5-11. Electrical Panel—Cold Dark Cockpit....... ELE-108 5-20. Electrical CAS Messages.........................ELE-112
LIGHTING
6-1. Cockpit Lighting Locations......................LTS-114 6-12. Exterior Landing Lights Panel..................LTS-118
6-2. Dome Lights.............................................LTS-115 6-13. Landing Gear Lights.................................LTS-119
6-3. Entry Lights Control Switch......................LTS-115 6-14. Navigation Lights—Left Wing...................LTS-119
6-4. Lighting Control Panels............................LTS-115 6-15. Navigation Light Switch and Location.....LTS-119
6-5. Reading Light............................................LTS-116 6-16. Exterior Lights Panel............................... LTS-120
6-6. Glareshield Lights Control Panels............LTS-116 6-17. Logo Light................................................ LTS-120
6-7. Emergency and Overhead 6-18. Exterior Lighting Panels.......................... LTS-120
Lights Panel..............................................LTS-116
6-19. Baggage Compartment Lights................ LTS-121
6-8. Passenger Cabin Lighting........................LTS-117
6-20. Emergency Lighting Locations................ LTS-122
6-9. Passenger Cabin Sign Controls................LTS-117
6-21. Cockpit Emergency Lighting Switch....... LTS-123
6-10. Entry Lights Control Switch......................LTS-118
6-22. Cabin Emergency Lights Button.............. LTS-123
6-11. External Lights..........................................LTS-118
6-23. Lighting CAS Messages.......................... LTS-124
x F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES
FIRE PROTECTION
7-1.
Legacy 650 7-6. Fire System Test Indications.................... FIR-130
Fire Protection Locations......................... FIR-126
7-7. Lavatory and Galley
7-2.
Fire Detection System.............................. FIR-127 Fire Extinguisher Bottle............................ FIR-131
7-3. E ngine and APU 7-8. Fire Extinguisher Bottle ........................... FIR-131
Fire Extinguishing System........................ FIR-128
7-9. Baggage Compartment
7-4. APU Fuel Shutoff Button.......................... FIR-129 Smoke Detector Locations....................... FIR-131
7-5. Fire Detection System Test Button.......... FIR-130 7-10. Fire Protection CAS Messages................ FIR-132
APU
9-1. APU Installation...................................... APU-146 9-4. Automatic Shutdown.............................. APU-150
9-2. APU Control Panel.................................. APU-147 9-5. APU Operational Limits.......................... APU-151
9-3. APU Indications...................................... APU-148 9-6. Auxiliary Power Unit CAS Messages...... APU-151
FUEL
8-1. Fuel Tank System Schematic.................. FUL-134 8-7. Fuel Pump and Transfer
Indications on MFD................................. FUL-140
8-2. Fuel Tank Locations................................. FUL-135
8-8. Fuel EICAS Indications.............................FUL-141
8-3. Fuel Tanks Capacities Table
(Usable Fuel)........................................... FUL-136 8-9. Fuel Measuring Sticks............................. FUL-142
8-4. Fuel System Panel................................... FUL-137 8-10. Fuselage Tanks Load Chart..................... FUL-143
8-5. Fuel Transfer............................................ FUL-138 8-11. Unusable Fuel.......................................... FUL-143
8-6. Fuel Page on MFD................................... FUL-139 8-12. Fuel CAS Messages................................. FUL-144
POWERPLANT
10-1. Legacy 650 Engine Diagram..................PPT-154 10-5. High Pressure Compressor Detail.........PPT-156
10-2. Legacy 650 Engine Side View................PPT-155 10-6. Combustion Chamber Detail.................PPT-156
10-3. AE3007A2 Engine..................................PPT-155 10-7. Combustion Chamber............................PPT-156
10-4. Fan Section Detail..................................PPT-155 10-8. Turbine Section Detail............................PPT-156
F O R T R A I N I N G P U R P O S E S O N LY xi
EMBRAER LEGACY 650
LIST OF FIGURES

10-9. E xhaust Cone and Mixer Detail..............PPT-157 10-21. Oil Pressure Indications.........................PPT-163
10-10. Rear View of Exhaust Mixer...................PPT-157 10-22. Oil Temperature Indications ..................PPT-163
10-11. Accessory Gear Box Detail....................PPT-157 10-23. Vibration Indications..............................PPT-163
10-12. Accessory Gear Box...............................PPT-157 10-24. RMU Engine Indications.........................PPT-163
10-13. Engine Fuel System Schematic.............PPT-158 10-25. Oil Quantity Indication on MFD..............PPT-163
10-14. Engine Oil System..................................PPT-159 10-26. Takeoff Data Controls &
Powerplant Control Panel......................PPT-164
10-15. Pneumatic Starter..................................PPT-160
10-27. Pivot Door Actuator...............................PPT-166
10-16. Control Pedestal Settings ..................... PPT-161
10-28. Thrust Reverser Indications...................PPT-167
10-17. Control Pedestal.................................... PPT-161
10-29. Thrust Reverser Controls.......................PPT-167
10-18. Powerplant Control Panel...................... PPT-161
10-30. Powerplant and Thrust Reverser
10-19. Takeoff Thrust Levels............................PPT-162
CAS Messages.......................................PPT-168
10-20. EICAS Engine Indications.......................PPT-162
HYDRAULICS
11-1. Hydraulic System Schematic................. HYD-170 11-5. Hydraulic Page on MFD.......................... HYD-173
11-2. No. 1 Hydraulic System Components.... HYD-171 11-6. Hydraulic 2 Access Panel....................... HYD-174
11-3. No. 2 Hydraulic System Components.... HYD-171 11-7. Hydraulic System CAS Messages.......... HYD-174
11-4. Hydraulic System Panel......................... HYD-173
LANDING GEAR & BRAKES

12-1. Legacy 650 Left and Right 12-7. Free Fall Lever Compartment................LGR-179
Landing Gear..........................................LGR-176
12-8. Free Fall Lever
12-2. Landing Gear Lever................................LGR-177 Compartment Location..........................LGR-179
12-3. Nose Landing Gear Doors......................LGR-177 12-9. Electrical Override Switch......................LGR-179
12-4. Gear Indications on EICAS.....................LGR-178 12-10. Downlock Release Button......................LGR-180
12-5. Landing Gear Indications.......................LGR-178 12-11. Landing Gear Warning
Cutout Button.........................................LGR-180
12-6. Engine Backup Page..............................LGR-178
xii F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES

12-12. Hydraulic Brake Line..............................LGR-181 12-16. S teering Handle Operation....................LGR-183
12-13. Brake Temperature Indications..............LGR-182 12-17. EMB-135 BJ
Minimum Turning Radii Table................LGR-183
12-14. EMB-135 BJ
Minimum Turning Radii..........................LGR-183 12-18. Steering Disengagement
Switch Compartment.............................LGR-184
12-15. S teering Disengage Button....................LGR-183
12-19. Landing Gear CAS Messages................LGR-184
FLIGHT CONTROLS
13-1. Flight Control Surfaces......................... FCN-186 13 -20. Gust Lock Position—
Locked................................................... FCN-197
13-2. Elevator Schematic............................... FCN-187
13-21. Gust Lock Light Illuminated.................. FCN-197
13-3. Aileron Schematic................................. FCN-188
13-22. Gust Lock Position—
13-4. Rudder Deflection................................. FCN-189
Intermediate.......................................... FCN-197
13-5. Rudder Schematic................................. FCN-189
13-23. Gust Lock Position—
13-6. Trim Panel on Center Pedestal............. FCN-190 Unlocked............................................... FCN-198
13-7. Control Wheels.......................................FCN-191 13-24. Gust Lock Location & Components...... FCN-198
13-8. Trim Control Panel................................ FCN-192 13-25. Pitch Trim Setting................................. FCN-199
13-9. Trim Indications.................................... FCN-192 13-26. Flap Maneuvering Speeds.................... FCN-199
13-10. Horizontal Stabilizer.............................. FCN-193 13-27. Performance Data in QRH..................... FCN-199
13-11. Flap Selector Lever............................... FCN-194 13-28. Aileron Disconnect Device.................... FCN-200
13-12. Flap Selector Lever............................... FCN-194 13-29. Aileron and Elevator Disconnect.......... FCN-200
13-13. Flap Schematic..................................... FCN-194 13-30. Pitch Trim Cutout Buttons.................... FCN-201
13-14. Speed Brake and Spoiler 13-31. Aileron Roll Mistrim Annunciation........ FCN-201
Locations...............................................FCN-195
13-32. Aileron and Rudder
13-15. Speed Brake/Spoiler Shutoff Buttons..................................... FCN-201
Deployment Angles................................FCN-195
13-33. Flap Markings........................................ FCN-202
13-16. Speed Brakes Open................................FCN-195
13-34. RMU Flight Control Indications............. FCN-202
13-17. Speed Brake Lever.................................FCN-195
13-35. Trim Markings....................................... FCN-202
13-18. Ground Spoilers.................................... FCN-196
13-36. Flight Controls CAS Messages............. FCN-203
13-19. Flaps and Spoilers
EICAS Indications.................................. FCN-196
F O R T R A I N I N G P U R P O S E S O N LY xiii
EMBRAER LEGACY 650
LIST OF FIGURES
PNEUMATICS
14-1. Pneumatic System Schematic............. PNE-206 14-12. Engine Start Configuration................... PNE-214
14-2. Ground Air Source................................. PNE-207 14-13. Bleed Leak............................................. PNE-215
14-3. Pneumatic Bleed Schematic................. PNE-207 14-14. Cabin Pressure Control Schematic...... PNE-216
14-4. Air Conditioning System Schematic..... PNE-208 14-15. Digital Controller................................... PNE-217
14-5. Air Conditioning Ground Connection.... PNE-209 14-16. Pressurization Indications.................... PNE-218
14-6. Ram Air Inlets........................................ PNE-209 14-17. Automatic Pre-pressurization
and Takeoff Sequence.......................... PNE-219
14-7. Air Conditioning and Pneumatic
Control Panel......................................... PNE-210 14-18. Automatic Depressurization
Sequence On Ground............................ PNE-219
14-8. Air Conditioning/Pneumatic Panel
on Overhead Panel................................ PNE-211 14-19. Pressurization Control Panel—
Abnormal Operation.............................. PNE-220
14-9. Air Distribution Schematic.................... PNE-212
14-20. Air Conditioning and Pressurization
14-10. Pneumatic Indications.......................... PNE-213
CAS Messages...................................... PNE-221
14-11. Power Up Configuration........................ PNE-214
ICE & RAIN PROTECTION

15-1. Ice Detectors...........................................ICE-224 15-10. Angle of Attack Vane..............................ICE-228
15-2. Ice Protection System............................ICE-224 15-11. Heated Sensors.......................................ICE-228
15-3. Ice Detector.............................................ICE-225 15-12. Ice and Rain Indications..........................ICE-229
15- 4. Clear Ice Sensor......................................ICE-225 15-13. Ice Protection Panel................................ICE-230
15-5. Ice Detector Location.............................ICE-225 15 -14. Ice Protection Panel—
Ground Operation....................................ICE-231
15-6. Anti-Icing System—Engine Inlet.............ICE-226
15-15. Wing Free of Contamination...................ICE-231
15-7. Anti-Icing System—
Wings And Horizontal Stabilizer.............ICE-226 15-16. Ice Detection Test on Control Panel.......ICE-232
15-8. Anti-Icing System— Wings......................ICE-226 15-17. QRH.........................................................ICE-234
15-9. PPG Windshield ......................................ICE-227 15-18. Ice and Rain Protection
CAS Messages........................................ICE-235
xiv F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES
OXYGEN
16-1. Oxygen Discharge 16-10. Flight Crew Oxygen on MFD................. OXY-243
Indicator and Location.......................... OXY-238
16-11. Portable Oxygen Cylinder
16-2. Crew Oxygen Mask .............................. OXY-239 and Location......................................... OXY-243
16-3. BOOM/MASK Selector on DAP............. OXY-239 16-12. Protective Breathing Equipment........... OXY-244
16-4. Observer Oxygen Mask ........................ OXY-240 16-13. PBE Operation....................................... OXY-244
16-5. Crew Oxygen Mask Features................ OXY-240 16-14. Oxygen Pressure Chart
on Servicing Panel................................ OXY-245
16-6. Crew Oxygen Mask and Goggles.......... OXY-240
16-15. Oxygen Pressure
16-7. Passenger Oxygen Cylinder.................. OXY-241
Correction Chart................................... OXY-245
16-8. Passenger Oxygen Mask...................... OXY-241
16-16. Oxygen CAS Messages......................... OXY-246
16-9. Passenger Oxygen Control Panel......... OXY-242
FLIGHT INSTRUMENTS
17-1. ADS Sensors Positioning.......................... FI-248 17-16. Flight Data Recorder
System Components................................ FI-257
17-2. ADS Sensors Schematic........................... FI-248
17-17. MFD SPDS Submenu................................ FI-258
17-3. PFD Flight Instruments............................. FI-249
17-18. MFD...........................................................FI-258
17-4. Airspeed Indications................................. FI-250
17-19. ADC2 Indication........................................ FI-259
17-5. Altitude Indications................................... FI-251
17-20. Unreliable Airspeed Charts in QRH........... FI-259
17-6. Vertical Speed Indications........................ FI-252
17-21. ISIS Abnormal Messages.......................... FI-259
17-7. MFD Temperature
& Airspeed Indications.............................. FI-252 17-22. PFD with SVS Selected OFF..................... FI-260
17-8. ISIS............................................................FI-253 17-23. S ynthetic Vision Indications..................... FI-261
17-9. ISIS and MFD in Cockpit........................... FI-253 17-24. SVS —Takeoff............................................ FI-262
17-10. Calibration Card for 17-25. SVS —In-Flight........................................... FI-262
Electrical Emergency................................FI-254
17-26. Ghosted Flight Director............................. FI-262
17-11. Magnetic Compass and
17-27. TCAS Resolution Advisory Guidance........ FI-263
Calibration Card Locations.......................FI-254
17-28. SVS MFD Enhanced Map.......................... FI-264
17-12. Radio Altimeter
Indications on PFD.................................... FI-255 17-29. SVS MFD Enhanced Map
with XM METAR/TAF................................FI-264
17-13. Display Control Panel................................ FI-255
17-30. SVS Caution Annunciators........................ FI-265
17-14. Chronometer/Clock................................... FI-256
17-31. SVS Advisory Annunciators...................... FI-265
17-15. Copilot Chronometer................................. FI-256
17-32. Flight Instruments CAS Messages........... FI-265
F O R T R A I N I N G P U R P O S E S O N LY xv
EMBRAER LEGACY 650
LIST OF FIGURES
NAVIGATION & COMMUNICATION

18-1. RMU Locations..............................NAVCOM-269 18-27. Ramp Panels and Locations.........NAVCOM-279
18-2. RMU Display..................................NAVCOM-269 18-28. Cockpit Voice
Recorder Panel..............................NAVCOM-280
18-3. RMU Page Menu...........................NAVCOM-269
18-29. Attendant Handset........................NAVCOM-281
18- 4. RMU Radio Page...........................NAVCOM-270
18-30. Interphone Control Unit................NAVCOM-281
18-5. DME Hold......................................NAVCOM-270
18-31. IRS Alignment Modes...................NAVCOM-282
18-6. RMU ATC TCAS Window...............NAVCOM-271
18-32. IRS Mode Selector Unit.................NAVCOM-282
18-7. Page Menu....................................NAVCOM-272
18-33. IRS Annunciators..........................NAVCOM-282
18-8. COM Memory Page.......................NAVCOM-272
18-34. EADI...............................................NAVCOM-283
18-9. NAV Memory Page with
FMS Tuning Enabled.....................NAVCOM-272 18-35. EHSI—
Compass Format..........................NAVCOM-283
18-10. RMU—
HF Control Page............................NAVCOM-272 18-36. EHSI—
Arc Format....................................NAVCOM-283
18-11. RMU—
HF Memory Page..........................NAVCOM-272 18-37. Display Control Panel....................NAVCOM-284
18-12. ATC/TCAS Control Page...............NAVCOM-273 18-38. T TG and GSPD Indications...........NAVCOM-284
18-13. Navigation Backup Page...............NAVCOM-274 18-39. ET Indication—
Arc Mode.......................................NAVCOM-284
18-14. Engine Backup Page 1..................NAVCOM-274
18-40. Short Range Navigation................NAVCOM-285
18-15. Engine Backup Page 2..................NAVCOM-274
18-41. Shared Navigation Source............NAVCOM-285
18-16. RMU System Select Pg.................NAVCOM-275
18-42. MFD Submenu..............................NAVCOM-285
18-17. RMU Wide Band............................NAVCOM-275
18-43. VOR & ADF Indications..................NAVCOM-285
18-18. RMU Narrow Band.........................NAVCOM-275
18- 44. Decision Height Setting................NAVCOM-285
18-19. Maintenance Test Page................NAVCOM-275
18-45. Glide Slope Indication...................NAVCOM-285
18-20. Maintenance
Test Page Results.........................NAVCOM-275 18-46. Drift Angle Bug..............................NAVCOM-285
18-21. Tuning Backup Control Head........NAVCOM-276 18-47. PFD Indications.............................NAVCOM-285
18-22. Digital Audio Panel........................NAVCOM-277 18- 48. MFD Indications............................NAVCOM-285
18-23. Control Wheel 18-49. FMS Control Display Unit..............NAVCOM-286
Communications Switch...............NAVCOM-278
18-50. CDUs for FMS 1 and FMS 2..........NAVCOM-286
18-24. Hand Microphones........................NAVCOM-278
18-51. Direct Mode Button.......................NAVCOM-286
18-25. Glareshield Push -To -Talk..............NAVCOM-278
18-52. FMS Annunciators........................NAVCOM-287
18-26. Headset Jacks..............................NAVCOM-279
xvi F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
LIST OF FIGURES

18-53. Joystick.........................................NAVCOM-287 18-71. Forced Standby Mode...................NAVCOM-294
18-54. FMS ATC Function........................NAVCOM-287 18-72. Weather Radar Control Panel.......NAVCOM-295
18-55. ATC LOGON— 18-73. Radar Shadow...............................NAVCOM-296
ATC COMM Established................NAVCOM-287
18-74. Radar Test.....................................NAVCOM-296
18-56. ATC LOGON—
18-75. Radar Beam—
ATC COMM Terminated................NAVCOM-288
High Altitude.................................NAVCOM-296
18-57. ATC LOGON—
18-76. Tilt Settings for
ADS Established............................NAVCOM-288
Minimal Ground Target Display
18-58. CPDLC Message Log....................NAVCOM-288 (12 inch antenna)..........................NAVCOM-297
18-59. ATC Messages Indication.............NAVCOM-288 18-77. Radar Beam—
Low Altitude..................................NAVCOM-297
18-60. VNAV Indications..........................NAVCOM-289
18-78. Antenna Locations and
18-61. VNAV Altitude Constraints............NAVCOM-289
Respective Radios........................NAVCOM-298
18-62. VNAV Path Descent Profile...........NAVCOM-290
18-79. RMU—
18-63. VNAV Late Path Descent..............NAVCOM-290 TX indication.................................NAVCOM-299
18-64. VNAV 18-80. Emergency Navigation
Early Descent to Capture Path......NAVCOM-291 & Communication.........................NAVCOM-300
18-65. Speed Intervention........................NAVCOM-291 18-81. RMU—
Navigation Page............................NAVCOM-300
18-66. RNP Indications on PFD................NAVCOM-292
18-82. E xcessive Attitude Declutter........NAVCOM-301
18-67. FMS Progress Page
with RNP Information...................NAVCOM-292 18-83. VNAV Error Messages..................NAVCOM-301
18-68. LPV Indications on PFD— 18-84. LPV Failures..................................NAVCOM-301
Armed............................................NAVCOM-293
18-85. Navigation and Communication
18-69. LPV Indications on PFD— CAS Messages..............................NAVCOM-302
Active............................................NAVCOM-293
18-70. FMS with
Approach Light Illuminated...........NAVCOM-293
F O R T R A I N I N G P U R P O S E S O N LY xvii
EMBRAER LEGACY 650
LIST OF FIGURES
AUTOPILOT
19-1. Flight Guidance Controller..................AFCS-304 19-10. Control Wheel on
CoPilot Control Column...................... AFCS-310
19-2. Flight Director Modes and Locations.AFCS-305
19-11. Go Around Button on
19-3. PFD—Mode Annunciations.................AFCS-306
Thrust Levers...................................... AFCS-310
19-4. Climb Rate Schedule
19-12. Thrust Levers on
for EICAS Versions 20.6 and Above....AFCS-307
Control Pedestal................................. AFCS-310
19-5. Go Around Button...............................AFCS-308
19-13. PFD Indications................................... AFCS-311
19-6. Flight Guidance Indications ...............AFCS-309
19-14. Flight Director in Takeoff Mode.......... AFCS-312
19-7. Flight Guidance
19-15. ROLL MISTRIM
Controller and Location......................AFCS-309
Indication and CAS Message.............. AFCS-313
19-8. Pitch and Turn Controller.................... AFCS-310
19-16. Low Bank Indication............................ AFCS-313
19-9. Control Wheel..................................... AFCS-310
19-17. Autopilot CAS Messages.................... AFCS-314
xviii F O R T R A I N I N G P U R P O S E S O N LY
Aircraft General
Chapter 1 Aircraft General
Figure Title
Page Figure
Title Page
Chapter 1 .............................................
Aircraft General
AIRCRAFT
GENERAL
TABLE OF CONTENTS
Introduction...................................................................AGO-2 Compartment Hatches............................................AGO-15
General Limitations and Specifications..................... AGO-3 Emergency Exit Hatch.............................................AGO-15
Operational Envelope................................................ AGO-4 Cabin ............................................................................AGO-16
Key Speeds............................................................... AGO-4 Galley.......................................................................AGO-16
Aircraft Weight.......................................................... AGO-5 Closets.....................................................................AGO-16
Load Factor Limits.................................................... AGO-5 Passenger Seats......................................................AGO-16
Runway Limitations.................................................. AGO-5 Escutcheons............................................................AGO-16
Maximum Recommended Crosswind...................... AGO-5 Partitions.................................................................AGO-18
Cockpit.......................................................................... AGO-6 Water and Waste..................................................... AGO-20
Cockpit Instrument Panels....................................... AGO-6 Pilot and Passenger Convenience Items...................AGO-21
Pilot Seats................................................................. AGO-8 In-Flight Entertainment System..............................AGO-21
Pedal Adjustment..................................................... AGO-9 PC Power System....................................................AGO-21
Observer Seat........................................................... AGO-9 High Speed Data System.........................................AGO-21
Electronic Flight Bag ..............................................AGO-10 Ovation Select™ Touchscreen (OST)...................... AGO-22
Doors and Windows.....................................................AGO-10 Auxiliary Panels....................................................... AGO-24
Cockpit Windows.....................................................AGO-10 Media Docking Station........................................... AGO-24
Monitored Doors on the EICAS............................... AGO-11 Telephone System................................................... AGO-24
Airstair Main Door....................................................AGO-12 EICAS Messages........................................................ AGO-25
Baggage Door..........................................................AGO-14
Lavatory/Baggage Compartment Access Door......AGO-14
Refueling Panel Access Door..................................AGO-15
F O R T R A I N I N G P U R P O S E S O N LY AGO-1
EMBRAER LEGACY 650
INTRODUCTION
A low-wing, T-tail pressurized airplane, the EMB-135BJ (Legacy 650) is powered by two high bypass ratio, rear-mounted
turbofan engines. The tricycle landing gear is retractable, with twin tires in each leg.
A glass cockpit panel offers highly integrated onboard avionics, with Charts and Maps displays, and VNAV capability. This
technology improves situational awareness and allows pilots to better monitor airplane operation.
The Legacy 650 has a range of 3,900 nautical miles (7,223 kilometers), and can fly at a maximum altitude of 41,000 feet.
It can carry up to 15 passengers. Eleven different passenger cabin layout options are available, each with front galley and
rear toilet.
AGO-2 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
GENERAL LIMITATIONS AND SPECIFICATIONS

The Legacy 650 dimensions are shown in front, side, and overhead views.
6.76 m
22 ft 2 in
12 .43 m
40 ft 10 in
24.39 m
80 ft 0 in
26.33 m
86 ft 5 in
FIGURE 1-1.
LEGACY 650 DIMENSIONS
7.55 m
24 ft 9 in
4.10 m
13 ft 5 in
21.00 m
68 ft 11 in
EMBRAER LEGACY 650
LIMITATIONS
OPERATIONAL ENVELOPE
Operating altitude ranges from −1,000 ft to 41,000 ft. TAKEOFF LANDING 1
HIGH ALTITUDE OPERATION 2

The maximum altitude for takeoff and landing is 9,500
ft. However, for takeoff and landing operations between 45000
8,500 ft and 9,500 ft, special nose wheel tires must be −65°C −21.5°C
installed. 40000
41,000 ft
In addition, the aircraft is optionally equipped for high 35000

altitude operation, which allows takeoff and landing up
to 13,800 ft. 30000
• To select the high altitude mode, press the HI ALT ISA + 35°C
ALTITUDE − ft
25000
button on the MFD.
• W
hen using HI ALT mode, the aural warning “CABIN” 20000
is activated at 14,000 ft instead of 10,000 ft.

15000 13,800 ft
• W
hen taking off or landing at altitudes above 9,500
ft, at least one pilot is required to use oxygen con- 1 2
10000
tinuously until the cabin has descended to 8,000 ft.
Temperature limits can be found on the adjacent chart, 5000
which vary with altitude. The following temperature lim- 1
its also apply: 0 −1000 ft

−54°C −40°C 52°C
• Minimum TAT in flight above 25,000 ft is −45°C. −5000
−70 −60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
• M
inimum temperature for takeoff and landing is STATIC AIR TEMPERATURE − °C
−40°C (−40°F). If a landing is made below −40°C, a FIGURE 1-2. OPER ATIONAL ENVELOPE
hard landing maintenance inspection must be
made prior to the next takeoff.
• Maximum temperature for takeoff is ISA +35°C. 45000
40000
KEY SPEEDS 35000

MMO =0.80
Maximum Operating Speed 30000
As shown in the airspeed chart, VMO varies with altitude:

ALTITUDE − ft
25000
ALTITUDE (ft) V MO
Below 8,000 300 KIAS 20000 VMO
8,000 –10,000 300 –320 KIAS 15000
Above 10,000 320 KIAS

10000
FIGURE 1-3. MAXIMUM INDICATED AIRSPEED
MMO is 0.80M. 5000
NOTE: At higher altitudes, MMO becomes more limiting 0

200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
than VMO. The VMO/MMO may not be deliberately exceed- AIRSPEED — KIAS
ed in any regime of flight (climb, cruise or descent).
FIGURE 1-4. MAXIMUM OPER ATING SPEED
EMBRAER LEGACY 650
LIMITATIONS
Maneuvering Speed (VA ) LOAD FACTOR LIMITS

Aircraft maneuvering speed is 212 KIAS. When maneu-
vering above this speed, it is possible to overstress the LOAD FACTOR
FL APS 0°
FL APS DOWN
LIMIT (9°, 22°, & 45°)
aircraft with full deflection of a control surface. When
operating below this speed, the aircraft will stall be- POSITIVE 2.51 g 2.00 g
fore damage to the aircraft can occur. For this reason, NEGATIVE −1.00 g 0g
care must be taken when maneuvering at speeds FIGURE 1-6. LOAD FACTOR LIMITS
above 212 KIAS.
For turbulent air penetration, the maximum speeds RUNWAY LIMITATIONS

are: The airport runway must be a paved surface. The run-
way slope must be −2% to +2%.
Below 10,000 ft.......................................... 200 KIAS
Maximum tailwind during takeoff and landing is 10 kts.
Above 10,000 ft............................ 250 KIAS or 0.63M,
whichever is lower
MAXIMUM
AIRCRAFT WEIGHT RECOMMENDED CROSSWIND
Dry runway ....................................................... 30 kt
MAXIMUM WEIGHT (LB)
Wet runway ...................................................... 25 kt
MAX RAMP MA X TAK EOFF MA X L ANDING MA X ZERO
WEIGHT WEIGHT WEIGHT FUEL WEIGHT
Runway contaminated ...................................... 20 kt
53,726 53,572 44,092 36,155 by compacted snow
FIGURE 1-5. MAXIMUM AIRCR AFT WEIGHTS
Runway contaminated by .................................. 15 kt
standing water, slush, or loose snow
Runway contaminated by ice ............................. 10 kt

(no melting)
EMBRAER LEGACY 650
COCKPIT
COCKPIT INSTRUMENT PANELS
Overhead Panel
FIGURE 1-7. OVERHEAD PANEL
Main/Glareshield Panels
360
N
33 3
30
WX 25
2.0
FIGURE 1-8. MAIN PANELS AND GLARESHIELD
EMBRAER LEGACY 650
Control Pedestal
NAV IDENT 1/1 NAV IDENT 1/1

_ _ D_ A_ T_E ACTIVE NOB _ _ D_ A_ T_E ACTIVE NOB
30 OCT 2 7 NOV / 03 30 OCT 2 7 NOV / 03
GMT GMT
1143z 01 OCT 30 OCT / 03 1143z 01 OCT 30 OCT / 03
SW NOB V2 .00 4M SW NOB V2 .00 4M
NZ6.1 WORLD2- 01 NZ6.1 WORLD2- 01
MAINTENANCE POS INIT MAINTENANCE POS INIT
FIGURE 1-9. CONTROL PEDESTAL
EMBRAER LEGACY 650
PILOT SEATS
The pilot seats are on slide rails, allowing the seats to be To set the height of the pilot seats, use the sight device.
adjusted forward and backward. At their most aft position, This triangular device has two white spheres and one black
the seats may also be moved outboard, making crew ac- sphere. Move the seat up or down until the line of sight
cess easier. The armrests and seat backs are adjustable, reaches the same level as the sight device. Then move the
as well as thigh support and lumbar position. seat position forward or backward until the opposite white
sphere is hidden behind the black one.
The seat height is adjusted electrically, and it should not be
adjusted while on battery power as this will drain the bat- TOP
FRONT VIEW
tery. If the electrical function fails, the height may be ad- VIEW
justed manually by attaching a crank to the actuator and
rotating it. The crank is stowed on the front of the seat. The WHITE WHITE
armrest adjustment and seat position adjustment are
HT
made mechanically.
IG
BLACK
FS
EO
LIN
The seat belts include five straps. The shoulder harnesses
can loosen during normal, slow movements, but are locked
by an inertia wheel to protect the pilot during abrupt move-
ments or high acceleration. A lever on the seat can also be
used to lock the straps, which may be useful in case the
pilot is incapacitated.
FIGURE 1-11. PILOT SEAT ALIGNMENT
ARMREST
ADJUSTMENT
WHEEL
HEIGHT
ADJUSTMENT
CRANK BACK-UP LUMBAR
ADJUSTMENT
INERTIA REEL WHEEL
LOCK LEVER
THIGH SUPPORT LIFE VEST
ADJUSTMENT WHEEL STOWAGE
BACKREST INCLINATION
ADJUSTMENT BUTTON
SEAT HEIGHT HEIGHT

ADJUSTMENT BUTTON ADJUSTMENT
ACTUATOR
FIGURE 1-10. SEAT FORE/AFT
COCKPIT SEATS AND LATERAL
ADJUSTMENT LEVER
CONNECTOR
EMBRAER LEGACY 650
PEDAL ADJUSTMENT
To adjust the rudder pedals, use one of the toggle switches
on the main panel. There is one toggle switch on each side.
Move the switch FWD or AFT to electrically adjust the
pedals.
FIGURE 1-12.
RUDDER PEDAL
ADJUSTMENT SWITCH
OBSERVER SEAT
Located behind the co-pilot seat when stowed, the observer seat is opened by rotating it toward the center of the cockpit,
then folding it down. The backrest is then lifted up to lock it into place. The cockpit door is still able to be opened and
closed when the observer seat is in use.
1 A COCKPIT 2 1 A A 2
DOOR
B C
C
B
A OPERATE THE LOCKING RING TO RELEASE THE SEAT A UNLOCK THE BACKREST
B LET THE SEAT FOLD DOWN SLOWLY INTO POSITION B PULL IT DOWN
C RELEASE THE STRAP C FOLD THE SEAT BOTTOM
3 4 F 3 4 F COCKPIT
F DOOR
D E
D
E
D BRING THE SEAT BOTTOM TO A HORIZONTALPOSITION D STRAP THE SEAT
E PULL THE BACKREST UP TO TOP-OFF FITTING; AND E ROTATE SEAT INTO ST0WED POSITION
F LOCK IT F LOCK THE RING
FIGURE 1-13. FIGURE 1-14.

OBSERVER SEAT OPER ATION—OPENING OBSERVER SEAT OPER ATION—CLOSING
EMBRAER LEGACY 650
ELECTRONIC FLIGHT BAG

As an option, the airplane may be equipped with an elec-
tronic flight bag (EFB) system. A Microsoft Windows®-
based system, the EFB can support applications such as
KEYBOARD
checklists, electronic documents, electronic charts, mov- LATCH
ing maps, performance calculations, and real-time weath-
er. Apps
PgUp
PgDn
Video Esc
Enter
Main
The EFB enhances the pilot’s situational awareness, but F G

D E
B C M N
A L
does not replace the primary flight display. For abnormal

3
J K U
2
1 I S T
H R
6
5
P
Q @ Del
4 X
O
and emergency procedures, the flight crew should continue

9 X Y Bksp
7
8
W Ctrl
V Alt
FIGURE 1-15.
\
.
0 Space
to use a paper copy of the QRH.

Shift
Caps
ELECTRONIC FLIGHT BAG Fn

Tab
DOORS AND WINDOWS

COCKPIT WINDOWS
In the cockpit, the Legacy 650 has two heated windshields To Remove Cockpit Window
directly in front of the pilots and two removable windows To remove the DV window, first open the window by press-
on the sides. The two on the side are called direct vision ing the button at the top of the handle and pulling aft. Once
(DV) windows, and are not heated. They can be opened or the window is open, pull down on the red handle and rotate
fully removed in case of loss of windshield visibility or for inward to release the window from the track.
emergency evacuation from the cockpit. In flight, the maxi-
mum recommended speed to open the DV windows is 140
KIAS. 1
If a DV window is not closed, a WINDOW NOT CLOSED in-
scription will be visible on the front of the window frame. If
the window is unlocked, a yellow pin protrudes near the
opening handle. It is possible for a window to be closed but
not locked, so it is important for the pilots to verify the win-
dow is locked by ensuring the yellow pin is not visible.
Window removal handle
2
1
2
Locked
FIGURE 1-16.
DIRECT VISION WINDOW Unlocked
EMBRAER LEGACY 650
MONITORED DOORS ON THE EICAS BULKHEAD BULKHEAD
The doors and hatches shown in the picture are monitored MAIN EMERGENCY EXIT BAGGAGE
DOOR (right side only) DOOR
by EICAS messages to alert the crew when opened. Each
door has a dedicated EICAS message, for example, MAIN
DOOR OPN, BAGGAGE DOOR OPN, etc. However, the three
doors marked with an (*) all trigger the ACCESS DOORS
OPEN message on the EICAS, and the crew must use ad-
UNDER REFUELING PANEL BAGGAGE REAR ELECTRIC
ditional information to determine which door is open. COCKPIT ACCESS DOOR ACCESS COMPARTMENT
ACCESS (right side) DOOR
HATCH
Doors Indication on MFD
On the MFD, the DOORS section of the TAKEOFF system
page has a graphical representation of the airplane. Along
the fuselage are squares denoting the eight doors and FORWARD
hatches that are monitored. ELECTRIC MAIN EMERGENCY EXIT
COMPARTMENT DOOR (right side only)
If a door or hatch is ajar, its graphical square will change

from green to red. In the lower left corner of the DOORS
section, a red DOOR OPEN inscription will display inside a DOORS
red box.
DOOR INDICATION
SQUARE
AIRPLANE
SCHEMATIC
DOOR OPEN DOOR BAGGAGE

ACCESS
OPEN
DOOR
INSCRIPTION
BAGGAGE
DOOR
FIGURE 1-17. DOOR LOCATIONS AND MONITORING
The MAIN DOOR OPEN warning message is inhibited

while on the ground with the #1 Engine off. This al-
lows for normal boarding and deplaning.
EMBRAER LEGACY 650
AIRSTAIR MAIN DOOR

The main door is located in the left forward fuselage, and is
a Type I door. It has hinges at its lower edge, and includes
folding airstairs.
The door is opened manually, using a handle inside or out-

side the airplane. Hydraulic circuit damping is used to low-
er the door smoothly.
The door is raised under normal conditions by two hydrau-

lic actuators powered by hydraulic system 1 or by an ac-
cumulator with sufficient capacity for 3 complete door op- — FWD DOOR— DOOR
eration cycles. CONTROL
CLOSE
Two sets of control panels allow the door to be closed hy- PRESS
CLOSE INTERIOR MAIN DOOR
draulically—one inside the airplane and one outside. The DOOR CONTROL PANEL
main door can also be lifted manually by a ground atten-
dant. FIGURE 1-18.
MAIN DOOR CONTROL PANELS
EXTERIOR MAIN DOOR

CONTROL PANEL
FWD DOOR
B
CONTROL
C D
PRESS
CLOSE
DOOR
A TO CLOSE FROM THE OUTSIDE; OPEN COVER. FIGURE 1-19.

AIRSTAIR MAIN DOOR
B PUSH BUTTON. OPER ATION—
EXTERNAL CLOSING
C WAIT UNTIL THE DOOR RAISES TO ITS STOP.
D PUSH DOOR AND LOCK IT.
A B
A TO OPEN FROM THE OUTSIDE; PULL HANDLE OUT. FIGURE 1-20.

AIRSTAIR MAIN DOOR
B PULL THE DOOR. OPER ATION—
EXTERNAL OPENING FIGURE 1-21.
C LET THE DOOR COME DOWN. AIRSTAIR MAIN DOOR OPEN
EMBRAER LEGACY 650
B C
A
D
D
B
A
A TO CLOSE FROM THE INSIDE; PUSH BUTTON AND WAIT UNTIL DOOR RAISES.
FIGURE 1-22.
B PULL THE DOOR AND CHECK THE RED MARKS ALIGNMENT. AIRSTAIR MAIN DOOR
OPER ATION —
C LOCK THE DOOR. INTERNAL CLOSING
D CHECK AND MAKE SURE THAT THE RED MARKS ARE ALIGNED.
NOTE: The number of red marks may vary with the airplane.
LIMITATIONS
B
No more than three persons may be A
on the stairs at one time.
A passenger may be carried into or

out of the aircraft by two people, pro-
vided the total weight of all three C
does not exceed 509 lbs.
A TO OPEN FROM THE INSIDE FIGURE 1-23.

AIRSTAIR MAIN DOOR
B PUSH THE DOOR USING THE
APPROPRIATED HANDLE AS INDICATED OPER ATION—
INTERNAL OPENING
C LET THE DOOR COME DOWN
An acoustic curtain at the

main door may be closed at
the entrance to reduce
noise in the passenger cabin.
But the curtain must be
stowed for takeoff and landing.
MAIN DOOR
ACOUSTIC CURTAIN

AIRSTAIR MAIN DOOR CLOSED ACOUSTIC CURTAIN
EMBRAER LEGACY 650
Door Blocked BAGGAGE DOOR

If the hydraulic line remains pressurized after closing the Located on the rear left side of the fuselage, the baggage
main door, an amber DOOR BLOCKED light will illuminate door is opened and closed manually from the outside. A
on the internal main door control panel. In this case, the depressurization vent makes it possible to open the door,
main door is hydraulically blocked and will not be able to be despite residual aircraft pressurization. If the vent is not
opened. fully closed, the door will not indicate closed.
ENTRY ENTRY DOOR

LIGHTS LIGHTS CLOSE
ON/OFF AUTO
DOOR
BLOCKED
DOOR DOOR
CLOSE BLOCKED
AIRSTAIR
LIGHTS
FIGURE 1-26.
DOOR BLOCKED INDICATION
To release the pressure and open the main door, use the FIGURE 1-29. BAGGAGE DOOR
main door opening valve in the cockpit. When actuated for
two minutes, this valve depressurizes the door-close line LAVATORY/BAGGAGE
and allows the main door to be lowered. This procedure is COMPARTMENT ACCESS DOOR
found in the non-annunciated section of the QRH. A hydrau-
lic release valve can also be found in the System 1 Hydrau- Located in the lavatory/baggage compartment partition,
lic Compartment on the forward right fuselage. this door provides access to the baggage compartment.
This door must be closed for takeoff and landing.
FIGURE 1-27.
MAIN DOOR ALTERNATE
OPENING VALVE AND LOCATION
FIGURE 1-30. BAGGAGE ACCESS DOOR
If the baggage access door is open, a microswitch

provides a BAGG ACCESS OPN message on the
EICAS. In the event of a fire in the baggage com-
partment, do not discharge the fire bottles until
checking to make sure this EICAS message is not
displayed. This prevents halon from entering the
FIGURE 1-28. HYDR AULIC RELEASE VALVE
passenger cabin.
EMBRAER LEGACY 650
REFUELING PANEL ACCESS DOOR EMERGENCY EXIT HATCH

The refueling panel access door is located on the forward An emergency exit is located in the passenger cabin over
right side of the wing-to-fuselage fairing. A window in the the right wing. This door can be opened from inside or out-
door allows the inspection light to shine through it. side of the airplane, and it can be locked with a pin which
should only be installed when on the ground.
FIGURE 1-31. REFUELING ACCESS DOOR
COMPARTMENT HATCHES
Access doors and hatches along the fuselage allow access
for servicing the airplane’s systems and equipment. FIGURE 1-32. EMERGENCY EXIT DOOR
• T
he under-cockpit access hatch is located under the
fuselage, and provides access to the control rigging,
which is in a pressurized compartment of the fuse-
lage.
• T
he forward electronic compartment access hatch is
inside the wheel well of the nose landing gear. Most of
the avionics components are located in this non-pres-
surized compartment.
•
The rear electronic compartment access hatch is on
the rear right side of the fuselage. It provides access to
a pressurized compartment containing electronics
such as the FADECs, digital flight data recorder (DFDR)
and cockpit voice recorder (CVR).
• Access doors for servicing other systems such as hy-
draulics and oxygen are unmonitored and must be FIGURE 1-33. E MERGENCY EXIT DOOR &
checked closed during preflight. FUEL PANEL ACCESS DOOR LOCATIONS
EMBRAER LEGACY 650
CABIN
GALLEY PASSENGER SEATS
For convenient food and beverage preparation, the galley is Each passenger seat has a control panel allowing personal
located in the forward section of the passenger cabin. selection of lighting, video, and audio.
Standard items in the galley include a microwave, oven,
coffee maker, water heater, storage, trash container, and a
galley control panel. A pullout table offers extra room for
food preparation.
PERSONAL HEADSET
READ TABLE
VIDEO AUDIO
LIGHT LIGHT
SELECT SELECT
FIGURE 1-35.
PASSENGER CONTROL PANEL
The executive seats have a VIP control panel with addition-

al controls affecting the entire cabin. VIP seats can control
speaker volume as well as cabin lighting and temperature.
FIGURE 1-34. GALLEY
CLOSETS FWD AFT CABIN CABIN SPEAKER

READ SPEAKER
Airplane closets include the LH forward closet, LH and RH
UPWASH UPWASH MONITOR VIDEO AUDIO
LIGHT ON/OFF
LIGHTS LIGHTS ON/OFF SELECT SELECT
closets next to the pocket door, an entertainment cabinet

in the forward section of the passenger cabin area, and a FWD
DNWASH
AFT
DNWASH
TABLE
LIGHT
CABIN
TEMP
PERSONAL
VIDEO
HEADSET
AUDIO
credenza in the passenger seating area. These are used for

LIGHTS LIGHTS CONROL SELECT SELECT
stowage of passenger garments, life rafts, pillows, blan-

kets, magazines, plug-in monitors, as well as for emergen- FIGURE 1-36.
cy equipment, entertainment equipment, and 110 V AC out- FORWARD VIP CONTROL PANEL
lets.
ESCUTCHEONS
Located above the passenger seats and in the lavatory, escutcheons are assemblies that hold essentials such as:
• Reading lights GASPER

AIR OUTLET
OXYGEN
• Gasper air outlet BOX
ASSEMBLY
• Oxygen mask dispenser
• Loudspeaker
READING
LIGHT
FIGURE 1-37. ESCUTCHEON
EMBRAER LEGACY 650
FIGURE 1-38. PASSENGER CABIN
EMBRAER LEGACY 650
PARTITIONS
Partitions are used to separate the cockpit, cabin areas, and compartments. These partitions are described below.
POCKET DOOR CABIN

PARTITION PARTITION
COCKPIT
PARTITION TOILET LAVATORY/BAGGAGE
PARTITION COMPARTMENT PARTITION
FIGURE 1-39. BLUE

PARTITION LOCATIONS STERILE
LIGHT HARNESS
ASSEMBLY
PEEPHOLE
(OPTIONAL)
LH PARTITION
RH PARTITION
STRIKER
STRAP
ASSEMBLY LOCKING
Cockpit/Passenger Cabin Partition LATCH
ASSEMBLY
Consisting of a door and a blowout panel assembly, this
partition separates the cockpit from the passenger cabin.
The door can be secured with a locking latch, and straps BLOW−OUT
keep the blowout panel attached to the door in the event of PANEL ASSEMBLY
a significant pressure increase or decrease inside the air-
craft. A peephole viewer allows the flight crew to see FLOOR
through the door into the passenger cabin. BRACKET
COCKPIT
DOOR
ASSEMBLY
FIGURE 1-40.
COCKPIT PARTITION ATTACHMENT
HARDWARE
Pocket Door Partition

Separating the forward galley from the forward passenger FRONT PEEPHOLE
area, the pocket door partition is designed to reduce noise PANEL
level and provide privacy to the passenger cabin. Two
types of pocket doors are available, a single-sliding door SLIDING
and a dual-sliding door. POCKET
DOOR
LATCH
FIGURE 1-41.
POCKET DOOR PARTITION
EMBRAER LEGACY 650
Cabin Partition Toilet Partition

Featuring a decorative finish, the cabin partition separates The toilet partition separates the lavatory from the passen-
the forward passenger compartment from the aft passenger cabin area. The swing door can be locked, and the LH
ger compartment. The LH partition has EMERGENCY EXIT, partition includes NO SMOKING and FASTEN SEAT BELTS
NO SMOKING, and FASTEN SEAT BELTS signs on both signs.
sides. The RH partition is removable.
LATCH
PIN
DOOR POP−UP DOUBLE SWING
HEADER DOOR
LATCH
ASSEMBLY
NO SMOKING &
FASTEN SEAT NO SMOKING &
BELT SIGNS RH UPPER FASTEN SEAT
PARTITION BELT SIGNS
EMERGENCY
EXIT SIGNS DOORKNOB
RH PARTITION
RH LOWER LH PARTITION
PARTITION
LH PARTITION

CABIN PARTITION TOILET PARTITION
CABLE
COLUMN
RH PARTITION
MICROSWITCH
Lavatory/Baggage Compartment Partition
Separating the lavatory from the baggage compartment, PEEPHOLE
this partition includes a door to allow access to the bag-
gage compartment. The door incorporates a blowout panel LAVATORY/BAGGAGE
and a one-way peephole into the baggage area. The door COMPARTMENT DOOR
may also be opened from the baggage compartment side.
LATCH ASSEMBLY
A guard assembly keeps the blowout panel attached to the
door if a significant pressure difference occurs between
LANYARD
the lavatory and the baggage compartment.
BLOW−OUT
PANEL ASSEMBLY
GUARD
ASSEMBLY
LH PARTITION
FIGURE 1-44.
LAVATORY/BAGGAGE
COMPARTMENT PARTITION
EMBRAER LEGACY 650
WATER AND WASTE

The forward galley includes a washbasin, and the aft lavatory has a washbasin and a toilet. Some airplane models may
also be equipped with a forward lavatory, in which a washbasin and a toilet are supplied with an independent water sys-
tem.
Water Aft Lavatory

The water system stores potable water for drinking and The lavatory has a waste system consisting of an electric,
washing purposes in two pressurized, freeze-protected, self-contained recirculation toilet to collect human waste
stainless-steel tanks. One is located in the galley and has a in an internal holding tank. Chemicals are used to disinfect
capacity of 15 Liters (3.9 US Gal). The other is located in and deodorize the waste holding tank.
the aft lavatory and holds 35 Liters (9.2 US Gal)
A ventilation line connects the waste holding tank to the
The water system control panel is installed in the forward exterior. It uses differential pressure to send odors out
galley to provide status indication and control for the water through the exhaust.
system.
An optional smoke detector may be installed in the lavatory
ceiling.
COMPRESSOR Forward Lavatory

TANK WATER FULL RESET SWITCH
LEVEL INDICATOR COMP Located at the left forward section of the passenger cabin,
W 3/4 L RESET the optional forward lavatory has a separate waste system.
A E
T 1/2 V The recirculating toilet is a compact, self-contained unit
E
1/4
E PRESS with electrically operated flush. Two options for the for-
R L
PUSH TO TEST ward lavatory are available —one which requires servicing
TO
EMPTY TEST
from inside the airplane, and one that allows servicing
through an external panel.
TANK OVER
PRESSURE
TANK INDICATOR
OVER
PRESSURE
FIGURE 1-45.
WATER SYSTEM CONTROL PANEL
The galley and lavatory washbasins each have a water

heater and a hot/cold water faucet. In the event of a water
leak, isolation valves can be used to close the water lines.
To prevent freezing during high-altitude, long-duration

flights, the aircraft has an external electric heater blanket
on the water storage tank and electric heaters for the water
distribution lines.
WASTE
HOLDING
TANK
FIGURE 1-46.
FORWARD LAVATORY
WASTE DISPOSAL
EMBRAER LEGACY 650
PILOT AND PASSENGER CONVENIENCE ITEMS

The Legacy 650 includes systems to enhance the communication, comfort, and entertainment of passengers and crew
members.
IN-FLIGHT ENTERTAINMENT SYSTEM PC POWER SYSTEM

The in-flight entertainment system provides passengers The PC power system includes electric outlets with 115 V
with video/audio entertainment through DVD players, a CD (or 220 V) AC/60Hz power for personal electronic devices
changer, and an optional MP3 player connection. such as laptop computers. A PC POWER switch in the
cockpit overhead panel controls the single-phase AC static
The IFE also provides passengers with real-time flight in- inverter, which is located in the entertainment cabinet. This
formation, using AirShow® moving maps that illustrate the inverter is used to convert 28 V DC from Shed DC Bus 1 into
airplane’s position and direction, as well as other data such 115 V (or 220 V) AC/60 Hz.
as altitude, airspeed, and distance to the destination. This
data is derived from the aircraft’s flight computer systems.
An IFE switch in the cockpit overhead panel allows the

flight crew to power on or disconnect the entertainment
system. All IFE equipment is supplied by Shed DC Bus 1.
IN-FLIGHT PC POWER
ENTERTAINMENT SWITCH
SYSTEM SWITCH
FIGURE 1-47. IFE PANEL ON OVERHEAD PANEL FIGURE 1-48. IFE PANEL
HIGH SPEED DATA SYSTEM

To provide internet access to the passengers and crew, the
Legacy 650 uses a high speed data (HSD) system. For in-
HIGH GAIN
ANTENNA (HGA) ternet access in the passenger cabin, laptops may use Wi-
Fi or a wired connection. In the cockpit, no wired connec-
tion is available, so the laptop must be Wi-Fi capable.
The high gain antenna is located in the rear section of the

upper fuselage.
FIGURE 1-49.
HIGH GAIN ANTENNA
EMBRAER LEGACY 650
OVATION SELECT™ TOUCHSCREEN (OST)

Part of the Ovation Select cabin management system, the OST is an 8” x 5” touchscreen control panel located in the en-
tertainment cabinet. It controls features such as video, audio, lights, temperature, and cabin services. In addition, the OST
can monitor the water system, including the water tank level, and can access the diagnostic page to find information on
any errors that may be detected.
ENTERTAINMENT
CABINET
Water Call Map
Home
Diagnosis Temp Audio Video Lights
Night
mode
Brightness
FIGURE 1-50.
OVATION SELECT TOUCHSCREEN
EMBRAER LEGACY 650
Temperature Call Map

Cabin temperature is shown in both Celsius and Fahrenheit. When a passenger presses the call button to summon the
Press the + or – buttons to change the temperature setting. flight attendant, the call map screen displays the seat loca-
tion from where he or she is calling. A blue light will flash in
the call map to show from where the call was made. Press
the RESET ALL button to clear the calls.
Lights
Temperature Home Back Call Map Home Back
Water Diagnosis Temp Audio Video Temp Audio Video Lights Call Map
25
°C
77
°F
Remote Cabin Temperature Enabled Reset All
FIGURE 1-51. OST—TEMPER ATURE FUNCTION FIGURE 1-53. OST—CALL MAP FUNCTION
Lights
The lights function controls the lighting for the galley and
cabin. Separate buttons make it possible to select only the
upwash light, the downwash light, or all of them. Brightness
and color are also adjustable.
Lights Home Back
Fwd Lights Aft Lights All Lights

All Lights
Lights Cabin
ON Brightness
Upwash
Galley Lights
All Color
Area Lights
Downwash
Work Lights
FIGURE 1-52. OST—LIGHTS FUNCTION FIGURE 1-54. OST— LOCATION
EMBRAER LEGACY 650
AUXILIARY PANELS MEDIA DOCKING STATION

Auxiliary panels at the credenza or divan provide connec- The media docking station connects iPods and iPhones to
tions for devices such as portable media players, gaming the cabin management system (CMS). When connected, it
consoles, and laptop computers. Included on the auxiliary allows iPods or iPhones to play audio and video.
panels are the following connectors: HDMI, stereo 3.5-mm
input jacks, RCA jacks, VGA port, Ethernet port, and USB
ports.
TELEPHONE SYSTEM
A MagnaStar® C-2000 digital airborne telephone system
transmits and receives both voice communications and
fax/modem-type data. The telephone system has two air-
ground channels that can be used simultaneously for voice,
fax, and data communications. It operates over the Gen-
Star satellite system, which offers continuous coverage
throughout the United States, the southern section of Can-
ada, and most of Mexico.
LOWER DIVAN Telephone handsets are provided at each passenger seat.

PANEL SURROUND
Located in the credenza, a fax machine offers fax, scanner,
printer, and copier functions.
AUXILIARY
PANEL
FIGURE 1-55. AUXILIARY PANELS
EMBRAER LEGACY 650
EICAS MESSAGES
TYPE MESSAGE ME ANING
Main door is open or not properly

WARNING MAIN DOOR OPN locked either on the ground with
engine 1 running or in flight.
Baggage door open or not properly

BAGGAGE DOOR OPN
locked.
At least one compartment access

ACCESS DOORS OPN hatch is open or not properly
locked.
CAUTION
Refueling panel access door open
FUELING DOOR OPN
or not properly closed.
Lavatory/Baggage compartment
BAGG ACCESS OPN access door open or not properly
closed.
FIGURE 1-56. AIRCR AFT GENER AL CAS MESSAGES
EMBRAER LEGACY 650
INTENTIONALLY LEFT BLANK
Emergency Equipment
Chapter 2 Emergency Equipment
Figure Title
Page Figure
Title Page
Chapter 2 .........................................
Emergency Equipment
EMERGENCY
EQUIPMENT
TABLE OF CONTENTS
Introduction....................................................................EE-28
Emergency Equipment...................................................EE-29
Equipment Checklist...................................................EE-29
Cabin Life Vests..........................................................EE-30
Passenger Life Jacket Operation............................... EE-31
Fire Extinguisher.........................................................EE-32
Emergency Locator Transmitter (ELT).......................EE-32
Least-Risk Bomb Location.........................................EE-34
Life Rafts....................................................................EE-34
Hatchet.......................................................................EE-34
Emergency Evacuation...................................................EE-35
Emergency Exits.........................................................EE-35
Emergency Evacuation Checklist...............................EE-35
Quick Reference Handbook (QRH).................................EE-36
F O R T R A I N I N G P U R P O S E S O N LY EE-27
EMBRAER LEGACY 650
INTRODUCTION
Emergency equipment includes the items for use during in-flight emergencies, such as first-aid kits and fire extinguishers.
It also includes items used to help in airplane evacuation, such as crash hatchets, escape ropes, and life rafts.
1 2 3 4
SMOKE GOGGLE ESCAPE ROPE FLASHLIGHT

OXYGEN MASK
FIGURE 2-1.
EMERGENCY EQUIPMENT—
COCKPIT AREA
7
3 (Cockpit Partition
Behind Pilot's Seat)
(Behind Pilot's Seat)
4
(Observer)
8
(On Ceiling)
6 2
(Observer)
1
(Copilot's Console)
(On Lateral Console)

4
(Copilot's Console) 6 (Behind Seats)
3 5
(Behind Copilot's Seat)
(Pilot's Console)
EE-28 F O R T R A I N I N G P U R P O S E S O N LY
EMERGENCY EQUIPMENT EQUIPMENT CHECKLIST
EQUIPMENT CHECKLIST
The equipment checklist summarizes the airplane’s emer-
gency items and what to look for in a preflight inspection:
Cockpit Area
5 6 7 8 Flashlight ................................................CHECK RED LIGHT
HATCHET Cockpit Area
LifeFlashlight
Vest .............................................................
............................... CHECK REDON BOARD
LIGHT
Hatchet ...............................................................
Life Vest ............................................ ON ON BOARD
BOARD
PROTECTIVE BREATHING Smoke Goggle.

Hatchet .....................................................ON
.............................................. ON BOARD BOARD
EQUIPMENT (PBE)
Oxygen Mask.
Smoke ............................................................
Goggle..................................... ON BOARD CHECK
LIFE VEST FIRE EXTINGUISHER Protective

OxygenBreathing Equipment (PBE) ...................
Mask............................................ SEALED
CHECK
FireProtective
Extinguisher................................................
Breathing Equipment CONDITION
(PBE) ...................................................... SEALED
9 10 Galley
3 9 Fire Extinguisher................................CONDITION
Fire Extinguisher Bottle................... CHECK GREEN RANGE
Galley
FIRST AID KIT
5 Front Passenger Cabin Area
Fire Extinguisher
Flashlight Bottle......CHECK CHECK
............................................... GREEN RED
RANGE
LIGHT
PORTABLE OXYGEN CYLINDER The red light must be on or blinking.
Front Passenger Cabin Area
First-Aid Kit ...................................................... CONDITION
Flashlight ............................... CHECK RED LIGHT
9 10 Water ExtinguisherThe red light must be on or blinking.
(optional)........................... CONDITION
7 First-Aid
Protective Kit ......................................
Breathing CONDITION
Equipment (PBE).................... SEALED
(Wardrobe or Galley) FireWater Extinguisher
Extinguisher. (optional)............. CONDITION
............................................. CONDITION
Protective
Portable Oxygen Breathing Equipment
Cylinder................................. CONDITION
8 (PBE)....................................................... SEALED
Hatchet (if applicable)........................................ ON BOARD
Fire Extinguisher .............................. CONDITION
Oxygen Box Deploy Tool..................................... ON BOARD
Portable Oxygen Cylinder.................. CONDITION
Life Vest.............................................................. ON BOARD
Hatchet (if applicable)......................... ON BOARD
Life Raft (if applicable)........................................ ON BOARD
8 Oxygen Box Deploy Tool..................... ON BOARD
Lavatory
Life Vest.............................................
ON BOARD
Fire Extinguisher Bottle................... CHECK GREEN RANGE
Life Raft (if applicable)........................ ON BOARD
10
Lavatory
Fire Extinguisher Bottle......CHECK GREEN RANGE
7
6 (Under Attendant's Seat)

EMERGENCY EQUIPMENT— EMERGENCY EQUIPMENT LOCATIONS—
FRONT PASSENGER AREA ENTERTAINMENT CABINET
LOCATIONS OF PASSENGER OXYGEN MASKS CABIN LIFE VESTS
Information on the operation of passenger oxygen masks can be found in the Oxygen section of this manual. Life vests are located underneath each passenger seat.
Their locations are shown in the accompanying diagram:
EXECUTIVE DIVAN
SINGLE SEAT
FIGURE 2-4.
PASSENGER OXYGEN MASKS
LIFE
VEST
LIFE VESTS
FIGURE 2-6.
CABIN LIFE VESTS
LEGEND
DISPENSING UNITS
Boxed numbers indicate the quantity of
oxygen masked stowed at each location.
FIGURE 2-5.
PASSENGER OXYGEN MASKS LOCATION
EMBRAER LEGACY 650
PASSENGER LIFE JACKET OPERATION
1 2 3
LIFEVEST
COMPARTMENT
REMOVE LIFE JACKET DON JACKET PUT THE STRAPS AROUND BACK MAKING
FROM ITS COMPARTMENT SURE INFLATION TAB IS NOT UNDER WAIST
STRAP
4 5 6
ORAL
TUBE
INFLATION
TUBE
JERK THE TAB TO INFLATE IF LIFE JACKET FAILS TO INFLATE PULL TO LIGHT
USE ORAL TUBE
FIGURE 2-7.
PASSENGER LIFE JACKET OPER ATION
EMBRAER LEGACY 650
FIRE EXTINGUISHER
Two sizes of fire extinguishers are available. Use the small-
er 1.5 kg (3.3 lbs) fire extinguisher on Class B fires, involving
oils, greases, and flammable liquids, and on Class C fires MEMORY ITEM
involving electrical and electronic equipment.
CABIN FIRE OR SMOKE
Use the larger 5.5 kg (12 lbs) fire extinguisher on Class A
fires involving paper, wood, fabric, and rubber. It may also Crew Oxygen Masks ............................ DON, 100%
be used on Class B and Class C fires.
Smoke Goggles or PBE ................................. DON
After using a fire extinguisher, follow these precautions:
Crew Communication ........................ ESTABLISH
• Look out for a “flashback”—When a fire reignites after
appearing to go out. Recirculation Fan................................. PUSH OUT
• Ventilate the compartment as promptly as possible.
LOCKING
PIN EMERGENCY
LOCATOR TRANSMITTER (ELT)
UNSNAP “QUICK RELEASE”
A MOUNTING STRAP AND REMOVE
EXTINGUISHER.
The ELT broadcasts a radio signal that helps search
and rescue operations find the airplane in the event
B HOLD UPRIGHT, PULL LOCKING
PIN TO UNLOCK SPRAYING LEVER. of an accident.
Located in a panel behind the lavatory seat, the ELT

may be activated automatically by an impact or
manually activated by a switch in the cockpit or with
a switch on the transmitter itself. In both cases, a
red light flashes on the cockpit panel to indicate the
ELT activation.
C PRESS LEVER FOR DISCHARGE

OPERATION.
ELT LOCATION
LAVATORY
SEAT
FIGURE 2-9.
ELT LOCATION
STAND APPROXIMATELY 2 m (8 ft) AWAY FROM THE FIRE BEFORE

DISCHARGING NOZZLE AT THE FIRE BASE. SPRAY QUICKLY SIDE TO
D SIDE ACROSS FIRE WIDTH. MOVE CLOSER AS FIRE IS BEING EXTIN-
GUISHED. DIRECT ALL OF THE DISCHARGING AGENT ONTO THE
FIRE AND MAKE SURE THE FIRE IS COMPLETELY EXTINGUISHED.
FIGURE 2-8.
FIRE EXTINGUISHER OPER ATION
EMBRAER LEGACY 650
Two ELT models may be used on the Legacy 650 —The ELT 110-4 or the ELT 96 (or ELT 97).
ELT 110-4 Model

1 ELT Alert Light
Flashes red when the ELT is transmitting.
2 ELT Switch
ON—activates the ELT. 1
ARM—allows the ELT to be automatically acti-
vated.
To deactivate the ELT, perform the TEST/RE-
SET function: 2
• Press ON, wait one second, then press ARM.
• The alert light flashes during this function to
indicate the system is transmitting.
FIGURE 2-10.
ELT 110 - 4 MODEL
XMIT
ALERT ELT 96 Model (or ELT 97 Model)
ELT ALERT LIGHT
The ELT 96 model works in the same way as the ELT
110-4 model, and the same procedures are used to
ELT SWITCH
MAN activate and deactivate the transmitter. But this
model can also be used in portable mode.
To operate the ELT 96 in portable mode, follow this

AUTO procedure:
OT
UT E • Open its lavatory panel and remove the ELT
ST
A
from the compartment.

ELT ALERT LIGHT ELT SWITCH (*)
• Unplug the fixed antenna from the ANT con-
RESET nector.
ELT REMOTE PANEL
• Take the auxiliary antenna and connect it to
the ANT connector.
• Set the switch on the transmitter panel to the
MAN/RESET position (as shown by an *).
MAN
ANT AUTO
RESET • Hold or set up the ELT vertically, as high as
OFF possible and preferably in a cleared area for a
ANTENNA stronger radio signal.
CONNECTOR
FIGURE 2-11.
ELT 96 AND 97 MODEL
TRANSMITTER PANEL
EMBRAER LEGACY 650
LIFE RAFTS
LEAST-RISK BOMB LOCATION For overwater operations, storage for a 12-passenger life
In the event that a bomb is discovered aboard the raft is located forward of the aft lavatory bulkhead. A six-
airplane while in flight, it should be moved to the passenger life raft can be stored inside the cabinet next to
least risk bomb location in order to minimize risk to the aft divan.
the airplane. The cabin region where structural or
system damage is least likely to jeopardize flight A life line may be used to assist passengers as they exit the
safety is the left side of the airplane, as close as airplane and board the life raft. This is a rope installed in
possible to the second window from the rear. the upper emergency exit frame, and can be used only
when the emergency exit is open.
After the passengers are on board, cut or untie the rope.
DIVAN
FIGURE 2-12.
LEAST-RISK BOMB LOCATION
LIFE RAFT
STORAGE
HATCHET
A crash hatchet is secured behind the copilot’s seat
in case it is needed during emergency evacuation or
fire fighting.
FIGURE 2-13. CR ASH HATCHET
PARTITIONS
TOILET
PARTITION
LIFE RAFT
STORAGE
FIGURE 2-14.
LIFE R AFT
EMBRAER LEGACY 650
EMERGENCY EVACUATION
EMERGENCY EXITS EMERGENCY EVACUATION CHECKLIST
Four emergency exits are provided for crew and passenger
emergency evacuation. These include:
Cockpit Emergency Exits

There are two cockpit emergency exits. The pilot and copi-
lot direct-vision windows can be fully removed. To remove
these windows, unlatch the window and then pull it up and
inward. The total removal of these windows may be easier
by first sliding the associated pilot seat backward. A rope is
installed above each window to assist in safely lowering
the flight crew to the ground. These windows cannot be
opened from the outside.
Passenger Cabin Emergency Exit

There is one over-wing emergency exit, located over the
right wing. To open this hatch, remove the upper access
cover, pull the handle, then grip both the upper and lower
handles and pull the hatch inward. The hatch can also be
opened from the outside.
There is also a second escape hatch over the left wing, but
this one is permanently locked and cannot be used as an
emergency exit. However, it can be removed for mainte- NOTE:
nance purposes.
• Cockpit door blow-out panels may be broken and used
as an alternative way to leave the cockpit.
Main Door
The main door can also be used for emergency evacuation. •
If the cabin single - or dual-pocket door becomes
jammed, push or kick at the center until the door breaks
free, and then stow it to the side.
•
The forward lavatory bi-fold door must be locked
securely to ensure a free pathway.
FIGURE 2-16.
EMERGENCY EVACUATION CHECKLIST
COCKPIT
EMERGENCY
EXITS EMERGENCY
EXIT
MAIN
DOOR
FIGURE 2-15.
EMERGENCY EVACUATION
EMBRAER LEGACY 650
QUICK REFERENCE HANDBOOK (QRH)

The aircraft emergency and abnormal procedures are published in the Quick Reference Handbook (QRH). This guide is
designed to minimize the consequences of emergency and abnormal situations that might occur during airplane opera-
tion.
The QRH is divided into 4 sections:
•
Smoke Procedures—All smoke related procedures are • E ICAS Annunciated Procedures (EAP)—These proce-
printed in larger font for increased readability in low dures are grouped by system and a complete message
visibility. index is located at the front of the EAP section. Some
EICAS messages do not have an accompanying proce-
•
Non Annunciated Procedures (NAP)—Procedures not
dure. These are identified by a “Crew Awareness” label.
related to an EICAS message, but rather to a condition
that is present in the airplane. • Performance—Selected performance charts are lo-
cated in this section
The emergency evacuation checklist is located on the back
cover of the QRH.
If an indication or message is displayed anywhere

other than the EICAS, the procedure will be found in
the NAP section.
FIGURE 2-17.
LEGACY 650 QUICK REFERENCE HANDBOOK
round Servicing
hapter 3 APU
igure Title
age Figure
itle Page
hapter 3 .............................................
Ground Servicing
GROUND
SERVICING
TABLE OF CONTENTS
Introduction................................................................ GND-38 Refueling With an Engine Running......................... GND-50
External Connections................................................. GND-38 Fuel Tank Draining.................................................. GND-50
External Power........................................................ GND-38 Engine Oil Servicing....................................................GND-51
Pneumatic Start Unit.............................................. GND-39 Hydraulic System Servicing...................................... GND-52
Air Conditioning Ground Connection...................... GND-39 Hydraulic Fluid Level Check................................... GND-52
Static Grounding..................................................... GND-40 Landing Gear Servicing............................................. GND-53
Towing..........................................................................GND-41 Tire Pressure........................................................... GND-54
Parking........................................................................ GND-43 Brake Wear Indicators............................................ GND-54
Mooring....................................................................... GND-43 Oxygen Servicing....................................................... GND-55
Cold Weather Operation............................................. GND-44 Water Servicing.......................................................... GND-56
Preflight.................................................................. GND-44 Toilet Servicing........................................................... GND-57
Power Up................................................................. GND-44 Aft Lavatory............................................................ GND-57
Engine Starting and Taxi Out.................................. GND-44 Forward Lavatory................................................... GND-57
Parking/Cold Soak Preparation.............................. GND-44 Charts and Maps Database........................................ GND-58
Application of De-Icing and Anti-Icing Fluids......... GND-45
Fuel System Servicing............................................... GND-46
Pressure Refueling................................................. GND-47
Gravity Refueling.................................................... GND-48
Fuel Additives......................................................... GND-48
Defueling................................................................. GND-49
F O R T R A I N I N G P U R P O S E S O N LY GND-37
EMBRAER LEGACY 650
INTRODUCTION
Ground servicing tasks are normally performed by maintenance personnel, but the flight crew should also be familiar with
the basics of aircraft ground servicing.
For full details on ground servicing, please refer to the Aircraft Maintenance Manual.
EXTERNAL CONNECTIONS
EXTERNAL POWER
For external power, connect a 28V DC power supply source to the aircraft through the receptacle on the left side of the
fuselage nose. To avoid any electrical problems, the ground power unit (GPU) should be capable of supplying at least 300
amps.
GPU AVAIL
INDICATOR
EXTERNAL DC
EXTERNAL DC POWER SOURCE
POWER SOURCE CONNECTOR
RECEPTACLE
ACCESS DOOR
GND-38 FIGURE 3-1. F O R T R A I N I N G P U R P O S E S O N LY

CONNECTING THE
ELECTRICAL POWER SUPPLY
EMBRAER LEGACY 650
PNEUMATIC START UNIT AIR CONDITIONING

A receptacle on the right side of the rear fuselage connects GROUND CONNECTION
the pneumatic start unit. The output of the unit must be set With an external air conditioning source, hot or cold air can
between 40 and 45 psi, so that the valve can let in the ex- be supplied directly into the cabin.
ternal air needed to rotate the engine.
However, airplanes that have the optional forward lavatory
will not be equipped with an air conditioning ground con-
nection.
Because the external air conditioning goes directly to the

distribution ducts, it is not necessary to adjust the settings
of any aircraft systems. But to avoid cabin pressurization,
the main door should be left open when external condi-
tioned air is being used.
FIGURE 3-3.
AIR CONDITIONING
GROUND CONNECTION
PNEUMATIC
START UNIT
FIGURE 3-2. PNEUMATIC CONNECTION
RECEPTACLE
HOSE
ADAPTER
PNEUMATIC START
UNIT CONNECTION
EMBRAER LEGACY 650
STATIC GROUNDING
To dissipate any electrical charge that may build up, the
aircraft has three grounding points. Each wing leading
edge has one grounding point on its lower surface, and the
other is aft of the nose landing gear.
To properly ground the airplane:
• Make sure that the aircraft is parked adjacent to an

approved grounding point.
• Connect the static ground cable plug to one of the
grounding points under each wing and the other end
to an earth grounding point.
• Connect the static grounding cable of the ground sup-
port equipment to an earth grounding point.
• Connect the static grounding cable plug of the ground
support equipment to one of the airplane grounding
points.
• Finally, connect the ground support equipment to the
airplane and begin servicing. GROUNDING
POINTS
GROUND
HERE
GROUND
POINT
FIGURE 3-4.
STATIC GROUNDING
UND
GROHERE
END CONNECTED TO THE

SERVICING EQUIPMENT
OR AT AN APPROPRIATE
GROUND POINT
GND-40 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
TOWING
To carry out ground towing, a towbar and towbar head at-
tachment are coupled to the nose landing gear. The towbar
and towbar head attachment are stowed in the baggage
compartment when not in use.
The towbar consists of breakable sections. In case of any

towing abnormality, the towbar will break apart to protect
the airplane structure and the nose landing gear from dam-
age. NOSE
LANDING
GEAR
During towing, the maximum nosewheel displacement is
170° to the left or 170° to the right. There are red indicator TOWING
POINT
marks on the nosewheel to indicate these limits.
The maximum recommended wind speeds for airplane

towing, pivoting, turning, and taxiing are determined by the
airplane’s weight and the runway conditions.
WEIGHT—KG (LB)
13,000 18,500 22,270
RUNWAY
(28,660) (40,786) (49,096)
WIND SPEED (KIAS)
FIGURE 3-6.
DRY 55 64 65 TOWING EQUIPMENT
WET 47 54 60
SNOW COVERED 32 37 41
ICE COVERED 21 24 27
FIGURE 3-5. MAXIMUM WINDS FOR GROUND OPER ATIONS

TOW BAR
GUIDE PIN
LOCK PIN
CAUTION
IF IT IS NECESSARY TO TOW THE AIRPLANE If the Emergency/Parking brake accumulator has no

WITH HYDRAULIC SYSTEM 1 PRESSURIZED, charge, turn the electric hydraulic pump 2 on for a
KEEP THE STEERING DISENGAGED TO PRE- few seconds and then off prior to towing. This will
VENT NOSEWHEEL STEERING ACTUATION. allow the parking brake to be used when towing is
complete. The electric hydraulic pump should not
be used while on battery power as this will drain the
batteries.
EMBRAER LEGACY 650
When towing the airplane, the following precautions apply:
• Tow the airplane with Hydraulic Systems 1 and 2 de- STEERING

DISENGAGE
pressurized. BUTTON
• Disengage the steering system with the steering disen-

gage button on the pilot or copilot control wheel. A
STEER INOP message will display on the EICAS.
• Optionally, some airplanes are equipped with an exter-
nal Steering Disengagement Switch which allows
ground personnel to disengage steering prior to towing.
• During towing operations, a trained observer must
stay in the cockpit to set the emergency/parking brake,
if necessary.
• Make sure that the landing gear safety pins are cor-
rectly installed. NOTE: Pilot’s control
FIGURE 3-7.
wheel shown, viewed
STEERING DISENGAGE BUTTON from behind.
FIGURE 3-8.
EXTERNAL STEERING DISENGAGEMENT SWITCH
EMBRAER LEGACY 650
PARKING MOORING
For normal parking between flights or an overnight stop, When weather conditions are bad or unknown, mooring the
first take note of the wind speed. The airplane must be airplane is necessary. The parking area must be paved and
sheltered in a hangar when wind speeds are higher than 65 level, and ground tie-down anchors must be available.
kts.
If the airplane is exposed to wind gusts with the gust lock

in the unlocked (FREE) position, or if the airplane is ex-
posed to winds exceeding 65 kts, a maintenance inspec-
tion must be performed.
Before parking, straighten the steering and move the air-

plane at least three meters in a straight line to remove all of
the torsional stresses applied to the landing gear and tires PRIMARY
during a turn. BRACE
STRUT
CAUTION: To prevent the brake discs from bonding, do not
apply parking brakes if the brake temperatures are in the
amber range. The brake temperature indications are locat-
ed on the Hydraulic systems page of the Multi Function
Display (MFD).
If ice and snow are in the parking area, using the parking
brake can cause the brakes to freeze. If chocks are avail-
able, they should be used instead. Putting a mat or thick
sand under the tires will prevent the tires from freezing to REMOVABLE
MOORING TIE DOWN RING
the ground. FITTING
For normal parking, follow this procedure:
• Ground the airplane.

NYLON ROPE
• Set the emergency/parking brake.
• Retract the flaps if they are extended.
• Set the gust lock lever.
FIGURE 3-9.
• Install the chocks against the landing gear wheels. MOORING CONNECTIONS
• Install landing gear safety pins into each landing gear.

• Install the covers to the pitot tubes, TAT sensor, tail
cone, nose cowl, ice detector, engine/APU air intakes
and exhaust nozzles, and static ports.
To return the airplane to service, remove the chocks and

protective covers, and unground the airplane. Make sure
the safety pins are removed prior to taxiing the aircraft for A wind limitation table shows the surface conditions and
takeoff. wind velocities that require airplane mooring.
SURFACE CONDITION WIND VELOCIT Y
ICE 30 kt
SNOW 50 kt
WET CONCRETE 55 kt
DRY CONCRETE 60 kt
FIGURE 3-10. WIND SPEEDS REQUIRING MOORING
EMBRAER LEGACY 650
COLD WEATHER OPERATION

If the airplane is exposed to ice, snow, or low temperatures, follow these procedures:
PREFLIGHT ENGINE STARTING AND TAXI OUT

• E valuate the airplane from a distance, then do a •
Use IGNITION ON for starts when the outside air
complete walkaround. temperature (OAT) is below 5°C.
•
Check to see if pitot tubes, TAT probe, AOA •
If vibration is experienced, run up the engine to at
vanes, and static ports are clear of ice. least 60% N1 for 5 seconds, then return to the ini-
tial setting.
•
Check that the engine inlet is clear of ice and
snow, and that the fan rotates freely. •
Single-engine taxiing is not authorized if the OAT
is less than 4°C.
•
Check that the air conditioning inlets, outlets, and
fuel vents are clear of ice. •
On the ground, do not rely on the ice detectors to
determine whether ice is accumulating. Visual in-
•
Install the batteries, if they were removed to keep
spections can be conducted from the cockpit or a
warm overnight.
cabin window, or with the help of trained person-
•
Check the tire pressure. nel outside the airplane.
•
Fill the water tanks in the galley and toilet with hot • M
inimum fuel temperature is −40°C, which pro-
water not exceeding 35°C, to avoid freezing and vides protection against fuel freezing and block-
blocking the lines. ing the lines and filters.
POWER UP PARKING/
•
E xpect 15 minutes to warm the cabin temperature COLD SOAK PREPARATION
from 0°C to 21°C when using both packs. •
Drain the water tanks, galley lines, and coffee
•
Monitor the electrical load on the APU, ensuring maker if the OAT is expected to be below freez-
that it does not exceed the APU generator limits. ing.
N
OTE: If the APU cannot be started, heat from a •
Remove the batteries if the OAT is expected to be
ground air cart can be applied directly to the APU below −15°C.
compartment. Hot air must not exceed 100 °C. •
Put the chocks against the landing gear wheels.
• C
heck the hydraulic pressure after the electric hy- •
Apply the parking brakes only if the ramp is icy.
draulic pumps are turned on. If pressure does not Otherwise, to avoid freezing of the brakes, do not
rise, use hot air to warm up the hydraulic reservoir. apply.
•
Install the protective covers on the engines and
APU inlets/outlets, pitot tubes, and TAT probes.
EMBRAER LEGACY 650
APPLICATION OF DE-ICING AND ANTI-ICING FLUIDS

While de-icing removes ice, anti-icing protects against ad- De-icing and anti-icing treatment is done by trained and
ditional icing for a length of time, which is called holdover qualified personnel, but it is the pilot’s responsibility to de-
time. Both types of fluids lower the freezing point of water, cide whether or not the airplane is ready for flight. Snow
thus delaying the accumulation of ice on the airplane. A can be removed by blowing cold air across the airplane sur-
combination of both de-icing and anti-icing may be used. face, by using brooms, or rubber or soft hand scrapers. Do
not use metal tools to scrape out hardened snow, as this
Type I fluid forms a thin film which provides protection could damage the airplane.
against refreezing when no precipitation is present. Type II
and Type III fluids are thickened to prevent their immediate When treating the horizontal stabilizer, spraying should be
flow off airplane surfaces. from the front toward the back. This will make the fluid flow
away from the leading edge area, and keeps it from drip-
Type IV fluid is also thickened, and offers significantly lon- ping into the APU inlet.
ger holdover times. However, the residues may turn into a
gel which can collect in surface cavities and affect flight
controls.
Always perform de-icing and anti-icing at the latest possi- For de-icing, the airplane configuration should in-
ble time before taxiing to the takeoff position. clude flaps up, ailerons in neutral position, parking
brake and gust lock lever applied, and pitch trim 0°C
to full nose down. The APU should be OFF.
STRAIGHT SPRAYING UP TO 45° SPRAYING

RECOMMENDED PERMITTED
CROSS SPRAYING BACK SPRAYING SIDE SPRAYING

RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED
FIGURE 3-11.
DE-ICING APPLICATION DIRECTIONS
EMBRAER LEGACY 650
FUEL SYSTEM SERVICING

Refueling and defueling operations may be performed either by pressure or by gravity. In cold weather, fuel tanks should
be drained prior to refueling to remove water at the bottom of the tank which could freeze. The frequency of tank draining
may vary, but at a minimum, it should be done during cold weather operations or if the fuel source is unknown or unreli-
able.
If a fuel imbalance occurs between the wing and fuselage tanks, a fuel transfer may be required to maintain the center of
gravity. A maintenance panel for this purpose is located in the galley.
FWD FWD
TANK 1 TANK 2
FWD FWD
TANK 1 TANK 2
DEFUELING
SOV
WING WING
TANK 1 TANK 2
VENTRAL
LEGEND TANK
DEFUELING
SOV
REFUELING/DEFUELING LINE
WING WING
FLAP VALVE TANK 1 TANK 2
SHUT-OFF VALVE (SOV)

AFT TANK 1
VENTRAL AFT TANK 2
DRAIN VALVE
LEGEND TANK
MEASURING STICK POINT LINE
REFUELING/DEFUELING
GRAVITY FILLER CAP
FLAP VALVE
REFUELING/DEFUELING ADAPTER
AFT TANK 1 AFT TANK 2
DRAIN VALVE
MEASURING STICK POINT
GRAVITY FILLER CAP

FIGURE 3-12.
REFUELING/DEFUELING ADAPTER REFUELING AND DEFUELING SCHEMATIC
EMBRAER LEGACY 650
PRESSURE REFUELING
For pressure refueling, use the refueling panel located on
the right wing-to-fuselage fairing. The fuel panel receives REFUELING
power from Hot Battery Bus 1, so it is not required for the FWD CLSD CLSD POWER SELECTION
VALVES 1 2
PRESS
aircraft to be energized.
TO TEST STOP
WING CLSD CLSD REFUEL REFUELING
VALVES 1 2
VALVES
REMOVE FUELING
PRESSURE IF
VENTRAL
CLOSED RED LIGHT NORMAL BATTERY
Follow this procedure for pressure refueling:

VALVE COMES ON
AFT CLSD
1
CLSD
2
FUEL QTY REMAINING OPEN
VALVES
• Statically ground the airplane. OPEN

OPEN
• If the airplane is not energized, set the POWER SE-

ALL CLOSED
LIGHTS
MUST BE SELECTED
LECTION switch on the refueling panel to BATTERY.

ON BEFORE
OPENING
INCR TK SEL
THE SWITCH CLOSED
CLOSED
DECRT TEST
DEFUELING
NOTE: If the airplane is energized with the refueling

panel door open, the STOP REFUELING red light will
illuminate. In this case, press and release the refuel-
ing panel door switch to reset the light.
• Test the REFUEL VALVES by pressing the test button.
All refueling lights should extinguish and then be illu-
minated.
• Make sure that the DEFUELING light is extinguished.
• Test the quantity indicator.
• Set the total fuel quantity to be added.
NOTE: Fuel will be distributed automatically among the
fuel tanks according to the following logic. HOLD−OPEN ROD
FUEL QUANTIT Y TANK DISTRIBUTION FIGURE 3-14. REFUELING PANEL
UP TO 11,020 lb Only the wings are refueled.
Wings and ventral tank are refueled. NOTE: The aircraft is equipped with a High Level Exceed-
11,030 LB –12,430 lb
Wings are filled up to 10,670 lb or to ance Indication (HLEI). If the refueling automatic shutoff
full capacity, and the ventral tank is
refueled with the remaining quantity. fails and the fuel level exceeds the maximum quantity for
Wings, fuselage, and ventral tanks
any tank, a red STOP REFUELING light will illuminate. Fuel-
are refueled. ing must be stopped immediately.
Wings are filled up to 10,140 lb or to
Above 12,430 lb full capacity, ventral tank up to 1,410 • Set the REFUELING switch to the CLOSED position.
lb or to full capacity, and the fuselage
tanks are filled with the remaining • Make sure that the correct fuel quantity has been
quantity, ensuring a minimum of 221
lb for each tank. added.
FIGURE 3-13. FUEL DISTRIBUTION TABLE After the refueling has been completed:
• Remove the cover from the pressure refueling adapter • Remove the fuel nozzle and install the cover to the
and connect the nozzle. pressure refueling adapter.
• Pressurize the system to 35-50 psi. (To reduce refuel- • Set the power selection back to NORMAL.
ing time, raise the pressure closer to the 50 psi maxi- • Close the refueling panel door.
mum.)
• Set the REFUELING switch to the OPEN position and
make sure that the appropriate refueling lights are ex- WARNING
tinguished. When the desired fuel level is reached,
make sure that WING, FUS 1, FUS 2, and VTRL tank
refueling lights are illuminated and the refueling flow Make sure that all the switch guards on the refuel-
has stopped. ing panel door are in the closed position.
EMBRAER LEGACY 650
GRAVITY REFUELING
To refuel the wing tanks using gravity, use the filler caps on
the upper wing surface. Simply open the filler cap and in-
sert the fueling nozzle into the filler port. (Prior to refueling,
the fueling nozzle must be grounded by using the ground-
ing point at each under-wing surface.) As the tank fills, fuel MAINTENANCE
quantity may be checked on the EICAS. FUEL TRANSFER
SWITCHES
NOTE: The auxiliary tanks cannot be gravity refueled; they
can only be pressure refueled. VTRL
FUEL ADDITIVES NORMAL
If desired, fuel additives may be used in the fuel system:

FWD 1 FWD 2
• Icing inhibitors
• Biocide additives
• Corrosion/lubricity additives AFT 1 AFT 2
For specific products, see AOM 1-12-25.
WING 1 WING 2
WARNINGS:
- SWITCHES WILL FUNCTION ONLY

WITH FUELING STATION DOOR OPEN
- SELECT THE TANK TO
RECEIVE FUEL (REF. AMM 28-10-00).
- RETURN SWITCHES TO NORMAL
AFTER TRANSFER
- FOR ACFT DISPATCH CHECK
BALANCE LIMITS (REF. AOM 1-12-25).
FIGURE 3-15.
MAINTENANCE FUEL TR ANSFER PANEL
EMBRAER LEGACY 650
DEFUELING
Wing tanks may be emptied using either pressure defueling
or gravity defueling. For pressure defueling, connect the
fuel nozzle to the pressure refueling adapter and begin the
defueling operation. For gravity defueling, connect to the
defueling port at the wing stub. To defuel the auxiliary
tanks, either with pressure or with gravity, fuel must first be
transferred to the wing tanks.
FIGURE 3-16. FUEL PUMP PANEL
DEFUELING
DEFUELING PORT
DEVICE
CAP
D
SE
CLO
OP
EN
OPE
SED N
CLO
SHUTOFF
VALVE
DEFUELING
CART
FIGURE 3-17.
GR AVITY DEFUELING
GRAVITY DEFUELING EQUIPMENT

EMBRAER LEGACY 650
REFUELING WITH AN ENGINE RUNNING

Refueling the airplane with an engine running is not recommended, as it poses a risk of fire and adds risks to the safety of
personnel required to move around the airplane. But it may be the best option in certain operational conditions. If refueling
the airplane can be done at an acceptable level of safety, follow this procedure:
• Shut down the left engine in order to deplane the passengers.

• Restart the left engine and shut down the right engine.
• Perform pressure refueling.
• Start the right engine.
• Shut down the left engine to reboard passengers.
FUEL TANK DRAINING

Fuel tanks should be drained periodically to check for water In cold weather:
and contamination. The operator should determine how
often the fuel should be drained, but at a minimum it should • Drain the tanks that will not be used (the auxiliary fuel
be done during cold weather operations or if the fuel source tanks).
is unknown or unreliable. • Drain the tanks prior to refueling.
• Drain again if the airplane will be parked for more than
two hours.
When examining drained fuel for water, look for water as
bubbles in the fuel or as a layer that has settled to the bot-
tom of the tank.
DRAIN
VALVE
DRAIN
VALVE
DRAINING
DRAIN DEVICE
VALVE
DRAINING
DEVICE DRAINING
DEVICE
FIGURE 3-18.
DR AINING POINTS
EMBRAER LEGACY 650
ENGINE OIL SERVICING

Engine oil levels may be monitored with an oil level sight
gauge on the engine. The oil tank also features an oil level/
low level warning sensor which allows the oil level to be
monitored on the TAKEOFF page of the Multi Function Dis-
play (MFD). To check the oil level in the engine, open its
access door and look at the sight glass.
The rate of engine oil consumption is considered high when

it exceeds the typical consumption rate for the engine, or
when it is equal to or more than 10.1 ounces per hour (0.32
quarts per hour or 300 cc per hour). It is common for the
rate of engine oil consumption to increase as engine hours
increase. But high oil consumption may indicate a leak or
that a part of the engine is not functioning properly.
To fill the tank with oil, remove the filler cap and carefully
pour oil through the filler neck. Watch to make sure that the
FULL mark on the sight glass is not exceeded.
The minimum dispatch oil quantity is 8 quarts before en-

gine start, or 6 quarts after engine start.
OIL
FILLER
CAP
OIL LEVEL
SIGHT GLASS
FIGURE 3-19.
ENGINE OIL SERVICING
ENGINE
OIL TANK
ENGINE OIL FILLING AND OIL LEVEL CHECK
EMBRAER LEGACY 650
HYDRAULIC SYSTEM SERVICING

HYDRAULIC FLUID LEVEL CHECK
Hydraulic fluid levels can be checked on the Hydraulic page
of the MFD, or by viewing the quantity gauges at the reser- CAUTION
voirs. To check the hydraulic fluid levels, open the panels
aft of the wings, on both sides of the aircraft. Fully release
the pressure of the hydraulic systems and check that the WHILE SERVICING THE HYDRAULIC SYSTEM,
fluid level is between 4.5 and 5.5 liters on the fluid quantity ALWAYS USE ADEQUATE GOGGLES AND RUB-
gauge for each system. This range is shaded to indicate BER GLOVES. IF HYDRAULIC FLUID COMES
the flight dispatchability range. If the pointer is below the INTO CONTACT WITH THE SKIN, FLUSH THE
refill mark, add fluid until the reservoir is full. A low fluid AFFECTED AREA WITH WATER. IF IT GETS INTO
level can mean that there is a leak in the system. THE EYES, FLUSH THE EYES WITH WATER AND
SEEK MEDICAL ATTENTION.
3
4 2
FLUID QTY
REFILL
FIGURE 3-20.
HYDR AULIC SYSTEM 2 COMPONENTS
LITERS
5 1
FU
LL
60
CHECK OF HYDRAULIC FLUID LEVEL
EMBRAER LEGACY 650
LANDING GEAR SERVICING

If the main and nose landing gear shock absorbers appear
NOSE LANDING GEAR
compressed, they may need to be charged with nitrogen. 1. WITH AIRPLANE WEIGHT ON GEAR MEASURE STRUT PRESSURE WITH PRESSURE GAGE.
To increase the pressure, add nitrogen through a charging 2. DETERMINE CORRECT DIMENSION "H" FOR THIS PRESSURE FROM SERVICING CURVE.
valve on the landing gear. Filling pressure is based on the 3. IF NECESSARY ADD DRY NITROGEN TO OBTAIN CORRECT STRUT DIMENSION.
piston height, as shown in the following charts.
H
PS I
1400
FIGURE 3-21. –10˚C
LANDING GEAR
SERVICING CHARTS 1200
5°C
MAIN LANDING GEAR

PRESSURE (PSI)
1000
2600
20°C
35˚C
2200 800
20˚C
H 35°C
1800 5˚C
–10˚C 600
1400 –20˚C
400
1000
H
600
200
H (inches) 5.0 6.0 7.0 8.0 9.0 10.0
200 (inches)
2 3 4 5 6 7 8 9 10 11 12 13 14 15
MAIN NOSE
LANDING LANDING
GEAR GEAR
PRESSURE
REGULATOR VALVE CYLINDER
(GSE 024) VALVE
CHARGING
VALVE HOSE
CHARGING
VALVE
NITROGEN
CYLINDER
FIGURE 3-22.
LANDING GEAR SERVICING
EMBRAER LEGACY 650
TIRE PRESSURE BRAKE WEAR INDICATORS

The recommended nose tire pressure is 104 psi ±3 psi. The During preflight walkarounds, it is required to check the
recommended main tire pressure is 174 psi ±4 psi. brake wear indicators. Follow this procedure:
Before a flight, compare the temperatures between the de- • Operate the emergency/parking brake handle and visu-
parture and destination airports. If the destination airport ally verify that both pistons of the brake assembly are
temperature is colder than the departure airport tempera- functioning.
ture by more than 25°C, increase by 1% for each 3°C of
• Inspect the length of the brake wear indicators with the
temperature difference.
brake applied. For new brakes, the length is 10.41 mm
(0.41 in). When the indicator rod is flat with the hex-
agonal insert, the brakes are worn out and should be
replaced.
ATTACH PIN
(BRAKE TO LEG)
PISTON
BRAKE WEAR
INDICATORS
BLEED
VALVES
FIGURE 3-23. BRAKE WEAR

BR AKE WEAR INDICATORS INDICATORS
10.41 mm
FULL
NEW WORN−OUT
BRAKE BRAKES
BRAKE WEAR BRAKE WEAR

INDICATOR INDICATOR
EMBRAER LEGACY 650
OXYGEN SERVICING CREW

PRESSURE
GAGE
PASSENGER
PRESSURE
GAGE
To charge the oxygen system, use the external service
panel located on the right side of the aircraft nose. This
panel has separate fill valves for crew oxygen and passen-
ger oxygen, and a pressure gauge for each. Crew compo-
nents are on the left side of the panel, and passenger com-
ponents on the right.
1000 1000
Oxygen cylinder pressure can be checked on the service 500 1500 500 1500
panel or on the MFD. 2000 2000
PSI PSI
WARNING
FIRE AND EXPLOSIONS CAN RESULT WHEN

HIGH-PRESSURE OXYGEN COMES INTO CON-
TACT WITH OIL, GREASE, SOLVENTS, AND OTH- CREW
CHARGING
PASSENGER
CHARGING
ER HYDROCARBONS, AS WELL AS CLOTH FI- VALVE VALVE
BERS AND METAL CHIPS. ONLY QUALIFIED FIGURE 3-24.
PERSONNEL MUST HANDLE AND SERVICE THE OXYGEN SERVICING PANEL
OXYGEN EQUIPMENT.
PRESSURE GAUGES PASSENGER SYSTEM

CHARGING VALVE
CREW SYSTEM
CHARGING VALVE
OXYGEN SERVICE PROTECTIVE
REGULATOR (REF.) CAP
PROTECTIVE
CAP
OXYGEN CYLINDER
SHUTOFF VALVE (REF.)
OXYGEN OXYGEN
SOURCE CHARGER
ADAPTER
ACCESS
DOOR
FIGURE 3-25.
OXYGEN SERVICING
EMBRAER LEGACY 650
WATER SERVICING
Water servicing is done through two external water service If the airplane will have an extended exposure to low tem-
panels. To fill the tanks, open the panel doors and remove peratures, the water tank, galley water lines, and coffee
both protective caps from the FILL and OVERFLOW nip- maker must be drained to protect the water system from
ples. Connect the water service cart to the FILL connection freezing.
and fill until water flows from the OVERFLOW nipple.
CAUTION WARNING
MAX FILLING PRESSURE IS 45 PSI. BE CAREFUL TO AVOID BURNS TO THE SKIN, AS

THE WATER FILL AND OVERFLOW/DRAINAGE
NIPPLES MAY BE HOT.
To drain the tanks, attach the hose to the OVERFLOW nip-
ple instead of the FILL connection. Open the faucets in the
airplane and pull the handle to the open position to begin
draining.
HANDLE WATER
FILL CAP
OVERFLOW &
DRAINAGE CAP
HANDLE WATER
FILL CAP
FIGURE 3-26.
WATER SERVICE PANEL
OVERFLOW &
DRAINAGE CAP
EMBRAER LEGACY 650
TOILET SERVICING
AFT LAVATORY FORWARD LAVATORY
For disposal of toilet waste, open a panel at the rear right Two options for the forward lavatory are available—one
side of the fuselage. Connect the service panel to a sani- which requires servicing from inside the airplane, and one
tary service unit. that allows servicing through an external panel.
To service the toilet waste tank:
• Connect the waste drain valve to the lavatory servic-

ing dolly.
• Drain the waste from the toilet waste tank.
• Flush with water for three minutes.
• Fill the holding tank with 15 liters (4 US gallons) of
water, then add germicidal deodorant.
VALVE
WASTE DRAIN ACTUATOR
VALVE WASTE
LEVER RINSE HOLDING
NIPPLE
TANK
CONTROL REMOVABLE
DRAIN VALVE HANDLE PANEL
PROTECTIVE CAP FIGURE 3-28.
FORWARD TOILET
WASTE TANK
PROTECTIVE
CAP
COUPLING−LAVATORY
FILLING
HANDLE
COUPLING
LAVATORY
DUMPING
DOLLY,
FIGURE 3-27. LAVATORY
TOILET SERVICING SERVICING
EMBRAER LEGACY 650
CHARTS AND MAPS DATABASE

The databases for charts and maps must be loaded into Load these databases into the MFDs with the Data Loader
the MFDs and updated periodically. Updates are provided DL-1000, using a USB flash drive or SD card.
by the Integrated Navigation Data Service (INDS) website in
two different formats. NOTE: For separate storage of each database, use two
identified USB flash drives or two identified SD cards. Each
• The preprocessed database is updated every 14 days. database has an expiration date based on the update inter-
It includes red (maps) and blue (charts) appended da- vals.
tabases in ELP format.
After charts and maps have been loaded, check the display
• The unprocessed database updates charts every 14 screen. The first time the CHART page is accessed after
days, and maps every 28 days. Provided in EL1 format, power-up, the REVISION INFO page will display. It shows a
these databases must be converted before being load- coverage map along with information about the updated
ed into the MFDs. To make the conversion, use the database. Ensure that on both MFDs, there is no warning
Honeywell pre-processor tool installed in a PC. message indicating that information is out of date.
If an expiration warning appears, reload the charts and

maps databases.
FIGURE 3-29. FMS DATA LOADER
FIGURE 3-30. REVISION INFO PAGE
rew Awareness
hapter 4 Crew Awareness
igure Title
age Figure
itle Page
hapter 4 .............................................
rew Awareness
CREW
AWARENESS
TABLE OF CONTENTS
Introduction...................................................................CA-60 Windshear Detection and Escape Guidance System.. CA-84
Avionics Integration.......................................................CA-61 Windshear Escape Guidance Mode..........................CA-84
Components of Avionics Integration..........................CA-61 Windshear Detection.................................................CA-84
Engine Indicating and Crew Alerting System............CA-68 Windshear Indications............................................... CA-85
Radio Management Units..........................................CA-68 Traffic and Collision Avoidance System...................... CA-86
Abnormals...................................................................... CA-69 System Description................................................... CA-86
Display Failures.......................................................... CA-69 TCAS Controls............................................................ CA-87
Reversionary Panel ....................................................CA-71 TCAS Test................................................................... CA-89
Visual Warnings......................................................... CA-73 TCAS Indications........................................................ CA-89
PFD Presentations .................................................... CA-75 Automatic Dependent Surveillance Broadcast Out
(ADS-B OUT).................................................................. CA-89
Aural Warnings........................................................... CA-77
RMU Indications........................................................ CA-89
Takeoff Configuration Warning.................................. CA-77
Runway Awareness and Advisory System................... CA-90
Stall Protection System................................................ CA-78
RAAS Aural Advisories.............................................. CA-90
SPS/ICE SPEEDS....................................................... CA-78
Controls and Indicators............................................. CA-94
Stick Pusher Inhibition............................................... CA-79
System Test............................................................... CA-79 Charts and Maps............................................................ CA-95
Stall Protection System Panel................................... CA-79 General....................................................................... CA-95
PFD Indications .........................................................CA-80 Cursor Control Device............................................... CA-95

Charts........................................................................ CA-96
Enhanced Ground Proximity Warning System............ CA-81
Maps.......................................................................... CA-96
EGPWS Modes........................................................... CA-81
Other EGPWS Features.............................................. CA-82 EICAS Messages........................................................... CA-98
F O R T R A I N I N G P U R P O S E S O N LY CA-59
EMBRAER LEGACY 650
INTRODUCTION
On the Legacy 650, an integrated system of computers and visual displays is designed to reduce pilots’ workload while
providing reliability and redundancy.
The main source of flight information is the electronic flight Several types of warnings are used to notify the crew of
information system (EFIS). It has five LCD screens: systems status, malfunctions, and abnormal airplane con-
figurations.
• Two Primary Flight Displays (PFDs)
•
Visual warnings include master warning and caution
• Two Multi-Function Displays (MFDs)
lights, illuminated buttons, annunciators on the PFD,
• One Engine Indicating and Crew Alerting System and messages on the EICAS.
(EICAS)
•
Aural warnings are sent by the aural warning unit
(AWU) and delivered over the cockpit speakers.
•
Sensitive warnings are available through the Stall Pro-
tection System (SPS), which shake the control column
if an imminent stall is detected.
•
Other warnings add safety to navigation and approach
procedures, such as the enhanced ground proximity
warning system (EGPWS), the traffic and collision
avoidance system (TCAS), and the windshear detec-
tion and escape guidance system.
PFD 1 MFD 1 RMU 1 EICAS RMU 2 MFD 2 PFD 2
250
HDG IAS ASEL
30000 KSTL Aprt SID STAR Appr NOTAM Airsp Chart
88.1 A2 CLB 88.1 END
FMS2 360 - 20 SAT 250
HDG IAS ASEL
30000
AP YD ATTCS AP YD
N1 KDVT - 10 TAT
280 75.0 75.0 280
12.5 NM 300 TAS
12 MIN N
A A
260 20 20 33 3 260 20 20
14500 PLAB1 14500
10 10 550 ITT 550 PBD01 10 10
240 14300 240 14300
30 LL01
6
PLAB2 KDVT
220 80.2 % N2 80.2 % 25 220
10 10 14000 450 PPH FF 450 PPH 10 10 14000
50 50
900 LB FWD 900 LB
2700 LB WING 2700 LB
200 200 RA 200 200 RA
670 LB AFT 670 LB
.470 M 29.92 IN VENTRAL 820 FUEL (LB) .470 M 29.92 IN
OIL VIB LDG GEAR FWD 1 FWD 2
VENTRAL
360
316 CRS COM 1 NAV1 UP UP UP COM 2 NAV2 900 900 316 CRS
820
VOR1 3
XFER XFER VOR1 3
2
118.80 112.80 118.80 112.80 XFER
OFF
N
2
FLAPS 0 A OFF 3
WING 1 WING 2
125.60 116.00 125.60 116.00
33
6.4 NM 1 79 79 100 100 AFT 1 AFT 2
6.4 NM 1
MEMORY-3 MEMORY-1 SPLRS CLD MEMORY-3 MEMORY-1 TOTAL 9360
PRESS TEMP LP HP 2700 670 670 2700
30
0 ADF1 ADF2 0
6
10 800 ATC/TCAS ATC/TCAS PUMP PUMP 10 800
XFER XFER
2000 365 CAB ALT 2000 FT ROLL PITCH 2000 365 A A USED 100 OFF A
VOR2 1 ADF ADF TEMP 10 VOR2 WX 25
1
ADF2
TA/RA CAB P 5.4 PSI UP TA/RA
ADF2 2.0
2 TCASDSPY1 HF1 4 TCASDSPY2 HF2 2

CAB RATE 700 FPM YAW
HDG GSPD 3 RANGE:6 12259 RANGE:6 12259 ECS RESET M/P
HDG GSPD 3
360 260 KTS APU 100 % 350 ºC 360 260 KTS
ABOVE UV
ABOVE UV RTN T/O A/I FUEL HYD ELEC RNG
2000 2000
BARO TUNE TUNE BARO
SQ 1/2 STO 1/2
N1FSI
IN/ HPA STD DIM SQ DIM STO IN/ HPA STD
ID PGE TST DME ID PGE TST DME
FIGURE 4-1.
GLASS COCKPIT DISPLAY SCREENS
CA-60 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
AVIONICS INTEGRATION
Two data acquisition units (DAUs) collect data from the en- During normal operation, IC-600 #1 sends information to
gines and aircraft systems. The data is converted into digi- PFD 1, MFD 1, and the EICAS. IC-600 #2 provides informa-
tal signals and sent to the two integrated computers (IC- tion for PFD 2 and MFD 2.
600s). Each IC-600 has a symbol generator (SG) that gen-
erates the images shown on the PFDs, MFDs, and EICAS.
These LCD screens are identical and interchangeable. Im-
mediately below each display is a control panel allowing
the pilot to control the display
PFD 1 MFD 1 EICAS MFD 2 PFD 2

250
HDG IAS ASEL
88.1 A2 CLB 88.1 END
FMS2 360 - 20 SAT 250
HDG IAS ASEL
30000
AP YD ATTCS AP YD
N1 KDVT - 10 TAT
280 75.0 75.0 280
12.5 NM 300 TAS
12 MIN N
A A
260 20 20 33 3 260 20 20
14500 PLAB1 14500
10 10 550 ITT 550 PBD01 10 10
240 14300 240 14300
30
LL01
6
PLAB2 KDVT
220 80.2 % N2 80.2 % 25 220
10 10 14000 450 PPH FF 450 PPH 10 10 14000
50 50
900 LB FWD 900 LB
200 200 RA 200 200 RA
670 LB AFT 670 LB
OIL VIB LDG GEAR FWD 1 VENTRAL FWD 2
360
316 CRS UP UP UP 900 900 316 CRS
820
VOR1 3
XFER XFER VOR1 3
XFER
2 FLAPS 0 A OFF
N
2
WING 1 OFF WING 2 33 3
6.4 NM 1 79 79 100 100 AFT 1 AFT 2
6.4 NM 1
SPLRS CLD TOTAL 9360
PRESS TEMP LP HP 2700 2700
670 670
30
0 0
6
10 800 PUMP XFER XFER PUMP 10 800
CAB ALT 2000 FT ROLL PITCH
A A USED 100 OFF A
VOR2 1 TEMP 10 VOR2 WX 25
1
ADF2 CAB P 5.4 PSI UP ADF2 2.0
2 4 2
HDG GSPD 3 ECS RESET M/P
HDG GSPD 3
360 260 KTS APU 100 % 350 ºC RTN T/O A/I FUEL HYD ELEC RNG 360 260 KTS
BARO BARO
IN/ HPA STD
N1FSI IN/ HPA STD
IC-600 1 IC-600 2
DAU -1 DAU -2
FIGURE 4-2. AVIONICS INTEGR ATION
COMPONENTS OF AVIONICS INTEGRATION

IC-600s (2)
The IC-600 units communicate with all other avionics com- • Continuous BIT—Continues to run the power-up tests,
ponents and handle the interface between many airplane automatically.
systems. Each IC-600 collects flight data from the DAUs
•
Pilot-initiated BIT—Press the TEST button in the dis-
and translates it into graphical information for the displays.
play control panel. This is a two-level test that may be
To check hardware and software functioning, the IC-600 done only while on the ground. On the first level, failure
performs three kinds of built-in tests (BITs): mode annunciations are indicated on the displays. To
activate the second level, press and hold the TEST but-
• Power-up BIT—Automatically checks the power ton for at least six seconds. The status of the IC-600
supply, interfaces, memory, and autopilot functions. interfaces is displayed on the PFD, which alternates
pages every 10 seconds between internal and external
results.
EMBRAER LEGACY 650
Data Acquisition Units (2)

Aircraft data is distributed equally between the two Each DAU has an A channel and a B channel. The A
DAUs. DAU 1 collects data from the forward airplane channel is primary, and if it fails, the B channel must be
systems and left engine. DAU 2 collects data from the selected manually by pressing the DAU reversionary
aft airplane systems and right engine. button. However, the B channel does not back up all of
the A-channel sensors, so the pilot will lose some indi-
NOTE: There is not a strict logic defining what is consid- cations when operating in this mode.
ered a forward system or an aft system. It is simply a
way to divide the systems evenly.
FIGURE 4-3.
EICAS REVERSIONARY PANEL
FIGURE 4-4. EICAS SCREEN WITH DAU 1A FAIL
EMBRAER LEGACY 650
Primary Flight Display Multi-Function Display

The PFD is the primary source for essential flight data. It The MFD can be used to display many different types of
combines all flight instruments into one display, including flight information. In basic mode, the MFD can present ra-
airspeed, altitude, attitude, heading, and vertical speed. dar, TCAS, FMS, navigation, and information about various
The PFD also provides information on radio aids, autopilot, aircraft systems. It can also be used to access the Central
flight director, yaw damper, and radio altitude. Comparator Maintenance Computer (CMC). In enhanced mode, the
errors and other failure indications will be displayed when MFD can display charts and maps, as well as database
applicable. configuration and display unit (DU) maintenance informa-
tion.
On the PFD bezel, the controls include an inclinometer
(slip/skid indicator), buttons, and a knob for setting baro-
metric pressure.
290 LNAV VPTH VASL

100 00 FMS2 360 - 20 SAT
AP YD
12000 KDVT - 10 TAT
VTA 12.5 NM 300 TAS
320 2O 2O
FMS 12 MIN N
33 3
1O 1O 12500 PLAB1
300
1 20 PBD01
290 123 00
30
LL01
6
2809
80
1O 1O PLAB2 KDVT
25
12000
260 2O 2O 500 50 50
RNP
2.00
.545 M 200 RA 1015 HPA FUEL (LB)
–2000 FWD 1 VENTRAL FWD 2
360 DTK MSG
900 900
FMS 1 3 820
FSI N 3 XFER XFER XFER
33 2 A OFF
WING 1 OFF WING 2
25 NM 1
30
AFT 1 AFT 2
6
WPT 2700
TOTAL 9360
2700
670 670
10 0 2000
W
PUMP XFER XFER PUMP

USED 100
VOR1 1 A A OFF A
24
12
TEMP 10
ADF1
2
15
21 S
HDG GSPD 3 ECS RESET
360 360 KTS M/P
RTN T/O A/I FUEL HYD ELEC RNG
BARO
IN/ HPA STD
FIGURE 4-5. PFD FIGURE 4-6. MFD
In case of a PFD or EICAS failure, the MFD can serve as a

backup screen for either of these displays.
Use the knob on the reversionary panel to select either PFD

or EICAS. The MFD display is not able to be presented on a
PFD or EICAS screen.
FIGURE 4-7.
REVERSIONARY PANEL
REVERSIONARY PANEL
NORM
PFD EICAS
MFD ADC IRS SG
EMBRAER LEGACY 650
MFD Bezel Controls
MENU WX MAP M/P

SYS MFD CHKLST TCAS TERR PLAN RNG
FIGURE 4-8.
MFD BEZEL CONTROLS
1 2 3 4 5 6 7
Main Menu
1 SYS—Five systems pages are available for dis-
play. To bring up the menu and select a systems
page, press the SYS button on the MFD bezel.
2 MFD—Selects the MFD menu to access
speeds, joystick, and display settings.
3 CHKLST—The checklist function is not enabled.
4 TCAS—Press to display TCAS on the MFD, re-
placing system information. Press again to re-
store the system display.
5 W X TERR—Pressing this button toggles be-
tween displaying weather, terrain, or neither.
6 MAP/PLAN—Selects whether to display the
moving map in map mode or plan mode.
7 M/P RNG—When this indicator is present, the
MFD map range can be changed using the be-
zel knob.
Systems Menu MFD Menu
T/O (Takeoff/Doors)—Displays door status, oil level, and ECS A/I (Environmental Control System/Anti-Ice)—
engine takeoff data. On initial power-up, this is the default Provides cockpit and cabin temperature, oxygen system
page: pressures, and bleed temperatures. M/P
MENU WX MAP
SYS MFD CHKLST TCAS TERR PLAN RNG
ENGINE DOORS ECS OXY BLEED
T/O MODE: --------- PSI TEMP
CABIN TEMP 23°C
REF TO TEMP: --- °C
REF A–ICE: --- CKPT TEMP 24°C
CRW PAX
12 QT OIL LVL 12 QT 1850 1800
ECS M/P ECS M/P FIGURE 4-14. MFD BUTTON ON MFD BEZEL
RTN T/O A/I FUEL HYD ELEC RNG RTN T/O A/I FUEL HYD ELEC RNG
Pressing the MFD button displays the following menu:
MENU MFD NAV M/P

RTN SPDS JSTK SRC APT DATA RNG
FIGURE 4-9. MFD SYSTEMS—TAKEOFF FIGURE 4-10. MFD SYSTEMS—ECS
FUEL—Provides fuel quantity, pump status, transfer opera- HYD (Hydraulic and Brakes)—Displays hydraulic system
tion, fuel used, and tank temperature (measured in the left quantity and pressures, pump status, and brake tempera-
wing tank). tures. FIGURE 4-15.
MFD MENU
FUEL (LB) SYS1

HYDRAULIC
SYS2
BRAKES
TEMP
1 2 3 4 5
FWD 1 VENTRAL FWD 2 QTY
0 0 0
3000 PRESS 3000
XFER XFER XFER
1 SPDS—Allows the pilot to set speed bugs. 2 JSTK—Allows the joystick on the center pedes-
OFF OFF OFF OFF ELEC PUMP OFF
WING 1 WING 2 OB IB IB OB
5220
AFT 1
TOTAL 10440
AFT 2 5220 tal to be used on the MFD map to create way-
ECS M/P
PUMP
0
XFER
0
XFER PUMP RTN T/O A/I FUEL HYD ELEC RNG
points in the FMS.
USED 560
A OFF
TEMP 14°C
OFF A
RTN
HI
ALT
V1 VR
120
V2
129
AP
134 SET
3 MFD SRC—Press this button to allow the MFD to
115
display flight plan information from the cross-
RTN T/O
ECS
A/I
RESET
FUEL HYD ELEC
M/P
RNG
side FMS.
4 NAV/APT—Press this button to select whether
FIGURE 4-12. MFD SYSTEMS—HYDR AULICS airports and navigational aids are displayed on
the MFD. The pilot can either choose to display
FIGURE 4-16. SPDS SUBMENU one or to display both simultaneously.
FIGURE 4-11. MFD SYSTEMS—FUEL 5 DATA—If data is boxed, the displayed airports
In the figure above, the V1 speed has 2 concentric and navigational aids will have the identifier pre-
ELEC (Electrical)—Provides electrical system parameters white boxes around it which appear when the button sented.
such as generator and battery voltage, amp usage, battery under it is pressed. The small box around the num-
temperature, and system status. * MAINT (Not shown)—Available on MFD 1 while
bers means this speed can be changed using the
on the ground only. Intended for use by mainte-
bezel knob. The large box encompassing the V1 la-
GEN1 GEN3 GEN2 GEN4 nance personnel to access maintenance mes-
28.5 V 28.5 28.5 V 28.5 bel indicates that the V1 speed is displayed on the
sages.
80 A 80 85 A 85 speed tape.
28.5 V 28.5 V
ESS1 BATT1 BATT2 ESS2
14 °C 14 °C
ECS M/P
FIGURE 4-13. MFD SYSTEMS—ELECTRICAL
TCAS Display on MFD Moving Map Mode
FIGURE 4-17. TCAS DISPLAY FIGURE 4-18. MAP MODE FIGURE 4-19. PLAN MODE
Weather and Terrain on MFD
Weather and terrain cannot be displayed simul-

taneously on the MFD, but pilots have two other
options. Weather can be displayed on the PFD,
while terrain is displayed on the MFD. Or one
pilot’s MFD can display weather while the other
pilot’s MFD displays terrain.
FIGURE 4-22. R ADAR CONTROLLER
Many pilots prefer to use the weather radar range

control to adjust MFD map scale. To use the arrow
buttons on the radar controller, select WX on the
MFD.
FIGURE 4-20. TERR AIN DISPLAY FIGURE 4-21. WEATHER R ADAR DISPLAY
EMBRAER LEGACY 650
Enhanced MFD Modes

The enhanced modes of the MFD are available through the cursor control device (CCD). Two CCDs are located on
the control pedestal, one on each side.
FIGURE 4-23. CURSOR CONTROL DEVICE
Database Configuration—Shows database status and DU Maintenance—Shows the part numbers of the dis-
allows data upload for charts and maps. play unit and the associated software. The DU mainte-
nance page can only be accessed on the ground.
Charts—Shows approach charts, airport maps, stan-
dard instrument departures (SIDs), standard terminal Maps—Shows the moving map over geopolitical bound-
arrival routes (STARs), and noise procedures. aries, augmented with navigation aids and uplinked
weather displays.
FIGURE 4-24. CHARTS DISPLAY FIGURE 4-25. MAPS DISPLAY
EMBRAER LEGACY 650
ENGINE INDICATING AND CREW ALERTING SYSTEM

The EICAS display shows engine indications and some systems parameters such as flaps, landing gear, spoiler and trim
positions, fuel quantity, APU indications, and cabin pressure information.
CREW
AWARENESS
MESSAGES
ENGINE
INDICATIONS
LANDING GEAR, FLAPS,

SPOILERS &
TRIM POSITIONS
CABIN PRESSURE &
APU INDICATIONS
FIGURE 4-26. EICAS LAYOUT
RADIO MANAGEMENT UNITS

Two RMUs allow pilots to control and operate the radios, COM 2 NAV2
transponder, and TCAS. The RMU may also be used as a 118.80 112.80
backup for some of the flight information normally present- 125.60 116.00
ed on the main display screens. MEMORY-3 MEMORY-1
ATC/TCAS ADF2
For further information on the RMU display and operation, 2000 365
refer to the Navigation and Communication section. TA/RA ADF
TCASDSPY2 HF2
RANGE:6 12259
ABOVE UV
2000
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 4-27. R ADIO MANAGEMENT UNIT
EMBRAER LEGACY 650
ABNORMALS
The crew awareness system is designed to avoid information loss in most failure combinations. Failures may be associ-
ated with either the electrical power supply or computer malfunctions.
ESS 1
DC 1 DC 2 B/U ESS DC 1 DC 2
250
HDG IAS ASEL
88.1 A2 CLB 88.1 END
FMS2 360 - 20 SAT 250
HDG IAS ASEL
30000
AP YD ATTCS AP YD
N1 KDVT - 10 TAT
280 75.0 75.0 280
12.5 NM 300 TAS
12 MIN N
A A
260 20 20 33 3 260 20 20
14500 PLAB1 14500
10 10 550 ITT 550 PBD01 10 10
ESS 1 ESS 2
240 14300 240 14300
30
LL01
6
PLAB2 KDVT
220 80.2 % N2 80.2 % 25 220
10 10 14000 450 PPH FF 450 PPH 10 10 14000
50 50
900 LB FWD 900 LB
200 200 RA 200 200 RA
670 LB AFT 670 LB
VENTRAL
360
820
VOR1 3
XFER XFER VOR1 3
2
118.80 112.80 118.80 112.80 XFER
OFF
N
2
FLAPS 0 A OFF 3
WING 1 WING 2
125.60 116.00 125.60 116.00
33
6.4 NM 1 79 79 100 100 AFT 1 AFT 2
6.4 NM 1
PRESS TEMP LP HP 2700 670 670 2700
30
0 ADF1 ADF2 0
6
XFER XFER
1
ADF2
ADF2 2.0

HDG GSPD 3
360 260 KTS APU 100 % 350 ºC 360 260 KTS
ABOVE UV
2000 2000
BARO TUNE TUNE BARO
SQ 1/2 STO 1/2
N1FSI
IN/ HPA STD DIM SQ DIM STO IN/ HPA STD
ESS 1
B/U ESS IC-600 1 IC-600 2 DC 2
FIGURE 4-28. ELECTRICAL POWER SOURCES FOR COCKPIT DISPLAYS
DISPLAY FAILURES
If a main display screen is blank, the screen has no power. This may indicate a failed display or an electrical problem. A
red X shows that the screen is still operational, but the data input from the IC-600 is unavailable.
LOSS OF ELECTRICAL POWER LOSS OF INPUTS
The root cause of a failure is not always immediately

apparent. Knowing which screens are powered by
each electrical bus is an important tool to help pilots
make a correct and timely response to an electrical
failure.
BARO BARO
IN/ HPA STD IN/ HPA STD
FIGURE 4-29. DISPLAY FAILURES
EMBRAER LEGACY 650
Electrical System Failures

Because the displays are powered by four different electric buses, a failure in one or more buses will not cause a failure
to all displays.
DC BUS 1 Failure
For a DC Bus 1 failure, the displays will KSTL Aprt SID STAR Appr NOTAM Airsp Chart
88.1 A2 CLB
ATTCS
N1
88.1 END
250
280
HDG
AP YD
IAS ASEL
30000
look like the setup shown in the adja-

75.0 75.0
A A
260 20 20
14500
550 ITT 550 10 10
240 14300
cent figure. PFD 1 and MFD 2 are sup-

80.2 % N2 80.2 % 220
450 PPH FF 450 PPH 10 10 14000
900 LB FWD 900 LB
200 200 RA
670 LB AFT 670 LB
VENTRAL 820 .470 M 29.92 IN
OIL VIB LDG GEAR
360
COM 2 NAV2 UP UP UP COM 2 NAV2 316 CRS
VOR1 3
plied power from the DC Bus 1, so they

118.80 112.80 118.80 112.80 N
2
FLAPS 0 3
125.60 116.00
33
125.60 116.00 79 79 100 100 6.4 NM 1
MEMORY-3 MEMORY-1 SPLRS CLD MEMORY-3 MEMORY-1
PRESS TEMP LP HP
30
ADF2 0
6
ATC/TCAS ADF2 ATC/TCAS 10 800
2000 365 CAB ALT 2000 FT ROLL PITCH 2000 365
ADF VOR2 WX 25
1
TA/RA ADF CAB P 5.4 PSI UP TA/RA
ADF2 2.0
4 TCASDSPY2 HF2 2
TCASDSPY2 HF2 CAB RATE 700 FPM YAW
RANGE:6 12259 HDG GSPD 3
are blank.
RANGE:6 12259 APU 100 % 350 ºC 360 260 KTS
ABOVE UV ABOVE UV
2000 2000
BARO TUNE BARO
TUNE
1/2
N1FSI
IN/ HPA STD SQ DIM 1/2 STO SQ DIM STO IN/ HPA STD
IC-600 1 IC-600 2
FIGURE 4-30. DC BUS 1 FAILURE
DC BUS 2 Failure
For a DC Bus 2 failure, the displays will 250
HDG
AP YD
IAS ASEL
30000
88.1 A2 CLB
ATTCS
88.1 END
look like the setup shown in the adja-

280 75.0 N1 75.0
A A
260 20 20
14500
10 10 550 ITT 550
240 14300
cent figure. MFD 1 and PFD 2 are sup-

220 80.2 % N2 80.2 %
10 10 14000 450 PPH FF 450 PPH
900 LB FWD 900 LB
200 200 RA
670 LB AFT 670 LB
.470 M 29.92 IN VENTRAL 820
OIL VIB LDG GEAR
316 CRS COM 2 NAV2 UP UP UP COM 2 NAV2
VOR1 3
plied power from the DC Bus 2, so they

2 118.80 112.80 118.80 112.80
FLAPS 0
6.4 NM 1 125.60 116.00 79 79 100 100 125.60 116.00
PRESS TEMP LP HP
10 0 800 ATC/TCAS ADF2 ATC/TCAS ADF2
VOR2 1 ADF
ADF2 TA/RA ADF CAB P 5.4 PSI UP TA/RA
2 4 TCASDSPY2 HF2
TCASDSPY2 HF2 CAB RATE 700 FPM YAW
are blank. MFD 2 remains powered,

HDG GSPD 3 RANGE:6 RANGE:6 12259
360 260 KTS
12259 APU 100 % 350 ºC
ABOVE UV ABOVE UV
2000 2000
BARO TUNE BARO
TUNE
1/2
N1FSI
IN/ HPA STD SQ DIM 1/2 STO SQ DIM STO IN/ HPA STD
but since IC-600 #2 is powered from

DC Bus 2, there is no information
available to be displayed on MFD #2.
Hence the red X displayed on MFD 2.
IC-600 1 IC-600 2
FIGURE 4-31. DC BUS 2 FAILURE
EMBRAER LEGACY 650
REVERSIONARY PANEL
Since the IC-600s receive data from multiple sources, a single computer failure will not lead to a loss of information. If any
source fails, the reversionary panel allows the pilot to use cross-side information.
REVERSIONARY PANEL
NORM IRS Reversion
PFD EICAS
If there is a data loss in the EADI or the HSI, the pilot
whose instruments are affected should press the
IRS (inertial reference system) button on his or her
reversionary panel. This allows use of the IRS infor-
MFD ADC IRS SG
mation from the cross-side. The following annuncia-
FIGURE 4-32. REVERSIONARY PANEL tors will be displayed:
• ATT1 or ATT2 is annunciated to the lower left of

ADC Reversion the attitude sphere on both PFDs.
If there is a loss of indications for airspeed, altitude,
or vertical speed, the pilot whose instruments are
affected should press the ADC button on his or her
reversionary panel. This will allow the pilot to use the
ADC information from the cross-side.
• MAG1 or MAG 2 will be displayed above the

heading indication on both PFDs, as well as on
both MFDs.
The annunciator ADC1 or ADC2 (whichever is now in
use) will appear on each pilot’s PFD, to the upper left
of the attitude sphere.

ADC REVERSIONARY INDICATIONS IRS REVERSIONARY INDICATIONS
EMBRAER LEGACY 650
SG Reversion
If an IC-600 fails, the pilot should press the SG button on
the reversionary panel of the failed side. This allows infor-
mation from the cross-side symbol generator to be used
for both sides. The ADC, ATT, and MAG indications are dis-
played, as well as a SG1 or SG2 annunciator to the upper
left of the attitude sphere on both PFDs.
FIGURE 4-35. REVERSIONARY PANEL—SG BUTTON
FMS2 360 - 20 SAT 250

HDG IAS ASEL
30000
KDVT - 10 TAT AP YD
280
12.5 NM 300 TAS
12 MIN N
33 3 260 20 20
PLAB1 14500
PBD01 10 10
240 14300
30
LL01
6
PLAB2 KDVT
In this example of an IC-600 1 failure, the displays on the

25 220 10 10 14000
50 50
200 200 RA
FUEL (LB) .470 M 29.92 IN
FWD 1 VENTRAL FWD 2
360
COM 2 NAV2 900 900 316 CRS
820
XFER XFER VOR1 3
49.3 N1 49.3 118.80 112.80 XFER
OFF
N
2
A OFF 3
WING 1 WING 2
125.60 116.00
33
6.4 NM 1
left will show exact copies of the ones on the right. The
AFT 1 AFT 2
496 ITT 496 MEMORY-3 MEMORY-1 TOTAL 9360
2700 2700
670 670
30
ADF2 0
6
80.3 N2 80.3 ATC/TCAS PUMP PUMP 10 800
XFER XFER
2000 365 A A USED 100 OFF A
871 FF PPH 871 VOR2 WX 25
TA/RA ADF TEMP 10 2.0
1
63 OIL P 63 ADF2
TCASDSPY2 HF2 2
76 OIL T 76
RANGE:6 12259 ECS RESET M/P
HDG GSPD 3
MORE 1 MSG 360 260 KTS
2000
BARO TUNE BARO
TUNE
MFD bezel and the altimeter setting knob on the failed side
SQ DIM 1/2 STO 1/2
N1FSI
IN/ HPA STD SQ DIM STO IN/ HPA STD
will not be usable. Any changes will need to be made from

the functioning side.
IC-600 1 IC-600 2
In addition, in the event of an IC-600 1 failure, RMU 1 will
automatically present the engine page so there is no inter-
DAU -1 DAU-2
ruption to the presentation of engine instruments. This
does not occur if IC-600 2 fails, as the EICAS would not be
lost in that case.
FIGURE 4-36. IC-600 1 FAILURE
250
HDG IAS ASEL
88.1 A2 CLB 88.1 END
FMS2 360 - 20 SAT 250
HDG IAS ASEL
30000
AP YD ATTCS AP YD
N1 KDVT - 10 TAT
280 75.0 75.0 280
12.5 NM 300 TAS
12 MIN N
A A
260 20 20 33 3 260 20 20
14500 PLAB1 14500
10 10 550 ITT 550 PBD01 10 10
240 14300 240 14300
30
LL01
6
PLAB2 KDVT
220 80.2 % N2 80.2 % 25 220
10 10 14000 450 PPH FF 450 PPH 10 10 14000
50 50
900 LB FWD 900 LB
200 200 RA 200 200 RA
670 LB AFT 670 LB
VENTRAL
360
820
VOR1 3
XFER XFER VOR1 3
2
118.80 112.80 118.80 112.80 XFER
OFF
N
2
FLAPS 0 A OFF 3
WING 1 WING 2
125.60 116.00 125.60 116.00
33
6.4 NM 1 79 79 100 100 AFT 1 AFT 2
6.4 NM 1
PRESS TEMP LP HP 2700 2700
49.3 N1 49.3
670 670
30
0 ADF2 ADF2 0
6

XFER XFER
1
ADF2
ADF2 2.0

HDG GSPD 3
360 260 KTS APU 100 % 350 ºC 360 260 KTS
ABOVE UV
2000 2000
BARO TUNE TUNE BARO
1/2
N1FSI
IN/ HPA STD SQ DIM STO SQ DIM 1/2 STO IN/ HPA STD
496 ITT 496

80.3 N2 80.3
871 FF PPH 871
IC-600 1 IC-600 2
63 OIL P 63
76 OIL T 76
MORE 1 MSG
DAU -1 DAU-2
FIGURE 4-37. IC-600 1 FAILURE WITH SG BUTTON PRESSED TUNE

SQ DIM 1/2 STO
ID PGE TST DME
HDG IAS ASEL 88.1 A2 CLB 88.1 END

250 30000 KSTL Aprt SID STAR Appr NOTAM Airsp Chart ATTCS
AP YD
FIGURE 4-39. RMU ENGINE PAGE

280 75.0 N1 75.0
A A
260 20 20
14500
10 10 550 ITT 550
240 14300
220 80.2 % N2 80.2 %

10 10 14000 450 PPH FF 450 PPH
900 LB FWD 900 LB
200 200 RA
670 LB AFT 670 LB
.470 M 29.92 IN VENTRAL 820
OIL VIB LDG GEAR
316 CRS COM 2 NAV2 UP UP UP COM 2 NAV2
VOR1 3
2
118.80 112.80 118.80 112.80
FLAPS 0
6.4 NM 1 125.60 116.00 79 79 100 100 125.60 116.00
PRESS TEMP LP HP
10 0 800 ATC/TCAS ADF2 ATC/TCAS ADF2
VOR2 1 ADF ADF
ADF2
2 TCASDSPY2 HF2 4 TCASDSPY2 HF2
HDG GSPD 3 RANGE:6 12259 RANGE:6 12259
360 260 KTS APU 100 % 350 ºC
ABOVE UV
ABOVE UV
2000 2000
BARO TUNE TUNE BARO
SQ DIM 1/2 STO 1/2
N1FSI
IN/ HPA STD SQ DIM STO IN/ HPA STD
IC-600 1 IC-600 2
DAU -1 DAU-2
FIGURE 4-38. IC-600 2 FAILURE
EMBRAER LEGACY 650
VISUAL WARNINGS
Visual warnings include lights, illuminated buttons, EICAS messages, and indications on the displays.
Warning Lights
Illuminated Buttons Inhibition Logic
The Legacy 650 follows the dark cockpit philosophy, which EICAS messages can be a distraction to pilots during criti-
means that buttons are not illuminated under normal flight cal phases of flight. To minimize that potential hazard, inhi-
conditions. If a white stripe is illuminated within a pushbut- bition logic keeps some messages from being displayed
ton, that means (with some exceptions) the pilot has set during takeoff and approach/landing phases.
the button to a position that is not normal for flight.
•
Takeoff phase
Master Warning Lights and Master Caution Lights ° Inhibits messages when the airplane accelerates
On each pilot’s glareshield panel, these lights blink when- through V1 –15 kt.
ever there is a corresponding warning (red) or caution (am- ° Allows messages after reaching any of the follow-
ber) message on the EICAS or generated by the aural warning conditions:
ing unit (AWU). To stop the blinking, press the associated
light. • Radio altitude is greater than 400 ft.
• Calibrated airspeed is less than 60 kt (as in a
EICAS Messages rejected takeoff).
•
Warning messages are red, and as the most urgent • After one minute.
messages, require immediate crew attention. They al-
ways appear at the top of the list, in the order gener- •
Approach/landing phase
ated. ° Inhibits messages when the airplane descends
•
Caution messages are amber and indicate issues that through a radio altitude of 200 ft.
the crew should be aware of. They appear below the ° Allows messages in either of the following condi-
warning messages in the order generated. tions:
•
Advisory messages are cyan and show minor failures • Airplane is on the ground for three seconds or
or system status. They appear below the caution mes- more.
sages in the order generated.
• After one minute.
•
Maintenance messages are not displayed to the flight
crew, and may only be accessed on the ground.
The EICAS can display up to 15 messages at once. If more

than 15 messages are generated, a knob on the bezel al-
lows the pilot to scroll through the messages. But red warn-
ings always stay in view.
A new EICAS message always appears as a blinking mes-

sage at the top of its associated group. To stop the blinking
of warning or caution messages, press its master button
on the glareshield. Advisory messages will automatically
stop blinking after five seconds.
It is important to note that the most pertinent EICAS

messages may not be at the top of the list. Pilots
should read all EICAS messages before deciding
which checklist will address the root cause. FIGURE 4-40. EICAS MESSAGES AND COLORS
EMBRAER LEGACY 650
Displays Indications
Analogic Indications Digital Indications
When airplane parameters are indicated in analog format, When airplane parameters are indicated in digital format,
they appear as green pointers moving over a vertical or the numbers appear in green. If a value goes outside its
horizontal scale. If the value is out of the normal range, normal range, digits become amber and are outlined with
both the pointer and the scale become amber or red. If the an amber box. If the value goes even further out of range,
parameter signal is lost, pointers are removed. both the digit and the box turn red. If the parameter signal
is lost, digits are replaced by amber dashes.
FIGURE 4 - 41. ITT LIMIT EXCEEDED
EMBRAER LEGACY 650
PFD PRESENTATIONS
Comparison Monitors
The system monitors the captain’s and copilot’s instruments. If the readings show an excessive difference between the
two sides, a comparison monitor annunciator is displayed on the PFD.
Comparison monitor annunciators are displayed for the following situations:
2 ROL HDG ALT

40 100 00
1 I 80 A
4 A L 5
ATT S T
2O 2O
3
60
PIT 1O 1O 12500
FIGURE 4-42.
1 20 COMPARISON MONITOR
10 40 123 00 ANNUNCIATORS
9 80
1O 1O
8 GS RA 2O 2O
12000
7 LOC 11
CAS MSG
9 ILS 200 RA
HDG 1015 HPA 6
1 PIT (Pitch Attitude) 9 ILS (Instrument Landing System)

Pitch attitude data differs by more than ± 5°. Both localizer and glideslope comparison mon-
itors have been tripped.
2 ROL (Roll Attitude)
Roll attitude data differs by more than ± 6°. 10 RA (Radio Altitude)
Radio altitude data differs by more than the
3 ATT (Attitude)
amount calculated by the formula [(RA1 + RA2)
Both pitch and roll comparison monitors have x 0.0625] +10.
been tripped.
11 CAS MSG (CAS message)
4 IAS (Airspeed)
A red or amber CAS message(s) has been trig-
Calibrated airspeed differs by 5 kt or more for gered by one IC-600, but not the other.
longer than two seconds.
5 ALT (Altitude)
Altitude data differs by more than ±200 ft.
6 HDG (Heading) Both IC-600s create an EICAS display. The EICAS
Heading data differs by more than ±6°. generated by IC-600 1 is normally displayed, and IC-
600 2 provides a backup for cross-check purposes
7 LOC (Localizer) and to be used in case of a failure of IC-600 1.
Localizer deviation differs by more than 1/2 If a CAS MSG annunciator is displayed, follow the
dot (below 1,200 ft AGL). QRH to determine which message is causing the
8 GS (Glideslope) discrepancy, by setting the MFD knob to the EICAS
position on both reversionary panels. The pilot and
Glideslope deviation differs by more than 2/3 copilot must then use their judgment to decide
dot (below 1,200 ft AGL). which display is accurate.
EMBRAER LEGACY 650
Failure and Warning Annunciators on PFD

Red warning or amber caution annunciators are displayed for the following situations:
3 13
4
12
4 MAX/MIN SPD
5 Displays MIN SPD when the vertical speed or
airspeed hold mode is engaged and the indicat-
ed airspeed drops below 80 kt.
11
Displays MAX SPD when indicated airspeed ex-
6 ceeds VMO /MMO.
10
5 R A—Displays if a radio altimeter fails.
7 6 AOA—Displays AOA when angle of attack or in-
dicated airspeed information is invalid.
8 7 CRS—Amber dashes appear and the course
pointer is removed if the course select signal
9 fails.
8 DME FAIL—DME is replaced by amber dashes.
9 COURSE DEVIATION FAILURE
If the course deviation data fails, the CDI is re-
moved and a red X is drawn through the scale.
1 FD FAIL—A flight director has failed.
10 HDG FAIL
2 WDSHEAR If the heading select signal fails or the heading
Displays when windshear is detected, flashing is invalid, the heading bug is removed and HDG
for 10 seconds and then holding steady. Ap- FAIL is displayed inside the HSI compass.
pears amber if the performance is being in-
creased, and red if the performance is being 11 TCAS FAIL—Displayed in amber if TCAS fails.
decreased.
12 VERTICAL DEVIATION FAILURE
3 AIR DATA COMPUTER FAILURE If glideslope data fails, the deviation pointer is
• If the ADC fails, the displays of airspeed and removed and a red X is drawn through the scale.
altitude are removed and an X is drawn
through the scales.
13 ATT FAIL
If either the pitch data or roll data fails:
• For a vertical speed failure, the pointer is re-
moved and a boxed VS is displayed inside the • Attitude sphere turns cyan.
scale. • ATT FAIL is displayed in the attitude sphere.
FIGURE 4-43.
PFD CAUTION AND WARNING ANNUNCIATORS
EMBRAER LEGACY 650
AURAL WARNINGS TAKEOFF CONFIGURATION WARNING

There are two kinds of aural warnings: An aural warning sounds to indicate that the airplane is not
configured for takeoff. Consisting of a triple chime and a
• Voice messages voice message, this warning will sound whenever the air-
• Tones plane is on the ground, any thrust lever angle is above 60°,
and any of the following conditions exist:
Voice messages are associated with warning messages
on the EICAS or other warning systems. They alert the crew • Parking brake is applied.
that a potentially dangerous condition exists, as deter-
• Flaps are not in the takeoff position (9°).
mined by the EGPWS, TCAS, or windshear detection sys-
tems. • Auxiliary fuel tanks transfer system knob is not in OFF
position.
Some voice messages may be canceled, but others can
only be canceled by eliminating the cause that triggered • Any spoiler panel is deployed.
them. • Pitch trim is out of the green range (between 4°– 8°
nose up).
Tones include chimes, bells, and other sounds. Sometimes
tones are used along with voice messages to alert the If more than one condition exists, more than one warning
crew. will be generated.
Aural Warning Unit Test Button

The AWU is a redundant system divided into two channels, To protect against rejected takeoffs due to improper con-
Channel A and Channel B. During normal operation, Chan- figuration, a test button on the control pedestal allows the
nel A operates as the primary channel. Channel B serves as pilot to check the takeoff configuration prior to takeoff. It
a backup, and automatically activates if Channel A fails. does this by simulating the thrust levers in advanced posi-
tion. If the test is successful, a voice message sounds,
When the AWU receives a warning signal from one of the “TAKEOFF OK.” If the test is unsuccessful and the aircraft
airplane systems, it forwards the signal to the audio sys- is not configured properly for takeoff, do not take off until
tem, which routes aural messages to the speakers. the configuration is corrected.
The AWU is tested when the aircraft is powered up. If it is
operating normally, a voice message will sound, “Aural Unit
OK.” If one channel has failed, the voice message will be
“Aural Unit One Channel.” This message will also sound if a
channel fails anytime while in flight. If both channels have
failed, no voice messages will be generated. Instead, the
caution message AURAL WARN FAIL will display on the EI-
CAS.
Aural Warnings Annunciation Priority

When multiple aural warnings are active, the warnings with
the highest urgency will be sounded first. Less urgent mes-
sages will be sounded after the higher priority messages
are canceled or removed.
FIGURE 4-44. TAKEOFF CONFIG BUTTON
EMBRAER LEGACY 650
STALL PROTECTION SYSTEM

To prevent an airplane stall, the stall protection system (SPS) provides sensitive, visual, and aural indications of an im-
pending stall. The SPS consists of one computer box with two independent channels, the SPS panel, two angle of attack
(AOA) sensors, two stick shaker actuators, and one stick pusher actuator. Either channel can trigger its shaker indepen-
dently. Because the control columns are connected, the shaker will be felt in both control wheels. In order for the stick
pusher to be actuated, both SPS channels must be operable and both must agree as to the imminent stall condition.
If a stall condition is imminent, the system first actuates the stick shaker and the autopilot is automatically disengaged.
If no corrective action is taken, a “clacker” warning sounds and the stick pusher is actuated, which pitches the nose down.
To verify flight conditions and avoid spurious actuation, the SPS gets input from many airplane systems. It adjusts its set
point according to flaps and landing gear position, icing and windshear conditions, and Mach number. At higher altitudes,
the SPS advances its set point to account for compressibility effects. The advanced set point means that at higher alti-
tudes, both the pusher and the shaker become active at higher speeds than at lower altitudes.
SPS/ICE SPEEDS
Because ice disrupts the flow of air over the wing, icing can • Ice compensation is inhibited for the first five minutes
decrease the angle of attack at which the aircraft stalls. So after takeoff. If icing is encountered during the first five
the SPS incorporates ice compensation to adjust for icing minutes, the message SPS/ICE SPEEDS will not dis-
conditions. If either ice detector reports the presence of play until five minutes have elapsed.
ice, the EICAS displays an SPS/ICE SPEEDS message to
• The ice compensation can be reset only while on the
indicate the SPS will actuate at a lower angle of attack for
ground, by pressing the SPS test button, or by depow-
flaps 9°, 22°, and 45°.
ering the aircraft.
If it is necessary to override the stick pusher, there

is a quick disconnect button on each control wheel.
In addition, to disconnect the system in case of fail-
ure, there is a cutout button for each channel on the
SPS panel. An EICAS message will display to indi-
cate that the system has failed or has been cut out.
FIGURE 4- 45. QUICK DISCONNECT BUTTON
EMBRAER LEGACY 650
STICK PUSHER INHIBITION SYSTEM TEST

The stick pusher does not actuate in the following The SPS should be tested prior to each flight. The test can
conditions: only be done while on the ground. To test the system, re-
lease the gust lock, pull the control column back, and mo-
• On the ground (except during a test). mentarily press the test button. If the test is successful, the
• Below 0.5 g. stick shakers and stick pusher are actuated and the button
light extinguishes. The system will operate normally if not
• If the quick disconnect button is pressed. tested; however, if the system is not tested or if tests are
• Below 200 ft AGL—If the radio altimeter has failed, unsuccessful, the test button will remain illuminated.
there is a 10-second inhibition after takeoff.
• Above 200 KIAS.
• If any cutout buttons are released.
• If one or both channels are inoperative.
STALL PROTECTION SYSTEM PANEL 1 Cutout button

• Cuts out the associated channel.
1 2 1
• A striped bar illuminates inside the button to
indicate that it is in the cutout position.
CUTOUT 1
STALL PROTECTION
CUTOUT 2
2 Test button
TEST
• Push to start the test.
TEST • The TEST light extinguishes after a success-
ful test.
FIGURE 4-46. STALL PROTECTION PANEL
EMBRAER LEGACY 650
1
PFD INDICATIONS PLI INDICATIONS (GREEN)
PLI
1 Pitch Limit Indicator 3O 3O
• Displays on the EADI parallel to the airplane 10°

symbol. 2O 2O
• Indicates the remaining margin left for the

stick shaker angle of attack set point. 1O 1O
• Indication is presented whenever the margin

is within 10°. 5°
• Colors:
1O 1O
° GREEN for margins from 10° to 5°.
° AMBER for margins between 5° and 2°.
° RED for a margin below 2°. PLI INDICATIONS (AMBER)
PLI
2 Low Airspeed Awareness
• Displays in the airspeed scale when airspeed
is near stall speed for the current configura- 3O 3O
5°
tion.
• Colors: 2O 2O
° WHITE indicates a speed range from 1.23

1O 1O
VS to 1.13 VS.
° AMBER indicates a speed range from 1.13
VS to VS. The stick shaker may be acti- 2°
vated in this range.
° RED indicates VS. The stick pusher is acti- 1O 1O
vated at this speed.
PLI INDICATIONS (RED)

2 PLI
260
180
3O 3O
2°
2O 2O
160
1O 1O
1
140 0°
9
1O 1O
120
FIGURE 4-47. PITCH LIMIT INDICATOR
FIGURE 4-48. 100

LOW AIRSPEED AWARENESS
ENHANCED GROUND PROXIMITY WARNING SYSTEM Mode 2—
The enhanced ground proximity warning system (EGPWS) provides alerts to reduce the risk of flying into the ground or an obstacle.
Excessive Closure Rate to Terrain “TERRAIN TERRAIN”
It also provides windshear detection. In this mode, alerts and warnings are based on
“PULL UP”
excessive closure rate to terrain. It is active
To avoid accidents caused by controlled flight into terrain (CFIT), the EGPWS uses airplane geographic position, the airplane alti- during level flight as well as descent and ap-
tude, and a terrain database to create a graphic display of the conflicting terrain. It is able to predict when the airplane’s flight path proach.
might lead to a collision with the ground or with obstacles.
• If the airplane penetrates the envelope, a
Types of EGPWS alerts include voice messages, EICAS messages, and PFD indications, all designed to improve situational aware- “TERRAIN, TERRAIN” voice message will
ness and help the flight crew respond to potential terrain hazards. sound and an amber GND PROX indication
will display on the PFD.
EGPWS MODES • If the airplane continues to penetrate the
envelope, a “PULL UP” voice message will
The EGPWS operates in the following modes:
sound and a red PULL UP indication will
display on the PFD. FIGURE 4-52. EPGWS MODE 2— EXCESSIVE CLOSURE R ATE TO TERR AIN
Mode 1—
Excessive Descent Rate Mode 3—
This mode provides alerts and warnings when
Altitude Loss After Takeoff
the descent rate is too high during descent and This mode provides alerts and warnings for a
approach phases of flight.
GLIDE SLOPE SIGNAL loss of altitude after takeoff up to 1,500 ft.
2,450 ft
• If the airplane descent rate meets the min- • If the airplane has an altitude loss after
imum trigger, a “SINK RATE” voice mes- takeoff or during a go-around, a “DON’T
sage will sound and an amber GND PROX SINK, DON’T SINK” voice message will
indication will display on the PFD. sound and an amber GND PROX indication POSITIVE RATE OF CLIMB
will display on the PFD.
•
The sink rate necessary to trigger this 65 ft
alert increases with altitude, ranging from • The alert is canceled when a positive rate
−1000 fpm to −5000 fpm. of climb is achieved.
• If the airplane descent rate becomes more
NOTE: This situation can occur when con-
excessive, a “PULL UP” voice message will tinuing a takeoff after an engine failure FLAPS : NOT LANDING DON’T SINK
SINK RATE PULL−UP SINK RATE FLAPS : ANY POSITION
sound and a red PULL UP indication will GEAR : ANY POSITION above V1. At acceleration altitude, use cau- GEAR : UP
display on the PFD. tion not to descend when the profile calls
FIGURE 4-49. EPGWS MODE 1—EXCESSIVE DESCENT R ATE for level flight. FIGURE 4-53. EPGWS MODE 3—ALTITUDE LOSS AFTER TAKEOFF
Mode 4—
Insufficient Terrain Clearance
In this mode, alerts are triggered for insuffi-
cient terrain clearance and improper configura- 180 to 250 kt
tion of gear and flaps.
• TOO LOW TERRAIN—

Triggered below 1,000 ft AGL 1000 ft 600 ft 50 ft
• TOO LOW GEAR—
Below 500 ft AGL and less than 190 KIAS
• TOO LOW FLAPS—
Below 245 ft AGL and less than 160 KIAS
TOO LOW TOO LOW FLAPS : LANDING

TERRAIN GEAR GEAR : UP
FIGURE 4-50. PULL UP ON PFD FIGURE 4-51. GND PROX ON PFD FIGURE 4-54. EPGWS MODE 4—INSUFFICIENT TERR AIN CLEAR ANCE
Mode 5—Excessive Deviation OTHER EGPWS FEATURES
Below Glideslope Beam GLIDE SLOPE SIGNAL
Two levels of alerting are provided if the air- Terrain Clearance Floor
plane’s flight path descends below the glides- By creating a circular envelope spreading outward from the
lope on ILS or LPV approaches. airport, the terrain clearance floor (TCF) helps the pilot
avoid making a premature descent and landing short of the
A “GLIDESLOPE” voice message will sound and runway. 700 ft
an amber GND PROX indication will display on 1000 ft 600 ft 400 ft
the PFD. A “soft alert” is triggered at 1.3 dots To build the envelope’s clearance floor, the TCF draws upon TCF ALERT AREA
50 ft
below glideslope and is at a reduced volume. an EGPWS database of runways in more than 12,000 air- 1/2 NM
The “hard alert” is louder and is triggered at 2 ports. It provides alerts for premature descent below this TO 2 NM
dots below glideslope when less than 300 ft floor, even when the airplane is in landing configuration. 4 NM
AGL. SOFT GLIDESLOPE STRONG GLIDESLOPE FLAPS : LANDING The TCF is based on the current airplane position, the near- 12 NM
ALERT ALERT GEAR : DOWN est runway, and radio altitude, and is active during takeoff, 15 NM
cruise, and final approach.
FIGURE 4-55. EPGWS MODE 5—DEVIATION BELOW GLIDESLOPE TCF ALERT ENVELOPE
FIGURE 4-57. TCF ALERT ENVELOPE
If the airplane penetrates the TCF envelope, the voice mes-
Mode 6—Callouts sage “TOO LOW TERRAIN” sounds. A GND PROX message
Mode 6 provides aural messages regarding minimums for enhanced situational awareness during approach and landing. is also displayed on the PFD.
There are also alerts for excessive roll or bank angle.
Terrain Look Ahead Alerting
Minimums Callouts The terrain look ahead alerting warns the flight crew about Thirty seconds prior to a potential terrain conflict, a voice
• Minimums can be set using the radio altimeter knob on • At decision height, the voice message “MINIMUMS, potential terrain conflicts, based on the airplane’s current message “TERRAIN, TERRAIN, PULL UP” is sounded and a
the display control panel. MINIMUMS” will sound. position and barometric altitude. red PULL UP indication is displays on the PFD.
• If the captain and copilot have different settings, the

CAUTION: The use of this feature is for enhanced situ- Sixty seconds prior to a potential terrain conflict, a voice When a terrain threat event occurs, a terrain image appears
callouts are controlled by the setting on the side the ational awareness only. The missed approach for a message “CAUTION TERRAIN, CAUTION TERRAIN” is automatically on the MFD.
flight director is coupled. CAT I ILS is based only on the barometric altitude. sounded and an amber GND PROX message displays on
the PFD. The message repeats every seven seconds as
• At decision height +80 ft, pilots will hear the voice mes- • A “FIVE HUNDRED” message will be sounded when
long as the airplane is still in the caution envelope.
sage “APPROACHING MINIMUMS”. not flying a precision approach.
Bank Angle Callout

When the airplane bank angle is too high or the roll rate exceeds 1°/sec, the voice message “BANK ANGLE, BANK ANGLE” WARNING
is sounded. 2,450 ft
The amount of bank required to trigger the message varies, and depends on the aircraft’s radio altitude. At 30 ft, 10° of 300 ft
EGPWS Warning
bank will cause the message to sound, but at 150 ft, 40° is required. All bank angles above 55° will generate the message Corrective Maneuver
at any altitude. Upon receiving an EGPWS warn-
30 ft
ing, disengage the autopilot and
pitch to 20° Nose up or pitch to the
2450 PLI. Maintain climb until clear of
terrain.
TERRAIN CLEARANCE − ft
2000 WHOOP
AIN
TERRAIN WHOOP TERRAIN FLAPS : NOT LANDING
RR
TERRAIN PULL UP GEAR : ANY POSITION
1600
TE
1200
FIGURE 4-58. TERR AIN AND CAUTION AREAS
800
30 ft 150 ft
400 10 deg
0
0 10 20 30 40 50 55
BANK ANGLE WARNING THRESHOLD ± deg
FIGURE 4-56. EPGWS MODE 6—BANK ANGLE CALLOUT
EMBRAER LEGACY 650
Terrain Awareness Display Steep Approach Operation

The EGPWS terrain display uses green, yellow, and red Some airplanes include a steep approach option, allowing
dots, in varying densities, to represent the proximity of the the pilot to perform an approach with a glide slope angle
surrounding terrain. between 4.5° and 5.5.
A steep approach requires a higher rate of descent, which

MEDIUM LIGHT may activate the EGPWS warnings related to excessive de-
HIGH DENSITY DENSITY MEDIUM
YELLOW GREEN scent rate. To avoid these nuisance messages, the flight
DENSITY DENSITY
RED GREEN
crew can select the steep approach mode by pressing one
of the STEEP approach buttons on the glareshield. When
either pushbutton is pressed, the EGPWS changes the ref-
erences to sound the “SINK RATE” and “PULL UP” voice
warnings.
• When the flaps are selected to 45° inflight, the WHITE

“STEEP” light illuminates to indicate that the steep ap-
proach mode is available.
• If the button is pressed, the GREEN light illuminates to
indicate that the steep approach mode is engaged.
• If the AMBER light illuminates, it indicates that the
steep approach mode has failed and steep approach
operations must not be performed.
• To deselect the steep approach mode, press the but-
These numbers indicate ton again. Steep approach will automatically be dese-
that the highest terrain lected when the airplane is on the ground or flaps are
pictured is 14,300 ft, and
HIGH BLACK the lowest is 8,000 ft.
not set to 45°.
DENSITY
YELLOW FIGURE 4-59.
EXAMPLE OF TERR AIN
DISPLAY ON MFD
HIGH
STEEP
DENSITY
RED
+2000 ft
HIGH
DENSITY
YELLOW
+1000 ft
MEDIUM
AIRPLANE ALTITUDE DENSITY
0 ft YELLOW
−250 ft (GEAR DOWN)

−500 ft
MEDIUM DENSITY GREEN
−1000 ft
FIGURE 4-61.
LIGHT DENSITY GREEN STEEP APPROACH BUTTON
−2000 ft
BLACK
EGPWS
FIGURE 4-60. DISPLAY
EGPWS COLORCOLOR
DISPLAY CODING
CODING
EMBRAER LEGACY 650
WINDSHEAR DETECTION AND WINDSHEAR ESCAPE GUIDANCE

ESCAPE GUIDANCE SYSTEM MODE
Windshear detection is a function of the EGPWS, and guid- The windshear escape guidance mode of the flight director
ance for safe recovery is provided by the flight director us- is used to minimize altitude and speed loss during a winds-
ing windshear escape guidance mode. hear encounter.
Windshear is a sudden change in wind direction or speed, Windshear escape guidance is engaged under the follow-
normally caused by thunderstorms, frontal systems, or any ing conditions:
topographical feature affecting the wind flow—such as • Manually—By pressing the Go Around button while
hills, mountains, lakes, or seas. any windshear condition is detected.
In encountering windshear, the most hazardous phases of •
Automatically
flight are takeoff, approach, and landing. That’s due to the
aircraft’s proximity to the ground. In a windshear, wind may ° When thrust lever angle is above 78° and there is a
shift quickly between a downdraft and an updraft, or from windshear warning for decreasing performance.
a tailwind to a headwind. As wind shifts direction, the air- ° When in Go-Around or Takeoff mode and any winds-
craft may experience an abrupt change in airspeed or lift. hear condition is detected.
APPROX SCALE
When this mode is engaged, both PFDs display a green
CLOUD BASE 500 ft
WSHR indication as the vertical mode field and a ROL indi-
DOWN DRAFT
0 500
cation as the lateral mode field. (In this case, ROL mode will
VIRGA
OR RAIN maintain wings level.) In addition, the pitch limit indicator
HORIZONTAL
VORTEX (PLI) appears on the PFD.
The windshear escape guidance mode is prioritized to

meet the following requirements:
OUTFLOW FRONT OUTFLOW
• Prevent the airplane from stalling.

FIGURE 4-62. WINDSHEAR
• Prevent the airplane from descending.
• Prevent the airplane from exceeding VMO.
NOTE: The guidance may command a descent if it is

necessary to prevent a stall.
WINDSHEAR DETECTION
If the windshear detection system finds windshear conditions, it alerts the flight crew with two types of warnings.
Caution Alerts—Indicate a severe updraft and/or an 3000 UPDRAFT (ft/min)

increasing headwind or decreasing tailwind, causing
an increase in performance. A “CAUTION WINDS- 2000
HEAR” voice message sounds, and an amber WDS- WINDSHEAR CAUTION

HEAR caution appears in the upper left corner of 1000
both PFDs. The cautions remain on for as long as
these windshear conditions persist. 6 4 2 0 0 2 4 6
DECREASING INCREASING
Warnings—Indicate a severe downdraft and/or a de- HEADWIND HEADWIND
(kt/sec) (kt/sec)
creasing headwind or increasing tailwind, causing a
decrease in performance. A “WINDSHEAR, WINDS- WINDSHEAR WARNING
1000
HEAR, WINDSHEAR” voice message sounds, and a
red WDSHEAR warning appears on both PFDs. The 2000
warnings remain on for as long as these windshear
3000 DOWNDRAFT (ft/min)
conditions persist.
FIGURE 4-63. WINDSHEAR DETECTION
EMBRAER LEGACY 650
WINDSHEAR INDICATIONS
1 WDSHEAR
Indicates that a windshear has been detected,
in either amber or red depending on the severity
of windshear. This indication is removed when
windshear is no longer present.
2 WSHR
Indicates that the windshear flight guidance es- 1 2 3 4
cape mode is engaged, in green. This mode will
remain engaged until another vertical mode is
selected.
3 Pitch Limit Indicator
Shows the remaining angle of attack margin be-
fore the stick shaker is triggered.
4 Flight Director
Indicates the appropriate pitch to fly during a
windshear occurrence.
The vertical mode WSHR will not capture the prese-

lected altitude. When the windshear condition is no
longer present, the flight crew must manually select
a new vertical mode.
FIGURE 4-64.
WINDSHEAR INDICATIONS ON PFD
EMBRAER LEGACY 650
TRAFFIC AND COLLISION AVOIDANCE SYSTEM

SYSTEM DESCRIPTION
The Legacy 650 is equipped with a traffic and collision avoidance system (TCAS), which uses transponder signals to
provide the flight crew with an awareness of nearby aircraft and prevent mid-air collisions.
In addition to enhancing crew awareness of conflicting air When flying near an airport, nuisance messages can be
traffic, TCAS recommends the vertical maneuver needed caused by other airplanes taking off and landing. To pre-
to avoid a collision. TCAS does not provide recommenda- vent these messages, the TCAS considers aircraft flying
tions for horizontal maneuvers. below 180 ft (or 380 ft for TCAS software version 7.0) to be
on the ground. No alerts are generated.
TCAS guidance is dependent upon the sophistication of the

CAUTION intruding aircraft’s technology. If the intruder is also
equipped with a TCAS, the maneuvers of both airplanes are
PRIMARY RESPONSIBILITY FOR EVASIVE AC- coordinated. If the intruder is only equipped with a tran-
TION LIES WITH THE FLIGHT CREW. ANY AC- sponder, the system is able to indicate its position, provid-
TION MUST ALWAYS BE PRECEDED BY A VERY ed its transponder is at least Mode C. For airplanes with a
CAREFUL EVALUATION OF THE SITUATION. Mode A transponder, only traffic advisories may be gener-
ated. The TCAS provides no indication or tracking of air-
planes without operating transponders.
The TCAS receives signals from the transponders of other
aircraft, allowing it to learn the distance to the traffic, its
altitude, and its predicted path.
To determine whether or not the intruder could become a LATERAL COVERAGE

target, the TCAS creates an alert zone, based on the sepa-
ration and speeds of both airplanes. The size of the alert
zone is not based on their separation in distance, but on
their time separation.
TCAS
•
The Caution Area —Corresponds to the airspace EQUIPPED
AIRPLANE
where, if no action is taken, a conflict is expected to
occur in 35 to 45 seconds. A traffic advisory (TA) is
generated, which does not include vertical guidance.
•
The Warning Area—Corresponds to an imminent con- INTRUDER
flict in the following 20 to 30 seconds. A resolution ad- AIRPLANE
visory (RA) is generated, as well as a voice message
with the corrective action —for example, “CLIMB” or
“DESCEND”—that will create the greatest possible sep-
aration.
TRAFFIC ADVISORY
(TA) AREA
RESOLUTION ADVISORY (RA)
COMMAND AREA
VERTICAL COVERAGE
TCAS LEGEND
EQUIPPED
AIRPLANE
CAUTION AREA
RA
WARNING AREA
FIGURE 4-65.
TA TCAS PROTECTED AREAS
COLLISION AREA
EMBRAER LEGACY 650
TCAS CONTROLS
RMU Radio Page ATC/TCAS Window
TCAS controls are displayed in the ATC/TCAS window on the RMU radio page.
1 Transponder Operating Mode

COM 1 NAV1
•
TA ONLY—Traffic advisory mode is selected. 123.20 110.25
•
TA/RA—Traffic advisory and resolution advi- 131.27 DME IPHX
sory modes are selected. MEMORY-3 108.30
2 TCAS Control Side Identification ATC/TCAS ADF 1 1
1471 162.5
Indicates which TCAS display (MFD 1 or MFD 2) 1 TA/RA ANT
is being controlled through that RMU. To select 2
TCAS DSPY 1 or 2, place the yellow cursor box TCAS DSPY 1
on this field and press the 1/2 (cross-side RANGE: 6 3
transfer button). NORMAL 4
3 TCAS Range Display
Allows range selections of 6, 12, 20, and 40 NM.
TUNE
For airplanes equipped with TCAS software ver- SQ DIM 1/2 STO
sion 7.0, a range of 80 or 100 NM may also be
selected. ID PGE TST DME
4 TCAS Altitude Band Indication

NORMAL
• With the TA display set to AUTO, the opera-
tional TCAS altitude band will be from 1,200
ft below to 1,200 ft above the airplane.
• With the TA display set to MANUAL, the op-
erational TCAS altitude band will be from
2,700 ft below to 2,700 ft above the airplane.
ABOVE—The operational TCAS altitude band
will be −2,700 ft to +7,000 ft.
BELOW—The operational TCAS altitude band
will be −7,000 ft to +2,700 ft.
TA ONLY mode is used during single engine opera-

tions. The aircraft may not have sufficient perfor-
mance to comply with a climbing RA.
FIGURE 4-66.
RMU R ADIO PAGE ATC/TCAS WINDOW
EMBRAER LEGACY 650
RMU ATC/TCAS Control Page
1 INTRUDER ALTITUDE 1
ATC/TCAS CONTROL
REL (green)—Displays the relative altitude of INTRUDER ALTITUDE: REL
the intruder on the MFD.
TA DISPLAY: AUTO 2
FL (cyan)—Intruder’s altitude is displayed as its
flight level. After 20 seconds, this selection au-
tomatically reverts to REL.
FLIGHT ID: FSI001 3
2 TA DISPLAY
AUTO—Displays air traffic only when a TA or
RA condition exists.
FLIGHT LEVEL 1 22500 4
RETURN TO
MANUAL—Displays all traffic detected by the RADIOS 5
system.
3 FLIGHT ID
TUNE
SQ DIM 1/2 STO
Reflects the current flight’s call sign, and is dis-
played in white. The call sign is set using the ID PGE TST DME
tuning knob.
4 FLIGHT LEVEL 1 (or 2) FIGURE 4-67. RMU ATC/TCAS CONTROL PAGE
Displays the transponder-encoded altitude and

the air data source, either ADC 1 or ADC 2.
5 RETURN TO RADIOS
Press the associated line select button to return
the RMU display to the RADIO page.
TCAS TEST AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST OUT
The TCAS should be tested prior to engine start on the first flight of each day. To activate the TCAS self-test, press and hold the (ADS-B OUT)
TST button on the RMU with the cursor in the ATC/TCAS window. At the end of the test, the RMU shows a TCAS PASS message
and a “TCAS TEST PASS” aural warning will sound. If not tested, TCAS will still operate normally, and the test may also be per- For airplanes equipped with ADS-B Out, the airplane transponder transmits additional information, including its three-di-
formed inflight. mensional position and three-dimensional velocity. This information is received by the ATC and by other airplanes
equipped with ADS-B In capability.
11
TCAS INDICATIONS When the transponder is active, ADS-B Out is automatically enabled. The system can be turned off with the ON/OFF
switch located on the ATC/TCAS page of the RMU.
TCAS TEST RA NO BRG
3
Multifunction Display 8 ABV TA NO BRG
ADS-B Out does not affect the other transponder functions. Nor does it have any effect on the TCAS information that is
FL 6 broadcast or received.
1 Resolution Advisory—Indicated by a solid red
square. 9
12 7 RMU ATC/TCAS CONTROL PAGE
2
Traffic Advisory—Indicated by a solid amber
10
circle. 10 6 1 RMU INDICATIONS
3 05 ATC/TCAS CONTROL PAGE
Proximate Traffic—Represents any airplane 1 ADS-B ON/OFF
within 6.5 NM horizontally and 1,200 ft vertical-
5 2 INTRUDER ALTITUDE: REL
ly, but whose path is not predicted to penetrate 4 TA DISPLAY: AUTO 2 ADS-B status (while transponder is active)
the collision area. •
NORMAL (white)—GPS data is received.
4

Other Transponder Replying Traffic— 00 FLIGHT ID: FSI001
1 • FAIL (yellow)—No GPS data is received.
Indicates other airplanes with a transponder ADS–B ON/OFF: ON
within the specified range and 2,700 ft of verti- ADS–B STATUS: NORMAL • DGR (yellow)—GPS navigation parameters
cal separation. are degraded and do not meet ADS-B stan-
FLIGHT LEVEL 1 22500
2 dards for integrity or accuracy.
5 Out of Range Intruder—Indicates intruders that FIGURE 4-68. MULTIFUNCTION DISPLAY
RETURN TO
are out of the display range. RADIOS
6
Intruder’s Vertical Movement—Uses an arrow
to indicate if the intruder is climbing or descend-
ing in excess of 500 ft/min. PFD Indications TUNE
SQ DIM 1/2 STO
During a resolution advisory (RA), the VSI indicates the rec-
7
Intruder’s Altitude—Displays the intruder’s rel- ommended vertical speed to avoid a collision. Pilots should ID PGE TST DME FIGURE 4-70.
ative altitude in hundreds of ft (in normal mode). disconnect the autopilot, fly to the green range and avoid ADS-B INDICATIONS
A plus (+) sign indicates that the intruder is the red range of the VSI.
above the airplane, and a minus (−) sign indi- RMU RADIO PAGE
cates that it is below the airplane.
8 TCAS Mode—Indicates the current TCAS mode. 3 GREEN RANGE
9 TCAS Band—Indicates whether the selected al- COM 1

123.20
NAV1
110.25
titude band for TCAS is above or below.
2 2 131.27 DME IPHX
10 Intruder’s Altitude Mode—Indicates whether
108.30
1
MEMORY-3
the selected intruder’s altitude is relative or
ATC/TCAS ADF 1
flight level.
1471 162.5
11 No Bearing Advisories—Indicates flight data ANI
0 1000
ADS–B FAIL
for an intruder whose bearing cannot be deter- RED RANGE
mined.
1
2 SQ DIM 1/2 STO
TUNE
3 FIGURE 4-69.
VSI GUIDANCE—
ID PGE TST DME
RESOLUTION ADVISORY
RUNWAY AWARENESS AND ADVISORY SYSTEM Distance Remaining (landing or "F
ou "T
The runway awareness and advisories system (RAAS) is designed to help prevent runway incursions. Aural alerts and advisories
rejected takeoff) rT
ho hr
ee
"T
wo
"O
ne "Fiv
us Th Th Th e H
increase the flight crew’s situational awareness during taxiing and while preparing for takeoff and landing. Reports the airplane’s position relative to the an ou ou ou un
d s s sa dr
runway end. For airplanes that measure dis- Fe an an nd ed
et d d
The RAAS has four distinct sub-modes: tance in ft, these advisories are generated at Re Re Re Re Re
m m m m m
1,000-foot intervals, such as “4,000 FEET RE- ain ai
n ai
n
ai ain
ni
•
R AAS sub-mode-Provides messages related to the run- •
Altimeter monitor—Indicates any problems with the pres- MAINING.” For airplanes using the metric sys- ing in
g
in
g ng ing
" " " " "
way, based on the aircraft’s position. sure altitude system. tem, these advisories are generated at 300-me-
8000
7000
6000
5000
4000
3000
2000
1000
500
100
•
SAM (stabilized approach monitor)—Supplements flight •
Long landing monitor—Enhances awareness of the air- ter intervals, such as “900 METERS REMAIN-
crew awareness of unstabilized approaches. plane’s position relative to the runway end. ING.”
34
25
R
L
Not all airports/runways in the EGPWS terrain threat database are RAAS enabled. If an airport or runway is not RAAS enabled,
RAAS advisories will not occur. FIGURE 4-74. DISTANCE REMAINING—LANDING AND REJECTED TAKEOFF
RAAS AURAL ADVISORIES Insufficient Runway Length

(on ground)
Approaching Runway (on ground) Reports which runway the airplane is lined up
"On Runway Three Four Left, Two Thousand Feet Remaining"
Advises which runway is being approached with and that the runway length available for
8000
7000
6000
5000
4000
3000
2000
1000
during taxi operations. takeoff is less than the defined nominal take-
500
100
8000
7000
6000
5000
4000
3000
2000
1000
off runway length (3,100 ft). If the takeoff is
500
100
34
16
continued and the airplane reaches a ground
R
L
34
speed of 40 kt, the following indications are
16
R
L
"Approaching Three Four Left"
presented:
• Aural Message “CAUTION, SHORT

FIGURE 4-71. APPROACHING RUNWAY—ON GROUND
RUNWAY, SHORT RUNWAY.” FIGURE 4-75. INSUFFICIENT RUNWAY LENGTH—ON GROUND
• Master CAUTION will be illuminated.

• SHORT RUNWAY —Visual alert on the MFD.
On Runway • GND PROX —Visual alert on the PFD.
"On Runway Two Four"
Advises which runway the airplane is lined up
with.
24
6 Approaching Runway (in air)

Advises which runway the airplane is lined up with during approach.
FIGURE 4-72. ON RUNWAY—ON GROUND
8000
7000
6000
5000
4000
3000
2000
1000
500
100
"Approaching Two Five Right "
25
R
7
L
Runway End
Reports the airplane’s position relative to the
runway end. Useful in low-visibility conditions. "One Hundred Feet Remaining"
100
For airplanes that measure distance in ft, the

message is “100 FEET REMAINING.” For air- FIGURE 4-76.
27
APPROACHING RUNWAY—IN AIR

planes using the metric system, the message
is “30 METERS REMAINING.”
"Approaching Two Five Left"
25
R
7
L
FIGURE 4-73. RUNWAY END
EMBRAER LEGACY 650
Taxiway Takeoff
"Caution On Taxiway! On Taxiway!"
Reports taxi speeds greater than 40 kt or an (once ground speed exceeds 40 kts)
inadvertent takeoff on a taxiway. The following
indications are presented:
27
9
• Aural message “CAUTION, ON TAXIWAY!
ON TAXIWAY!”
• Master CAUTION will be illuminated. FIGURE 4-77. TAXIWAY TAKEOFF
• ON TAXIWAY —Visual alert on the MFD.

• GND PROX —Visual alert on the PFD.
Approaching Short Runway (in air)

Reports which runway the airplane is lined up with and that the available runway length for landing is less than the defined nominal
landing runway length (3,900 ft).
"Approaching Two Five Left,

Three Thousand Eight Hundred
25
L
R
7
Feet Available "
FIGURE 4-78. APPROACHING SHORT RUNWAY—IN AIR
Taxiway Landing
Reports an inadvertent landing on a taxiway. The following indications are presented:
• Aural message “CAUTION, TAXIWAY! CAUTION, TAXIWAY!”

• TAXIWAY —Visual alert on the MFD.
11
34L 16R
A9 A8 A7 A6 A5 A4 A3 A2 A1
A D1 A
D B
"Caution Taxiway!
D2 Caution Taxiway!"
D3
D4
29
G5 G G4 G3 G2 G1
G6
34R 16L FIGURE 4-79.

TAXIWAY LANDING
EMBRAER LEGACY 650
Stabilized Approach Monitor (SAM) Aural Advisories

The SAM sub-mode is designed to reduce landing risks and potential runway excursions by providing flight crew aware-
ness of unstabilized approaches.
The SAM has four distinct monitors:
• Landing flaps monitor

• Excessive approach angle monitor
• Excessive approach speed monitor
• Unstable approach monitor
Landing Flaps Monitor Excessive Approach Speed Monitor

The landing flaps monitor advisory alerts the flight crew of The excessive approach speed monitor advisory indicates
a possible unstabilized approach due to flaps not in landing a possible unstabilized approach due to excessive ap-
configuration at 800 ft AGL. The voice message is “FLAPS- proach speeds. The voice message consists of “TOO FAST,
FLAPS.” TOO FAST”, and is active when the airplane speed exceeds
VAP by 30 kt to 40 kt.
Excessive Approach Angle Monitor
If the approach angle to the destination runway becomes Unstable Approach Monitor
too steep (approximately 4° approach angle to the runway), The unstable approach monitor advisory indicates an un-
the excessive approach angle monitor advisory indicates a stabilized approach if any of the approach monitors are ac-
possible unstabilized approach. The voice message is tive below 450 ft. The following indications are presented:
“TOO HIGH, TOO HIGH.”
• Aural message “UNSTABLE, UNSTABLE.”
• UNSTABLE —Visual alert on the MFD.
Flaps–Flaps
800 ft
Too High–Too High
Too Fast–Too
Too Fast–Too Fast
Unstable–Unstable
450 ft
300 ft
5NM from the

destination runway
FIGURE 4-80. STABILIZED APPROACH MONITOR AUR AL MESSAGES
EMBRAER LEGACY 650
Long Landing Monitor Sub-Mode Aural Advisory

During a landing, the long landing monitor sub-mode advises the flight crew of their position when the airplane has not
touched down in the first 2,000 ft or 25% of runway length (whichever is lower) distance. The following indications are
presented:
• Aural message “LONG LANDING, LONG LANDING.” • LONG LANDING —Visual alert on the MFD.
• Master CAUTION will be illuminated. • GND PROX —Visual alert on the PFD.
Long Landing
FIGURE 4-81. LONG LANDING MONITOR
Altimeter Monitor Sub-Mode Aural Advisory

The altimeter monitor sub-mode informs the flight crew of an incorrect altimeter setting when operating below the transi-
tion altitude. The aural message consists of “ALTIMETER SETTING.”
Altimeter Setting
FIGURE 4-82. ALTIMETER MONITOR
EMBRAER LEGACY 650
CONTROLS AND INDICATORS
1 R AAS Button

PUSH IN—Deactivates RAAS functionality.
White stripe is illuminated
PUSH OUT—Activates RAAS functionality.
FIGURE 4-83. R AAS PANEL
EMBRAER LEGACY 650
CHARTS AND MAPS

GENERAL
An optional charts and maps function allows the flight crew to view electronic Jeppesen charts, navigation maps, and
graphical weather on the MFD displays.
CURSOR CONTROL DEVICE

To activate the charts and maps function, use the cursor control device (CCD) on the control pedestal. There is one CCD
for each MFD. The enhanced applications consist of the following:
• Charts—Approach charts, airport maps, standard instrument departures (SIDs), standard terminal arrival routes
(STARs), and noise abatement procedures.
•
Maps—FMS moving map with geopolitical boundaries along with weather displays.
•
Database configuration—Status and uploading of data for charts and maps.
• Display unit maintenance
1 2 3 4 5
CHART DISPL AYS JEPPESEN TERMINAL CHARTS
MAP DISPL AYS GR APHICAL WE ATHER ON MOVING MAP
6 VIDEO DISPL AYS VIDEO ON MFD
7 DATA DISPL AYS DATAPAGE PAGE
MAINT DISPLAYS MAINTENANCE PAGE
FIGURE 4-84. CURSOR CONTROL DEVICE FIGURE 4-85. MFD ENHANCED FUNCTIONS MENU OPTIONS
Cursor Control Device Panel

1 MAP Pushbutton—Calls up the MAP function To exit charts and maps mode and return to basic
on the MFD. MFD mode:
2 CHART Pushbutton—Calls up the CHART • Press any MFD bezel button or turn the range
function on the MFD. knob.
3 Joystick—Maneuvers the cursor on the MFD, • Select MFD on the CCD or via the charts and
and navigates through menu selection. maps menu.
4 MENU Pushbutton—Displays the MFD • TCAS and EGPWS popups will automatically
enhanced functions menu. cancel charts and maps mode.
5 MFD Pushbutton—Returns to the basic (classic)
MFD mode.
6 SET Knob—Zooms in or out on charts and
maps. Scrolls through menu or lists.
7 ENTER—Push the center of the button to select
functions or positions highlighted by the cursor.
EMBRAER LEGACY 650
CHARTS Scrolling
When the CHART button is pushed, the MFD displays When any part of a chart is not viewable, scroll bars permit
Jeppesen charts. vertical or lateral movement within the chart. Place the cur-
sor at the edge of the chart to make scroll bars appear, and
To select a chart, move the cursor to the airport pull down move the cursor away to make them disappear.
menu and press ENTER. If a flight plan is programmed in
the FMS, the origin, destination, and alternate airports will Pressing enter while the cursor is in a scroll bar shifts the
be listed. Other airports may be found using the search chart in that direction.
function.
Pan Function
Press enter to view a menu and press enter again to check
the box marked PAN. This allows the viewable chart area to
be moved using the CCD joystick.
Split Chart
An approach chart may be split in order to optimize view-
ing. When this mode is selected, the plan view remains at
the top of the screen and the bottom half can be selected
to display the header, profile, or minima.
FIGURE 4-86. CHART DROPDOWN MENU
Zooming
Once an airport is selected, the desired chart may be cho- Use the concentric knob on the CCD to control the zoom
sen from the chart menu button function. Each click of the knob enlarges or reduces the
chart by 25%.
MAPS
The map mode may be accessed through the CCD by either
selecting the MAP button on the CCD or by selecting it on
the charts and maps menu. Items displayed through the
map function are:
• Airports
• Uplinked graphical weather
• Geopolitical boundaries
• Graphical representation of the active flight plan
• Navigational aids (NAVAIDS)
• Airways
• Airspace
The flight crew can choose from two display modes:
• North-up
• Heading-up
FIGURE 4-87. CHART SELECTION
Grayed-out buttons are not available for selection. Blue-

colored buttons are enabled and available for selection.
EMBRAER LEGACY 650
FMS Flight Plan Data Geopolitical

Based on information from the FMS, the map displays all The map function allows the flight crew to see the geo-
the waypoints, NAVAIDS, airports, and symbols needed to graphical location of the airplane. Using the FMS naviga-
depict the flight plan. tion database, the map displays the boundaries of coun-
tries, states, and coastlines.
Uplink Weather Display

Graphical displays of weather are based on information re-
ceived from a ground station over datalink. The uplinked
weather products include RADAR, satellite weather, and
winds aloft at specific altitudes.
Map Acft Up Prev Next

Data Ctr Wx North KPHX BANYO Map
FMS2
N 25.0nm
BANYO
XM WX
Winds
1500z
FL180
KLAS
KIGM
KPHX
500
FIGURE 4-88. MAP FLIGHT IN HEADING-UP MODE
Airplane Symbol Winds (kt)

The airplane symbol shows the position of the airplane in 40- 64
65- 89
relation to true North and the active flight plan. 90- 114
115- 139
140+
When the map is in heading-up mode, the airplane symbol
is always centered and straight up. The rest of the map is
FIGURE 4-89. MAP DISPLAY WITH WEATHER
oriented to the heading of the aircraft. If the map is scrolled
so that the aircraft is not centered, the map enters fixed
mode and is oriented to the last heading the aircraft had
prior to scrolling off center.
In north-up mode, the map is fixed to 360° and the orienta-

tion of the airplane symbol will vary.
When the airplane symbol goes off the map, it is displayed

in magenta and placed on the edge of the map.
To toggle between north-up and heading-up modes, use

the cursor to highlight NORTH or HDG and press enter.
EMBRAER LEGACY 650
EICAS MESSAGES
TYPE MESSAGE ME ANING TYPE MESSAGE ME ANING
Airplane is not in takeoff configu- Active transponder is failed or on

NO TAKEOFF CONFIG CAUTION CHECK XPDR
ration. standby mode.
Associated SPS computer channel Mismatch of any of the configura-

SPS 1 (2) INOP
has failed or AOA vane failed. tions stored in the IM–600 mod-
CONFIG MISMATCH
ules except those considered in
Both SPS computer channels have the CHK IC CONFIG logic.
WARNING
failed or both AOA vanes have
SPS 1-2 INOP
failed or stick pusher has failed or Associated DAU channel B has
DAU 1 (2) B FAIL
is cutout. failed.
One GPWS envelope, associated Associated DAU has been com-

GPWS to Modes 1 to 4, has been pene- DAU 1 (2) REVERSION manded to operate with channel B
trated. mode.
N1, N2, ITT engine parameters ADVISORY CMC FAIL CMC has failed.
DAU 1-2 ENG MISCOMP read from both engines are not
matching. A failure in the configuration mod-
IC 1 (2) CONFIG FAIL
ule of the IC has been detected.
Systems parameters for system
DAU 1-2 SYS MISCOMP pages generation are not match- DU 1 (2, 3, 4, 5) FAN FAIL Associated display fan has failed.
ing.
Associated display unit tempera-
DU 1 (2, 3, 4, 5) OVHT
Discrete signals for warning ture is too high.
messages generation read from
DAU 1-2 WRN MISCOMP IC 1 (2) FAN FAIL Associated IC fan has failed.
the many systems are not
matching.
SPS actuation angle is advanced
SPS/ICE SPEEDS (*)
Associated DAU channel A has for flaps 9°, 22° and 45°.
DAU 1 (2) A FAIL
failed.
NOTE: (*) Advisory SPS/ICE SPEEDS messages are inhibited for the first 5 min-
Associated temperature of the IC- utes after takeoff.
IC 1 (2) OVERHEAT
600 is too high.
A failure in the Interconnection

IC BUS FAIL
Bus has been detected.
ICs/Weight–On–Wheels interface
IC 1 (2) WOW INOP
not working properly.
A miscomparison on the associat-

CHECK PFD 1 (2)
ed PFD bus has been detected.
CHECK IC 1 (2) SW Updating error on IC-600.
CAUTION Configuration module mismatch

CHK IC CONFIG (airplane model, engine type, LR
version, and units).
Both AWU channels are inopera-

AURAL WARN FAIL
tive
Stick shaker and pusher actuation

is set to a higher speeds due to:
• Flap signal disagreement
• Failure in at least one SPS
channel.
SPS ADVANCED
• IRS/AHRS or ADC parameters
disagree.
• Air/Ground signs disagree.
• Landing gear down and locked
indications disagree.
Stick pusher actuator has been

STICK PUSHER FAIL
commanded but has not moved.
GPWS monitor has detected an in-

GPWS INOP
ternal failure.
TERR INOP Terrain mode is not available.
Windshear detection and escape

WINDSHEAR INOP FIGURE 4-90.
guidance system is inoperative.
CREW AWARENESS CAS MESSAGES
lectrical
hapter 5 Electrical
igure Title
age Figure
itle Page
hapter 5 .............................................
lectrical
ELECTRICAL
TABLE OF CONTENTS
Introduction................................................................ELE-100
Components ...............................................................ELE-100
Electrical Power Sources.......................................ELE-100
Electrical Buses......................................................ELE-102
Circuit Breaker Panel..............................................ELE-104
Electrical Distribution Logic (EDL).........................ELE-105
Controls and Indications...........................................ELE-106
Electrical Control Panel..........................................ELE-106
Multifunction Display (MFD)................................... ELE-107
Normal Operations.....................................................ELE-108
Internal Safety Inspection......................................ELE-108
GPU Power..............................................................ELE-109
APU Start................................................................ELE-109
EDL Configuration for
Normal and Abnormal Operations............................ ELE-110
Batteries Only, On The Ground............................... ELE-110
During APU Start.................................................... ELE-110
Generator 1 Failed with APU On..............................ELE-111
Electrical Emergency...............................................ELE-111
Limitations.................................................................. ELE-112
EICAS Messages........................................................ ELE-112
F O R T R A I N I N G P U R P O S E S O N LY ELE-99
EMBRAER LEGACY 650
INTRODUCTION
Integrated into every system in the Legacy 650, the electrical system supplies DC power and AC power for both normal
and emergency operations. Many systems on this aircraft rely on electrical power—such as the flaps—rather than other
power sources.
Because the electrical system is so essential to aircraft operation, there are many redundancies built into the system.
There are, for example, five independent generators, two main batteries, a backup battery, and separate left and right DC
electrical networks.
The electrical distribution logic (EDL) manages the system, helping to reduce pilots’ workload by handling duties such as
load shedding during normal, abnormal, and emergency operations.
Status information for the electrical system is provided on the MFD, and EICAS messages alert the crew when electrical
system failures occur.
COMPONENTS
ELECTRICAL POWER SOURCES
The DC power system is the primary source of electrical power. It supplies 28 V DC for all airplane loads and also re-
charges the batteries.
The DC power system includes:
• Four engine driven generators (28 V DC/400 A). NO. 4 GENERATOR

NO. 2 GENERATOR APU GENERATOR
• One APU starter-generator (28 V DC/400 A).
• Two nickel-cadmium batteries (24 V DC/44 Ah/1-hour
rate).
• One lead-acid backup battery (24 V DC/5 Ah/10-hour
rate).
• External power source.
NO. 3 GENERATOR
NO. 1 GENERATOR
GCU 2 GCU 4
BACKUP
BATTERY
RIGHT HAND POWER

DISTRIBUTION BOX
APU
GCU
LEFT HAND POWER

DISTRIBUTION BOX
STATIC
INVERTOR
MAIN
BATTERY
GCU 1 GCU 3
FIGURE 5-1.
DC SYSTEM COMPONENTS
ELE-100 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
Engine Driven Generators Backup Battery

The four engine-driven brushless generators are the main The sealed lead-acid backup battery provides stabilized
source of DC electrical power. Two generators are installed power to operate the GCU’s protective function—even at
on each engine accessory gearbox. very low voltage. The backup battery is located in the nose
wheel well, and its charge can be tested by the mainte-
• Generators 1 and 3 are installed on Engine 1 (left). nance crew.
• Generators 2 and 4 are installed on Engine 2 (right).
External Power Source
Each generator is automatically controlled and protected The ground power unit (GPU) is connected to the airplane
by a dedicated Generator Control Unit (GCU). The genera- through an external receptacle on the left side of the nose.
tors come on line when engine speed stabilizes above The GPU supplies 28 V DC to the load buses for ground
56.4% N2. operation.
When the GPU is energized and ready to supply power, GPU

APU Starter-Generator AVAIL illuminates in the GPU button on the overhead panel
An alternate source of electrical power, the APU-driven as well as above the GPU receptacle. Press the GPU button
starter-generator can supply DC power during ground op- to feed external power to the load buses. When the external
eration or in flight. It is controlled and protected by a dedi- power comes on line, the GPU AVAIL light extinguishes and
cated GCU. a white stripe in the button illuminates.
• Three electrical sources may be used for an APU start: To protect the system from incorrect GPU voltage, an over-
a ground power unit, Battery 2, or Battery 2 assisted by voltage circuit isolates the GPU from the airplane’s electri-
the main generators. cal buses. External power inverse polarity protection is
• Battery 1 cannot be used for APU starting. also provided. To reset the system, release the GPU button
and then press it again. If the GPU overvoltage persists,
° Battery 1 is isolated during APU start to provide a external power will be cut off.
stable power source for important avionics equip-
ment, as this equipment is sensitive to the voltage
fluctuations that occur during APU starts.
MEMORY ITEM
• During the starting cycle, the APU starting contactor
(ASC) is closed, allowing the APU starter-generator to
Battery Overtemp.............Associated Battery OFF
operate as a starter. After the APU start, the ASC
opens.
• At 95% RPM plus seven seconds, the APU starter-gen-
erator is able to supply electrical power. At this point,
the APU line contactor (ALC) is closed, connecting the
APU starter-generator to the load buses.
Main Batteries
The two main batteries can supply essential loads if there
is an in-flight failure of all engine driven generators and the
APU is not available.
Airborne, fully charged batteries can supply at least 40

minutes of power.
The batteries are located in a compartment on the left side

of the airplane nose section. To prevent overheating, the
batteries are ventilated by forced airflow. If the battery in-
ternal temperature rises above 70°C, a warning message
displays on the EICAS and pilots should select the associ-
ated battery OFF.
FIGURE 5-2. MAIN BATTERY
EMBRAER LEGACY 650
ELECTRICAL BUSES
The components requiring electricity are divided into load buses depending on their importance. The lists below include
some of the items on selected buses. For a complete list, see AOM 2-05-20.
Hot Buses
(Hot Bus 1, Hot Bus 2, Backup Hot Bus)
Hot buses are always powered from their dedicated batteries. Items that may need to be used without the aircraft pow-
ered are located on the hot buses.
• Main batteries hot buses • Backup hot bus

° Main door control ° Generator Control Units (GCUs)
° Pressure refueling ° Electrical Distribution Logic (EDL)
° Emergency locator transmitter (ELT) ° Integrated Standby Instrument System (ISIS)
° Engine fire extinguishing bottles
° Hydraulic shutoff valves
° Fuel shutoff valves
° Courtesy/stairs lights
GEN GEN APU GEN GEN

1 3 GEN 2 4
GENERATOR LINE GENERATOR LINE APU STARTING APU LINE GENERATOR LINE GENERATOR LINE
CONTACTOR 1 CONTACTOR 3 CONTACTOR CONTACTOR CONTACTOR 2 CONTACTOR 4
(GLC 1) (GLC 3) (ASC) (ALC) (GLC 2) (GLC 4)
DC BUS 1 CENTRAL DC BUS DC BUS 2
BUS TIE BUS TIE
DC B1 CONTACTOR 1 GROUND POWER CONTACTOR 2 DC B2
FUSE (BTC 1) CONTACTOR 1 (BTC 2) FUSE
(GPC)
BATT 1 BATT
CONT 1 2 CONT 2
(BC 1) 3 (BC 2)
BATTERY
HB 1A CONTACTOR 2 HB 2A
FUSE GND SERVICE (BC 2) FUSE
HOT BUS 1
BUS SWITCH HOT BUS 2
HB 1B HB 1C GND SERVICE BUS HB 2B
SHED BUS FUSE FUSE FUSE SHED BUS
CONTACTOR 1 CONTACTOR 2
(SBC 1) (SBC 2)
BATTERY BATTERY
1 2
BACKUP ESSENTIAL BUS BACKUP HOT BUS
ESSENTIAL BUS ESSENTIAL BUS

CONTACTOR 1 CONTACTOR 2
(EBC 1) BACKUP (EBC 2)
BACKUP BUS BACKUP BUS BATTERY
RELAY 1 RELAY 2
(BBR 1) (BBR 2)
BACKUP BUS 1 BACKUP BUS 2

ESS DC B1
FUSE
SHED DC BUS 1 ESSENTIAL DC BUS 1 ESSENTIAL DC BUS 2 SHED DC BUS 2
ESSENTIAL
INTERCONNECTION
CONTACTOR (EIC)
FIGURE 5 -3. ELECTRICAL SCHEMATIC
EMBRAER LEGACY 650
Essential DC Buses Shed Buses (Shed Bus 1, Shed Bus 2)

(Essential DC Bus 1, Essential DC Bus 2) The shed buses supply power to convenience items, and
The items on the essential buses are considered to be es- are the first buses to be dropped when operating with few-
sential for safe flight. Therefore, if there is a loss of all gener generators.
erators, the essential buses will remain powered by the bat-
teries. •
Shed buses
° Nosewheel landing and taxi lights
•
Essential buses
° Recirculation fan
° EICAS
° Windshield heat #2
° Radio Management Units (RMUs) #1 and #2
° Coffee maker
° Communication and navigation radios #1
° Cabin entertainment
° Inertial Reference System (IRS) #1
° Engine starting
Central DC Bus
° Fire detection There is no equipment on the central DC bus. Instead, the
° Landing gear primary function of the central DC bus is to connect the
APU generator or GPU to the load buses through the Bus
° Fuel pumps Tie Contactors (BTCs). It also provides bus interconnec-
° IC-600 #1 tions when the generators fail or engines are shut down.
Backup Buses
DC Buses (DC Bus 1, DC Bus 2) (Backup Essential Bus, Backup Bus 1,
The DC buses supply power to non-essential equipment Backup Bus 2)
that is helpful for situational awareness and safe flight. If
all generators are lost in flight, the DC buses are automati- Items on the backup buses use one of the other buses in
cally de-energized by the EDL to increase battery duration. the system as their primary source of power. The purpose
of backup buses is to provide backup power for sensitive
•
DC buses avionics requiring a stable power supply.
° PFDs and MFDs •
Backup buses
° Pressurization ° IRS
° Autopilot ° Data Acquisition Units (DAUs)
° Flight Management System (FMS) ° EICAS
° Radar ° IC-600 #1
° Lavatory
° IC–600 #2 Ground Service Bus
The ground service bus provides electrical power to the
lights needed for cleaning, servicing, and maintenance of
the aircraft without needing to enter the cockpit or ener-
gize the electrical system.
To energize the ground service bus, connect the GPU to the

external power receptacle. When no other source is supply-
ing power to the aircraft, and the GPU button is NOT se-
lected, the ground service bus will be powered.
EMBRAER LEGACY 650
CIRCUIT BREAKER PANEL

The overhead circuit breaker panel is divided into areas associated with the different electrical system buses. On each
panel, horizontal rows are identified alphabetically and the columns are identified by numbers.
SHED DC J SHED DC BCK

BUS 1 BUS 2 HOT BUS
DC BUS 2 DC BUS 2
ESSENTIAL DC BUS 2 ESSENTIAL DC BUS 2
A
HOT BUS 1 HOT BUS 2
1 34
FIGURE 5-4. CIRCUIT BREAKER PANEL CONFIGUR ATION
FIGURE 5-5. CIRCUIT BREAKER PANEL
EMBRAER LEGACY 650
ELECTRICAL DISTRIBUTION LOGIC (EDL)

The EDL is the brains of the electrical system. In normal increased protection from electrical failures that could
conditions the EDL provides system protection, and in elec- otherwise affect the entire system.
trical failure conditions it performs load shedding. It has
the capability to operate in different configurations to The APU generator is normally included on the right net-
adapt to many different situations. work, but it can replace any inoperative generator, even
those in the left network. If generator 1 or 3 fails, the EDL
In normal operation, the electrical system is split into two automatically configures the bus ties to allow the APU to
isolated networks. The separate networks provide join the left network.
GEN GEN APU GEN GEN

1 3 GEN 2 4
GLC 1 GLC 3 ASC ALC GLC 2 GLC 4

BTC 1 BTC 1 BTC 2
DC B1 DC B2
FUSE FUSE
GPC
1
BC 1 2 BC 2
3
HB 1A HB 2A
FUSE BC 2 FUSE
HOT BUS 1 HOT BUS 2

HB 1B HB 1C GND SERVICE BUS HB 2B
FUSE FUSE FUSE
SBC 1 SBC 2
BATTERY BATTERY
1 2
EBC 1 EBC 2
BACKUP
BATTERY
BBR 1 BBR 2

ESS DC B1 EIC EIC
FUSE
FIGURE 5-6. ELECTRICAL SCHEMATIC—EDL NETWORKS
The EDL will configure the electrical system based on the number of operating generators as well as the air/ground signal,
according to the following table:
CONDITION RESULT
All buses are powered.
EXTERNAL POWER SELECTED ON
Battery contactors and generator line contactors are open, and the GPU has priority.
All buses are energized.
4 OR 5 GENER ATORS ON
The two networks are isolated.
All buses are energized.
3 GENER ATORS ON
All buses are connected in one network
Shed buses are deenergized.
1 OR 2 GENER ATORS ON All buses are connected in one network
* Shed buses can be used with knob set to OVRD on ground only.
In flight—The batteries supply essential buses for approximately 40 min.
LOSS OF ALL GENER ATORS
On the ground—The batteries supply both essential and DC buses. Due to the increased load, battery duration is only 15 min.
FIGURE 5-7. EDL CONFIGUR ATION
EMBRAER LEGACY 650
CONTROLS AND INDICATIONS

ELECTRICAL CONTROL PANEL
The Legacy 650 follows the dark cockpit philosophy. In normal flight, the electrical panel buttons should be dark. With the
exception of the GPU, all buttons should be pressed in during normal flight, and pressing the button out will cause a white
stripe to be illuminated inside the button. The GPU button is dark when pressed out because this is the normal inflight
position.
1
2
8
4 7
5 6
FIGURE 5-8. ELECTRICAL CONTROL PANEL
1 GEN buttons 3 BATT 1 and BATT 2 knobs

(GEN 1, GEN 2, GEN 3, GEN 4, APU GEN)
•
AUTO—Battery contactors are connected
• Normally pressed in, each generator is and controlled by the EDL.
connected to its respective DC bus.
•
OFF—Battery contactors are open, discon-
2 GPU button necting batteries from the electrical system.
• GPU AVAIL illuminates in the button when the 4 BUS TIES knob
GPU is plugged in but not selected.
•
OFF—Opens the BTCs and essential inter-
• When the button is pressed, the Ground Pow- connection contactor (EIC).
er Contactor (GPC) closes and external pow-
• AUTO—Opens and closes the bus ties be-
er feeds the load buses. GPU AVAIL extin-
tween DC buses and central DC bus accord-
guishes and a striped bar illuminates inside
ing to the EDL logic.
the button.
• OVRD—Closes the bus ties between DC bus-
es and central DC bus.
EMBRAER LEGACY 650
MULTIFUNCTION DISPLAY (MFD)

5 BACKUP battery button The electrical page on the MFD displays the voltage and
• Normally pressed in, the backup battery is current of the generators as well as GPU voltage.
connected to the electrical system.
During normal operation, the generator voltage and amper-
• Release the button to disconnect the backup age digits are green and boxes are white. They are amber
battery from the electrical system. This re- when the bus is not connected to the system, or when the
moves power from the backup essential bus- current exceeds 400 amps. The APU and generator dis-
es and prevents the backup battery from plays are removed when they are OFF or not connected.
charging. Temperature indications come from temperature sensors
installed in each battery, and turn red at 71°C.
6 AVIONICS MASTER buttons
• Press to provide power to the navigation and GEN1 GEN3 APU GPU GEN2 GEN4
28.5 V 28.5 28.5 V 0.0 V 28.5 V 28.5
communication equipment. 80 A 80 80 A 85 A 85
• During APU start and prior to aircraft shut- 28.5 V 28.5 V
down, avionics masters should be discon- ESS1
14 °C
BATT1
14 °C
BATT2 ESS2
nected to avoid voltage spikes.
ECS M/P
7 SHED BUSES knob RTN T/O A/I FUEL HYD ELEC RNG
• OFF—Deenergizes the shed buses.

• AUTO—Enables EDL control of the shed bus-
es.
• OVRD—Overrides EDL to send power to the FIGURE 5-9. ELECTRICAL PAGE ON MFD
shed buses, but only if the airplane is on the
ground with at least one generator operating.
8 ESSENTIAL POWER button

• Normal position is pushed OUT, enabling EDL
control of the electrical system.
• Press the button in to override the EDL and
connect only the essential buses directly to
the main batteries.
• Operable during any configuration, whether
power is applied to the aircraft or not, and be-
gins a discharge of the batteries.
FIGURE 5-10.
GPU AVAIL INSCRIPTION
EMBRAER LEGACY 650
NORMAL OPERATIONS
INTERNAL SAFETY INSPECTION
Before applying power to the aircraft, the electrical panel should be checked as part of the internal safety inspection.
Normal switch positions will be:
• Generator and APU generator buttons pushed in

• GPU button pushed out
• Batteries OFF
• Essential Power button pushed out
• Bus ties and Shed Buses AUTO
• Backup button pressed in
• Avionics masters pushed out
FIGURE 5-11.
ELECTRICAL PANEL—COLD DARK COCKPIT
FIGURE 5-12. ELECTRICAL PAGE ON MFD
EMBRAER LEGACY 650
GPU POWER
When a GPU is plugged into the aircraft, the GPU AVAIL inscription will illuminate inside the GPU button. Before connecting
the GPU, its voltage should be checked on the MFD electrical page to verify GPU voltage is 28V (−2V, +1V ). When discon-
necting the GPU from the aircraft, first make sure to deselect the GPU by pressing the button on the overhead panel before
the GPU is unplugged. This will prevent power interruptions.
GEN GEN APU GEN GEN

1 3 GEN 2 4

GPU Energizing the BTC 1 BTC 2
Electrical System DC BUS 1 CENTRAL DC BUS DC BUS 2
DC B1 DC B2
While the GPU is energizing the air- FUSE GPC FUSE
BC 1 BC 2
plane, it has priority over any battery 1
2
or generator. The GPU cannot charge HB 1A 3 HB 2A
FUSE FUSE
the batteries, as the generators and
HOT BUS 1 HOT BUS 2
the batteries cannot operate in paral- HB 1B HB 1C BC 2
lel with the GPU. SBC 1 FUSE FUSE GND
SBC 2
SERVICE
BATTERY BUS BATTERY
1 2
GPU EBC 1 EBC 2

AVAIL BACKUP
BATTERY
BBR 1 BBR 2
FIGURE 5-13. GPU AVAIL INSCRIPTION ESS DC B1 EIC

FUSE
FIGURE 5-14. ELECTRICAL SCHEMATIC—GPU POWER
APU START
To start the APU, battery 2 must have a minimum voltage of 23.5V. If a
GPU is not available, it is important to start the APU quickly after the bat-
teries are turned on. To check the battery voltage on the MFD, select
AVIONICS MASTER 1 or 2 to ON, but be sure to turn them back off again
before starting the APU.
If battery voltage is below 19 V it must be replaced. If battery voltage is

below 24 V report to the maintenance personnel or recharge the affected
battery by using the APU generator. In case of recharging, it is recom-
mended that battery 1 be turned OFF before APU start. After APU start
wait 3 minutes then select battery 1 to AUTO. This protects the APU
generator from an overload condition caused by recharging both batter-
ies simultaneously. The minimum time for battery recharging is 30 min-
utes.
When the APU is used as the sole power source on the ground, the Shed
Bus OVRD knob should be set to OVRD to provide power to the Shed
Buses. After Engines are started, select the Shed bus OVRD knob to
AUTO.
FIGURE 5-15.
ELECTRICAL PANEL—APU START
EMBRAER LEGACY 650
EDL CONFIGURATION FOR NORMAL AND ABNORMAL

OPERATIONS
BATTERIES ONLY, ON THE GROUND
GEN GEN APU GEN GEN
1 3 GEN 2 4

BTC 1 BTC 2
DC B1 DC B2
FUSE GPC FUSE
BC 1 BC 2
1
2
HB 1A 3 HB 2A
FUSE FUSE
HOT BUS 1 HOT BUS 2
HB 1B HB 1C BC 2
SBC 1 FUSE FUSE SBC 2
GND
SERVICE
BATTERY BUS BATTERY
1 2
EBC 1 EBC 2
BACKUP
BBR 1 BBR 2 BATTERY
ESS DC B1 EIC
FUSE
FIGURE 5-16. ELECTRICAL SCHEMATIC—BATTERIES ON GROUND
DURING APU START

When power is being applied to the APU, GEN
1
GEN
3
APU
GEN
GEN
2
GEN
4
Battery Contactor 1 will open, isolating

Battery 1—along with Hot Bus 1 and the GLC 1 GLC 3 ASC ALC GLC 2 GLC 4
backup buses. This isolation prevents any BTC 1 BTC 2
exposure to voltage spikes during the APU DC BUS 1 CENTRAL DC BUS DC BUS 2
DC B1 DC B2
start and allows Battery 1 to provide a stable FUSE GPC FUSE
BC 1 BC 2
power source to the avionics located on the 1
2
backup buses. HB 1A 3 HB 2A
FUSE FUSE
HOT BUS 1 HOT BUS 2
HB 1B HB 1C BC 2
SBC 1 FUSE FUSE GND
SBC 2
SERVICE
BATTERY BUS BATTERY
1 2
EBC 1 EBC 2
BACKUP
BATTERY
BBR 1 BBR 2
ESS DC B1 EIC
FUSE
FIGURE 5-17. ELECTRICAL SCHEMATIC—APU START
EMBRAER LEGACY 650
GENERATOR 1 FAILED WITH APU ON

If a generator failure occurs and a
GEN
1
GEN
3
APU
GEN
GEN
2
GEN
4 generator line contactor or APU line
contactor opens, one reset may be
GLC 1 GLC 3 ASC ALC GLC 2 GLC 4 attempted. To reset, release the as-
BTC 2
BTC 1 sociated generator control button
and then press it again, as directed
DC B1 DC B2
FUSE GPC FUSE by the QRH. Only one reset may be
BC 1 BC 2
1
2
attempted.
HB 1A 3 HB 2A
FUSE FUSE
HOT BUS 1 HOT BUS 2
HB 1B HB 1C BC 2
SBC 1 FUSE FUSE SBC 2
GND
SERVICE
BATTERY BUS BATTERY
1 2
EBC 1 EBC 2
BACKUP
BBR 1 BBR 2 BATTERY
ESS DC B1 EIC
FUSE
The loss of all generators is called an
FIGURE 5-18. ELECTRICAL SCHEMATIC—GENER ATOR FAILURE
electrical emergency
ELECTRICAL EMERGENCY
GEN GEN APU GEN GEN
• When fully charged, the duration of the 1 3 GEN 2 4
main batteries is 40 minutes. This in-

cludes three APU start attempts. GLC 1 GLC 3 ASC ALC GLC 2 GLC 4
BTC 1 BTC 2
• If in flight, the EDL disconnects the shed DC BUS 1 CENTRAL DC BUS DC BUS 2
buses and DC buses. DC B1 DC B2

FUSE GPC FUSE
BC 1 BC 2
° On the ground, the DC buses are not 1
2
disconnected, which reduces battery HB 1A
FUSE
3 HB 2A
FUSE
duration to just 15 minutes. HOT BUS 1 HOT BUS 2
• To ensure that the emergency load shed- SBC 1

HB 1B
FUSE
HB 1C
FUSE
BC 2
SBC 2
ding has occurred, pressing the ESSEN- BATTERY
GND
SERVICE
BATTERY
BUS
TIAL POWER button will ensure that the 1 2
batteries have a full 40 minutes of power. BACKUP ESSENTIAL BUS BACKUP HOT BUS
EBC 1 EBC 2
• Using power from the backup battery, BACKUP
the integrated standby instrument sys- BBR 1 BBR 2 BATTERY
tem (ISIS) will provide flight information

for 240 minutes. BACKUP BUS 1 BACKUP BUS 2
• For navigation, use the navigation page SHED DC BUS 1 ESSENTIAL DC BUS 1 ESSENTIAL DC BUS 2 SHED DC BUS 2
ESS DC B1 EIC
on RMU 1. To tune the radios, use cross FUSE
side tuning of COM 1 and NAV 1 on RMU FIGURE 5-19. ELECTRICAL SCHEMATIC—ELECTRICAL EMERGENCY
2. COM 2, NAV 2, and DME are not pow-
ered during an electrical emergency.
EMBRAER LEGACY 650
LIMITATIONS
ELECTRICAL LIMITATIONS
EICAS MESSAGES
Associated battery temperature is

Maximum load on main generator ...............400 A BATT 1 (2) OVTEMP
above 70°C.
WARNING
Maximum load on APU generator: ELEC ESS XFR FAIL
Automatic transfer to electrical
emergency condition has failed.
Up to 30,000 ft .....................................400 A Associated generator current is
GEN 1 (2, 3, 4) OVLD
above 400 A.
Above 30,000 ft ....................................300 A Associated generator is discon-
nected from the electrical network
Maximum battery temperature ........ 70°C (158°F) GEN 1 (2, 3, 4) OFF BUS after engine stabilization due to
generator channel failure or but-
ton is released.
APU generator current is above

APU GEN OVLD
400 A.
APU generator is disconnected

from electrical network, due to
open ALC, with APU RPM above
APU GEN OFF BUS
95% plus seven seconds. This is
caused by generator channel
failure or button is released.
APU Starting Contactor (ASC) or

CAUTION APU CNTOR CLSD Line Contactor (ALC) is inadver-
tently closed.
Associated DC Bus is deener-

DC BUS 1 (2) OFF
gized.
Associated Essential Bus is

ESS BUS 1 (2) OFF
deenergized
Associated Shed Bus is

SHED BUS 1 (2) OFF
deenergized.
Associated battery is disconnect-

BATT 1 (2) OFF BUS
ed from the electrical network.
Backup battery is disconnected

BKUP BATT OFF BUS
from the electrical network.
Improper transfer to electrical

ELEC EMERG ABNORM emergency condition has oc-
curred.
Associated generator bearing has

ADVISORY GEN 1 (2, 3, 4) BRG FAIL
failed.
FIGURE 5-20. ELECTRICAL CAS MESSAGES
ghting
hapter 6 Lighting
igure Title
age Figure
itle Page
hapter 6 .............................................
ighting
LIGHTING
TABLE OF CONTENTS
Introduction................................................................ LTS-114
Components................................................................ LTS-115
Cockpit Lighting...................................................... LTS-115
Passenger Cabin Lighting...................................... LTS-117
External Lighting..................................................... LTS-118
Service Compartments Lighting............................ LTS-121
Baggage Compartment Lighting............................ LTS-121
Emergency Lighting................................................LTS-122
EICAS Messages........................................................LTS-124
F O R T R A I N I N G P U R P O S E S O N LY LTS-113
EMBRAER LEGACY 650
INTRODUCTION
By illuminating both the inside and outside of the airplane, the lighting system assures that the aircraft is operated safely.
The types of lighting include:
•
Cockpit lighting—Dome, chart, fluorescent/flood, • Baggage and service lighting—Illuminates the bag-
and reading lights. gage and service compartments.
• Passenger cabin lighting—Upward and downward •
Emergency lights—Lighting inside and outside the
fluorescent lights in the left and right valance pan- airplane for safe evacuation under emergency
els, reading lights, lavatory lights, and galley lights. conditions.
•
External lighting—Navigation, anti-collision (strobe
and red beacon), landing, taxi, inspection, and logo
lights.
For light switches on the overhead panel, the

up position is ON. Down is OFF.
PILOT'S OBSERVER
READING READING
LIGHT COPILOT'S LIGHT
READING
DOME LIGHT DOME
LIGHT LIGHT
LTS-114 F O R T R A I N I N G P U R P O S E S O N LY
FIGURE 6-1.
COCKPIT LIGHTING LOCATIONS
EMBRAER LEGACY 650
COMPONENTS
COCKPIT LIGHTING
Dome Lights
Two dome lights illuminate the cockpit, one above the pi- Another way to turn on the dome lights is with the entry
lot’s seat and the other above the copilot’s seat. A DOME lights control switch. This is only possible when the air-
ON/OFF switch is located on the overhead panel. plane is deenergized and the DOME switch is set to the ON
position.
FIGURE 6-2. DOME LIGHTS FIGURE 6-3. ENTRY LIGHTS CONTROL SWITCH
FIGURE 6-4. LIGHTING CONTROL PANELS
EMBRAER LEGACY 650
Reading Lights Chart Lights

The cockpit includes three reading lights, one each for the Chart lights illuminate the chart holders at the pilot’s and
pilot, copilot, and observer. Rotate the inner bezel of the copilot’s control wheels. When the chart holder assembly
control knob to adjust the light intensity from off to full is lifted, these lights illuminate automatically.
bright. Rotate the outer bezel to adjust the beam to a wide
or narrow light pattern. Display Lighting
Depending on pilot preference, the displays can be adjust-
ed to dim or bright. The captain’s knobs control the left-
side PFD and MFD. The copilot’s knobs control the right-
side PFD and MFD as well as the EICAS.
Fluorescent Flood/Storm Lights

When ambient lighting becomes intense, as may occur
with lightning flashes, the flood/storm lights provide light-
ing needed for reading the instruments. These lights are
located under the glareshield panel.
Panel Lights
Control knobs allow each pilot to adjust the brightness of
FIGURE 6-5. READING LIGHT
the panel lighting on his or her side. The pilot’s knobs con-
trol the left-side panel as well as the center panel and the
In addition, other knobs on the glareshield allow pilots to control pedestal. The copilot’s knobs control the right-side
select the light intensity for chart holders, flood lights, dis- panel and the observer panel.
plays, and control panels.
Overhead panel lights are controlled by a knob on the over-
head panel. This panel also contains a test switch which
allows checking the striped bars and inscriptions in the
pushbuttons.
During a test, some lights do not illuminate. Fire handles,

APU and baggage fire extinguish buttons, gust lock lights,
LEFT SIDE
GPU avail annunciator, and pressurization control buttons
are not tested.
RIGHT SIDE
FIGURE 6-6. GLARESHIELD LIGHTS CONTROL PANELS
FIGURE 6-7. EMERGENCY AND OVERHEAD LIGHTS PANEL
EMBRAER LEGACY 650
PASSENGER CABIN LIGHTING

General Passenger Cabin Lighting Passenger Cabin Signs
Upwash and downwash fluorescent lights illuminate the When the pilot turns any passenger warning sign on or off,
passenger cabin. Lighting for the forward and aft cabin can it is accompanied by an aural chime. PASS SIGNS ON/OFF
be controlled from both VIP control panels and from the switches are located on the cockpit overhead panel.
galley control panel. Pressing the buttons alternates the
cabin lights between bright, dim, and off.
Reading and Table Lights

Located above the seats and tables, the cabin reading and
table lights are controlled by switches in the control panels
beside each passenger seat, on the divan armrest, and on
the VIP control panels. FIGURE 6-9. PASSENGER CABIN SIGN CONTROLS
Galley Lights The passenger cabin signs include:

Divided in three subsystems, galley lights are turned on or
off with three switches on the galley control panel, with one NO SMOKING and FASTEN SEAT BELTS
switch for each subsystem. • Visible from all seats, the galley, and the lavatory.
• Controlled from the cockpit overhead panel.
Lavatory Lights
The lavatory’s upwash and downwash lights turn on and off • These lights also illuminate automatically when the
automatically. When the lavatory is in use, with the door oxygen masks deploy and when the cabin pressure
closed and latched, the lights go into full brightness mode. reaches 14,500 ft.
When the door is unlatched, the lights are dimmed. The
vanity light is turned on or off with a switch in the vanity RETURN TO SEAT
console and the reading light is turned on or off with a • Located in the galley and in the lavatory.
switch on the lavatory control panel.
• Illuminate automatically anytime the FASTEN SEAT
BELTS lights are on.
DO NOT OPEN DOOR

• Located inside the lavatory next to the Baggage Ac-
cess door.
• Illuminates automatically to warn against opening
the door when smoke is detected in the baggage de-
partment.
Sterile Light (optional)

A blue sterile light is used to indicate when entry into the
cockpit is not allowed. Located on the partition between
the cockpit and the passenger cabin, this light is designed
to prevent non-essential interruptions while the aircraft is
involved in taxiing, takeoff, landing, and operations below
10,000 ft (other than cruise flight). It is commanded with a
switch on the cockpit overhead panel.
FIGURE 6-8. PASSENGER CABIN LIGHTING
EMBRAER LEGACY 650
Courtesy and Stairs Lighting EXTERNAL LIGHTING

Lighting is provided for safe boarding and exiting of the External lights enhance safety by making the airplane more
airplane. visible to other aircraft and by improving pilot visibility dur-
ing taxiing, takeoff, and landing.
INSPECTION NAVIGATION &

LIGHT STROBE LIGHTS
RED
BEACON
LIGHT
INSPECTION
LIGHT
NAVIGATION &
STROBE LIGHTS
FIGURE 6-10. ENTRY LIGHTS CONTROL SWITCH

LOGOTYPE
LIGHTS
LANDING
These lights include: LIGHTS
•
Main door light—Above the entry area.
LANDING
•
Stairway lights—In each step of the stairway. LIGHTS
•
Cockpit step light—A red light in the step between
the passenger cabin and the cockpit. FIGURE 6-11. EXTERNAL LIGHTS
When in auto mode, the lights turn on automatically when

the main door is opened. The crew can also turn these
lights on or off with the membrane switches on the en-
trance control panel in the entertainment cabinet.
FIGURE 6-12. EXTERIOR LANDING LIGHTS PANEL
EMBRAER LEGACY 650
Landing Lights Navigation Lights

Two bright white landing lights are fitted to the leading The navigation lights are fitted to the leading edge of each
edges of the wings, and a third landing light is mounted on wing tip. The light on the right wing is green, and the one on
the nose landing gear strut. The landing lights are con- the left wing is red. A white navigation light is fitted to the
trolled by switches on the overhead panel. top of the horizontal stabilizer. The navigation lights are
controlled by the NAV switch on the overhead panel.
Taxi Lights
Two taxi lights are fitted on the nose landing gear strut. The
upper light is a focused beam and the lower light is a wide-
angle beam. Both taxi lights are commanded with a single
switch on the overhead panel.
LANDING TAXI
LIGHT LIGHTS
FIGURE 6-14. NAVIGATION LIGHTS—LEFT WING
Navigation lights come in sets of two, and only one of the

pair of lights will be illuminated at a time. If the first light is
inoperative, the opposite set of lights can be selected by
using the NAV LT switch on the maintenance panel behind
the captain’s seat.
All 3 lights on the nose strut are powered by the shed

buses and are automatically extinguished when the
landing gear is raised.
FIGURE 6-13. LANDING GEAR LIGHTS FIGURE 6-15. NAVIGATION LIGHT SWITCH AND LOCATION
EMBRAER LEGACY 650
Anti-Collision Lights Wing Inspection Lights

White strobe lights are fitted to each wing tip and to the top
Two inspection lights, one on each side of the fuselage,
of the horizontal stabilizer. A red beacon light is mounted
provide lighting of the wing leading edge. These allow the
on the upper fuselage. The anti-collision lights are con-
crew to check for ice formation. The inspection lights are
trolled with two switches on the overhead panel, one for
controlled by the INSP switch on the overhead panel.
the strobe lights and another for the red beacon.
Logo Lights
Mounted on the underside of the horizontal stabilizer, the
logo lights are aimed at the tail of the airplane to illuminate
the company markings. The LOGO switch on the overhead
panel controls the logotype lights
FIGURE 6-16. EXTERIOR LIGHTS PANEL
Selecting the RED BCN light to ON signals the digital

flight data recorder (DFDR) to begin recording.
FIGURE 6-17. LOGO LIGHT
FIGURE 6-18. EXTERIOR LIGHTING PANELS
EMBRAER LEGACY 650
SERVICE COMPARTMENTS BAGGAGE COMPARTMENT

LIGHTING LIGHTING
This system provides light for working in the service Lights in the ceiling panel illuminate the cargo area. The
compartments. Service lights are installed in these ar- lights turn on automatically when the baggage door is
eas: opened, and they can also be turned on or off in flight
with the BAGGAGE LIGHTS ON/OFF membrane switch
• Nose landing gear located on the partition to the baggage compartment.
• Rear and forward electronic bays In case of a smoke warning, the crew can manually turn
on the light and use the sight opening in the partition to
• Tail cone and forward flight control check for smoke in the baggage compartment.
compartments
In addition, the exterior of the cargo door is illuminated
The lights turn on automatically when the access door
with a light attached to the left pylon. This light also
is opened, or can be controlled with a switch inside the
turns on automatically when the cargo door is open, al-
compartment itself.
lowing for easier loading and unloading of baggage at
night.
FIGURE 6-19. BAGGAGE COMPARTMENT LIGHTS
EMBRAER LEGACY 650
EMERGENCY LIGHTING
Designed to provide illumination for emergency cabin evac-
uation, the emergency lighting is powered by two dedicated
batteries charged through the essential bus. Battery power
can supply all internal and external emergency lights for
approximately 10 minutes. Emergency lighting is controlled
with the EMERG LT switch on the overhead panel, or with
EMERGENCY the EMER LIGHTS membrane switch on the galley emer-
EXIT SIGN
COCKPIT gency lights control panel.
EMERGENCY EXIT LIGHT
LOCATOR SIGN
The exterior emergency lights include:
• Two lights on the right-hand wing-to-fuselage fair-

EMERGENCY LIGHT ing, to illuminate the wing escape route and the im-
ON MAIN DOOR
HANDRAIL mediate ground area.
EMERGENCY EXIT
LOCATOR SIGN • One light on the handrail support of the main door,
to illuminate the area where the evacuee is likely to
make first contact with the ground.
The internal emergency lights include:
• One cockpit light on the cockpit ceiling.

• Aisle lights consisting of four dome lights along the
AISLE
LIGHTS passenger cabin aisle.
EXTERIOR • Main door exit light and overwing exit light for these
EMERGENCY
LIGHTS
exit areas.
• Floor proximity emergency lights, with a lighting
strip along the inboard side of the seats and cabi-
nets showing the emergency escape path even in
conditions of dense smoke.
EMERGENCY
• Illuminated EXIT signs, one near the main door and
EXIT SIGN two near the overwing exit door, along with exit lo-
cator signs in the cabin bulkhead.
EMERGENCY
EMERGENCY EXIT EXIT SIGN
LOCATOR SIGN
AISLE
LIGHTS
FIGURE 6-20.
EMERGENCY LIGHTING LOCATIONS
EMBRAER LEGACY 650
Overhead Panel Emergency Lighting Switch

The normal position of the emergency lights is in the armed position. They can be manually selected to OFF from the
cockpit, or ON through the cabin or cockpit switch. The cabin switch can turn the emergency lights on even if selected to
OFF in the cockpit.
Cockpit Emergency Lighting Switch

ON........................ Emergency lights are turned on.
ARM...........Emergency lights are in standby mode,

and the emergency batteries
are being charged.
The lights illuminate automatically
in case of electrical emergency.
OFF......................Emergency lights are turned off.

The emergency batteries are not being charged.
FIGURE 6-21.
COCKPIT EMERGENCY
LIGHTING SWITCH
Galley Emergency Lights Control Panel

GREEN.................. Emergency lights are turned on,
regardless of the EMERG LT knob
position on the overhead panel.
AMBER.................Emergency lights are controlled

by the EMERG LT knob position
(normal flight position).
FIGURE 6-22. CABIN EMERGENCY LIGHTS BUTTON
EMBRAER LEGACY 650
EICAS MESSAGES
Emergency lighting system is not

CAUTION EMERG LT NOT ARMD
armed.
FIGURE 6-23. LIGHTING CAS MESSAGES
ire Protection
hapter 7 Fire Protection
igure Title
age Figure
itle Page
hapter 7 .............................................
ire Protection
FIRE PROTECTION
TABLE OF CONTENTS
Introduction.................................................................FIR-126
Engine and APU Fire Protection System................... FIR-127
Fire/Overheat Protection......................................... FIR-127
Fire Extinguishing....................................................FIR-128
Fire Protection Control Panels................................FIR-129
Lavatory and Galley Fire Protection System........... FIR-131
Baggage Compartment Fire Protection System..... FIR-131
EICAS Messages.........................................................FIR-132
F O R T R A I N I N G P U R P O S E S O N LY FIR-125
EMBRAER LEGACY 650
INTRODUCTION
The fire protection system includes fire/overheat detection and fire extinguishing systems. The areas of the airplane pro-
tected from fire and smoke include:
• Engines
• APU
• Galley and lavatory waste containers
• Baggage compartment
Portable halon fire extinguishers at the front and rear of the airplane can be used to extinguish small fires in the cockpit
or the passenger cabin area. A single water extinguisher is an added option.
ENGINE FIRE DETECTION AND

PROTECTION
APU FIRE DETECTION AND

PROTECTION
GALLEY WASTE LAVATORY WASTE

FIRE DETECTION FIRE DETECTION
BAGGAGE SMOKE DETECTION
AND FIRE PROTECTION
FIGURE 7-1.
LEGACY 650 FIRE PROTECTION LOCATIONS
FIR-126 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
ENGINE AND APU FIRE PROTECTION SYSTEM

FIRE/OVERHEAT PROTECTION
Fire detection and fire extinguishing systems protect the An integrity switch monitors the gas-filled loop to ensure
engines and APU from fire. The engine fire extinguishing that it maintains a positive pressure at all times. That pres-
bottles are powered by the hot battery buses, so the air- sure holds the switch closed. If the pressure is lost due to
plane does not need to be energized in order to discharge a leak or a break in the line, the pressure will be lost, and the
these bottles. The detection systems and the APU fire integrity switch opens. This will be indicated by the EICAS
bottle are powered by the essential DC buses. message E1 (2) FIREDET FAIL or APU FIREDET FAIL.
Independent sensor tubes called fire loops are installed in If there is a fire detection failure, the crew will not be able to
the engines, engine pylon, and APU. A fire loop is a closed detect a fire. If there is also an engine failure or other indi-
tube filled with pressurized helium, an inert gas. At the cen- cations of a fire, the crew should assume the engine is on
ter of the tube is a core element that releases hydrogen fire.
when heated.
When fire is detected in an engine, the crew receives visual
When overheating occurs, the helium in the fire loop ex- and aural warnings. The associated fire handle illuminates,
pands, which increases the pressure inside the line. This a fire bell sounds, and an ENG1 FIRE or ENG2 FIRE mes-
pressure pushes out the alarm switch and activates the sage is displayed on the EICAS. The handle illumination
warning system. and EICAS message remain on as long as the fire contin-
ues, and are removed only when the fire is extinguished. To
When a localized fire or high-intensity heating occurs, the cancel the fire bell, press the master warning light.
core element is heated and releases hydrogen. This in-
creases the gas volume, raising the pressure inside the line Similar warnings are provided for fires in the APU. If there is
— which also activates the alarm switch in the same man- a fire during ground operation, the system automatically
ner as described above. shuts down the APU after a 10-second delay. This delay is
incorporated to allow testing of the fire system for up to 10
Manual resetting of the fire detection system is not avail- seconds without shutting down the APU.
able. After the fire or overheating condition ends, line pres-
sure returns to normal, and the system automatically re-
turns to the normal standby operation mode.
ALARM
SWITCH CORE
ELEMENT
(HYDROGEN-FILLED)
POWER
INTEGRITY
SWITCH
SENSOR INERT GAS
TUBE (HELIUM)
FIGURE 7-2.
SIGNAL FIRE DETECTION SYSTEM
EMBRAER LEGACY 650
FIRE EXTINGUISHING
Three halon-filled, fire-extinguishing bottles are installed in Either bottle, or both bottles, can be discharged into either
the airplane’s tail cone—two bottles for the engines and of the engines. The configuration of the system allows this
one for the APU. dual-shot capability, as the engine bottles are cross-con-
nected by two double-check tees.
Each engine fire bottle contains two discharge valves, one
for each engine. After the fire handle is pulled as part of the The APU bottle provides singe-shot capability. It is dis-
engine fire memory items, the QRH will direct the crew to charged by pressing the APU EXTG button on the overhead
discharge the fire bottles if the fire remains. Rotating the panel.
fire handle counterclockwise will discharge bottle A by
breaking the bottle’s seal with an electrically actuated car- If any fire bottle is discharged or inoperative, an EXTBTL
tridge in the discharge valve. Fire bottle B is actuated in the INOP caution message will display on the EICAS.
same way, but by rotating the fire handle clockwise.
1 2
SHOT B SHOT A
SHOT A SHOT B
EICAS BOTTLE BOTTLE EICAS

A B
DOUBLE DOUBLE
CHECK TEE CHECK TEE
TO NO. 1 TO NO. 2
ENGINE ENGINE
LEGEND
BOTTLE A STORAGE
BOTTLE B STORAGE
APU
BOTTLE A DISCHARGE EICAS BOTTLE
BOTTLE B DISCHARGE
TO ENGINE
APU STORAGE AND DISCHARGE FIGURE 7-3.

TO ENGINE AND APU
APU FIRE EXTINGUISHING SYSTEM
EMBRAER LEGACY 650
FIRE PROTECTION CONTROL PANELS
1 Engine Fire Extinguishing Handle MEMORY ITEM

• During normal flight conditions, the handles
remain flush with the panel. Engine Fire, Severe Damage, or Separation
• If fire or overheating is detected, a red light Identify the affected engine.
illuminates inside the handle.
Associated Thrust Lever .............................. IDLE
• Pulling the handle closes the fuel, hydraulic,
bleed air, and engine lip anti-icing shutoff Associated START/STOP Selector ............. STOP
valves of the associated engine. This will
shut down the engine. Associated Fire
Extinguishing Handle ........... PULL (do not rotate)
• Rotate counterclockwise to discharge extin-
guisher bottle A, or rotate clockwise to dis- Fuel Transfer MASTER Knob ......................... OFF
charge bottle B into the associated engine.
Fuel Transfer OVRD Button ...... PUSHED IN (OFF)
CAUTION: Do not discharge the same extin-
guisher bottle twice. Actuating the fire handle
into an empty bottle may cause structural dam-
age to the bottle. NOTE: For an APU fire, press the APU fuel shutoff
2 APU Fire Extinguishing Button button, not the APU EXTG button.
Pressing this button closes the APU fuel shutoff

valve and discharges the APU fire extinguisher
bottle.
FIGURE 7-4. APU FUEL SHUTOFF BUTTON
EMBRAER LEGACY 650
FIRE DETECTION SYSTEM

TEST BUTTON
FIRE DETECTION SYSTEM TEST
Perform this test before the first flight of each day.
To check the system, press and hold the TEST
button for at least two seconds, and observe the
following indications:
• Fire bell aural warning

•
Lights on the overhead panel illuminate:
° E ngine 1 fire handle
FIGURE 7-5. FIRE DETECTION SYSTEM TEST BUTTON
° BAGG EXTG button
° Engine 2 fire handle
•
Lights on the glareshield illuminate:
° M
aster warning and master caution on
pilot’s side
° M
aster warning and master caution on
copilot’s side
•
EICAS messages are displayed:
° Warning messages
• ENG 1-2 FIRE
• APU FIRE
• BAGG SMOKE
° Caution messages
• E 1-2 FIREDET FAIL
• APU FIREDET FAIL
NOTES ON TESTING:
• Normally the APU is not running when the test is
performed. If it is running, the APU will shut
down if the TEST button is pressed for more
than 10 seconds.
• If the TEST button is held for less than two sec-
onds, the BAGG EXTG button may remain illumi-
nated. In this case, wait 6 seconds and repeat
the test. Do not press the BAGG EXTG button.
FIGURE 7-6. FIRE SYSTEM TEST INDICATIONS
EMBRAER LEGACY 650
LAVATORY AND BAGGAGE COMPARTMENT

GALLEY FIRE PROTECTION SYSTEM FIRE PROTECTION SYSTEM
To quickly extinguish any trash fires, halon bottles are at-
tached to the lavatory and galley waste containers.
Baggage Compartment Smoke Detection
System
Each halon bottle is mounted with the discharge tubes ex- The baggage compartment has two smoke detectors, one
tending into the waste container. At the end of each dis- in the compartment ceiling and the other in the aft bulk-
charge tube is a tip with a wax plug with a melting tempera- head. They detect smoke visually. To prevent false warn-
ture of approximately 77°C. If a fire in the trash can occurs, ings due to condensation or stagnant air, a heater and fan
the tips will melt and the halon will automatically discharge. are integrated into the detectors.
There is no indication in the cockpit when a bottle dis-
charges into the trash cans. When smoke has been detected in the baggage compart-
ment, a BAGG SMOKE warning message is displayed on
To check the bottle pressure, read the gauge at the top of the EICAS, and the BAGG EXTG button is illuminated. The
the bottle. DO NOT OPEN DOOR warning on the lavatory aft bulkhead
is also illuminated and the baggage compartment exhaust
fan is deactivated.
NOTE: If only the BAGG EXTG button illuminates and no

BAGG SMOKE message is present on the EICAS, that does
not necessarily indicate smoke in the baggage compart-
ment. It can also mean that its fan has failed, or that the fire
TEST button was held for less than two seconds. If the
crew has any reason to suspect a baggage fire, even in the
absence of the BAGG SMOKE message on the EICAS, the
DISCHARGE BAGG EXTG button should be pressed.
PIPING
FIGURE 7-7.
LAVATORY AND GALLEY
FIRE EXTINGUISHER BOTTLE
BAGGAGE
COMPARTMENT BAGGAGE
DOOR
FIGURE 7-9.
BAGGAGE COMPARTMENT
SMOKE DETECTOR LOCATIONS
FIGURE 7-8.
FIRE EXTINGUISHER BOTTLE
EMBRAER LEGACY 650
Baggage Compartment EICAS MESSAGES

Fire Extinguishing System
To protect the baggage compartment, two fire extinguish-
ing bottles are installed in the rear electronic compart- APU FIRE Fire in the APU.
ment. A high-rate discharge bottle is designed to work in- ENG1 (2) FIRE Fire in associated engine.
WARNING
stantaneously, filling the baggage compartment with ha-
Smoke has been detected inside
lon. A metering discharge bottle releases the extinguishing BAGG SMOKE
the baggage compartment.
agent at a slower rate, working for 75 minutes.
Associated engine fire detection
E1 (2) FIREDET FAIL
system failed.
If smoke is detected, the system turns off the baggage
compartment fan, so that smoke and halon is not circulat- APU FIREDET FAIL APU fire detection system failed.
ed into other parts of the airplane. Since halon and smoke E1 (2) EXTBTLA INOP
can also escape through the baggage access door, the CAUTION Associated bottle has been dis-
E1 (2) EXTBTLB INOP
crew should ensure that door is closed before pressing the charged or is inoperative.
BAGG EXTG button to discharge the fire extinguishing bot- APU EXTBTL INOP
tles. At least one of the baggage com-
BAGG EXTBTL INOP partment fire bottles have been
discharged or are inoperative.
FIGURE 7-10.
MEMORY ITEM FIRE PROTECTION CAS MESSAGES
Baggage Compartment Smoke
EICAS CAUTION BAGG.................NOT DISPLAYED

ACCESS OPN
BAGG FIRE EXTG Button............................ PRESS
If the airplane is parked, the pilot should look through the

peephole to check for smoke in the baggage compartment
before pushing the BAGG EXTG button.
uel
hapter 8 Fuel
igure Title
age Figure
itle Page
hapter 8 .............................................
uel
FUEL
TABLE OF CONTENTS
Introduction ............................................................... FUL-134
Fuel Tanks................................................................... FUL-135
Wing Tanks.............................................................. FUL-135
Ventral Tank............................................................ FUL-135
Fuselage Tanks....................................................... FUL-135
Fuel Quantities........................................................ FUL-136
Controls and Indications........................................... FUL-137
Fuel System Panel.................................................. FUL-137
Normal Operation....................................................... FUL-138
Fuel Distribution..................................................... FUL-138
Fuel Transfer........................................................... FUL-138
Fuel Page On MFD.................................................. FUL-139
Fuel Pump and Transfer Indications......................FUL-140
EICAS Indications................................................... FUL-141
Abnormal Operation................................................... FUL-142
Fuel Pump Failure................................................... FUL-142
Failure In Fuel Measurement.................................. FUL-142
Limitations..................................................................FUL-143
EICAS Messages........................................................FUL-144
F O R T R A I N I N G P U R P O S E S O N LY FUL-133
EMBRAER LEGACY 650
INTRODUCTION
The Legacy 650 fuel system includes a fuel tank in each wing along with five auxiliary tanks that feed into the wing tanks.
The fuel from the auxiliary tanks does not flow directly to the engines and APU; fuel is always transferred first to the wing
tanks. Both refueling and defueling are normally done by pressure, though gravity may also be used for the wing tanks.
Fuel system indications are displayed on the fuel page of the MFD and on the EICAS. WING
TANK 1
EN
LEGEND
ENGINE/APU FUEL FEED LINE

FWD FWD
TANK 1 TANK 2 TRANSFER LINE
CHECK VALVE
ELECTRICAL PUMP
FLAP VALVE
WING WING
TANK 1 TANK 2
ENGINE 1 VENTRAL APU ENGINE 2

FUEL SOV TANK FUEL SOV FUEL SOV
ENGINE 1 ENGINE 2
APU
FIGURE 8-1. FUEL TANK SYSTEM SCHEMATIC
FUL-134 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
FUEL TANKS
WING TANKS FUSELAGE TANKS
The Legacy 650 incorporates integral wing fuel tanks, also Two separate forward (FWD) tanks are located in the for-
known as a wet-wing. The wing tanks extend from the wing ward part of the fuselage-to-wing fairing, one on each side.
tips to the wing root, and include the wing stub area as well. The LH tank is FWD Tank 1 and the RH tank is FWD Tank 2.
Inside a collector box at each wing root, three electrical A collector box in the rear part of each tank contains two
pumps send pressurized fuel to the engines and APU. electric pumps. These pumps are also kept submerged by
gravity and by flap valves.
To keep the electrical pump inlets submerged, preventing
pump cavitation, an ejector pump and flap valves ensure Two separate AFT tanks are located in a pressurized area
that there is enough fuel in the collector box during wing- between the baggage and rear electronic compartments,
down or uncoordinated maneuvers. The ejector pump has each one a rubber bladder-style tank. The LH tank is AFT
no moving parts and uses a venturi to create low pressure Tank 1 and the RH tank is AFT Tank 2. There is only one
which moves fuel into the collector box. electrical pump in each tank, and if it fails, cabin pressure
differential can be used as a backup when above 20,000 ft.
To equalize tank internal pressure with the exterior air pres-
sure, a vent tank on each wing tip allows air into the fuel The FWD and AFT fuselage tanks are combined into two
tanks to replace the fuel as it is used. Two float valves in subsystems. FUS 1 includes FWD Tank 1 and AFT Tank 1,
each tank ensure that under any flight conditions, at least and FUS 2 includes FWD Tank 2 and AFT Tank 2.
one venting point is open between the vent tank and fuel
tank.
VENTRAL TANK
The ventral tank is located in the rear portion of the wing-
to-fuselage fairing. At the forward center of the tank is a
collector box with two electric fuel pumps. Gravity and flap
valves ensure that there is enough fuel in the collector box
to keep the electrical pumps submerged.
AFT
TANK 2 AFT
TANK 1
VENTRAL
WING TANK
TANK 2
FWD
TANK 2
FWD WING
TANK 1 TANK 1
FIGURE 8-2.
FUEL TANK LOCATIONS
EMBRAER LEGACY 650
FUEL QUANTITIES
Together, the two wing tanks and the five auxiliary tanks hold a total of 20,734 lb of usable fuel.
FUEL TANK CAPACITIES ( 1)

LITERS US GAL KG LB
Wing Tank 1 (3) 3,365 889 2,722 6,001
Wing Tank 2 (3) 3,365 889 2,722 6,001
VTRL 1,015 268 821 1,810
FWD Tank 1 (2) 1,112 294 900 (2) 1,984
FUS 1
A FT Tank 1 (2) 828 219 670 (2) 1,477
FWD Tank 2 (2) 1,112 294 900 (2) 1,984
FUS 2
A FT Tank 2 (2) 828 219 670 (2) 1,477
TOTAL 11,625 3,072 9,405 20,734
NOTE:
FIGURE 8-3.
(1) The values above have been determined for an adopted fuel den- FUEL TANKS CAPACITIES TABLE (USABLE FUEL)
sity of 0.809 kg/l (6.751 lb/US Gal).
(2) The FWD and AFT tanks are limited by weight according to the
table above.
(3) When performing pressure refueling, the usable fuel quantity in
each Wing Tank may be reduced by 50 liters (40 kg) or 13.2 US For information about refueling procedures refer to
Gal (88.2 lb) maximum. the Ground Servicing chapter or AOM 1-12-25.
EMBRAER LEGACY 650

FUEL SYSTEM PANEL
The fuel system panel allows pilots to control the operation of the electric pumps, correct fuel imbalances between the
wing tanks, and transfer fuel from the auxiliary tanks to the wing tanks.
3
2
1 6
5
FIGURE 8-4.
FUEL SYSTEM PANEL
1 Wing Tank PUMP PWR Knobs—Selects power • In case of engine failure, the XFEED knob will
ON or OFF to the selected wing fuel pump. normally be turned toward the operating en-
gine, as that tank will become lower as fuel is
NOTE: If OFF is selected or all pumps have used by that side only.
failed with an engine or the APU running, a FUEL
LO PRESS message will display on the EICAS. 4 FUEL XFER MASTER Knob—Selecting FUS 1,
FUS 2, or VTRL will energize the selected fuel
2 Wing Tank PUMP SEL Knobs transfer system. The system will only begin
Selects one of the three electric pumps (A, B, or transfer when the transfer logic is satisfied.
C), placing the other two pumps in standby. 5 PMP SEL Button—The A/B push button toggles
Pumps should be rotated for each flight. between the two electric pumps (A or B) in the
FWD and VTRL auxiliary tanks.
3 XFEED Selector Knob —Corrects wing tank im-
balances by allowing both engines and the APU 6 XFER OVRD Button—During normal operation,
to draw fuel from one tank. Fuel cannot be this button is pushed in (OFF). Pushing the but-
transferred from one wing tank to the other. ton out will directly turn ON the pumps of the
selected auxiliary fuel tank and a white stripe
• Select LOW 1 if fuel quantity is lower in Tank inside the button will illuminate. The pilot should
1. This will turn off the fuel pump in the left monitor the end of the transfer and select the
wing tank and open the crossfeed valve, al- FUEL XFER MASTER knob to OFF.
lowing fuel from the right wing tank to supply
both engines. NOTE: Selecting OVRD will not override the
transfer logic.
• Select LOW 2 if fuel quantity is lower in Tank
2. This will turn off the fuel pump in the right
wing tank and open the crossfeed valve,
allowing fuel from the left wing tank to supply
both engines.
EMBRAER LEGACY 650
NORMAL OPERATION
FUEL DISTRIBUTION
The engines and APU can only use fuel directly from the The three electric fuel pumps are powered as follows:
wing tanks. Fuel in the auxiliary tanks must be first trans-
ferred to the wing tanks in order to be used. The operating • A is powered by the ON-SIDE essential bus.
wing fuel pump—one in each wing tank—is selected on the • B is powered by the CROSS-SIDE essential bus.
overhead panel. One pump can supply fuel for both engines
and for the APU during all flight phases, except for takeoff • C is powered by the ON-SIDE DC bus.
and go-around.
Fuel for Engine 1 is normally supplied by Wing Tank 1.
Fuel for Engine 2 and the APU is normally supplied by Wing

Tank 2.
FUEL TRANSFER
The FUEL XFER system moves fuel from the auxiliary tanks
to the wing tanks at a rate of approximately 2,000 lbs/hour.
Once FUS 1, FUS 2, or VTRL transfer is selected on, the
FWD FWD
XFER system is automatic. The transfer logic maintains the TANK 1 TANK 2
aircraft’s longitudinal balance, but the lateral balance must
be controlled with the XFEED system. Fuel transfer and
crossfeed can be used simultaneously.
When the auxiliary tanks contain fuel, the FUEL XFER MAS-
TER knob should be set to FUS 1 above 10,000 ft. FUS 1 is
WING WING
comprised of FWD 1 and AFT 1. The fuel will begin trans- TANK 1 TANK 2
ferring when the appropriate wing tank drops to the trigger
of 4,198 lb (1,900 kg).
• FWD tanks look at the right wing tank to recognize the

4,198 lb trigger.
• AFT tanks look at the left wing tank to recognize the VENTRAL
same trigger. TANK
Fuel transfer follows this sequence:
• The FWD tank has a higher fuel capacity than the AFT
tank, so when transfer begins, fuel transfers from the
FWD tank until the quantity matches the level of the
AFT tank. Since the FWD tank is used first, the right
wing will be the trigger to begin transfer. Fuel from the
FWD tank is distributed to both wing tanks.
• Once the FWD tank burns sufficient fuel to match the
lower volume of the AFT tank, the FWD tank transfers
fuel only to the right wing tank, and the AFT tank trans- FIGURE 8-5.
FUEL TR ANSFER
fers fuel only to the left wing tank. This continues until
the FWD 1 and AFT 1 tanks are empty.
LEGEND
• During the fuel transfer, the fuel weight in the FWD and FUS 1 TRANSFER LINE
AFT tanks will remain balanced within a difference of
FUS 2 CHECK VALVE
±221 lb (100 kg).
VENTRAL ELECTRICAL PUMP
When FUS 2 is selected for fuel transfer, the same se-
quence will apply. WING TANKS SHUT-OFF VALVE (SOV)
EMBRAER LEGACY 650
When VTRL is selected for fuel transfer, fuel goes to both FUEL PAGE ON MFD
wing tanks simultaneously once both wing tanks have
dropped below the trigger point. Balance control is not The fuel page of the MFD shows fuel quantities using digi-
needed for the ventral tank, as it is located near the air- tal readouts as well as analog pointers. Information about
craft’s center of gravity. fuel temperature, fuel pumps in use, and transfer status is
also shown.
In controlling the aircraft’s longitudinal balance the fuel
transfer logic may act unexpectedly in certain scenarios.
For example, when the right wing tank has a lower fuel level
than the left wing tank before beginning transfer. (This is
common because the APU draws fuel from the right wing
tank.)
In this case, fuel transfer follows this sequence: 1 2 3 4

• As expected, the FWD tank begins to transfer fuel 5
when the right wing tank hits the trigger. (The left
wing has not met the trigger yet.) The FWD tank FUEL (LB)
transfers to both wings until reaching the level of the FWD 1 VENTRAL FWD 2
AFT tank. 1980 1810 1980
XFER XFER XFER
• Since the left wing tank has not yet reached the trig- A OFF OFF
ger, and the AFT tanks look at the left wing tank to WING 1 WING 2
AFT 1 AFT 2
begin transfer, the AFT tank is unable to transfer. 5460 TOTAL 19670 5500
1470 1470
• The FWD tank continues transfer to both tanks until it PUMP XFER USED 440 XFER PUMP 6
A A OFF A
reaches the maximum allowable forward/aft imbal- TEMP 25°C
ance of 221 lb (100 kg). 7
• All fuel transfer stops—this is normal. FIGURE 8-6. FUEL PAGE ON MFD
• After continuing flight, the left wing tank will burn

down to the trigger level, allowing the AFT tank to be-
gin transfer.
1 Wing Tank Quantity
• The AFT tank can only transfer fuel to the left wing, • GREEN numbers indicate quantity above 880
and it will do so until reaching the level of the now- lbs.
lower FWD tank. • AMBER boxed numbers indicate quantity
• This transfer process will increase the lateral imbal- between 450 and 880 lbs.
ance by 221 lbs (100 kilograms) and should be cor- • RED boxed numbers indicate quantity below
rected by using the crossfeed. XFEED can be used 450 lbs.
simultaneously with XFER.
2 FWD Tank Quantity
3 AFT Tank Quantity
4 VENTRAL Tank Quantity
5 Total Fuel Quantity—Indicates the fuel quantity
in all the tanks.
6 Total Fuel Used (since last reset)—
Can be reset by pressing reset button on MFD.
7 Wing Tank Fuel Temperature— Measured in
the left wing. AMBER boxed numbers indicate
temperatures below −40°C.
EMBRAER LEGACY 650
FUEL PUMP AND TRANSFER INDICATIONS
1 Wing tank operating pump—A, B, or C

indicates the electric pump selected.
2 F WD/VTRL tank fuel transfer—A or B
indicates the pump in operation; T FUEL (LB)
indicates a fuel transfer in progress. FWD 1 VENTRAL FWD 2
3 AFT tanks fuel transfer

1400 1810 1980
2 XFER
ABT
XFER
OFF
XFER
OFF
• A—The electric fuel pump is oper- WING 1 WING 2
ating. 4100
AFT 1 AFT 2 4100
TOTAL 16260 LB
• P—Cabin air pressurization powers 1 PUMP
1400
XFER
1470
XFER PUMP
1
USED 3900 LB
the fuel transfer. ABC APT
TEMP −35 °C
OFF ABC
• T—Fuel transfer in progress. 3 4

RESET
4 Transfer OFF indication—OFF dis- RTN T/O ECS FUEL HYD ELEC
plays when transfer completes. FIGURE 8-7. FUEL PUMP AND TR ANSFER INDICATIONS ON MFD
Transfer should be continued until
OFF appears.
EICAS INDICATIONS
Fuel flow and quantities are also displayed on the EICAS. As on the MFD, green numbers are used for normal conditions,
and amber or red numbers are used to indicate low fuel levels.
1 Fuel flow in pounds per hour

2 F WD tank fuel quantity 1 71.2 % N2 70.8 %
3 WING tank fuel quantity 2
420 PPH FF 410 PPH
650 LB FWD 650 LB
4 AFT tank fuel quantity 3 5500 LB WING 5500 LB
4
5 V TRL tank fuel quantity 330 LB AFT 330 LB
5 VENTRAL 730 LB
FIGURE 8-8. FUEL EICAS INDICATIONS
EMBRAER LEGACY 650
ABNORMAL OPERATION
FUEL PUMP FAILURE
In each wing tank, one of three electric fuel pumps supplies fuel to the engines and the APU. When a fuel pump is se-
lected, the other two pumps in that tank remain on standby. If a fuel pump fails, the pressure will drop. When the pressure
drops to 6.5 psi, the other pumps are automatically turned on.
The MFD displays all three pumps as ON, and an EICAS caution message shows E1 (2) FUEL LO PRESS. When the fuel
pressure increases, the system no longer recognizes a need to select all pumps ON, so it deselects the two pumps that
were in standby. The pressure falls again and the cycle continues until the pilot selects another pump using the PUMP SEL
knob.
If all pumps fail, the engine is capable of suction feed when below 25,000 ft, using the gear pump in the engine's fuel pump
and metering unit (FPMU) to draw fuel out of the wings.
FAILURE IN FUEL MEASUREMENT

If fuel quantity indicators on the EICAS are inoperative,
three measuring sticks at the base of each wing tank may
be used to visually check the fuel quantity.
To get an accurate reading with the measuring sticks, fol-

low this procedure:
• Ensure that the aircraft is level.

• Begin with the external measuring stick closest to the
wingtip. If it gives a reading, stop there.
• If the wingtip measuring stick does not have a read-
ing, proceed inward to the next measuring stick.
• If the internal measuring stick shows a zero indica-
tion, use the wing stub measuring stick.
• Do not add readings together. To determine fuel quan-
tity, use the measuring stick tables in 2-08 of the
AOM.
FUEL QUANTITY
STICK
INDICATION INTERNAL STICK WING STUB STICK
LITERS US GAL LITERS US GAL
5.1 1385 366 374 99
5.2 1400 370 383 101
5.3 1416 374 392 104
1431 378 402 106
1447 382 411 109
1462 386 421 111
MEASURING
STICK
FIGURE 8-9.
FUEL MEASURING STICKS
EMBRAER LEGACY 650
LIMITATIONS LIMITATIONS
Fuel Tanks Maximum Permitted Imbalance

The maximum permitted imbalance between the wing tanks is 800 lbs. The FWD and AFT tanks are normally
automatically kept within the closed area of the fuselage tanks load chart. If a fuselage fuel imbalance occurs,
notify maintenance. A maintenance panel can be used to transfer fuel between the tanks if necessary.
1600
1400
1200
AFT TANK (lb)
1000
800
600
400
200
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
FWD TANK (lb)
FIGURE 8-10. FUSELAGE TANKS LOAD CHART

NOTE : The fuselage tanks fuel load must be within the
closed area of the chart.
Unusable Fuel Fuel Specification

When the EICAS shows a fuel quantity of zero in level ASTM specification............D1655-JET A and JET A-1
flight, any fuel remaining in the tanks cannot be used
safely in flight. American specification................... MIL-T-83133AJP8
UNUSABLE
Brazilian specification...................................... QAV1
TANK TOTAL
FUEL
WING TANK 12.8 gal 25.6 gal Fuel Tank Temperature
(All electric fuel pumps
(85.9 lb) (171.8 lb) Minimum ........................................... −40°C (−40°F)
operating)
WING TANK Up to 62.2 gal Up to 124.4 gal Maximum ........................................... 52°C (125.6°F)
(Any electric fuel pump
(419.9 lb) (839.8 lb)
inoperative)
6.6 gal 6.6 gal NOTE: If fuel does not contain an icing inhibitor, the
VTRL TANK
(44.97 lb) (44.97 lb) temperature of fuel leaving the FCOC (fuel-cooled oil
3 gal cooler) must be above 4°C (39°F).
FWD 1
FUS 1 (20.5 lb) 5.9 gal
(left side) 2.9 gal (40.12 lb)
AFT 1
(19.62 lb)
3 gal
FWD 2
FUS 2 (20.5 lb) 5.9 gal
(right side) 2.9 gal (40.12 lb)
AFT 2
(19.62 lb)
FIGURE 8-11. UNUSABLE FUEL
EMBRAER LEGACY 650
EICAS MESSAGES
Total fuel quantity in all fuselage Ventral Tank transfer system is in-
FUEL XFR VTRL INOP
tanks contains at least 1,764 lb operative.
FUEL XFER CRITICAL (800 kg) and at least one Wing
Tank fuel quantity contains 2,205 Refueling panel access door is
lb (1,000 kg) or less. FUELING DOOR OPEN open (inhibited during takeoff and
approach).
The fuel quantity in the Wing Tank
1 (2) reaches a level correspon- Difference of fuel quantity in the
WARNING FUEL 1 (2) LO LEVEL FWD and AFT Tanks of each trans-
dent to about 30 minutes of flight
(about 300 liters or 79 US Gal). FUSELAGE FUEL IMB fer system is outside the approved
limits (refer to AOM Section 1-01-
One fuel transfer system is 36).
switched on at takeoff configura- CAUTION
NO TAKEOFF CONFIG tion setting. The selected system is operating
Message associated to aural in override mode and there is low
warning TAKEOFF FUEL. STOP OVRD XFER fuel quantity on the respective
tank (50 lb/20 kg) or the fuel quan-
Fuel pressure is below 6.5 psi with tity indication is not available.
APU FUEL LO PRESS APU operating (disabled when
pressure reaches 9.5 psig). Fuel quantity in one Wing Tank dif-
fers by 800 lb (363 kg) from the
Associated shutoff valve is not in other Wing Tank. Message is re-
APU FUEL SOV INOP WING FUEL IMBALANCE
the commanded position. moved when the difference be-
tween Wing Tanks decreases to
The defueling valve is not fully below 100 lb (45 kg).
DEFUEL NOT CLOSED
closed.
The valve is commanded to close,
Fuel pressure in the associated through the APU shutoff or the
E1 (2) FUEL LO PRESS engine is below 6.5 psig (disabled APU fire extinguish switches, and
when pressure reaches 9.5 psig). the valve is in the fully closed posi-
APU FUEL SOV CLSD
tion. In case of APU shutdown
Associated shutoff valve is not in through the master switch the
E1 (2) FUEL SOV INOP
the commanded position. message will be displayed on the
EICAS for 10 seconds.
Is presented when the avionics
software configuration is in dis- ADVISORY Associated shutoff valve is
FUEL CONFIG DISAGREE E1 (2) FUEL SOV CLSD
agreement with the type of fuel closed.
system installed.
Crossfeed valve is in the fully open
Fuel temperature inside Wing Tank FUEL XFEED OPEN
FUEL TANK LO TEMP position.
1 is equal or below −40°C.
The auxiliary tank fuel transfer
Vent valve is commanded to close system is running in override
FUEL TK VENT OPEN but it is not in the fully closed posi- FUEL XFER OVRD
mode. The Fuel Transfer Master
tion. knob is not selected OFF.
CAUTION
Disagreement between crossfeed FIGURE 8-12. FUEL CAS MESSAGES
FUEL XFEED FAIL
valve and knob position.
Crossfeed valve remains open for

1 minute after wing imbalance is
less than 100 lb (45 kg), or the
FUEL XFEED MISCMD crew activated the wing fuel imbal-
ance correction to the wing tank
with higher fuel (increasing fuel
imbalance).
Selected auxiliary fuel transfer

FUEL XFER 1 (2) INOP
system has failed.
There is fuel to be transferred and

the applicable transfer system is
not selected when the fuel level in
FUEL XFER CHECK
at least one Wing Tank is equal or
lower than 4,079 lb (1,850 kg) for
at least 4 minutes.
Transfer system is selected, a

transfer valve correspondent to
selected transfer system is open
FUEL XFER OVFLOW and the level on at least one wing
tank is equal or higher than 5,516
lb (2,500 kg) for at least 30 sec-
onds.
PU
hapter 9 APU
igure Title
age Figure
itle Page
hapter 9 .............................................
PU
APU
TABLE OF CONTENTS
Introduction...............................................................APU-146
Controls and Indications.......................................... APU-147
APU Indications.....................................................APU-148
Normal Operation......................................................APU-149
Abnormal Operation..................................................APU-150
Limitations................................................................. APU-151
Operational Limits................................................. APU-151
APU Starter Limits................................................. APU-151
EICAS Messages....................................................... APU-151
F O R T R A I N I N G P U R P O S E S O N LY APU-145
EMBRAER LEGACY 650
INTRODUCTION
Located in the Legacy 650’s tail cone, the auxiliary power The APU compartment is isolated from the rest of the air-
unit provides the aircraft with electrical and pneumatic plane by a titanium firewall. To gain access or to inspect
power. The APU may be used in flight or on the ground, ei- the APU’s components, open the inspection door on the
ther simultaneously with or independent of other power left side of the APU compartment.
sources.
The FADEC is powered by ESS DC BUS 2 and HOT BUS 1. If
The APU in the Legacy 650 is a Hamilton Sundstrand Mod- the HOT BUS 1 is lost, the APU shuts down immediately. If
el T-62T-40C14. This is a constant-speed gas turbine en- the ESS DC BUS 2 is lost, it shuts down after six seconds.
gine consisting of a single-stage centrifugal compressor, a
reverse-flow annual combustion chamber, and a single- The pneumatic system consists of a modulating bleed
stage radial turbine. The APU is controlled by a Full Author- valve and an anti-surge valve. The modulating bleed valve
ity Digital Electronic Control (FADEC), which provides auto- keeps the exhaust gas temperature (EGT) within accept-
matic fuel scheduling under all operating modes. able levels, adjusting the bleed flow based on air condition-
ing system requirements and atmospheric conditions. The
anti-surge valve is controlled by the FADEC, which prevents
surges in bleed air flow by monitoring the signal from the
APU bleed valve, the air turbine starter (ATS) valve, and the
TITANIUM environmental control system (ECS).
FIREWALL
STARTER
GENERATOR BLEED AIR
APU FIRE
EXTINGUISHING
BOTTLE
FIRE
DETECTION
EXHAUST
DRAIN
AIR INTAKE FOR

STARTER GENERATOR
FIGURE 9-1.
APU INSTALLATION
APU-146 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650

APU CONTROL PANEL
The overhead APU control panel includes control switches for normal operation as well as emergency shutdown.
1 MASTER Knob
OFF—Deenergizes the FADEC, closes the APU
fuel shutoff valve, turns off EICAS indications
and alarms when the APU RPM is below 10%,
and shuts down the APU.
ON—Energizes the FADEC, opens the fuel shut-
1 2 3 off valve, enables EICAS indications and alarms,
and keeps the APU running.
START (momentary position)—
Initiates start cycle.
2

STOP Button—Shuts down the APU by sending
a stop signal to the FADEC
3

FUEL SHUTOFF Button
Cuts off fuel to the APU.
Illuminates with a striped bar when pressed.
FIGURE 9-2. APU CONTROL PANEL
EMBRAER LEGACY 650
APU INDICATIONS
Normal APU indications and caution/warning
messages are displayed on the EICAS.
1 RPM 1 2
GREEN............................................. 96% to 104%
AMBER and BOXED............................. 0% to 95%
and 105% to 110% CAB ALT 300 FTC
RED and BOXED............................... Above 110% CAB ∆ P 4.4 PSI
2 EGT
Normal Operation
CAB RATE 50 FPM
GREEN........................................ −54°C to 680°C APU 100% 348 °C
AMBER and BOXED.....................681°C to 717°C
FIGURE 9-3. APU INDICATIONS
RED and BOXED..............................Above 717°C
During Start
GREEN........................................ −54°C to 838°C
AMBER and BOXED.................... 839°C to 884°C
RED and BOXED............................. Above 884°C
EMBRAER LEGACY 650
NORMAL OPERATION
To start the APU, move the APU MASTER knob to the At approximately 3% rotor speed on the ground, or at 0%
ON position. For three seconds, a flashing box appears in flight, the FADEC supplies power to the ignition unit. It
around the RPM value on the EICAS. After the box stops also opens the main fuel solenoid valve, allowing fuel
flashing, the APU is ready to start. flow to the combustion chamber. As this occurs, the
APU continues to accelerate. When rotor speed ex-
Move the MASTER switch to START, a momentary posi- ceeds 50%, the FADEC deenergizes the ignition. At 70%
tion, and that sends DC power to the starter-generator rotor speed, the FADEC disengages the starter.
to start the APU.
Seven seconds after reaching 95% rotor speed, the
FADEC allows the starter-generator to supply electrical
power and the bleed valve to supply pneumatic power.
Allow three minutes for the APU to warm up before add-
ing pneumatic load.
To shut down the APU, press the APU STOP button. Af-
ter the RPM is below 5%, rotate the APU MASTER knob
to OFF. To extend the life of the APU, the APU should be
shut down either while loaded (with APU BLEED and
APU GEN ON) or within 10 seconds of removing the
load.
EMBRAER LEGACY 650
ABNORMAL OPERATION
The FADEC automatically shuts down the APU when certain failures occur. Because the APU generator is a source of
electrical power, and as the Legacy 650 has many electrical components, the FADEC will not shut down the APU in flight
unless absolutely necessary.
On the ground, a functioning APU is not as critical. To pro- In flight, the APU will automatically shut down only for
tect the APU, the FADEC will shut down the APU for many control-related issues such as speed control and FADEC
types of failures. failures. For failures related to temperature or pressure—or
even fire—the APU will not automatically shut down. The
pilots must first consider the need for a generator, and de-
cide whether or not to shut down the APU.
The APU will shut down automatically for the following conditions:
FIGURE 9-4. AUTOMATIC SHUTDOWN
NOTE:
In the event of fire on the ground, there is a 10-second delay before an automatic APU shutdown is initiated. This allows
for a fire test. During the fire test, a fire signal is sent to the APU. If the TEST button is held for longer than 10 seconds, the
APU will automatically shut down if it is running.
In case of APU fire, press the APU FUEL SHUTOFF button. That shuts down the APU by closing the shutoff valve of the
APU fuel feed line which is located near the wing tanks.
EMBRAER LEGACY 650
LIMITATIONS
LIMITATIONS
EICAS MESSAGES
OPERATIONAL LIMITS TYPE MESSAGE ME ANING
APU has been automatically shut

OPERATIONAL LIMITS APU FAIL
down.
APU STARTER LIMITS CAUTION Oil temperature is above 166°C
APU MODEL T–62T–40C14 APU OIL HI TEMP
(331°F).
PARAMETER MAX
APU OIL LO PRESS Oil pressure is below 6 psi.
ALTITUDE FOR START 30,000 ft
OPERATION ALTITUDE 39,000 ft ( 3) FIGURE 9-6. AUXILIARY POWER UNIT CAS MESSAGES
ROTOR SPEED 108% (1)

EGT:
START 884°C
CONTINUOUS 680°C ( 2)
FIGURE 9-5. APU OPER ATIONAL LIMITS
NOTE:
(1) T he APU will be automatically shut down at 104% rotor speed.
(2) T he APU EGT may be exceeded up to 717ºC for a maximum of five
minutes.
(3) A bove 37,000 ft, APU bleed usage is not allowed.
NOTE: Minimum battery temperature to start the APU is −20°C.
APU STARTER LIMITS

In case of an unsuccessful APU start, a cooling pe-
riod must be allowed before the next starting at-
tempt.
After first attempt............................. 1 minute off
After second attempt ........................ 1 minute off
After third attempt ........................ 30 minutes off
Repeat this sequence for each series of three start-

ing attempts.
EMBRAER LEGACY 650
owerplant
hapter 10 Powerplant
igure Title
age Figure
itle Page
hapter 10 ...........................................
owerplant
POWERPLANT
TABLE OF CONTENTS
Introduction............................................................... PPT-154 Thrust Management...................................................PPT-162
Engine Overview........................................................ PPT-155 Thrust Scheduling...................................................PPT-162
Engine Components.................................................. PPT-155 Takeoff Thrust Modes ............................................PPT-162
Fan Module............................................................ PPT-155 Indications..................................................................PPT-162

High-Pressure Compressor....................................PPT-156 Normal Operation...................................................... PPT-164
Combustion Chamber............................................PPT-156 Engine Start and Warmup..................................... PPT-164
High-Pressure Turbine (HPT).................................PPT-156 Setting Takeoff Data.............................................. PPT-164
Low-Pressure Turbine (LPT)..................................PPT-156 Engine Cooldown and Shutdown.......................... PPT-164
Exhaust Cone and Mixer.........................................PPT-157 Abnormal Operation ................................................. PPT-165
Accessory Gear Box...............................................PPT-157 FADEC Engine Protections.................................... PPT-165
Engine Systems......................................................... PPT-158 Thrust Reversers........................................................PPT-166
Engine Fuel System............................................... PPT-158 Introduction............................................................PPT-166
Engine Oil System...................................................PPT-159 Normal Operation...................................................PPT-167
Engine Electrical System....................................... PPT-160 Abnormal Operation...............................................PPT-167
Pneumatic Starting System ................................. PPT-160 EICAS Messages....................................................... PPT-168
Full Authority Digital Electronic Control
(FADEC) ................................................................. PPT-160
Powerplant Controls .................................................PPT-161
Control Pedestal.....................................................PPT-161
Powerplant Control Panel....................................... PPT-161
F O R T R A I N I N G P U R P O S E S O N LY PPT-153
EMBRAER LEGACY 650
INTRODUCTION
The Legacy 650 is powered by two fuselage-mounted, Rolls-Royce AE3007A2 engines. Each engine has a thrust rating of
9,278 pounds, rated to ISA+15°C.
A high-bypass ratio, two-spool axial flow turbofan engine, Controls for the engines are located on the center pedestal
the AE3007A2 has a design that includes: and the overhead panel. On the center pedestal are the
thrust levers and four thrust mode buttons. Controls for the
• Single-stage fan ignition and FADECs, as well as the engine start/stop selec-
• 14-stage, axial-flow compressor with inlet guide tors, are located on the overhead panel.
vanes and five variable-geometry stator stages
• 2-stage high-pressure turbine to drive the compressor
• 3-stage low-pressure turbine to drive the fan
• Dual, redundant FADECs
• Accessory gearbox
• Air system for airplane pressurization and engine
starting
SPINNER INNER HP OUTER HP FORCED

BYPASS COMPRESSOR BYPASS TURBINE MIXER
DUCT DUCT 2 STAGE
FAN LP TURBINE
SUMP 3 STAGE
FAN
FRONT CENTER COMBUSTION AFT
SUMP SUMP CHAMBER SUMP
ACCESSORY ACCESSORY DRIVE

GEARBOX GEARBOX
FIGURE 10-1. LEGACY 650 ENGINE DIAGR AM
PPT-154 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
ENGINE OVERVIEW ENGINE COMPONENTS

Jet engines create thrust by drawing in air, compressing it,
mixing fuel with the air and igniting it, then forcing it out the FAN MODULE
back at high speed. • Air enters the engine through the inlet and is com-
pressed by a 22-blade, single-stage fan.
In an axial-flow turbine engine, air enters at the front of the
engine and continues straight back out the tailpipe. (In con- • The air is then split into a bypass stream and a core
trast, the APU is a reverse-flow turbine engine, and the air stream. The core stream enters the high-pressure
turns several times within the engine.) compressor.
In the Legacy 650’s AE3007A2 engine, air passes through • Air is bled from the fan for use in the pre-cooler, which
the single-stage fan at the front of the engine, and from cools engine bleed air before it enters the pneumatic
there, most of the air is bypassed around the core. This system.
engine has a 5:1 bypass ratio, which means that five parts • The fan’s titanium blades are surrounded by an N1
of air are bypassed for every one part that enters the core. containment ring made of Kevlar, which protects the
The bypass air creates thrust, cools the engine, and blan- body of the aircraft from damage should a fan blade
kets the exhaust air to make the engine quieter. The part detach from the engine.
that goes through the core enters the compressor section
and then the combustion chamber, where fuel and ignition
are introduced. The combustion produces hot exhaust
gases, and the energy from these gases is used to turn the
turbine blades at the back of the engine.
The first two turbine blades receive the most energy and FIGURE 10-3.
AE3007A2 ENGINE
are called the high-pressure turbines. These are connected
via a shaft to drive the compressor. Together, the 2-stage
high-pressure turbine and the compressor make up the N2
spool. The 3-stage low-pressure turbine drives the fan and
make up the N1 spool. The N2 shaft is hollow, which allows
the N1 shaft to go through its center, and the two spools
spin independently of each other. The engine thrust is gen-
erated by the fan, and thrust is set using the N1 indication
on the EICAS.
CONTAINMENT
RING
BYPASS AIR
FAN
AIRFLOW
COMPRESSOR
AIRFLOW
FAN
BYPASS AIR
FIGURE 10-2. LEGACY 650 ENGINE SIDE VIEW FIGURE 10-4. FAN SECTION DETAIL
EMBRAER LEGACY 650
HIGH-PRESSURE COMPRESSOR COMBUSTION CHAMBER

• The compressor consists of 14 stages. • Annular type.
• The inlet guide vanes and the stators for the first 5 • 16 duplex fuel nozzles.
stages of the compressor have a feature called Com-
• Two igniters at 6 o’clock and 12 o’clock positions.
pressor Variable Geometry (CVG). The FADEC uses
fuel pressure to change the angle of these vanes which • The combustion chamber is cooled by air flowing into
optimizes compressor efficiency and reduces the like- effusion holes in the combustion liner, keeping heat in
lihood of compressor stalls. the center of the chamber.
• Bleed air is tapped from the 9th and 14th stages of the
compressor for the aircraft pneumatic system. Air is
also bled from the 9th stage through the compressor
acceleration bleed valve (CABV) during engine starting
FIGURE 10-6.
to help in accelerating to idle speed. COMBUSTION CHAMBER DETAIL
9th 14th
CVG
SAMPLE OF EFFUSION
COOLING HOLES
COMBUSTION
LINER
FIGURE 10-7.
COMBUSTION CHAMBER
FIGURE 10-5.
HIGH PRESSURE COMPRESSOR
COMPRESSOR DETAIL
HIGH-PRESSURE TURBINE (HPT)

• Consists of two stages of turbine wheels.
• Drives the compressor by converting the hot gas flow
into usable mechanical energy.
LOW-PRESSURE TURBINE (LPT)

• Consists of three stages of turbine wheels. HIGH LOW
PRESSURE PRESSURE
TURBINE TURBINE
• Located downstream of the HPT.
• Drives the fan by extracting energy from the gas flow.
• Air exiting the LPT mixes with bypass air and provides
some thrust.
FIGURE 10-8.
TURBINE SECTION DETAIL
EMBRAER LEGACY 650
EXHAUST CONE AND MIXER FORCED

MIXER
• Uses cone shape to provide a smooth transition for
air flow to the exhaust tailpipe.
• Mixes the bypass air and the core gas before it exits
the engine.
• Reduces the noise generated when combining air of FIGURE 10-10.
different temperatures and speeds. REAR VIEW OF EXHAUST MIXER
FORCED
MIXER
FIGURE 10-9.
EXHAUST CONE AND
MIXER DETAIL
ACCESSORY GEAR BOX

Driven by the tower shaft connected to
N2, the accessory gearbox is located on
the bottom of each engine and drives
these items:
FAN
• Fuel pump and metering unit
(FPMU)
• Permanent magnet alternator (PMA) FIGURE 10-11.
ACCESSORY GEAR BOX DETAIL
• Oil pump
• Hydraulic pump
• Two generators
• Air turbine starter (ATS)
(drives the engine during start) OIL PUMP
CVG FUEL OUTLET

CONNECTIONS TO NOZZLES
ACCESSORY MAIN
HYDRAULIC DRIVE SHAFT ELECTRICAL
PUMP PAD FPMU IMPENDING BYPASS
STARTER PAD CONNECTION
IMPENDING
BLOCKAGE
INDICATOR
CONNECTORS
FOR FADECs
OIL VENT ACTUAL BLOCKAGE

CONNECTION INDICATOR
FILTER
GENERATOR PADS PMA FIGURE 10-12.

ACCESSORY GEAR BOX
EMBRAER LEGACY 650
ENGINE SYSTEMS
ENGINE FUEL SYSTEM
The fuel system supplies fuel for combustion, as well as fuel to activate the compressor variable geometry system and to
cool the engine oil.
FADEC CVG
FUEL A B ACTUATOR SEAL
INLET DRAIN
CVG
CONTROL
VALVE
FADEC A
FADEC B
(HP) MAIN TO FUEL

METERING PRESSURIZING
VALVE NOZZLES
VALVE
VAPOR VENT
VALVE
(LP)
PRESSURE A B
CENTRIFUGAL GEAR FADEC
PUMP PUMP RELIEF
VALVE VENT A BYPASS LATCHING
SHUTOFF VALVE SHUTOFF
B VALVE
BYPASS
FILTER
START STOP
FPMU
SEAL
DRAIN A B A B
FUEL-COOLED FIGURE 10-13. FADECs
OIL COOLER ENGINE FUEL SYSTEM SCHEMATIC
Fuel Pump and Metering Unit (FPMU)

Controlled by the engine FADECs, the FPMU is a fully inte- As fuel moves between the centrifugal pump and the gear
grated line-replaceable unit that handles the functions of pump, it enters a fuel-oil heat exchanger called the fuel-
fuel pumping, filtering, and metering. It ensures that fuel is cooled oil cooler (FCOC). The FCOC simultaneously warms
supplied to the engine at the correct pressure and flow rate the fuel and cools the lubrication oil. The fuel temperature
for effective starting and operation. is monitored after exiting the FCOC and if it falls below 5°C,
the caution message “ENG 1 (2) FUEL LO TEMP” is dis-
The FPMU is located on the accessory gearbox and re- played on the EICAS.
ceives fuel from the wing tanks via the engine fuel feed
line. First the low-pressure centrifugal pump raises the fuel The main fuel filter is located upstream of the gear pump.
pressure enough to prevent vapor pockets from forming In the event of a complete filter blockage, a bypass valve
and to meet the inlet pressure requirements of the high- allows fuel flow to continue. The fuel is then further pres-
pressure gear pump. surized by the gear pump and is ready to use for two pur-
poses: 1) actuating the CVG, and 2) supplying the fuel noz-
zles. The pressurizing valve will further raise the fuel pres-
sure.
EMBRAER LEGACY 650
ENGINE OIL SYSTEM

The engine lubrication system is a self-contained, recirculating dry-sump system. It supplies filtered and pressurized oil
to the engine oil coolers, engine sumps, and the accessory gearbox.
Lubricating Oil-Supply System

Oil is held in a pressurized tank with a capacity of 12 quarts. temperature, oil is bypassed around the FCOC. In these
Oil is supplied to the oil pump and is pumped through an oil cases, it would be undesirable to further heat the fuel or
filter. cool the oil.
During cold starts, a bypass valve opens and allows oil to Filtered, pressurized oil is supplied to the four engine
bypass the filter. The bypass valve also opens when the sumps (fan, forward, center, and aft sumps) and to the ac-
filter is excessively contaminated. cessory gear box. The sumps and gearbox each have a
separate inlet, so as oil is returned, the system is able to
The oil is then cooled while it passes through two heat ex- filter particles and protect the pumping elements. Each of
changers. The air-cooled oil cooler (ACOC) uses air to cool the sump inlets has a magnetic chip detector and screen
the oil, and as described in the fuel system section, the fu- along with a debris monitor. The gearbox sump inlet con-
el-cooled oil cooler (FCOC) uses fuel to simultaneously tains only a screen.
cool the oil and warm the fuel. If the fuel temperature is too
high or if oil pressure is too high—which occurs with low oil Engine oil level is displayed on the takeoff page of the MFD,
and may also be measured at the tank by using the oil level
sight gauge.
VENT FROM
CENTER SUMP PRESSURIZING OIL LEVEL SENSOR
VALVE ADD OIL SWITCH
TO AFT SUMP
AIR/OIL
SEPARATOR TO CENTER SUMP
TANK
VENT
FILLER SCAVENGE TO FORWARD SUMP
CAP RETURN
IMPENDING
SCUPPER BYPASS PICKUP TO FAN SUMP
DRAIN
OIL ACTUAL BYPASS
TANK TO AGB
INDICATOR BUTTON
OIL PUMP/ BYPASS
BREATHER VALVE MAINTENANCE ACOC OIL
GEAR CHECK VALVE BYPASS
VALVE
OIL OUTLET
TO EXHAUST
PUMP
RELIEF PRESSURE OIL LINE FUEL
VALVE ACOC TEMP
SENSOR
HIGH
PRESSURE
OIL FILTER
FUEL
OIL INLET
PUMP
DRAIN
FCOC
SCAVENGE IMPENDING BYPASS
SCREENS MAGNETIC INDICATOR BUTTON
FROM FROM FUEL
FAN SUMP FROM CHIP
FROM AFT SUMP DETECTORS
OUTLET
FORWARD CENTER PRESSURE PRESSURE TRANSDUCER
SUMP SUMP REGULATING TEMPERATURE SENSOR LOW OIL FCOC OIL
VALVE PRESSURE SWITCH BYPASS VALVE
FIGURE 10-14.
ENGINE OIL SYSTEM
EMBRAER LEGACY 650
ENGINE ELECTRICAL SYSTEM FULL AUTHORITY DIGITAL

Primary electrical power for engine control and the ignition ELECTRONIC CONTROL (FADEC)
system is provided by a permanent magnet alternator Each engine is equipped with two FADECs—FADEC A and
(PMA) which is driven by the accessory gearbox. FADEC B. Each FADEC controls the engine independently,
and only one is used at a time. Control is alternated be-
Engine FADECs tween the two FADECs. While one FADEC is active, the
• Above 50% N2, the FADECs are powered by the PMA. other remains in standby mode. The FADECs automatically
alternate powerplant control for each ground start. The
• Below 50% N2, the FADECs are powered by the airplane FADEC memory stores which FADEC was last used for en-
28V DC system. gine start, and commands the other one to perform the
Ignition next start, regardless of which FADEC is used in flight.
• The PMA powers the ignition at speeds above 10% N2. The active FADEC stays in control while engine perfor-
• The PMA is the only power source for igniters. If a PMA mance is normal, but control will automatically transfer to
failure occurs, the igniters cannot provide a spark. the standby FADEC if necessary. The pilot can also change
the controlling FADEC manually through the FADEC selec-
In case of electrical emergency, the PMA provides backup tor knob located on the overhead panel.
power for the thrust rating mode buttons.
On each engine, FADEC A and FADEC B are interconnected
Ignition System to share engine data and FADEC status. Each FADEC is also
connected to one of the two FADECs on the opposite en-
The dual redundant ignition system is composed of two
gine, allowing the FADECs to share the data needed to im-
ignition exciters, two high-tension igniter leads, and two
plement thrust reverser interlock and the automatic takeoff
igniters. Each ignition exciter is controlled by a separate
thrust control system (ATTCS).
FADEC and powered by a separate electrical winding of the
PMA. Based on commands from the control pedestal and from
the powerplant control panel, the FADEC sends a com-
PNEUMATIC STARTING SYSTEM mand signal to the fuel pump and metering unit. The FPMU
regulates the fuel flow to the engine in order to reach the
The air turbine starter and the starting control valve supply speed calculated by the FADEC.
the airflow for pneumatic engine starting. The sources of
pneumatic air can be selected from the APU, cross-bleed
from the opposite engine, or an external air cart.
FADEC Discrete Outputs
Each FADEC provides two output signals:
• N2 Speed Switch—Activates a discrete output when

N2 accelerates to 56.4%, and is deactivated when N2
drops below 53% (this signals whether the engine is
running or not).
•
ECS OFF Signal—When additional engine thrust is
needed, the air conditioning packs in the environmen-
tal control system are automatically turned off.
FIGURE 10-15. PNEUMATIC STARTER
Air Turbine Starter (ATS)

Located in the accessory gearbox, the ATS uses pneumatic
energy to accelerate N2 until the engine reaches a self-
sustaining speed.
Starting Control Valve (SCV)

The SCV opens to allow air into the ATS, and closes after
the start is complete. In case of a valve or electrical failure,
the SCV can be manually opened and closed.
POWERPLANT CONTROLS
CONTROL PEDESTAL 4 THRUST RATING Mode Buttons POWERPLANT CONTROL PANEL 1

1 Gust Lock Lever •
T/O—Selects maximum takeoff thrust-rating 1 IGNITION Selector Knob
mode. (A2 T/O RSV)
Limits thrust lever movement and locks the •
OFF—De-energizes the ignition.
elevator. •
CON—Selects maximum continuous thrust-
rating mode. ° If the engine is not running, ignition and
2 Thrust Levers fuel are not activated when a start is com- 2
° Single engine use only. manded.
•
MAX—Provides thrust that is one step higher
than what is programmed in the FADEC. ° Not available on ground. ° This allows for dry motoring—Turning the
•
CLB—Selects maximum climb thrust-rating engine without adding fuel or ignition, in
•
THRUST SET—Provides N1 target thrust
mode and increased A2 climb mode. order to clear any unburned fuel following
which is max thrust for the given setting. A 3
an abnormal engine start.
detent at the thrust set position helps the pi- ° Press to toggle between CLB and A2 CLB.
lot to set thrust. •
AUTO—Allows the FADEC to control ignition
° Not available on ground. automatically.
•
IDLE—Ground or flight idle, as determined by
the FADEC. •
CRZ—Selects maximum cruise thrust-rating ° During a ground start, only the FADEC in 4
mode. control activates its igniter at 14% N2.
•
MAX REV—Maximum reverse thrust.
° Not available on ground. ° Both igniters activate during an inflight
3 Friction Lock start at 10% or during auto-relight if a
flameout is detected. 5
Rotating this knob clockwise increases the re-
sistance on the thrust levers, and counterclock- ° Ignition is deactivated after the start is
wise lessens the friction. complete.
•
ON—Activates both ignition channels.
FIGURE 10-18. POWERPLANT CONTROL PANEL
° Both FADECs turn on their associated ig-
4 3 2 1 nition channel.
° During start, both igniters activate at 10%
MAX REVERSE
(ABOVE 78°) ACTUATION N2.
(14°)
STOP MAX REV 2 FADEC Control Knob (spring-loaded to neutral) 5 START/STOP Selector Knob
(85°) (0 to 4°)
•
RESET—Resets the FADECs, and clears •
STOP—Commands the FADEC to shut down
faults. the engine, provided the associated thrust
THRUST SET
(72 to 78°) IDLE •
ALTN—Alternates the FADEC in control. lever is at IDLE.
(22 to 28°)
FIGURE 10-16. 3 TAKEOFF DATA STORE Button •
RUN—Allows normal engine operation.
CONTROL PEDESTAL SETTINGS
• Used to set takeoff data for FADEC calcula- •
START—A momentary position that initiates
tions. the engine start cycle.
• Pressing the button initiates takeoff data NOTE: A transparent protection guard over the
setting and stores selections. START/STOP selector knobs makes it easier to
identify the engines and protects against inad-
4 TAKEOFF DATA SET Control Knob (spring vertently shutting down an engine.
loaded to neutral)
When turned, selects the takeoff thrust mode,
increases (INC) or decreases (DEC) the refer-
ence takeoff temperature and also sets the an-
ti-ice initial condition on or off, as presented on
the MFD during takeoff data setting.
FIGURE 10-17.
CONTROL PEDESTAL
THRUST MANAGEMENT INDICATIONS
Engine indications are provided on the EICAS. The EICAS scales change when necessary to match the limitations for dif-
THRUST SCHEDULING TAKEOFF THRUST MODES ferent engine conditions. If a parameter is exceeded, the scales and indications turn amber or red. Engine indications can
The FADEC uses ambient conditions and thrust mode set- also be shown on the engine page of the RMU.
tings to schedule the engine thrust corresponding to the
Normal Takeoff Thrust Modes
thrust lever angle. The minimum and maximum thrust lim- Selected during the setting of takeoff data, the following The EICAS shows the following information:
its are controlled by the FADEC as well as the range of posi- thrust modes are available: 1 2
tions in between.
• Alternate takeoff (ALT T/O-1) 1
Thrust Rating Mode Annunciation
4
88.1 ALT T/O –1 88.1
Idle Thrust Schedule ° Normal takeoff mode. A2 TO, A2 RSV, T/O, T/O-1, T/O RSV, ALT T/O-1,
CON, CLB, A2 CLB, CRZ 3
There is only one IDLE position on the thrust lever control ° Lowest takeoff thrust setting, for best engine 0.0 N1 0.0
pedestal. However, from that position, several IDLE ratings economy and durability. 2 N1 Target
are possible as determined by the FADEC: 5
• Takeoff (T/O) • Indicated by a blue T on the N1 indicator arc
and the blue digits displayed to the left and A A
•
Ground idle
° M edium thrust level.
right of the thrust rating mode.
° During ground operations, a low idle speed is suf- ° Should be selected only when necessary for 6
• Corresponds to maximum thrust for a given IGN IGN
ficient to provide bleed air flow, sustain the en-
gine operation, and drive the accessory gear box.
performance.
thrust rating mode. A 13 13 A
ITT
•
A2 TO
° Engine speed is determined as a function of am- • Achieved with thrust levers in the THRUST 7
bient temperature. ° H ighest selectable thrust level SET detent.
•
Flight idle ° Default if no takeoff data set. 3 N1 Request Bug 8
° A
utomatically selected in flight below 15,000 ft Indicates the N1 requested by a given thrust 0.0 % N2 0.0 % 9
° Provides a higher minimum thrust than ground
idle, and enables the engine to accelerate more with landing gear down and locked. lever position. 0 PPH FF 450 PPH
quickly. 4 N1 Indication 625 LB FWD 625 LB
ATTCS (Automatic Takeoff Thrust Control 5500 LB WING 5520 LB
° The engine must be able to accelerate to go- System) • Displays N1 as an RPM percentage.
around thrust in 8 seconds or less. 320 LB AFT 310 LB
If an engine failure is detected during a takeoff, the ATTCS • Displayed digitally within a box at the top of VENTRAL 820 LB
10
•
Anti-Ice flight idle automatically resets thrust on the remaining engine to the the display, as well as a scale with a pointer.
next higher level as indicated in the figure below. The same OIL VIB 11
° In icing, the idle speed is higher than when not in 5 FADEC In Command
icing conditions. result can also be achieved by moving the thrust levers
past the thrust set detent. Indicates the FADEC that is controlling the en-
° Provides the required bleed air pressure and tem- gine, either A or B.
perature for both the ECS and the anti-icing sys- If maximum thrust is required, set the thrust lever to max
tems. and also press the T/O button on the pedestal. This will in- 6 Ignition Indicator
° Inhibited below 15,000 ft if the landing gear is
crease thrust from any mode to A2 TO RSV mode. • Indicates the ignition channel(s) that are 0 0 13 13
down and locked. active.
NOTE: A2 TO RSV and T/O RSV modes are not intended for PRESS TEMP LP HP

NOTE: Descents in icing conditions must be normal operation. Their use must be recorded in the main- • IGN A, IGN B, IGN AB, or IGN OFF 12
planned ahead because of the higher idle thrust. tenance logbook. (when selected off). FIGURE 10-20. EICAS ENGINE INDICATIONS
Use of speed brakes may be necessary. • In auto mode, ignition is not active once start
THRUST
is completed, and no indication will be pres-
ent.
7 ITT (Interturbine Temperature)
POUNDS & PERCENT
9278
9171 9171 112.7%
8338 8338 110% 110% • Displays temperature on a scale and in digits.
7580 100% 100% 8 N2
• During engine start, the red line is located at
91% 801°C. Displayed as an RPM percentage.
• In takeoff mode, the red line is at 995°C. 9 Fuel Flow
• In all other modes, red line is at 971°C. Displayed in pounds per hour.
ALT T/O-1 T/O-1 T/O T/O RSV A2 T/O A2 T/O
RSV
FIGURE 10-19. TAKEOFF THRUST LEVELS
EMBRAER LEGACY 650
10 Oil Pressure 12 Vibration

ABOVE 88% N2 BELOW 88% N2 2.5 IPS 2.5 IPS
RED RED
155 PSI 155 PSI AMBER
AMBER
AMBER AMBER
1.8 IPS
110 PSI 110 PSI
GREEN GREEN
1.1 IPS
AMBER
50 PSI
34 PSI 34 PSI GREEN
GREEN
RED RED
LEFT RIGHT
LEFT RIGHT ENGINE ENGINE
ENGINE ENGINE
FIGURE 10-21. OIL PRESSURE INDICATIONS
11 Oil Temperature LP
0 IPS
HP
0 IPS
FIGURE 10-23. VIBR ATION INDICATIONS

RED
126°C • Digits are not displayed on the scale.

FIGURE 10-22. • LP turbine is green from 0 to 1.8, and
OIL TEMPER ATURE
INDICATIONS amber from 1.8 to 2.5.
GREEN
• HP turbine is green from 0 to 1.1, and

amber from 1.1 to 2.5.
21°C
AMBER
As a backup, the first engine page on the RMU can be used Oil quantity is displayed on the takeoff page of the MFD,
to show engine indications. beneath the takeoff data settings.
Thrust Mode • Left engine ranges from 0–13 US quarts.

Indication
• Right engine ranges from 0–14 US quarts.
N1 Indication
NOTE: The right engine is capable of measuring
a higher oil level due to sensor position.
Interturbine CLB CLB
Temperature
102.5 N1 99.9
• Amber when below 6 US quarts.
Indication
ENGINE DOORS
520 ITT 490
N2 Indication T/O MODE: ALT T/O-1
95.0 N2 80.3 REF TO TEMP: 14 °C
Fuel Flow 1850 FF PPH 1910 REF A–ICE: OFF
Indication 79 OIL P 79
12 QT OIL LVL 5 QT
145 OIL C° 150
Oil Pressure MORE 1 MSG ECS M/P
Indication RTN T/O A/I FUEL HYD ELEC RNG
Oil Temperature TUNE

Indication SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 10-24. RMU ENGINE INDICATIONS FIGURE 10-25. OIL QUANTITY INDICATION ON MFD
EMBRAER LEGACY 650
NORMAL OPERATION
ENGINE START AND WARMUP ENGINE COOLDOWN AND SHUTDOWN
For engine start, use the start/stop selector knob on the Allow the engine to run at idle speed for at least one minute
overhead panel. With thrust levers set to idle, momentarily prior to shutdown.
select START, then set to run.
For engine shutdown, the thrust levers must be positioned
After start, a “cold” engine must run at idle for at least four at IDLE. Rotate the start/stop selector to STOP. The FADEC
minutes before increasing N2 above 83%. An engine is con- will stop the engine by cutting off fuel to the engine in the
sidered to be cold if it has not run for the previous 90 min- FPMU.
utes. For a “warm” engine, ensure that it operates for at
least two minutes before increasing N2 above 83%. An en-
gine is considered to be warm if it has run within the previ-
ous 90 minutes. ENGINE
T/O MODE ALT T/O –1
To increase N2 above 83%, the engine oil must reach a tem-
REF TO TEMP 14°C
perature of at least 40°C. In lieu of this limit, it is accept-
able to either run the engine for at least eight minutes or REF A – ICE OFF
complete a static runup to 88% N2, stabilize, and check to FIGURE 10-26.
ensure oil pressure is equal to or less than 83 psi. 12 QT OIL LVL 12 QT TAKEOFF DATA CONTROLS &
POWERPLANT CONTROL PANEL
SETTING TAKEOFF DATA

Use the TAKEOFF DATA setting function on the over-
head panel to input reference data into the FADEC prior
to takeoff. This data will be used to calculate N1 TAR-
GET.
• Takeoff Mode (T/O MODE)

° Alt T/O-1
° T/O
° A2 T/O
• Reference Takeoff Temperature (REF TO TEMP)
Use the static air temperature (SAT) provided by
the air traffic control tower or ATIS. It will not be
accepted if it is more than 10°C different from the
temperature measured at the engine.
•
Reference Takeoff Anti-Ice Condition
(REF A-ICE)
Input the condition, ON or OFF, of engine anti-ice
system during takeoff.
After storing the takeoff data, if the engines are running
the FADECs will accept the data and display the calcu-
lated N1 target on the EICAS and the takeoff data set-
tings will be cyan. If the engines are not yet running, the
takeoff data settings will be amber in color, indicating
that the FADECs have not yet accepted the data.
When the temperature on the ground is 10°C or less,

PPT-164 and visible moisture is present, the Reference Anti-
Ice must be set to ON. The FADEC will allow an ITT
margin for the anti-icing ON condition, and takeoff
performance will be reduced.
EMBRAER LEGACY 650
ABNORMAL OPERATION
FADEC ENGINE PROTECTIONS
N1/N2 Overspeed/Underspeed Protection Interstage-Turbine Temperature (ITT)
• T
he FADEC limits fuel flow to prevent excessive rotor Limiting
speed on both the low-pressure rotor (N1) and the • T
o prevent exceeding ITT limits, the FADEC limits en-
high-pressure rotor (N2). gine fuel flow. If the fuel flow exceeds limits, the FADEC
• T
he FADEC initiates an engine shutdown if the upper will reduce the fuel flow.
limits of N1 and N2 are exceeded. • F ADEC protection does not prevent exceeding the max
• T
o avoid an N2 underspeed, the FADEC will also com- ITT—It limits fuel flow after the ITT limit has been
mand a shutdown if N2 drops below 54%. exceeded.
Acceleration/Deceleration Limiting
CAUTION
To prevent surge during acceleration or lean blow out dur-
ing deceleration, the FADEC restricts the rate of fuel flow to ITT Limiting does not replace the pilot’s need
the engine. to monitor the Engine Start.
Flameout Detection/Auto-relight FADEC Inputs Selection and Fault

• If the FADEC detects an engine flameout, and if N2 is Accommodation
higher than 53%, it automatically attempts a relight be- • W
ith redundant sensor inputs and outputs, the FADEC
fore the engine loses power. is highly fault-tolerant, with the ability to accommo-
• If the relight fails, the FADEC commands an engine date multiple faults with no degradation in engine re-
shutdown. sponse.
• F ault tolerance keeps the controlling FADEC in opera-
tion for as long as possible before transferring control
N1 Reversionary Control Mode to the standby FADEC.
• F or a total loss of N1 signal, the FADEC provides a re-
versionary control mode. The FADEC controls the
thrust governing N2 speed using its stored data on the FADEC Reset
correlation between N1 and N2. • R
otate the FADEC control knob to RESET, and the
• In reversionary mode, thrust may be controlled by FADEC clears inactive faults—Faults not currently be-
thrust lever movement. But transient response times ing detected.
may be greater, minimum thrust may exceed flight idle • If any fault continues to be displayed after the RESET
thrust, and maximum thrust may be less than that ex- command, it is not cleared.
pected during normal operation.
• T
he absence of N1 indication on the EICAS shows that
the engine is in reversionary control mode.
EMBRAER LEGACY 650
THRUST REVERSERS
INTRODUCTION
To decelerate the aircraft after landing or during a rejected takeoff, each engine is equipped with a thrust reverser. Each
thrust reverser consists of two pivoting doors which divert the engine's thrust forward rather than backward. When thrust
reversers are stowed and not in use, they form part of the exhaust nozzle.
THRUST
REVERSER
DOORS
FIGURE 10-27.
PIVOT DOOR ACTUATOR
ACTUATOR UPPER DOOR

MOUNTING ( STOWED)
FLANGE REAR
TORSION STRUCTURE
BOX
LOWER DOOR
(DEPLOYED)
DOOR
ACTUATOR
EMBRAER LEGACY 650
NORMAL OPERATION ABNORMAL OPERATION

The thrust levers are prevented from entering reverse in To prevent an inadvertent in-flight deployment, the system
flight by mechanical and electrical stops. To deploy the provides lock protection with three redundant locking sys-
thrust reversers, move the thrust levers backward and lift tems:
up on the idle release triggers. This allows the thrust levers
to move past the mechanical idle stop. The electrical idle • Primary (electrically commanded, hydraulically
stop prevents the triggers from being actuated when in- actuated)
flight. • Secondary (electrically commanded, hydraulically
actuated)
When the thrust levers are moved below idle, the mechani-
cal locks on the thrust reverser doors are released and hy- • Tertiary (electrically commanded and actuated)
draulic pressure is applied to deploy the thrust reverser.
If the reversers inadvertently deploy, the FADECs will com-
The reverser doors then pivot, so that the back part of the
mand idle thrust to minimize the effects on the aircraft.
doors blocks the discharge air from the nacelle and directs
the flow forward. The FADECs also provide thrust reverser asymmetry pro-
tections
The FADECs command the operation of the thrust reverser
system and will only command maximum reverse when ei- •
When the thrust levers are set to reverse, the
ther of these conditions is met: FADECs will not command more than idle reverse
until the thrust reversers of both engines are com-
• Both main landing gear are on the ground, at a wheel
pletely deployed.
speed above 25 kts.
• In case of a failed engine, the FADEC of the opera-
• All three landing gear are on the ground.
tive engine will only command reverse thrust if its
Deployment of the thrust reversers is indicated on the EI- thrust lever is set to reverse, and the thrust lever of
CAS. An amber REV means that the reverser doors are in the inoperative side is set to forward IDLE.
transit. A green REV means that reverser doors are fully
deployed. If a failure or disagreement is detected, a caution
message is displayed.
Reverse thrust should be used whenever it is need-

ed to stop the airplane. However, to reduce debris in-
gestion, it is recommended to use only idle reverse
below 60 KIAS and stow the reversers by 30 KIAS.
FIGURE 10-28. THRUST REVERSER INDICATIONS FIGURE 10-29. THRUST REVERSER CONTROLS
EMBRAER LEGACY 650
EICAS MESSAGES
ATTCS FAIL
ATTCS failure associated with a
low N1.
• At least one thrust reverser door
not fully open, OR
N2 from both the engines has • Thrust reverser system not iso-
dropped below 8,500 rpm (under- lated from hydraulic system
ENG 1-2 OUT (Thrust Lever set at or above
speed shutdown limit) uncom- CAUTION ENG1 (2) REV DISAGREE
manded. IDLE), OR
The engine has no ITT or N2 mar- • Door locking or position switch

signal failure with Thrust Levers
E1 (2) ATTCS NO MRGN gin to achieve higher thrust if
WARNING set at or above IDLE (ground
ATTCS is triggered.
only).
Engine does not achieve request-
E1 (2) LOW N1 Informs of the FADEC application
ed N1.
CHECK XXX PERF installed in the airplane. Displayed
Oil pressure has dropped below 34 (XXX=A1P, A1E, A2) only on ground with flaps 0° and
psi and the engine is running or the parking brakes applied.
E1 (2) OIL LOW PRESS pressure switch has failed at the
A dispatchable MMEL category B
closed position and the engine is E1 (2) FADEC FAULT
FADEC fault was detected.
not running.
The differential pressure across
Takeoff Data has not been suc-
E1 (2) FUEL IMP BYP the fuel filter has exceeded the
ENG NO TO DATA cessfully entered with engine run- ADVISORY
normal range.
ning and above 53% N2.
The differential pressure across
Disagreement between the REF A-
E1 (2) OIL IMP BYP the oil filter has exceeded the nor-
ICE condition selected by the pilot
mal range.
and the actual anti-icing system
ENG REF A/I DISAG condition has been detected by
A dispatchable MMEL category B
the engine control associated with E1 (2) SHORT DISP
FADEC fault was detected.
Parking Brake released (OFF) or
with any TLA above 45°. E1 (2) IDL STP FAIL Electric idle stop has failed.
N2 has dropped below 8,500 rpm
FIGURE 10-30. P
OWERPLANT AND
ENG1 (2) OUT (underspeed shutdown limit) un- THRUST REVERSER CAS MESSAGES
commanded.
Thrust Lever Angle sensor has

ENG1 (2) TLA FAIL
failed.
There are different FADEC applica-

FADEC ID NO DISP
tions installed in the airplane.
The engine ATS shutoff valve

E1 (2) ATS SOV OPN (SCV) remained open above 53%
CAUTION N2.
A failure in the engine control sys-

E1 (2) CTL FAIL
tem has been detected.
ITT or N2 exceeded the current

E1 (2) EXCEEDANCE ITT or N2 limit during an interval of
the flight leg.
An incompatible FPMU was in-

E1 (2) FPMU NO DISP
stalled on a A1E or A2 engine.
The fuel temperature in the engine

E1 (2) FUEL LO TEMP
has dropped below 5°C.
Associated FADEC has detected a

E1 (2) NO DISP
non-dispatch failure condition.
• Thrust reverser doors not

stowed and in transit with
Thrust Levers set at or above
ENG1 (2) REV FAIL IDLE, OR
• Thrust Levers set below IDLE in
flight.
ydraulics
hapter 11 Hydraulics
igure Title
age Figure
itle Page
hapter 11 ...........................................
Hydraulics
HYDRAULICS
TABLE OF CONTENTS
Introduction...............................................................HYD-170
Components...............................................................HYD-172
Manifold.................................................................HYD-172
Engine-Driven Pump (EDP)....................................HYD-172
Electric Motor-Driven Pump (EMDP).....................HYD-172
Reservoir................................................................HYD-172
Priority Valve..........................................................HYD-172
Accumulators.........................................................HYD-172
Shutoff Valve.........................................................HYD-172
Controls and Indications..........................................HYD-173
Normal Operation......................................................HYD-174
Exterior Preflight....................................................HYD-174
Before Start...........................................................HYD-174
After Start..............................................................HYD-174
Abnormal Operation..................................................HYD-174
EICAS Messages.......................................................HYD-174
F O R T R A I N I N G P U R P O S E S O N LY HYD-169
EMBRAER LEGACY 650
INTRODUCTION
The Legacy 650 has two independent hydraulic systems to operate the following airplane systems:
• Ailerons Each hydraulic system is powered by one engine-driven

pump and one electric motor-driven pump. Systems 1 and
• Rudder
2 are identical, with two exceptions:
• Landing gear
• Each system provides • A priority valve is
• Main door different services. installed in System 1.
• Nose wheel steering
• Normal brakes
• Emergency/Parking brake
• Thrust reversers
TEMP EICAS
• Spoilers SENSOR FIRE
EXTINGUISHING
HANDLE
QTY
SENSOR
EICAS
RESERVOIR
EXTERNAL
POWER SHUTOFF
RETURN VALVE
ELECTRIC
PUMP
ENGINE PRESSURE
DRIVEN SWITCH
PUMP
EICAS HYDRAULIC PANEL
EXTERNAL
POWER HYDRAULIC SYSTEM 2
FILTER SUPPLY (IDENTICAL TO SYSTEM 1)
MECHANICAL
REVERSION
MANIFOLD RUDDER
MECHANICAL
PRESSURE REVERSION
TRANSDUCER
LEFT AILERON
EICAS MECHANICAL
REVERSION
RIGHT
AILERON
LEFT THRUST RIGHT THRUST

REVERSER REVERSER
INBOARD OUTBOARD
SPOILER SPOILER
OUTBOARD INBOARD
BRAKES BRAKES
ACCUMULATOR
FREE
PRIORITY FALL ACCUMULATOR
VALVE
LANDING GEAR
MAIN DOOR EMERGENCY

BRAKES
FIGURE 11-1.
STEERING HYDR AULIC SYSTEM SCHEMATIC
HYD-170 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
HYDRAULIC
RACK
SYSTEM 1
ACCUMULATOR
FIGURE 11-2.
NO. 1 HYDR AULIC SYSTEM
COMPONENTS
MANIFOLD RESERVOIR THERMAL SWITCH
SYSTEM 2
ACCUMULATOR
FIGURE 11-3.
NO. 2 HYDR AULIC SYSTEM
COMPONENTS
EMBRAER LEGACY 650
COMPONENTS
Each hydraulic system includes the following:
MANIFOLD ACCUMULATORS
When hydraulic fluid leaves the pump, it flows to the mani- Each hydraulic system has one accumulator. Pressurized
fold where the fluid is cleaned by three filters as it circu- to 3,000 psi, the accumulators reduce the surges in system
lates through the airplane systems. If a filter is clogged, pressure. The System 1 accumulator is also used to raise
there is no EICAS message. Instead, a pop-up indicator the main cabin door—it has sufficient pressure to lift the
extends on the manifold itself. If a system overpressure oc- door three times—and assists in raising the landing gear.
curs, a relief valve diverts the excess fluid to the return line. The System 2 accumulator is used for the emergency/
parking brake, with enough pressure for six brake applica-
tions or to hold the brake for 24 hours.
ENGINE-DRIVEN PUMP (EDP)
Located on the accessory gearbox of its respective engine
(System 1 for Engine 1, and System 2 for Engine 2), the EDP
SHUTOFF VALVE
provides the hydraulic system with a continuous fluid flow When closed, the shutoff valve cuts off the hydraulic fluid
at 3,000 psi. It pumps 9.2 gallons per minute. supply to the engine-driven pump. The valve is closed by
pulling the engine fire extinguishing handle or pressing the
shutoff button on the hydraulic panel.
ELECTRIC MOTOR-DRIVEN PUMP
(EMDP)
Located in the hydraulic compartment with other system
components, the electric motor-driven pump also provides
a continuous flow of hydraulic fluid—but at a lower volume.
It pumps 0.7 gallons per minute and operates at 2,900 psi. While there is only a small difference in pressure
output between the engine-driven pump and the
electric motor-driven pump, there is a significant
RESERVOIR difference in the volume of fluid each provides.
With a capacity of 6 liters, the hydraulic fluid reservoir is The EDP pumps enough fluid to supply all of the sys-
pressurized through ‘bootstrapping’–Using the hydraulic tems simultaneously, while the EMDP cannot. In the
system’s own pressure to pressurize the reservoir. case of an engine 1 failure during takeoff, the EMDP
may be needed to raise the landing gear as well as
PRIORITY VALVE supply the flight controls. The fluid demand by the
flight controls causes a pressure drop which closes
Used only in System 1, and only when the EMDP is operat- the priority valve, limiting the fluid available for the
ing, the priority valve ensures that flight controls always landing gear.
receive an adequate flow of hydraulic fluid. It begins to
close when pressure drops below 2,600 psi, and is in the
fully closed position at 2,400 psi. Even in the fully closed
position, a small amount of fluid is able to flow to the land-
ing gear.
EMBRAER LEGACY 650

The overhead hydraulic panel lists the functions powered by Systems 1 and 2. Only the ailerons and rudder are operated
by both systems; the others are operated by a specific system.
1 2
1 Engine Pump Shutoff Button —Press this but-

ton to close the associated shutoff valve; the
white stripe illuminates while it is pressed. Re-
lease the button to open it.
2 Electric Hydraulic Pump Control Knob
OFF—Turns off the associated pump.
AUTO—Keeps the associated pump in standby
mode, ready to operate if the EDP outlet pres-
sure drops below 1,600 psi or the associated
engine N2 drops below 56.4%.
ON—Turns on the associated pump.
FIGURE 11-4. HYDR AULIC SYSTEM PANEL

Pressing the ENG PUMP SHUTOFF button does not
shut off the engine driven pump. It closes the shut-
off valve preventing fluid from entering the pump.
The engine driven hydraulic pump is geared to the
accessory gear box and will continue to run as long
as the engine is rotating.
HYDRAULIC BRAKES
1 SYS1
QTY
SYS2 TEMP
1 Fluid Quantity Indication—The bar is green
2 1000 PRESS 3000 when filled to the normal range of 1-6 liters; am-
OFF ELEC PUMP ON ber indicates a low level of 0-1 liters.
3 OB IB IB OB
2 Pressure Indication—A green number shows a
RTN T/O
ECS
A/I FUEL HYD ELEC
M/P
RNG
normal range of 1,300 to 3,300 psi; it turns am-
ber for values below 1,300 and above 3,300 psi.
3 Electric Pump Status—ON or OFF.
FIGURE 11-5. HYDR AULIC PAGE ON MFD
EMBRAER LEGACY 650
NORMAL OPERATION
EXTERIOR PREFLIGHT
At least once per day, the pressure from the #2 hydraulic
accumulator must be fully released so the nitrogen pre-
charge can be checked.
Follow this procedure:
• Park the airplane on a flat surface and put chocks at

the landing gear wheels.
• Release the parking brake, making sure that the air- FIGURE 11-6. HYDR AULIC 2 ACCESS PANEL
plane does not move.
• Open the access panel and hold the discharge valve
open until the hydraulic accumulator is fully dis-
ABNORMAL OPERATION
charged. During engine failure, the hydraulic system will operate us-
ing the electric motor-driven pump.
• Wait for three minutes, then make sure the nitrogen
precharge is 2,000 psi at 21.1°C (70°F). (Adjust this Failures in the hydraulic system will increase the landing
number for other temperatures by referencing the distance required, due to the loss of some or all brakes and
graph next to the valve.) spoilers.
• Turn on the hydraulic pump to recharge the hydraulic If there is a failure of both hydraulic systems, aileron and
accumulator. rudder control is still available through mechanical rever-
• Apply the parking brake. sion mode. In this case, more physical force will be required
to move the rudder pedals and control wheels.
If accumulator pressure is low and needs to be recharged

BEFORE START in order to raise the main cabin door, or to restart the 24 -
To check the electric hydraulic pumps: hour time limit on the parking brake, momentarily turn ON
the associated electric pump to repressurize it. Remember
• The batteries should not be the only source of electri- this should not be done while on battery power.
cal power. If they are, wait until the APU or a GPU is
available before switching ON the electric hydraulic
pumps. EICAS MESSAGES
•
Select the MFD HYD page and set both electric TYPE MESSAGE ME ANING
hydraulic pumps to AUTO. Associated hydraulic system is
HYD SYS 1 (2) FAIL
not pressurized.
• Verify that pressures are at 2,900 ±200 psi. CAUTION
Associated hydraulic system fluid
• Confirm that hydraulic fluid levels are within the normal HYD SYS 1 (2) OVHT
temperature is above 90°C.
range.
Engine-driven pump is not gener-
E1 (2) HYD PUMP FAIL ating pressure with associated
• After checking both pumps, turn them OFF. engine running.
AFTER START E1 (2) HYDSOV CLSD

Associated hydraulic shutoff valve
is closed.
ADVISORY
After starting the engines, set the electric pumps to AUTO HYD1 (2) LO QTY
Fluid level in the associated reser-
mode. If taxiing with a single engine, set both pumps to voir is below one liter.
AUTO prior to taxi. The electric pumps will remain in AUTO Associated electric pump select-
until engine shutdown at the completion of the flight. HYD PUMP SELEC OFF ed OFF with the parking brake re-
leased.
FIGURE 11-7. HYDR AULIC SYSTEM CAS MESSAGES
anding Gear & Brakes
hapter 12 Landing Gear & Brakes
igure Title
age Figure
itle Page
hapter 12 ...........................................
anding Gear & Brakes
LANDING GEAR
& BRAKES
TABLE OF CONTENTS
Introduction................................................................LGR-176
Air/Ground Logic........................................................LGR-176
Landing Gear System.................................................LGR-177
Landing Gear Operation .........................................LGR-177
Gear Position Indications...................................... LGR-178
Abnormal Operation.............................................. LGR-179
Brake System..............................................................LGR-181
Normal Brakes........................................................LGR-181
Emergency/Parking Brake System....................... LGR-182
Gear-Retracting In-Flight Braking.......................... LGR-182
Brake Temperature Indications............................. LGR-182
Nose Wheel Steering System................................... LGR-183
EICAS Messages....................................................... LGR-184
F O R T R A I N I N G P U R P O S E S O N LY LGR-175
EMBRAER LEGACY 650
INTRODUCTION
The Legacy 650 landing gear system incorporates gear extension and retraction as well as braking and steering capabili-
ties. All of these functions are electronically controlled, electronically monitored, and hydraulically actuated.
The landing gear uses proximity switches for air/ground logic and for gear up and down indications.
System status and failures are indicated on the EICAS, with a backup display on the RMU.
AIR/GROUND LOGIC
Many aircraft systems function differently on the ground In comparing the landing gear signals, the majority wins. If
versus in the air—systems such as the spoilers, gear, elec- all four signals are valid, at least three must agree. If three
trical, pressurization, and others. The air/ground logic uses signals are valid, two must agree. If two signals are valid,
five weight-on-wheels (WOW) proximity switches. both must agree. Only then will the LGEU make an air/
ground determination. If there is no consensus, EICAS will
Two proximity switches are located on each main landing display a LG AIR/GROUND FAIL message.
gear, and together they provide four independent signals to
the landing gear electronic unit (LGEU). The air/ground The fifth WOW proximity switch is located on the nose
logic compares the signals to determine whether to send landing gear. The signal from the nose landing gear is not
an AIR or GROUND signal. considered for the AIR vs. GROUND signal. It is sent to only
two systems—nosewheel steering and the thrust revers-
ers.
LGR-176 F O R T R A I N I N G P U R P O S E S O N LY
FIGURE 12-1. LEGACY 650 LEFT AND RIGHT LANDING GEAR

EMBRAER LEGACY 650
LANDING GEAR SYSTEM

LANDING GEAR OPERATION
Landing gear retraction and extension are powered by Hydraulic System 1. The main landing gear legs retract inboard, and
are mechanically connected to their respective doors.
The nose landing gear retracts forward. Hydraulic pressure is used to hold the nose gear doors open or closed.
Landing Gear Extension

To lower the landing gear, move the landing gear le-
ver to the DN position. This signals the LGEU, which
commands hydraulic pressure to release the up-
locks and extend the gear legs and doors. When the
gear legs reach the DN position, the downlocks are
actuated to lock the gear in the extended position.
The maximum speed at which landing gear can be
extended is 250 kts.
Landing Gear Retraction

To retract the landing gear, move the landing gear
lever to the UP position. This signals the LGEU,
which commands hydraulic pressure to unlock the
downlocks and raise the gear legs into their respec-
tive wheel wells. The maximum speed at which
landing gear can be retracted is 200 kts.
The nose gear doors close after the nose landing

gear is locked in the UP position.
FIGURE 12-2. LANDING GEAR LEVER
FIGURE 12-3. NOSE LANDING GEAR DOORS
EMBRAER LEGACY 650
GEAR POSITION INDICATIONS

Landing gear position is indicated on the EICAS.
Three boxes are shown on the EICAS—One for the left landing gear, one for the nose landing gear, and one for the right
landing gear.
Landing Gear Positions LEFT NOSE RIGHT
Green DN...................................... Landing gear is

Inside Green Box down and locked. LDG GEAR
Amber and Black.......................... Landing gear is DN UP
Cross-Hatched Box in transit.
White UP...................................... Landing gear is LANDING GEAR POSITIONS

Inside White Box up and locked.
Landing Gear Disagreements

LDG GEAR
After 20 seconds, if the landing gear is not in the
selected position, the following indications will be UP DN
present as well as the EICAS message LG/LEVER
DISAGREE.
LANDING GEAR DISAGREEMENTS
Red and Black.............................. Landing gear is
Cross-Hatched Box still in transit. FIGURE 12-5.
LANDING GEAR INDICATIONS
Red UP................................................. Gear is up,
Inside Red Box but selected down.
Red DN.............................................Gear is down,

Inside Red Box but selected up.
Landing Gear RMU Indication
NOTE: If the EICAS message LG/LEVER DISAGREE As a backup, the RMU displays LG DOWN
appears, always run the QRH checklist before land- LOCKED when landing gear is down and
ing—even if there are three green DN indications. locked. LANDING GEAR
INDICATION
(DOWNLOCKED)
0000 FWD LB 0000

5499 WNG LB 5499
0000 AFT LB 5499
VTR LB 5499
FLAP 9
LG DOWN LOCKED
SPOILER OPEN
MORE
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 12-4. FIGURE 12-6. ENGINE BACKUP PAGE

GEAR INDICATIONS ON EICAS
EMBRAER LEGACY 650
ABNORMAL OPERATION
If normal gear extension fails, the landing gear can be extended through an electrical override or free-fall extension.
Electrical Override Extension

The electrical override switch lets the system bypass the
LGEU to directly actuate the landing gear and doors. In the
floor beside the copilot’s seat, the switch is inside the free-
fall lever compartment. To override normal extension, first
set the switch to the DOORS position to open the nose-
wheel doors, then extend the gear by selecting the GEAR/
DOORS position. FIGURE 12-8.
FREE FALL LEVER
COMPARTMENT
LOCATION
FIGURE 12-9.
ELECTRICAL
GEAR /DOORS OVERRIDE SWITCH
DOORS
FIGURE 12-7.
FREE FALL LEVER
COMPARTMENT
NORMAL
Free-Fall Extension
In case of failure of both normal and electrical override ex-
tension, free-fall extension may be used. To perform, pull
up the lever inside the free-fall lever compartment. This
mechanically releases the uplocks of all three gear legs
and depressurizes the hydraulic lines. The gear legs fall by
gravity. If the gears do not lock in the DN position, aerody-
namic drag can be used to assist by side slipping the air-
craft.
After extending the gear, the lever will remain in the UP po-
sition. To stow the lever and return the landing gear to nor-
mal operation, press the button on the end of the lever to
unlock it and lower it slowly.
EMBRAER LEGACY 650
Abnormal Retraction Landing Gear Warning

If normal retraction does not work, and the landing gear If the airplane is in a landing flaps configuration or near to
does not raise when commanded, first consult the QRH and the ground, with the landing gear not down and locked, a
check to see if the LG AIR/GND FAIL message is presented “LANDING GEAR, LANDING GEAR” aural warning will
on the EICAS. sound. The warning will repeat until the landing gear is
down or until corrective action is taken.
If the message appears, do not move the landing gear le-
ver. Return for landing, as the aircraft systems may operate It will be generated for any of these conditions:
as if the aircraft is on the ground.
Condition 1
If the “LG AIR/GND FAIL” message is not displayed, the fail-
ure is most likely in the solenoid that locks the lever in the • Radio altitude is below 1,200 ft
DN position. To raise the gear, press the downlock release • Flap selector lever set to 0° or 9°
button and move the landing gear lever to the UP position.
• Low thrust

NOTE: In case of RA failure, the aural warning can be
canceled using the LG WRN CUTOUT button on the
pedestal. This is allowed because the flaps are not at
a landing setting.
Condition 2
• Radio altitude is below 1,200 ft

• Flap selector lever set to 22° or 45°
• Low thrust

NOTE: The aural warning cannot be canceled.
Condition 3
• Any time the flap selector lever is set to 45°

(even at a high altitude or with high thrust)
NOTE: The aural warning cannot be canceled.
FIGURE 12-10.
DOWNLOCK RELEASE BUTTON
Landing Gear Warning Cutout Button

Located on the control pedestal, this button can be
pressed to cancel the “LANDING GEAR, LANDING
GEAR” aural warning. It will only work when the flaps
are set to 0° or 9° and the Radio Altimeter is inoperative.
As a momentary button, the LG WRN CUTOUT button

will silence one occurrence of the aural warning. If the
warning is triggered again, such as in the case of an in-
crease in thrust followed by a decrease in thrust, the
button must be pressed again to silence the new warn-
ing.
When the aural warning has been canceled, an amber

bar illuminates inside the button. The amber stripe ex-
tinguishes when landing gear is down and locked or if
FIGURE 12-11.
the conditions above no longer exist. LANDING GEAR WARNING
CUTOUT BUTTON
EMBRAER LEGACY 650
BRAKE SYSTEM
NORMAL BRAKES
The normal brake system is controlled with the tops of the
rudder pedals. Signals from the rudder pedals are sent to
the brake control unit (BCU), which modulates hydraulic
pressure sent to the four wheel brakes.
Hydraulic System 1 powers the outboard brakes, and Hy-

draulic System 2 powers the inboard brakes.
Protective functions of the normal braking system include:
•
Anti-skid protection
Active at speeds above 10 kts, the anti-skid works by
relieving hydraulic pressure to the brakes. If the BCU
receives a signal that one wheel is slower than the
wheel speed average, it relieves some of the braking
pressure to that side. The pressure is reduced until
that wheel has caught up and all of the wheels have
returned to the average speed.
Anti-skid minimizes tire wear, optimizes braking dis-
tance, and prevents skidding.
• Locked wheel protection

Active at speeds above 30 kts, the locked wheel pro-
tection also works by comparing wheel speeds. If the
speed of one wheel is 30% lower than that of another
wheel, the locked wheel protection releases all of the
brake pressure to the slower wheel. Brake pressure is
resumed once normal wheel speed has been recov-
ered.
•
Touchdown protection
With touchdown protection, the brakes are prevented
from being actuated immediately on touchdown. They
do not actuate until the main wheels contact the run-
way and spin up to 50 kts. In the case of sliding or hy-
droplaning, it also allows brake actuation three sec-
onds after touchdown. In a bounced landing, brakes
will actuate three seconds after the latest runway con-
tact.
FIGURE 12-12.
HYDR AULIC BR AKE LINE
EMBRAER LEGACY 650
EMERGENCY/PARKING GEAR-RETRACTING IN-FLIGHT

BRAKE SYSTEM BRAKING
The emergency/parking brake is used when parking the air- To stop the wheels from turning, automatic braking is pro-
plane or when the normal brakes have failed. This brake is vided during gear retraction. As soon as the airplane is air-
supplied by Hydraulic System 2, but it is totally indepen- borne and the landing gear is commanded to retract, brak-
dent of the BCU and so it has none of the normal braking ing pressure is applied to the main wheels. The nose
system protections. wheels are braked by a mechanical stop inside the nose
wheel well.
To use this brake, pull the emergency/parking brake handle
on the left side of the control pedestal. The more the han-
dle is moved, the more pressure is applied to the brakes. BRAKE TEMPERATURE INDICATIONS
This action is confirmed by a BRAKE ON light indication on Brake temperatures are indicated on the hydraulic page of
the main panel. the MFD by two vertical bars and four pointers—one for
each brake. When the brake temperature is below 250°C,
If the parking brake is not set and released properly, an un- the pointer is green. When the temperature is above 250°C,
wanted transfer of hydraulic fluid can occur between the it is amber. Brake temperatures must all be in the green
two hydraulic systems. To avoid that problem: range prior to takeoff to ensure adequate brake capability
To set the parking brake: in case of a rejected takeoff.
• Hold the normal brakes down with toes.

• Set the parking brake.
To release the parking brake:
• Hold the normal brakes down with toes. BRAKES

• Release the parking brake. TEMP
If the two hydraulic systems become unbalanced, FIGURE 12-13.
BR AKE TEMPER ATURE
do not attempt to transfer fluid. Simply refill the low side. INDICATIONS
OB IB IB OB
EMBRAER LEGACY 650
NOSE WHEEL STEERING SYSTEM

The nose wheel steering system is electronically controlled To manually disengage the nose wheel steering, press the
and hydraulically operated. It is powered by Hydraulic Sys- trigger button on the back of the yoke. This button is lo-
tem 1. cated on the left side of the yoke for the pilot, and on the
right side for the copilot.
When the aircraft is on the ground, with the landing gear
down and locked, steering can be controlled by the rudder When steering is turned off, a STEER INOP message dis-
pedals and the steering handle. The steering handle pro- plays. This is normal, and is not an indication of a malfunc-
vides 71° of turn and the rudder pedals give an additional tion. The nosewheel will free caster when the steering is
5°. When used together, the nose wheel is able to be dis- not engaged.
placed 76°.
R5 STEERING
DISENGAGE
BUTTON
R3 R6
FIGURE 12-15.
R1 3.10 m STEERING DISENGAGE
11 ft 10 in BUTTON
R2 R4
18.54 m
60 ft 10 in
(RUNWAY MINIMUM WIDTH)
76°
NOTE: Pilot’s control
wheel shown, viewed
FIGURE 12-14. EMB -135 BJ MINIMUM TURNING R ADII from behind.
1
The radius of turn of the nose of the aircraft is great-
er than that of the wing or tail. If the nose clears
an obstacle, the wing and tail will clear if maximum 2
turning is used—rudder pedals and steering handle
used together. FIGURE 12-16.
STEERING HANDLE OPER ATION
To engage the nose wheel steering, push the handle down.

To steer the aircraft, first press the handle down. Then
while keeping it pressed down, rotate the handle left or
right. Do not allow the handle to raise until the turn is com-
pleted.
STEERING NOSE NOSE GE AR OUTBOARD GE AR INBOARD GE AR RIGHT WINGTIP RIGHT TAILTIP

ANGLE R1 R2 R3 R4 R5 R6
4.94 m 13.05 m 5.49 m 0.72 m 13.27 m 13.34 m
76°
49 ft 0 in 42 ft 10 in 18 ft 0 in 2 ft 4 in 43 ft 7 in 43 ft 9 in
FIGURE 12-17. EMB -135 BJ MINIMUM TURNING R ADII TABLE
EMBRAER LEGACY 650
On some aircraft, to allow towing, the ground crew can dis-

engage the steering with a switch near the GPU receptacle
EICAS MESSAGES
on the left front fuselage. This external switch deactivation TYPE MESSAGE ME ANING
is also indicated by a STEERING INOP message on the EI- After 20 seconds of gear com-
CAS. WARNING LG/LEVER DISAGREE mand, at least one landing gear is
not in the selected position.
LGEU failure or failure of two

MEMORY ITEM LG AIR/GND FAIL weight-on-wheel proximity switch-
es.
NLG UP/DOOR OPN Nose LG is locked up and nose LG

Steering System Inoperative or Uncommanded (if applicable) door is open.
Swerving on Ground
Total or partial loss of braking ca-
pability of one outboard wheel (1
Steering Handwheel.........................DO NOT USE BRAKE DEGRADED
or 4) and/or one inboard wheel (2
or 3), or internal BCU failure.
Steering Disengagement Button................ PRESS CAUTION Any brake temperature has ex-
BRAKE OVERHEAT
ceeded 450°C.
Outboard and/or inboard pair of

BRK OUTBD (INBD) INOP
brakes is inoperative.
Emergency/parking brake accu-

EMRG BRK LO PRES mulator presents a low pressure
condition.
Steering system is inoperative.

STEER INOP Message is presented only on
ground.
FIGURE 12-19. LANDING GEAR CAS MESSAGES
G
ERIN
STEGAGED
EN
ED
GAG
DISEN
FIGURE 12-18.
STEERING DISENGAGEMENT
SWITCH COMPARTMENT
light Controls
hapter 13 Flight Controls
igure Title
age Figure
itle Page
hapter 13 ...........................................
light Controls
FLIGHT
CONTROLS
TABLE OF CONTENTS
Introduction............................................................... FCN-186
Primary Flight Controls............................................ FCN-187
Pitch Control.......................................................... FCN-187
Roll Control............................................................ FCN-188
Yaw Control............................................................ FCN-189
Trim Systems......................................................... FCN-190
Secondary Flight Controls........................................ FCN-194
Flap System........................................................... FCN-194
Spoiler System....................................................... FCN-195
Electromechanical Gust Lock System.................. FCN-197
Normal Operation...................................................... FCN-199
Abnormal Operation..................................................FCN-200
Trim Cutout Buttons............................................... FCN-201
Aileron Mistrim...................................................... FCN-201
Aileron and Rudder Shutoff Buttons..................... FCN-201
Rudder Hardover Protection..................................FCN-202
Flap Failures..........................................................FCN-202
Backup Indications................................................FCN-202
EICAS Messages.......................................................FCN-203
F O R T R A I N I N G P U R P O S E S O N LY FCN-185
EMBRAER LEGACY 650
INTRODUCTION
The Legacy 650’s flight control system allows the crew to For additional safety while on the ground, the gust lock pre-
control the aircraft by moving the flight control surfaces. vents the elevators from moving to protect the elevator
The primary flight controls consist of the elevators, aile- components against damage from strong wind gusts.
rons, and rudder. Trim is available for all three.
Secondary flight controls consist of flaps, ground spoilers,
The ailerons and rudder are hydraulically powered, but if and speed brakes.
there is a loss of both hydraulic systems, they may be me-
chanically actuated. The elevators are only actuated me-
chanically.
TABS HORIZONTAL
STABILIZER
ELEVATOR
AILERON
RUDDER
FLAPS
SPEED GROUND
BRAKE SPOILERS
FIGURE 13-1.
FLIGHT CONTROL SURFACES
FCN-186 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
PRIMARY FLIGHT CONTROLS

PITCH CONTROL
Elevators Control Tabs
Pitch control is provided by mechanically actuated eleva- Four tabs are located on the elevators, and they move auto-
tors and an electrically positioned horizontal stabilizer. matically with elevator commands, reducing the pilot effort
needed to overcome aerodynamic loads.
Separate cables connect the elevators to the captain’s and
copilot’s controls. One cable runs from the captain’s con- The two outer tabs are servo tabs. Mechanically linked to
trols to the left elevator along the top of the plane, and the the elevator, they move any time the elevator moves — but
other cable connects the copilot’s controls to the right ele- in the opposite direction. When a tab moves up or down, it
vator via the bottom of the plane. This configuration reduc- deflects the air stream, which helps to push the elevator in
es the possibility of severing both cables if an engine the commanded direction.
comes apart in flight and impacts the fuselage.
The two inner tabs are spring tabs. They also move in the
The elevators are normally connected by a torque tube, al- opposite direction of elevator deflection, but they move in
lowing them to work in unison. If one of the elevators is proportion to the control force applied to the elevator. At
jammed, the elevators may be disconnected through a lower speeds, when aerodynamic loads are less, the spring
handle located on the control pedestal. By releasing the tabs are not needed. They stay in the neutral position,
free elevator from the jammed elevator, the crew can re- aligned with the elevator. At high speeds, when aerodynam-
gain command of one elevator panel. ic forces are higher, the spring tabs move in the opposite
direction of the elevator deflection. This reduces the
The autopilot elevator servo and the stick pusher servo are amount of force needed to move the elevator.
located on the left side only. If the elevators are discon-
nected, the autopilot should not be used.
ELEVATOR DISCONNECTION
HANDLE
(CONTROL PEDESTAL)
DISCONNECTION
DEVICE
RIGHT
ELEVATOR
ELEVATOR
DISCONNECTED
ELEV
LIGHT
NO DISC
S
DO E
WN
SPRING SERVO
TABS TABS
LEFT
AUTOPILOT ELEVATOR
SERVO
STICK PUSHER
SERVO
FIGURE 13-2.
ELEVATOR SCHEMATIC
EMBRAER LEGACY 650
ROLL CONTROL
Roll control is provided by ailerons on the trailing edge of Each control wheel is connected to one aileron by a cable.
each wing. The ailerons are hydraulically actuated, and po- The ailerons are linked together by a torque tube, and, like
sitioned by the pilots’ control wheels. the elevators, if one of the ailerons is jammed, they can be
disconnected through a handle located on the control ped-
Both hydraulic systems normally provide power to the aile- estal. By releasing the free aileron from the jammed aile-
rons, but either system is capable of providing full aileron ron, the crew can regain command of one aileron.
control. Buttons on the overhead panel allow the flight crew
to shut off the hydraulic systems. An artificial feel unit (AFU) provides realistic, aerodynamic
feedback from the ailerons. It is located on the right side,
so if the system is disconnected, the realistic feel will only
apply to the copilot's controls.
AILERON DISCONNECTION
HANDLE
(CONTROL PEDESTAL)
ROLL TRIM
ACTUATOR
ARTIFICIAL
FEEL UNIT AILERON
DISCONNECTED
LIGHT
AP SERVO
DISCONNECTION
DEVICE
RIGHT AILERON
AILERON SHUTOFF BUTTON
(OVERHEAD PANEL)
POWER FIGURE 13-3.

CONTROL AILERON SCHEMATIC
ACTUATOR
LEFT AILERON
EMBRAER LEGACY 650
YAW CONTROL
Yaw control is provided through two, in-tandem, hydrauli-
cally powered rudders, with a mechanical backup. Cables,
which are split through the fuselage, connect the rudder 0.75
pedals to the Power Control Unit (PCU) located in the tail.
The PCU hydraulically positions the forward rudder and the
aft rudder is mechanically linked to the forward rudder. It is DEFLECTED
deflected an additional 75% of the forward rudder deflec-
tion.
This design improves the effectiveness of the rudder,

which is useful at low speeds. At high speeds however, it
ACTUATOR
would be undesirable to have such a large yaw input. For
this reason, hydraulic power for rudder system 1 is auto- NEUTRAL
matically shut off anytime the airspeed is greater than 135
KIAS. Hydraulic power to the rudder from both systems
may be manually shut off using buttons on the overhead
panel.
FIGURE 13-4. RUDDER DEFLECTION
The PCU includes an Artificial Feel Unit (AFU) for the ped-
als, giving the flight crew a feel of the aerodynamic load on
the rudders.
For FAA or ANAC certification, the maximum rudder deflec-

tion is 15°. For EASA certification, the rudder is equipped
with movable stops which limit rudder deflection to 10° in RUDDER TRIM
RUDDER SHUTOFF BUTTONS
flight and 15° on the ground. (OVERHEAD PANEL) ACTUATOR
FORWARD
RUDDER
PCU
SPRING−LOADED
CARTRIDGES
HYDRAULIC AFT RUDDER
ACTUATORS
INPUT RODS
SPRING−LOADED
CARTRIDGES REAR TORQUE
TUBE ASSEMBLY
FIGURE 13-5.
RUDDER SCHEMATIC
AP
SERVO
EMBRAER LEGACY 650
TRIM SYSTEMS
Trim is provided for the pitch, roll, and yaw axes, but the aircraft does not utilize any trim tabs.
The pitch trim may be controlled manually or by the autopilot. Actuating the pitch trim switches while the autopilot is en-
gaged will disengage the autopilot. The roll and yaw trims can only be actuated manually, and are designed to be used with
the autopilot engaged. Use of the roll and yaw trim will not disengage the autopilot.
Pitch Trim Roll Trim

The pitch is trimmed by electrically repositioning the entire Roll trim works by repositioning the neutral position of the
horizontal stabilizer. The large size of the horizontal stabi- ailerons. It is actuated through the artificial feel unit and
lizer makes proper pitch trim essential to safe flight. will not work if the AFU is inoperative. It is commanded by
a roll trim switch on the center pedestal.
Pitch trim signals are sent from the pilots’ switches or the
autopilot to the Horizontal Stabilizer Control Unit (HSCU),
located in the rear electric compartment. The HSCU then
Yaw Trim
commands one of the electric motors in the horizontal sta- Yaw trim is activated with a knob on the center pedestal.
bilizer actuator (HSA) to reposition the horizontal stabilizer. The Legacy 650 is very sensitive to yaw trim, and it is espe-
cially important during single engine operation to maintain
The HSCU commands the horizontal stabilizer through two correct trim.
identical, independent control channels, each with its own
motor:
• M
ain pitch trim channel—Actuated by the switches on
the control wheels or the autopilot. The captain’s
switch has priority over the copilot’s switch.
•
Backup pitch trim—Actuated by the backup switch on
the center pedestal. There is no priority logic between
the main and backup switches—the first one com-
manded will take priority.
The HSCU controls the pitch trim rate based upon the air-
speed of the aircraft. As the airspeed increases, the rate of
trimming decreases.
FIGURE 13-6.
TRIM PANEL ON CENTER PEDESTAL
EMBRAER LEGACY 650
Controls and Indications
1 1
2 2
Control Wheels
1 Main Pitch Trim Switches
2 Quick-Disconnect Buttons
• To be used in case of a trim runaway. While held
pressed, all trim systems are disconnected.
• While pressed, the stick pusher is also inhibited.
• Pressing momentarily will disengage the auto-
pilot and yaw damper.
FIGURE 13-7.
CONTROL WHEELS
EMBRAER LEGACY 650
Trim Control Panel

1 PITCH TRIM BACKUP Switch
3 Press forward or backward to actuate the pitch
trim through the backup channel.
2 ROLL TRIM Switch
Press LWD or RWD to actuate the roll trim to the
left or right.
3 YAW TRIM Knob
2 Rotate clockwise or counterclockwise to actu-
ate the yaw trim.
1
FIGURE 13-8.
TRIM CONTROL PANEL
Trim Indications
1 PITCH Trim
• The scale ranges from 4° nose down to 10°
nose up.
• The green band indicates the takeoff range
of 4° to 8° nose up.
• Due to rounding errors, numbers in the nor-
mal range may be displayed in amber. To pre-
vent nuisance takeoff configuration warn-
ings, follow this procedure:
° When setting a trim of 8, first select 7, then
slowly approach 8 from the bottom.
° When setting a trim of 4, first select 5, then
slowly approach 4 from the top.
2
YAW Trim Indication
3 ROLL Trim Indication 1
FIGURE 13-9.
3 2
TRIM INDICATIONS
EMBRAER LEGACY 650
Trim System Protections

Switch Protection HSA Excessive Load Protection
All three pitch trim switches and the roll trim switch utilize To avoid excessive loads on the horizontal stabilizer actua-
a split switch. In order to operate the trim, both halves of tor (HSA), the crew should keep the airplane trimmed — es-
the switch must be actuated together. If only one half of a pecially after takeoff. At speeds above 160 KIAS, the pitch
switch is held for seven seconds, that switch will be deacti- trim motors may not be strong enough to overcome the
vated and a message will display on the EICAS. high aerodynamic load on the horizontal stabilizer, which
can stall the HSA and cause a loss of pitch trim command.
Inadvertent Actuation Protection
All trim systems have a three-second cutout. If any trim
switch is held for longer than three seconds, the trim will
stop moving. To reactivate the trim, release the switch and
then press it again. If the three-second limit is reached
when using pitch trim, the aural warning “TRIM” will be Prior to takeoff, the aircraft is trimmed to maintain
sounded. There is no aural warning when roll or yaw trim V2, so after a normal takeoff, nose down trim will be
reaches the three-second limit. The autopilot's trim com- necessary. It is required to retrim the aircraft prior
mand is not limited to 3 seconds, but an internal logic pre- to reaching an airspeed of 160 KIAS.
vents inadvertent actuation.
If either the main or backup pitch trim system is actuated

for a cumulative 16 seconds while the HSA is stalled, that
trim channel will be disabled. For the main channel, the 16
seconds of cumulative use applies to the total of both left-
and right-seat trim switches. If a trim channel is disabled,
the EICAS message “PTRIM MAIN INOP” or “PTRIM BACK-
UP INOP” will be displayed.
FIGURE 13-10.
HORIZONTAL STABILIZER
EMBRAER LEGACY 650
SECONDARY FLIGHT CONTROLS

FLAP SYSTEM
The flaps are electrically operated, consisting of two dou-
ble-slotted Fowler flap panels installed on each wing.
On the flap selector lever, there are four detent settings

corresponding to the four flap positions: 0°, 9°, 22°, and
45°. To move the lever, first pull it up, out of the detent. In-
termediate positions and the flaps 18 position cannot be
selected.
When the lever is moved to select a flap position, that

sends a signal to the flap electronic control unit (FECU) to
move the flap panels.
The FECU then sends a command to the flap power and

drive unit (FPDU), a gearbox with two electric motors and
flexible shafts to drive the flap actuators. The FECU moni-
tors flap position and detects system failures. If one motor
FIGURE 13-12.
fails, the other motor is able to drive all of the flap panels, FLAP SELECTOR LEVER
but at a slower speed. This condition is indicated by the
EICAS message “FLAP LOW SPEED”.
LIMITATIONS
Maximum Flap Speeds

Flaps 9.................................................. 250 KIAS
Flaps 22 ................................................ 200 KIAS
Flaps 45 .................................................160 KIAS
FIGURE 13-11. Maximum altitude with flaps extended 20,000 ft.

FLAP SELECTOR LEVER
LANDING FLAP SELECTOR LEVER

GEAR (CONTROL PEDESTAL)
EGPWS
AUTOPILOT
EICAS STALL PROTECTION SYSTEM
SPEED BRAKES
FLAP
ELECTRONIC
CONTROL
UNIT BALL SCREW FLAP FLAP
(FECU) ACTUATOR TRANSMISSION VELOCITY
BRAKE SENSOR
M1 M2
FLAP
POWER
AND DRIVE
UNIT
(FPDU)
FLAP ANGLE
GEARBOX
INBOARD
FLAP PANELS
FIGURE 13-13.
OUTBOARD
FLAP PANELS FLAP SCHEMATIC
EMBRAER LEGACY 650
SPOILER SYSTEM
The spoiler system includes both speed brakes and ground spoilers, which increase drag and decrease lift when actuated.
The system consists of four spoiler panels on the upper surface of the wings—two per wing. Both speed brakes and
ground spoilers are electrically commanded and hydraulically actuated. The speed brakes consist of the 2 outboard
spoiler panels and the ground spoilers include all 4 panels.
SPEED BRAKE GROUND SPOILERS
30° 52°
SPOILERS/
SPEED BRAKES
FIGURE 13-14. SPEED BR AKE AND SPOILER LOCATIONS FIGURE 13-15. SPEED BR AKE/SPOILER DEPLOYMENT ANGLES
Speed Brakes
Used in flight, the speed brakes are the two outboard spoil-
er panels. Use the speed brake lever on the center pedestal
to open the speed brakes, and verify that the following con-
ditions are met:
• Thrust levers of both engines are set to below 50° TLA.

• Flaps are set to 0° or 9°.
If the speed brakes are commanded open with the lever but
these conditions are not met, the speed brakes will remain
closed and a SPBK LVR DISAGREE message will display on
the EICAS.
Pitch is automatically trimmed when the speed brakes are

deployed, whether the autopilot is on or off.
FIGURE 13-16. SPEED BR AKES OPEN
MEMORY ITEM
Inadvertent Spoiler Open In-flight

Speed Brake............................................. CLOSE
FIGURE 13-17.
SPEED BR AKE LEVER
EMBRAER LEGACY 650
Ground Spoilers
FIGURE 13-18.
GROUND SPOILERS
Ground spoilers include all four spoiler panels and are used These conditions can also be met while taxiing at speeds
after landing or during a rejected takeoff. The spoiler con- greater than 25 kts, and it is normal for the spoilers to open
trol unit (SCU) automatically opens the spoilers when these in this case.
conditions are met:
• Airplane is on the ground.

• Wheel speed is greater than 25 kts.
• Thrust levers are set to below 30° TLA, or engines
have failed.
Flaps and Spoiler Indications

FLAPS 0 1 FLAPS Position
• Shows actual flap position if at one of the
designated settings: 0°, 9°, 22°, and 45°.
SPLRS CLD • Shows dashes when the flap position is
between settings, except when one or both
flap motors fail. In that case, the exact flap
position is displayed.
FIGURE 13-19. • The flap position can also be seen on the
FLAPS AND SPOILERS
EICAS INDICATIONS
2 RMU.
2 SPLRS Indication
Displays OPN when any of the spoilers are open,
or CLD when all of the spoilers are closed.
EMBRAER LEGACY 650
ELECTROMECHANICAL GUST LOCK SYSTEM

While the airplane is on the ground, the gust lock should be used to lock the elevator in place. This prevents damage dur-
ing strong winds. The gust lock system only protects the elevator, as the aileron and rudder are hydraulically powered, and
the hydraulic pressure naturally dampens any undesired movement.
Located on the control pedestal, the gust lock lever has yellow and black stripes and is labeled ELEC GUST LOCK. When
actuated, the system uses locking pins to prevent the elevator panels from moving.
Locking and unlocking the system is possible only on the ground. Once airborne, the system is deenergized. The glareshield
panel has two indication lights—one on each side—and they illuminate during the unlocking cycle, or to indicate a failure
in the system.
The gust lock lever has three positions:
Locked Intermediate
• Locking pins are electrically driven into the elevator to • When releasing the gust lock, the lever first goes to the
prevent movement. intermediate position which allows time for the pins to
be removed from the elevators. In this position the
• Thrust levers are prevented from advancing beyond
thrust levers are able to move farther, but not to full
the thrust setting needed for ground maneuvering. But
thrust.
a notch in the lever allows extra movement of one
thrust lever in case additional thrust is needed for taxi. •
While the pins are transitioning from locked to
unlocked, the amber gust lock light on the glareshield
illuminates steadily. This takes approximately 10
seconds.
• After the pins are unlocked, the gust lock light will
extinguish.
To lock the gust lock:

• Pull the control column backwards to at
least the neutral position.
• Lift the lever and pull the gust lock back
toward the thrust levers to engage it.
FIGURE 13-21.
• Push forward on the control column until it GUST LOCK LIGHT
ILLUMINATED
is locked in position.
FIGURE 13 -20. GUST LOCK POSITION—LOCKED FIGURE 13-22. GUST LOCK POSITION—INTERMEDIATE
EMBRAER LEGACY 650
Unlocked
• When the unlocking cycle is complete, lift the lever
while pulling back on the control column. Then move
the lever fully forward
• With the gust lock lever in full forward position, thrust
lever movement is not restricted.
• After removing the gust lock, elevator movement must
be checked by waiting 10 seconds, and then pulling the
control column full back, full forward, and then full
back.
FIGURE 13-23. GUST LOCK POSITION—UNLOCKED
HORIZONTAL
STABILIZER REAR
FIGURE 13-24. SPAR
GUST LOCK LOCATION &
COMPONENTS SPRING CATRIDGE
POSITION MECHANISM
BELLCRANK
MECHANISM
ELECTROMECHANICAL CARBON
ACTUATOR TORQUE BOX ELEVATOR
LOCKING PIN
(UNLOCKED POSITION) SURFACE
EMBRAER LEGACY 650
NORMAL OPERATION
Prior to engine start, the trim system should be checked. Before takeoff, the flight controls must be checked for
free travel.
Verify that the aileron, rudder, and main and backup pitch
trims are operating properly in both directions by actuating • To check the rudder, first disengage the steering and
each control up to the three-second automatic stop. Leave then press the pedals fully left and right.
the aileron and rudder trims in the neutral position. Set the
• To check the elevator, disengage the gust lock, wait 10
pitch trim to the units required for takeoff according to the
seconds, then check freedom of travel (full up, full
center of gravity (CG) position.
down, full up). Each time the gust lock is unlocked the
The gust lock should be locked during all ground opera- elevator must be checked in this manner.
tions, but it will need to be released in order to test the Stall
Protection System and the autopilot. It may also be re-
leased when additional thrust is needed for taxi.
Flap Maneuvering Speeds
The speeds in the following table allow for a sufficient mar-
PITCH TRIM gin above stall for bank angles of up to 40°.
UNITS
8 7 6 5 4
Less Above FLAP MANEUVERING SPEED (KIAS)

26.1 28.6 30.6
than or or equal
CG POSITION (%) up to up to up to FL APS GE ARS NO ICING CONDITIONS WITH ICING CONDITIONS
equal to to
28.5 30.5 33.5
26.0 33.6 0° UP 180 200
FIGURE 13-25. PITCH TRIM SETTING 9° UP 160
22° DN 140
45° DN 140
FIGURE 13-26. FLAP MANEUVERING SPEEDS
FIGURE 13-27.
PERFORMANCE DATA IN QRH
EMBRAER LEGACY 650
ABNORMAL OPERATION
It is possible that the elevators or ailerons can become jammed. Both sides of the elevators and ailerons are linked, but
they can be disconnected through a handle on the control pedestal. This allows the free one to move independently. An
amber light illuminates to indicate that the controls are disconnected.
ELECTRICAL
CONNECTOR
CONNECTING
FLANGE
DISCONNECT
CABLE
FIGURE 13-28.
AILERON
DISCONNECT DEVICE
DISCONNECT
DEVICE
FIGURE 13-29.
AILERON AND ELEVATOR DISCONNECT
CAUTION
ONCE DISCONNECTED, CONTROLS CANNOT BE

RECONNECTED IN FLIGHT. IN ADDITION, THE
AUTOPILOT MUST NOT BE USED.
MEMORY ITEM
Jammed Aileron
Aileron........................................ PRESS & PULL
Disconnection Handle
Jammed Elevator
Elevator....................................... PRESS & PULL
Disconnection Handle
EMBRAER LEGACY 650
TRIM CUTOUT BUTTONS AILERON AND RUDDER SHUTOFF

PITCH TRIM CUTOUT buttons are guarded buttons. Push BUTTONS
out to disable the MAIN or BACKUP trim systems. A white- These buttons are normally pressed in. In case of an aile-
striped bar illuminates inside the button when pushed out. ron or rudder runaway, press and hold the quick disconnect
button (in case it is a trim runaway), and then press the
Autopilot is not available when the main pitch trim cutout is associated buttons to shut off the hydraulic actuators for
pressed. However, autopilot remains available with backup either the ailerons or rudders. A white-striped bar illumi-
trim cutout. nates inside the button to indicate that it is released, and
hydraulics are disabled to that actuator.
If both hydraulic systems are disabled or lost, it will be very

difficult to move the ailerons and rudder. Pilots may need
to work together to control the airplane, using rudder to as-
sist in turns.
FIGURE 13-30.
PITCH TRIM
CUTOUT BUTTONS
MEMORY ITEM
Pitch Trim Runaway

Quick Disconnect Button............. PRESS & HOLD
FIGURE 13-32.
AILERON AND RUDDER SHUTOFF BUTTONS
AILERON MISTRIM
The EICAS message AP AIL MISTRIM will be presented
MEMORY ITEM
when the aircraft is out of trim. This condition is commonly
encountered during single engine operation when the YAW Aileron Runaway/Roll Trim Runaway
trim is not set properly. Trim the rudder in the direction in-
dicated to remove the indication. Control attitude manually with control wheels and
rudder
Aileron Shutoff Sys 1 & 2.................... PUSH OUT
ROLL Rudder/Yaw Trim Runaway

Rudder Shutoff Sys 1 & 2.................... PUSH OUT
FIGURE 13-31.
AILERON ROLL MISTRIM ANNUNCIATION
EMBRAER LEGACY 650
RUDDER HARDOVER PROTECTION BACKUP INDICATIONS

In case of a runaway rudder, rudder hardover protection Additional indication of flap and spoiler position is available
automatically removes hydraulic power to the rudder if all on the RMU Engine Page 2.
of these conditions are met:
• Both engines are running.

• Rudder is deflected more than 5° in one direction.
1500 FWD LB 1500
• At least 130 lb (59 kg) of force on the opposite rudder 1500 WING LB 1500 FLAPS
1500 AFT LB 1500
pedal to counteract rudder deflection. VTR LB 1500
INDICATION
FLAP 22
FLAP FAILURES
SPOILER
If one flap motor fails, the remaining flap motor will drive all LG DOWN LOCKED
SPOILER OPEN POSITION
flap panels at half speed. An EICAS message FLAP LOW MORE
SPEED will indicate that flaps are being moved at the lower
speed. If both motors or channels fail, an EICAS message
FLAP FAIL will indicate the system is inoperative. SQ DIM 1/2 STO
TUNE
Velocity sensors are used to detect any asymmetry in the ID PGE TST DME
flap panels. If flap positions differ by 2° or more, the sys-

tem is disabled. FIGURE 13-34. RMU FLIGHT CONTROL INDICATIONS
Pitch trim and flaps also have markings on the outside of

the aircraft to visually verify their positions.
− 4° TRIM
0° TRIM
+10° TRIM
TRIM MARKINGS ON THE AIRPLANE’S TAIL

SHOW THE PITCH TRIM SETTING. BOLD MARK-
MARKINGS ON THE AIRPLANE’S WINGS INGS ARE SHOWN AT 4° NOSE DOWN, 0°, AND
CORRESPOND TO FLAP POSITIONS 9° AND 22° 10° NOSE UP.
FIGURE 13-33. FLAP MARKINGS FIGURE 13-35. TRIM MARKINGS
EMBRAER LEGACY 650
EICAS MESSAGES
• Pitch trim main system is inop- SPBK LVR DISAGREE

Speed Brake Lever commanded to
OPEN but opening logic is not sat-
erative, OR
isfied.
• Quick Disconnect button is kept
pressed for more than 11 sec- CAUTION Any spoiler panel open inadver-
onds. This message will disap- SPOILER FAIL tently, failed to open or any failure
pear after the button is released, in the input signals.
PTRIM MAIN INOP OR
AP AIL MISTRIM A roll mistrim condition exists.
• Main trim switch(es) actuation
associated with the horizontal ADVISORY FLAP LOW SPEED One flap channel is inoperative.
stabilizer being commanded by
the backup switch, OR
NOTE: (*) Applicable to airplanes operating under EASA certification and not
• Main trim switch being actuated equipped with rudder movable stops indication light.
with the HSA stalled.
WARNING
• Pitch trim backup system is in-
operative, OR
• Quick Disconnect button is kept
pressed for more than 11 sec-
onds. This message will disap-
pear after the button is released,
PTRIM BACKUP INOP OR
• Backup trim switch actuation
associated with horizontal sta-
bilizer being commanded by the
main channel,OR
• Backup trim switch being actu-
ated with the HSA stalled.
Pilot´s pitch trim switch is inoper-

PTRIM CPT SW FAIL
ative.
Copilot´s pitch trim switch is inop-

PTRIM F/O SW FAIL
erative.
Pitch trim backup switch is inop-

PTRIM BKP SW FAIL
erative.
Aileron actuation through hydrau-

AIL SYS 1 (2) INOP
lic power is inoperative.
• Disagreement between both

FADECs of a same engine.
RUD HDOV PROTFAIL
• Rudder position microswitches
indicate rudder to right and left
simultaneously.
The rudder's movable stop pres-

RUD STOP DISAGREE (*) ents disagreement: 15° in-flight or
CAUTION 10° on ground.
Rudder System 1 is inoperative.

Message is presented under the
following conditions:
RUDDER SYS 1 INOP
• Below 135 KIAS.
• Above 135 KIAS if airspeed of
both ADC's is invalid.
RUDDER SYS 2 INOP Rudder System 2 is inoperative.
Both Rudder Systems are inopera-

RUDDER SYS 1-2 INOP
tive.
Both rudder systems hydraulic ac-

RUDDER OVERBOOST tuators are pressurized above 135
KIAS.
Both flap channels are inoperative

FLAP FAIL FIGURE 13-36.
or flap asymmetry is 2° or more.
FLIGHT CONTROLS CAS MESSAGES
EMBRAER LEGACY 650
neumatics
hapter 14 Pneumatics
igure Title
age Figure
itle Page
hapter 14 ...........................................
neumatics
PNEUMATICS
TABLE OF CONTENTS
Introduction...............................................................PNE-206
Pneumatic System.................................................... PNE-207
Air Conditioning System........................................PNE-208
Air Conditioning and Pneumatic Panel..................PNE-210
Air Distribution....................................................... PNE-212
Pneumatic Indications........................................... PNE-213
Normal Operation..................................................PNE-214
Abnormal Operation.............................................. PNE-215
Pressurization System.............................................. PNE-216
Controls and Indications....................................... PNE-217
Normal Operation—Automatic Mode.................... PNE-219
Abnormal Operation..............................................PNE-220
Pressurization Limitations....................................PNE-220
EICAS Messages....................................................... PNE-221
F O R T R A I N I N G P U R P O S E S O N LY PNE-205
EMBRAER LEGACY 650
INTRODUCTION
The pneumatic system can be supplied by three sources of air: the engines, the APU, or a ground pneumatic source.
Pneumatic air is used for the following functions:
• Engine start
• Air conditioning and cabin airflow
• Pressurization
• Anti-icing
System information is on the EICAS and the MFD.
TO LEFT PACK TO RIGHT PACK

WING ANTI-ICING WING ANTI-ICING
AND PRESSURIZATION AND PRESSURIZATION
SYSTEM SYSTEM
FAN
AIR
VALVE
TO ENGINE
AIR INLET
ANTI-ICING
BLEED-AIR
CHECK VALVE
DIFFERENTIAL
PRESSURE ENGINE
LP 9 SWITCH BLEED
VALVE
FROM
HIGH-STAGE RIGHT
PRESSURE ENGINE
SWITCH
PRE- FAN AIR
COOLER CONTROL
THERMOSTAT
ENGINE
HP 14 HIGH TO START
STAGE ATMOSPHERE GROUND
VALVE CONNECTION
TO AIR
TURBINE
STARTER
PYLON
LEFT ENGINE
APU
BLEED
VALVE
TO HORIZONTAL
STABILIZER
APU ANTI-ICING
LEGEND
SHUTOFF VALVE
CHECK VALVE
BLEED-AIR
TEMPERATURE SENSOR
MASSIVE LEAK
DETECTOR FIGURE 14-1.
PNEUMATIC SYSTEM SCHEMATIC
PNE-206 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
PNEUMATIC SYSTEM
Engine bleed air for the pneumatic system is tapped from the 9th (low pressure) and 14th (high pressure) stages of the
engine compressor section.
Under most normal conditions, bleed air comes from the

9th stage. The 14th stage is hotter and has higher pressure.
It is controlled by a high-stage valve (HSV) which opens
automatically in the following conditions:
• Low thrust, when the high-stage pressure switch de-

tects low pressure
• Anti-ice operations, so that the hottest air is used
• Cross-bleed start
The 9th stage does not have an ON/OFF switch or valve —
just a check valve. If the HSV is open, the 9th stage cannot
supply the system. That’s because the higher pressure of
the 14th stage overpowers the lower pressure of the 9th
stage.
A precooler, located in the pylon, uses fan air to cool the

bleed air from temperatures higher than 2000°F to a maxi-
mum of 570°F (299°C). So even after cooling, the air is still
very hot.
Each of the engines and the APU have a bleed valve con-
trolled by a button on the overhead panel, and it turns on
and off the air supply from that source. When turned on,
the air is able to supply the pneumatic system.
A ground pneumatic source connects to the aircraft

through a receptacle on the right side of the rear fuselage.
It supplies the right side of the pneumatic system, provid-
ing pressurized air to start the engines. The output pres-
sure of the unit must be set between 40 psi and 45 psi.
The pneumatic system is divided into left and right sides.

On the left side is the Engine 1 bleed and APU bleed, the
left pack, and anti-ice for Wing 1 and the horizontal stabi-
lizer. On the right is the Engine 2 bleed, the right pack, and
Wing 2 anti-ice. The two sides can be isolated or intercon-
FIGURE 14-2. GROUND AIR SOURCE
nected by the cross-bleed valve (CBV).
TO LEFT PACK TO RIGHT PACK

WING ANTI-ICING WING ANTI-ICING
STAB ANTI-ICING
ENGINE 1 CROSS ENGINE 2
BLEED BLEED BLEED
VALVE VALVE VALVE
ENGINE ENGINE
1 2
APU
BLEED
VALVE
LEFT RIGHT
ENGINE APU FIGURE 14-3. ENGINE
PNEUMATIC BLEED SCHEMATIC
EMBRAER LEGACY 650
AIR CONDITIONING SYSTEM

Two environmental control units (ECUs), often called air conditioning packs, provide conditioned air to the airplane. Engine
or APU bleed can supply air to the packs.
After hot air from the pneumatic sys-

tem enters the ECU, the dual tempera- FROM
ture control valve separates the air- LEFT BLEED
SYSTEM
flow into two streams. One stream of
air enters the air cycle machine (ACM)
which will cool the air. The other RAM AIR RAM AIR
stream bypasses the ACM. PRESSURE REGULATING
AND SHUTOFF VALVE
VALVE
EMERGENCY
Prior to entering the cabin, the hot, by- RAM AIR
SPRAY
passed air will be mixed with the NOZZLE
cooled air. The temperature of the air
entering the cabin is determined by SECONDARY LEFT
HEAT
the ratio in which these two streams EXCHANGER ECS
PACK
are mixed—which is set by the dual
temperature control valve.
PRIMARY
FAN
To follow the cold air stream: the DUAL
HEAT
EXCHANGER
bleed air enters the primary heat ex- TEMPERATURE
CONTROL
TO
changer, which cools the bleed air VALVE
OUTSIDE
with ram air collected from vents be-

neath the fuselage. From there, the air COMPRESSOR
is compressed, which causes an in- TURBINE

crease in pressure—which heats the
air. The hot, compressed air then en-
ters the secondary heat exchanger CONDENSER
which uses the same ram air stream
as before. The cool, compressed air WATER
SEPARATOR FROM
enters the condenser, which draws RIGHT PACK
out any water droplets. The water
separator takes those droplets and
sprays them into the ram air inlet to
RECIRCULATION
maximize the cooling of the ram air- FAN
flow. The air then enters the expan- GROUND
sion turbine, which rapidly expands CONNECTION
the air. This decreases the pressure, PASSENGER

COMPARTMENT
so that the air is cooled adiabatically. RECIRCULATION TO
AIR INLET GASPER
Finally, this now-cold stream of air is TO TO

COCKPIT PASSENGER
blended with the bypassed hot stream CABIN
to make comfortable air to send to the
cockpit and cabin.
The recirculation fan, normally select-

ed ON, will reduce the amount of en- LEGEND
gine bleed air needed to supply the TEMPERATURE
SENSOR
ECUs. The recirculated air enters the
TEMPERATURE
ECU after the hot and cold air streams SWITCH
are mixed, just prior to distribution PRESSURE
into the aircraft. SWITCH
EICAS
MESSAGE
FIGURE 14-4.
AIR CONDITIONING SYSTEM SCHEMATIC
EMBRAER LEGACY 650
Emergency Ram Air

If both packs are shut off, ram air can be used to ventilate
the cabin or to evacuate smoke. In this case, the ram air
valves open automatically to allow ram air into the distribu-
FIGURE 14-5.
tion lines. AIR CONDITIONING
GROUND CONNECTION
Air Conditioning Ground Connection

(optional)
An external source may also be used to supply hot or cold
air directly into the cabin. Since the external conditioned air
goes directly to the distribution ducts, air temperatures are
not set in the cockpit or galley control panels.
FIGURE 14-6. R AM AIR INLETS
EMBRAER LEGACY 650
AIR CONDITIONING AND PNEUMATIC PANEL

The cockpit temperature is controlled by the left pack, and the cabin temperature is controlled by the right pack—and also,
partially, by the left pack. This is because the cabin is larger than the cockpit, and requires more airflow.
6
FIGURE 14-7.
AIR CONDITIONING AND
PNEUMATIC CONTROL PANEL
1 Temperature Control Knobs 2 RECIRC Button

• When pushed in, the CKPT and PASS CABIN • When pressed in, the recirculation fan is se-
temperature controls operate in automatic lected on. If the button is released, a striped
mode. The selectable temperature range, bar illuminates inside the button.
though not displayed, is 18°C–29°C (65°F–
• There are two recirculation fans, one for each
85°F). To transfer the cabin temperature con-
pack. Both are controlled by this button, but
trol to the cabin attendant, set the PASS
if one pack is shut off, its RECIRC fan is also
CABIN knob to the ATTD position.
off.
• Pull the knobs out to operate the temperature
• The RECIRC fans are used to recirculate air
control in manual mode. In this mode, rotat-
through the aircraft, reducing the load on the
ing either knob directly controls the dual tem-
packs. Recirculated air also increases humid-
perature control valve of the associated
ity in the cabin.
pack. No temperature range is established in
manual mode. • The RECIRC fan should be used to warm up
the airplane more quickly while on the
ground. Turn the RECIRC fan off to speed the
cooling of the aircraft.
• Do not use the RECIRC fan with smoke in the
cabin.
EMBRAER LEGACY 650
[corre-
3 GASPER Button 6
APU
sponds
to #5]
BLEED Button
• When pushed out, the APU bleed is selected
• When pressed in, the gasper fan is selected off, but the APU bleed button will be dark, be-
on. If the button is released, a striped bar il- cause the APU bleed is not normally used
luminates inside the button. during flight.
• Through the gasper line, the gasper fan pro- • When pushed in, the white stripe illuminates
vides air to individual passenger outlets, as inside the button.
well as air for cooling the rear electric com-
partment, oxygen cylinder, and relay box. • If APU bleed air is supplying the system, the
OPEN inscription illuminates above the white

NOTE: The gasper fan can be turned on or off stripe.
in flight, but it cannot be turned off on the
ground—even if the button is pushed out. • If an engine bleed is supplying the left side of
That’s because it is the only source of cool- the system, it has priority over the APU bleed.
ing for the rear electric compartment while In this case, the APU bleed is automatically
on the ground. In flight, however, the outflow turned off and the OPEN inscription disap-
valves located in the rear electronic compart- pears.
ment draw air through for cooling. 7 XBLEED Knob
4 PACK Buttons • AUTO—In the AUTO position, the crossbleed
• When pushed in, the pack valve buttons are valve (CBV) is kept closed unless anti-icing is
dark and selected on. If the button is re- on or bleed air is required to go through the
leased, a striped bar illuminates inside the CBV for engine starting. For example, start-
button. ing Engine 2 from the APU bleed will open the
CBV. Starting Engine 1 from APU bleed will
• During takeoff or go-around, with the engine NOT open the CBV.
bleeds selected on, and engines in any mode
other than ALT T/O-1, an environmental •
OPEN—This position is normally selected
control system (ECS) OFF signal from the when only one bleed source is being used,
FADECs will shut off the packs in conditions such as APU bleed supplying both packs or
with high temperatures. This allows the during single engine operation.
engine bleed to be used for thrust instead of • CLOSED—This position is used to manually
air conditioning. When the ECS OFF signal isolate bleed air in case of abnormal bleed
ends, the packs will automatically reset. operation.
• If in icing conditions below 24,600 ft, the left
pack valve will close automatically. It re-
opens when the airplane exits icing condi-
tions or climbs above this altitude.
5 E NGINE BLEED Buttons

•
When pressed in, the associated engine
bleed is selected on. If either button is
released, a striped bar illuminates inside the
button.
• A red LEAK inscription illuminates inside the
button when there is a leak in the associated
bleed line.
FIGURE 14-8.
AIR CONDITIONING/PNEUMATIC
PANEL ON OVERHEAD PANEL
EMBRAER LEGACY 650
AIR DISTRIBUTION
Air conditioning is distributed to the cockpit and passenger Cooling of Forward and Rear Electronic Bays
cabin through the gasper system and general outlets. An automatic cooling system controls the temperature in-
The cockpit has two FEET AIR handles and air outlets, giv- side the nose electronic bay, where most of the avionics
ing each pilot his or her own control of the airflow. Ventila- equipment is installed. Two recirculation fans provide ven-
tion is also provided to the LCD screens to prevent over- tilation when the airplane is energized. If the internal tem-
heating. perature exceeds 24°C (75°F), the system dissipates heat
by opening the shutoff valves and turning on the exhaust
Cabin air is distributed through three lines. fans.
• One line is for the upper ducts along both cabin side- While in flight, the rear electronic bay is cooled by air dis-
walls. If the air temperature in the line is below 24°C charged from the passenger cabin. On the ground, this bay
(75°F), air is sent to the upper ducts. receives cooling air through a gasper fan line.
• The second line sends air through the lower ducts
along the sidewalls. If the air temperature in the line is
above 24°C (75°F), air is sent to the lower ducts.
• The third line is a gasper line, providing air to individual
air outlets, the oxygen compartment, relay box, and
rear electronic compartment.
GASPER
THERMAL
GROUND SWITCH
CONNECTION ECU
GASPER
RELAY BOX DUCT
GASPER UPPER
DUCT
OXYGEN
CYLINDER LOWER
DUCT
GASPER
AMBIENT THERMAL VALVE
TEMP
SWITCH DIVERTER
SENSOR VALVES
FEET REC TO REAR
VALVES FAN GASPER AVIONICS
FAN COMPARTMENT
RETURN AIR PASSAGES RETURN AIR PASSAGES

LOWER
DUCT
UPPER
DUCT
GASPER AMBIENT
RELAY BOX TEMP SENSOR
THERMAL
FIGURE 14-9. SWITCH ECU
AIR DISTRIBUTION SCHEMATIC
EMBRAER LEGACY 650
PNEUMATIC INDICATIONS
The MFD displays cabin and cockpit temperatures, as well ECS OXY BLEED
as bleed air temperatures. The readings normally display in PSI TEMP
CABIN TEMP 14°C
green, but at temperatures above 305°C (581°F), bleed
temperatures display in red and a BLD 1 (2) OVTEMP mes- CKPT TEMP 13°C
CRW PAX
sage is shown on the EICAS. 1850 1800
There is also a low temperature range indicated by a white ECS M/P

band. When anti-icing is active, temperatures in this range
will cause the pointer to be amber and a BLD 1 (2) LOW
TEMP message will display on the EICAS. The pointer re-
mains green when not in icing conditions.
FIGURE 14-10. PNEUMATIC INDICATIONS
EMBRAER LEGACY 650
NORMAL OPERATION
Power up
After starting the APU, wait 3 minutes before selecting the APU bleed on.
Normal configuration for using the APU bleed air on the Once engines are started, the Engine bleeds are typically
ground. used to supply the packs.
• APU Bleed pushed in • Engine bleeds pushed in

• Engine Bleeds pushed out • APU bleed pushed out
• Crossbleed OPEN • Crossbleed AUTO
FIGURE 14-11. POWER UP CONFIGUR ATION FIGURE 14-12. ENGINE START CONFIGUR ATION

NOTE NOTE
Turning PACK 1 OFF during boarding will reduce If the APU is unavailable, the engines may be start-
noise and enhance passenger comfort. ed using external air. Simply connect the pneumat-
ic unit, turn it on, and start the engines normally.
Bleed configuration for crossbleed start:
• Operating engine bleed ON

• Non-operating engine bleed OFF
• Crossbleed auto or open
• With N2 above 80%, airflow is sufficient to
start the opposite engine.
EMBRAER LEGACY 650
ABNORMAL OPERATION
Bleed Leak
Thermal leak detectors are installed along the pneumatic A red LEAK inscription will illuminate inside the associated
lines. If a detector senses a temperature exceeding 91°C, a bleed button, and a warning message will display on the
bleed leak warning is activated. The leak will be isolated by EICAS. Due to the close proximity of the bleed lines in the
automatically closing the cross bleed valve (CBV) as well rear electronics compartment, it is possible for a leak in
as the associated engine or APU bleed valve and HSV on one bleed to be detected by a different leak sensor. The
the affected side. QRH procedure accounts for this possibility.
FIGURE 14-13.
BLEED LEAK
EMBRAER LEGACY 650
PRESSURIZATION SYSTEM
Conditioned air from the packs enters the airplane and Both outflow valves receive static pressure signals from
pressurizes the cabin. Pressurization is controlled by regu- static ports at the rear of the aircraft. In case of overpres-
lating the amount of air that is exhausted from the airplane sure or negative pressure, the pressure relief valves are
through the two outflow valves located in the rear electron- opened to prevent injury or structural damage to the air-
ics compartment. craft.
A digital controller controls the electro-pneumatic outflow Indications of cabin pressure and altitude are displayed on
valve which is used while operating in automatic mode. In the EICAS. At 10,000 ft, the CPAM also sends a cabin alti-
case of automatic mode failure, manual mode can be used, tude signal that alerts the crew with a “CABIN” aural warn-
in which case a manual controller controls the pneumatic ing.
outflow valve.
The outflow valves are opened by a vacuum created by the

bleed air. The vacuum results when bleed air is sent through
a venturi (ejector pump), which lowers the pressure suffi-
ciently to open the outflow valves.
PITOT/STATIC 3 CONDITIONED STATIC

AIR PORT
FROM
AURAL WARNING RIGHT BLEED
10,000 FT TO
CPAM ALARM
CAB ALT OUTBOARD
PRESSURE
CAB ∆P REGULATOR
THRUST LEVER VALVE
CAB RATE
FAILURE
EJECTOR
REFERENCE SOV PNEUMATIC PUMP CHECK
PRESSURE OUTFLOW (VACUUM VALVE
VALVE SOURCE)
AIR/
GROUND
EICAS VACUUM
ELECTROPNEUMATIC
OUTFLOW CHECK
VALVE VALVE
MANUAL
ADC 1 CONTROLLER
PRESSURE
ADC 2 REGULATOR
VALVE
DIGITAL
CONTROLLER FROM
LEFT BLEED
CONDITIONED STATIC
AIR PORT
FIGURE 14-14.
CABIN PRESSURE CONTROL SCHEMATIC
EMBRAER LEGACY 650

Digital Controller
2
5
3
4
FIGURE 14-15. DIGITAL CONTROLLER
1 Landing Altitude Indicator 3 Pressurization Dump Button

• Displays the selected landing altitude. • Provides rapid cabin depressurization up to
14,500 ft.
• Displays a failure code if any failure is detect-
ed during power-up or continuous monitoring • When pressed, an ON inscription illuminates
tests. inside the button.
• Successful power-up test is displayed (all • Operational in the automatic mode only.
light segments illuminated) until a landing al-
titude is selected. 4 Pressurization Mode Selector Button
•
Window is blank when DUMP button or • Provides selection of either automatic mode
AUTO/MAN Selector Button is pressed. (button released) or manual mode (button
pressed) of operation.
2 Landing Altitude Selector Switch
• When pressed, a MAN inscription illuminates
Sets landing altitude in 100-ft increments. inside the button.
Holding the selector for more than 5 seconds
changes the altitude at a 1,000 ft/sec rate. 5 Manual Controller Knob
• Selects cabin rate of change between −1,500
ft/min (at DN position) and approximately
+ 2,500 ft/min (at UP position), when in the
manual operating mode.
• When operating in AUTO mode, it must be
set to the DN position.
EMBRAER LEGACY 650
Pressurization Indications
The lower left corner of the EICAS displays pressurization information calculated by the CPAM using static information
from pitot/static 3. This data includes the cabin altitude, cabin differential pressure, and the cabin rate of climb or de-
scent.
1

Cabin Altitude Indication
CAB ALT 2000 FT 1
Displays cabin altitude.
2 Differential Pressure Indication
CAB P 5.4 PSI 2
Displays the differential pressure between the
cabin interior and outside air pressure.
CAB RATE 700 FPM 3
• Green—From 0.0 to 8.5 psi.
• Amber—From −0.3 to −0.1 psi and from 8.6
to 8.9 psi.
• Red—From −0.5 to −0.4 psi and from 9.0 to
10.0 psi.
3 Cabin Rate Of Change Indication
• Displays the cabin rate of change.
• Ranges from −2,000 to 2,000 ft/min, with a
resolution of 50 ft/min.
• For rates out of range the indication is re-
placed by amber dashes.
FIGURE 14-16. PRESSURIZATION INDICATIONS
EMBRAER LEGACY 650
NORMAL OPERATION—AUTOMATIC MODE

The automatic mode is controlled by the digital controller, and requires the crew to enter a landing altitude prior to takeoff.
If no landing altitude is entered, the system will default to 8,000 ft as the landing altitude. The digital controller determines
how much to open the electropneumatic outflow valve, based on landing altitude, cabin pressure, inputs from the air data
computer, air ground position, and thrust lever position.
When operating in automatic mode, the manual controller knob should be set to the AUTO or Full DN position.
Pre-Pressurization and Takeoff Sequence

The takeoff sequence begins when the airplane is on the
ALTITUDE
ground and the thrust lever is set for takeoff. AIRPLANE
CLIMB
To avoid cabin bumps and to keep a controlled cabin alti-

tude just after aircraft rotation, the cabin is pressurized to
DE
TU
an altitude equivalent to 750 ft below takeoff altitude (0.4
TI
TAKEOFF
AL
THRUST SET
E
psi).
L AN
RP
B
AI
IM
This cabin pressure is maintained until reaching theoretical LIFT- OFF CL
IN
CAB
cabin altitude, or until 15 minutes have elapsed, whichever –4
50 TIME
comes first. f t/m 0.4 psi
in
15 min max
OVERPRESSURE THEORETICAL
DURING TAKEOFF CABIN ALTITUDE
(BUMP)
How to Determine the FIGURE 14-17. AUTOMATIC PRE-PRESSURIZATION AND TAKEOFF SEQUENCE
Theoretical Cabin Altitude

This calculation is used to determine when the air-
craft should begin raising the cabin pressure after
takeoff. The goal is to reach the maximum cabin dif-
ferential pressure at the lowest possible airplane al-
titude, but gradually, without having to exceed any
ALTITUDE
limitations of the pressurization system. AIRPLANE

DESCENT
AIRPLANE TOUCHDOWN
AIRP
AND THRUST LEVER AT

Landing Sequence and Depressurization
LAN
IDLE POSITION
E AL
Prior to landing, the aircraft is pressurized to a cabin alti-

TITU
tude of 650 ft below the selected landing altitude.

DE
∆p
With weight on wheels, and thrust set to IDLE, the cabin TIME
pressure climbs to field elevation. Even with the outflow OVERPRESSURE mi
n
ft/
valve fully open, some pressurization remains if the packs DURING LANDING
(BUMP) +6
50
OUTFLOW VALVES AIR CONDITIONING OFF
are supplying air and the doors are closed. Full depressur- CABIN ALTITUDE FULL OPEN OR
MAIN DOOR OPEN
ization occurs when the packs are turned off or the main –650 ft
door is opened.
FIGURE 14-18. AUTOMATIC DEPRESSURIZATION SEQUENCE ON GROUND
EMBRAER LEGACY 650
ABNORMAL OPERATION
Operation in Manual Mode Cabin Altitude Aural Warning
When automatic mode is unavailable, manual mode can be When the cabin altitude is above 9,900 ft, the CPAM gener-
used to control the cabin pressure. The manual controller ates a “CABIN” aural warning. “CABIN” continues to sound
operates the pneumatic outflow valve, and the electro- until the cabin altitude is lowered or the master WARNING
pneumatic outflow valve remains closed. button is pressed.
To select manual mode, press the AUTO/MAN button on If high altitude mode is active, the “CABIN” warning will not
the digital controller. Rotate the manual controller knob sound until the aircraft reaches 14,000 ft.
clockwise to raise the cabin altitude, and rotate it counter-
clockwise to decrease the cabin altitude.
The QRH includes a chart showing the preferred differen- PRESSURIZATION LIMITATIONS
PRESSURIZATION LIMITATIONS
tial and cabin altitudes for different flight altitudes.
Pressurization Dump Maximum differential pressure ................. 8.4 psi

For rapid cabin depressurization in automatic mode, press Maximum differential overpressure .......... 8.6 psi
the DUMP button on the digital controller. This will raise the
cabin altitude to 14,500 ft. Maximum differential ............................. −0.3 psi
negative pressure
In manual mode, the DUMP button will not work. Instead,
rotate the manual controller fully clockwise to the UP/
DUMP position. There is no altitude limitation when dump-
ing in manual mode.
FIGURE 14-19. P RESSURIZATION CONTROL PANEL—ABNORMAL OPER ATION
EMBRAER LEGACY 650
EICAS MESSAGES
Duct leakage in the associated

bleed line. Temperature in the
BLD 1 (2) LEAK
duct region exceeds 91°C (195°F).
BLD APU LEAK The switch deactivates at 79°C
WARNING (175°F).
Associated pre-cooler down-

BLD 1 (2) OVTEMP stream temperature above 305°C
(581°F).
Disagreement between actual po-

APU BLD VLV FAIL sition and commanded position of
the APU Bleed Valve.
Abnormal low or asymmetric

BLD 1 (2) LOW TEMP bleed temperature, or precooler
outlet temperature sensor failure.

sition and commanded position of
BLD 1 (2) VLV FAIL
the associated Engine Bleed
Valve.

CROSS BLD FAIL sition and commanded position of
the Cross-Bleed Valve.
CAUTION Cross Bleed Knob selected

CROSS BLD SW OFF CLOSED with at least one engine
running after brake release.

HS VLV 1 (2) FAIL sition and commanded position of
the associated High Stage Valve.
Associated ECU outlet tempera-

PACK 1 (2) OVHT
ture above 93°C (200°F).
Associated ECU compressor tem-

PACK 1 (2) OVLD perature above 243°C (470°F) or
ECU inlet pressure above 55 psig.
PACK 1 (2) VLV FAIL Disagreement between associat-

ed valve actual position and com-
RAM AIR VLV FAIL manded position.
Associated Engine Bleed Valve po-

sition. This message is inhibited
BLD 1 (2) VLV CLSD
on ground or during associated
engine start.
CROSS BLD OPEN Cross Bleed Valve open.

ADVISORY
• Left pack valve closed with no
icing condition, OR
PACK 1 VLV CLSD
• Left pack valve closed with air-
plane above 24,600 ft.
FIGURE 14-20.
PACK 2 VLV CLSD Right pack valve closed. AIR CONDITIONING AND
PRESSURIZATION CAS MESSAGES
EMBRAER LEGACY 650
e & Rain Protection
hapter 15 Ice & Rain Protection
igure Title
age Figure
itle Page
hapter 15 ...........................................
ce & Rain Protection
ICE & RAIN

PROTECTION
TABLE OF CONTENTS
Introduction................................................................ ICE-224
Ice Detection System................................................. ICE-225
Ice Detectors.......................................................... ICE-225
Clear Ice Detectors................................................. ICE-225
Bleed Air Thermal Anti-Icing System..................... ICE-226
Wing and Stabilizer Ice Protection......................... ICE-227
Engine Ice Protection............................................. ICE-227
Windshield Heating (PPG Windshield)................... ICE-227
Sensor Heating System.......................................... ICE-228
Lavatory Water Drain and
Nipple Heating System........................................... ICE-228
Controls and Indications........................................... ICE-229
FADEC Interface with the Icing System................. ICE-229
Ice Protection Panel............................................... ICE-230
Normal Operation........................................................ICE-231
External Safety Inspection......................................ICE-231
Ice Protection Panel Configuration.........................ICE-231
Ice Detection Test................................................... ICE-232
Abnormal Operation................................................... ICE-234
Limitations.............................................................. ICE-234
EICAS Messages........................................................ ICE-235
F O R T R A I N I N G P U R P O S E S O N LY ICE-223
EMBRAER LEGACY 650
INTRODUCTION
Icing conditions exist when static air temperature (SAT) on the ground, or total air temperature (TAT) in flight, is 10°C or
below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet,
or ice crystals). Icing conditions may also exist when the SAT is 10°C or below while operating on ramps, taxiways, or
runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze onto the aircraft.
The ice protection system is fully automatic, using hot air or electrical heat to prevent ice buildup. It is activated auto-
matically when icing is detected.
The areas heated by hot bleed air include: Although ice protection is automatic, the flight crew can
override the system if necessary—and in case of failure,
• Wing leading edges they should.
• Horizontal stabilizer leading edge
The ice protection must be tested once per day when icing
• Engine air inlet lips conditions are forecast. To look for ice accumulation at
night, inspection lights are available to illuminate the lead-
The areas heated electrically include: ing edge of each wing.
• Windshields The Legacy 650 is not equipped with windshield wipers.

Instead, the windshields are coated with a rain repellent.
• Probes, sensors, and static ports Without the windshield wipers, the aircraft is much quieter
• Water and lavatory drains during flight.
ELECTRICALLY ELECTRICALLY
HEATED HEATED
TAT PROBE PITOT TUBE
ELECTRICALLY ELECTRICALLY
HEATED HEATED AOA
PITOT TUBE SENSOR
ELECTRICALLY
HEATED AOA
SENSOR
BLEED AIR-HEATED
ICE ICE LEADING EDGES
DETECTOR DETECTOR
ELECTRICALLY ELECTRICALLY BLEED AIR-HEATED

HEATED HEATED ENGINE AIR INLET
PITOT/STATIC TAT PROBE
TUBE ELECTRICALLY HEATED
LAVATORY WATER DRAIN
ELECTRICALLY AND POTABLE WATER
HEATED SERVICE NIPPLES
STATIC-PORTS
FIGURE 15-1.
ICE DETECTORS
BLEED AIR HEATED ELECTRICALLY

LEADING EDGES HEATED
PRESSURIZATION
STATIC PORT
CLEAR
ICE DETECTOR BLEED AIR HEATED
LEADING EDGES
ELECTRICALLY
HEATED FIGURE 15-2.
WINDSHIELDS ICE PROTECTION SYSTEM
ICE-224 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
ICE DETECTION SYSTEM

ICE DETECTORS
One ice detector is located on each side of the airplane’s
nose. Ice detectors are designed to pick up ice quickly, of-
ten before it can be seen by the flight crew.
When the aircraft is energized, the ice detector probes vi-

brate at a set frequency. When 0.5 mm of ice accumulates,
the frequency of the vibration changes, and that change
signals the system that icing conditions are present.
When ice is detected, a signal is sent for the ice protection

to be activated and an ICE CONDITION message displays
on the EICAS. When ice is detected, a 60 second timer is
started and heat is applied to the ice detector for 7 sec-
onds to melt the ice. After 60 seconds, if the probe has re-
turned to its normal vibration, indicating no further ice ac-
cumulation, the ice protection is turned off.
CLEAR ICE DETECTORS

Clear ice may accumulate on the upper surfaces of the
FIGURE 15-3.
wings, especially after flying at high altitudes. At high alti- ICE DETECTOR
tudes, the fuel in the wing tanks can become very cold.
When the airplane descends into more humid air or en-
counters precipitation, this moisture can freeze when con-
tacting the cold wings. Because clear ice is difficult to see,
a clear ice detector is placed on the upper surface of each
wing. Each sensor is mounted flush with the surface, and
consists of a vibrating diaphragm which changes frequen-
cy with ice buildup. A CAUTION message displays on the
EICAS and a CLR ICE 1 (2) light illuminates on the main
panel.
There is no heater or ice protection for the wing upper sur-

faces, but it is important for the crew to be aware when ice
is present and to consider how ice can impact aircraft per-
formance.
FIGURE 15- 4.
CLEAR ICE SENSOR
FIGURE 15-5.
ICE DETECTOR LOCATION
EMBRAER LEGACY 650
BLEED AIR THERMAL

ANTI-ICING SYSTEM
Bleed air for the anti-icing system is tapped from the 14th
stage of the engines. Anytime icing is active, the high stage
BACV
LOW 9th valve in each engine is automatically opened, ensuring that
PRESSURE STAGE
SWITCH BACV the hotter 14th stage bleed air is available.
14th
STAGE
OVERPRESSURE HIGH
SWITCH STAGE
VALVE CAUTION
ENGINE
INLET
ANTI−ICING PRE-COOLER APU BLEED AIR IS NOT HOT ENOUGH FOR ANTI-
VALVE
ICING APPLICATIONS.
ENGINE
BLEED
VALVE
TO PNEUMATIC
SYSTEM OVERPRESSURE PICCOLO EXHAUSTION
SWITCH TUBE OUTLET
LOW PRESSURE AIRFLOW

SWITCH RESTRICTOR
HORIZONTAL
FIGURE 15-6. ANTI-ICING SYSTEM—ENGINE INLET STABILIZER
ANTI−ICING
VALVE
DIFFERENTIAL
PRESSURE
SWITCH
FROM
PNEUMATIC
SYSTEM
FIGURE 15-7.
ANTI-ICING SYSTEM—
EXHAUSTION WINGS AND HORIZONTAL STABILIZER
OUTLET
OVERPRESSURE OVERPRESSURE
SWITCH WING WING SWITCH
ANTI−ICING TO ECU
HORIZONTAL STABILIZER ANTI−ICING SYSTEM SCHEMATIC
ANTI−ICING
LOW PRESSURE VALVE VALVE LOW PRESSURE
SENSOR SENSOR
AIRFLOW AIRFLOW
RESTRICTOR RESTRICTOR
LEFT WING
PICCOLO TUBE RIGHT WING
PICCOLO TUBE
PICCOLO TIP PICCOLO TIP

PRESSURE PRESSURE
SENSOR SENSOR
DIFFERENTIAL
PRESSURE
SENSOR
P2 P2
FIGURE 15-8.
ANTI-ICING SYSTEM— WINGS
FROM
PNEUMATIC
SYSTEM
EMBRAER LEGACY 650
WING AND STABILIZER ICE PROTEC- WINDSHIELD HEATING

TION (PPG WINDSHIELD)
To heat the wing and stabilizer leading edges, the pneu-
matic system sends hot air through piccolo tubes, (pipes
with small holes) that run along their surfaces. Each wing's
hot air is discharged through exhaust ports on the under-
side of the wings and through the vortilons. The horizontal
stabilizer's hot air discharge is used to heat the elevator BUS BARS
horn. (The vertical stabilizer does not have ice protection.)
Airflow is closely regulated. Pressure switches are used to

monitor the system for high and low air pressure, duct leak-
age, and piccolo tube integrity.
The left side of the pneumatic system provides bleed air for
the left wing and horizontal stabilizer. The right side pro-
vides air only to the right wing. When the anti-icing system
is active the crossbleed valve opens to ensure that both
wings receive equal amounts of bleed air.
While on the ground, the system is inhibited at speeds be-

low 25 kt. At these low speeds, the lack of surface airflow FIGURE 15-9.
PPG WINDSHIELD
can cause overheating of the wing and stabilizer, and can
result in structural damage.
Electrical heat keeps the windshields free of ice and fog. To
heat the windshield, the system uses a conductive grid em-
ENGINE ICE PROTECTION bedded in its inner glass layer. The outer layer functions
In the engines, the air inlet lips receive heat for ice protec- only as a rigid, protective surface.
tion. Unlike anti-icing for the wings and horizontal stabiliz- The left windshield is heated by DC bus 1, and the right
ers, which uses air from the pneumatic system, this hot air windshield is heated by shed bus 2. Heating for each side is
is tapped directly from the 14th stage of the engine com- controlled by individual buttons on the overhead panel.
pressor. The air does not go through the pre-cooler, so it is
hotter. Each windshield has three temperature sensors, with one
for each of the following.
Despite the higher bleed temperatures, there is no speed
inhibition on the use of the engine lip anti-ice. • Temperature control
• Overheat protection
• A spare for use by the maintenance crew, in case ei-
ther sensor fails.
The windshield heating has two modes: defog and anti-ice.
In defog mode, the windshield is heated to 26°C. When ice
is detected, the windshield temperature is increased to
43°C. If the windshield temperature exceeds 65°C, the EI-
CAS displays a W/S 1 (2) HEAT FAIL message and overheat
protection begins.
EMBRAER LEGACY 650
SENSOR HEATING SYSTEM

The airplane sensors are heated automatically by electrical
heating elements, which are controlled by three buttons on
the overhead panel.
The sensors receiving heat include pitot tubes 1 and 2, pi-

tot/static 3, the pressurization and ADS static ports, TAT
sensors, and AOA vanes.
• All of the sensors except the TAT sensor are heated

whenever at least one engine is running (N2 above
56.4%).
• TAT 1 and 2 are heated while in flight, or on the ground
if the anti-icing system is active.
LAVATORY WATER DRAIN AND

NIPPLE HEATING SYSTEM FIGURE 15-10.
ANGLE OF ATTACK VANE
To prevent water freezing and clogging in the water lines,
electrical heat is used for the lavatory waste water drain
and potable water service nipples. Always wear gloves
while servicing the electrical heaters, as they can be very
hot.
FIGURE 15-11. HEATED SENSORS
EMBRAER LEGACY 650

FADEC INTERFACE WITH THE ICING SYSTEM
The FADEC ensures a minimum available thrust during icing conditions to provide sufficient bleed air for anti-icing. The
FADEC also interfaces with the takeoff data settings to account for the effects of the anti-ice system on aircraft perfor-
mance.
If the FADECs receive an indication that the anti-icing sys- ENGINE DOORS
tem is on, flight idle thrust is increased to provide the re- T/O MODE: T/O
quired bleed air flow, pressure, and temperature. This auto- REF TO TEMP: –5° C
matic anti-ice flight idle rescheduling is inhibited below REF A–ICE: ON
15,000 ft if the landing gear is down and locked. This inhibi- 12 QT OIL LVL 12 QT
tion allows the airplane to descend on the glide path more
easily. But with the thrust set low, an A/ICE LOW CAPACITY ECS M/P
message may display on the EICAS. In that case, the flight
crew will need to advance the thrust levers.
When the takeoff data REF A/ICE is set to ON, the FADEC
reduces the available thrust for takeoff. This ensures that if
ice is detected during the takeoff and bleed air is diverted
to the anti-ice system, it will not further affect performance
or be felt as a power loss by the flight crew. The reduction
in available thrust will limit the aircraft performance so it is
important to use correct charts that indicate REF A/ICE
ON.
FIGURE 15-12. ICE AND R AIN INDICATIONS
EMBRAER LEGACY 650
ICE PROTECTION PANEL
2 3
4 5
FIGURE 15-13. ICE PROTECTION PANEL
1 ENGINE AIR INLET, WING, and STAB •

ENG—Turns on the engine air inlet anti-icing
Anti-Icing Buttons manually, whether icing is detected or not.
Wing and stabilizer anti-icing still follows the
• A white stripe illuminates inside each button automatic logic, and turns on at speeds
if it is released. above 25 kts when ice is detected.
• If the associated anti-icing valve is open, •
ALL—Turns on the engine, wing, and stabiliz-
bleed air is being applied to that surface, and er anti-icing manually, regardless of whether
the OPEN inscription will illuminate. ice has been detected. However, it will not
2 WINDSHIELD Heating Buttons override the 25-kt speed restriction for wings
and stabilizer while on the ground.
• Each windshield has an associated button.
• A white stripe illuminates inside each button 5 ICE DETECTION TEST Knob
when it is released. • Allows for testing of the anti-ice system by
3 SENSORS Heating Buttons —A white stripe il- simulating an ice condition for ice detectors
luminates inside each button when that it is re- 1 and 2.
leased. • Actuating the test knob sends hot bleed air to
4

ICE DETECTION OVERRIDE Knob the wing and horizontal stabilizer anti-ice
systems, even when below 25 kts. It must not
•
AUTO—Turns on bleed air anti-icing automat- be held for more than 15 seconds.
ically when ice is detected by either ice de-
tector. If ice is detected on the ground, en-
gine anti-icing will always turn on, but wing
and stabilizer anti-icing are only turned on at
speeds above 25 kts.
EMBRAER LEGACY 650
NORMAL OPERATION
EXTERNAL SAFETY INSPECTION ICE PROTECTION
Takeoff is prohibited when frost, ice, snow, or slush ad PANEL CONFIGURATION
heres to wings, control surfaces, engine inlets, or other • Under normal conditions, the ice protection buttons
critical surfaces. The responsibility for ensuring a clean should remain pressed in. The only exception are
aircraft rests with the flight crew. During the preflight the windshield heating buttons. Windshield heat
walkaround, take special care to check for ice accretion should be turned on after engine start and turned
and obstruction of pitot tubes and other sensors. A tactile off after landing.
(hand on surface) check of the wing leading edge must be
performed when the holdover time is exceeded after air- • When taking off with the OVERRIDE knob set to
plane de/anti-icing fluids are applied. This check should ENG, it should be set back to AUTO at acceleration
also be performed whenever the outside temperature is altitude.
less than 6°C and conditions are conducive to frost forma-
tion (visible moisture, temperature/dewpoint spread less
than 3°C, or water present on the wing).
NOTE
A 3 mm (1/8 inch) frost layer is permitted on the

underwing surfaces. Frost is not permitted on the
lower surface of the horizontal stabilizer or the up-
per surface of the wing.
FIGURE 15 -14. ICE PROTECTION PANEL— GROUND OPER ATION
FIGURE 15-15. WING FREE OF CONTAMINATION
EMBRAER LEGACY 650
ICE DETECTION TEST

An ice test must be performed once a day when icing conditions are forecast.
Two test options are available:
•
Test A—The entire test is conducted on the ground •
Test B—A two-part test, with the first conducted on the
prior to takeoff. It requires an engine runup to 83% of ground prior to engine start and the second done in
N2. flight. Test B is allowed only when the in-flight part can
be accomplished before entering icing conditions dur-
ing the climb.
FIGURE 15-16.
ICE DETECTION TEST ON CONTROL PANEL
EMBRAER LEGACY 650
ICE DETECTION TEST
Ice Detection Test Specifications:

Test A Test B
Engine Bleeds...................................................OPEN Before engine start, perform the on-ground test:
ICE DETECTION OVERRIDE Knob......................... ALL ICE DETECTION OVERRIDE Knob ......................AUTO
Thrust Levers............................................... 83% N2 ICE DETECTION TEST Knob ........................1, THEN 2
ICE DETECTION TEST Knob........................1, THEN 2 The TEST knob must be held at least 10 seconds in
each test position.
The TEST knob must be held at least 10 seconds in
each test position, but no more than 15 seconds. For each side separately, check that the following mes-
sages are displayed on the EICAS:
CAUTION • ICE DET 1 (or 2) FAIL

• BLD 1 (or 2) LOW TEMP
HOLDING THE TEST KNOB TO THE 1 OR 2
• ICE CONDITION
POSITION SENDS HOT BLEED AIR TO THE
WINGS AND STABILIZER, EVEN AT SPEEDS • The CROSS BLD OPEN and/or PACK 1 (2) VLV
LESS THAN 25 KT. HOLDING A KNOB POSI- FAIL messages may also be displayed.
TION LONGER THAN 15 SECONDS CAN
• As in Test A, the CLR ICE messages are only dis-
CAUSE STRUCTURAL DAMAGE TO THESE
played during test 1.
SURFACES.
During the climb, perform the in-flight test:

For each side separately, check that OPEN inscriptions
in the buttons are illuminated and the following mes- Engine Bleeds ..................................................OPEN
sages are displayed on the EICAS:
Thrust Levers........................................ THRUST SET
•
ICE DET 1 (or 2) FAIL
Altitude.............................. FROM 2,000 TO 23,000 ft
•
BLD 1 (or 2) LOW TEMP
•
ICE CONDITION TAT.................................................LESS THAN 10°C
•
CROSS BLD OPEN ICE DETECT OVERRIDE Knob ............ ALL FOR 20 SEC
NOTE: When the TEST knob is selected to 1, the CLR

Check that OPEN inscriptions in the buttons are illumi-
ICE 1, CLR ICE 2, CLR/I INOP 1 and CLR/I INOP 2 cau-
nated and the NO ICE-A/ICE ON caution message is
tion messages are displayed on the EICAS and the
displayed on the EICAS. The CROSS BLD OPEN advi-
lights CLR ICE 1 and CLR ICE 2 illuminate. When the
sory message may be also displayed.
TEST knob is selected to 2, none of the clear ice cau-
tion messages are displayed. ICE DETECT OVERRIDE Knob.............................AUTO
(AFTER 20 SEC)
NOTE: The ice protection test must be fully accom-

plished before entering icing conditions and before
reaching 23,000 ft.
EMBRAER LEGACY 650
ABNORMAL OPERATION
The anti-icing system must be selected to ENG during all
ground operations when icing conditions exist or are an- Holding configuration in icing:
ticipated. Do not rely on the ice detector during ground op-
erations. • Landing gear UP
• Flaps 0°
In flight, it is the responsibility of the crew to ensure the
aircraft is free of ice. If icing is suspected and the anti-ice • Minimum airspeed 200 KIAS
system is not automatically activated, the OVERRIDE knob
should be set to ALL.
LIMITATIONSLIMITATIONS
Single engine or single bleed.................. 15,000 ft
maximum altitude operation in icing
Maximum temperature.................................. 10°C

for anti-icing operation
Minimum temperature for........................... −40°C

manual anti-icing operation
NOTE: There is no temperature limitation for anti-

icing system automatic operation.
If the ice detectors pick up ice on the ground, a sig-

nal will be sent to the ice protection system to turn
on. But at speeds less than 25 kts, the wing and
stabilizer anti-ice is inhibited. This can result in the
EICAS warning message “ICE COND-A/I INOP”. The
system is operating as it is designed, and the crew
should follow the QRH procedures for this situation.
FIGURE 15-17. QRH
EMBRAER LEGACY 650
EICAS MESSAGES
Any Bleed Air Thermal anti-icing In-flight overpressure condition

ENG A/ICE OVERPRES
WARNING ICE COND-A/I INOP subsystem not functioning prop- detected
erly under icing conditions. ADVISORY
At least one of the probes has
ICE CONDITION
Low pressure condition down- detected ice.
stream of any wing or stabilizer
A/ICE LOW CAPACITY
anti-ice valve or wing pressure FIGURE 15-18.
asymmetry. ICE AND R AIN PROTECTION CAS MESSAGES
Any Bleed Air Thermal anti-icing
A/ICE SWITCH OFF
button turned off.
• Low pressure condition

• Valve failure
E1 (2) A/ICE FAIL • Any switch failure
• Overpressure condition
• Any system failure
Any anti-icing valve opened in
NO ICE-A/ICE ON
flight out of icing conditions.
• Low pressure condition

• Valve failure
STAB A/ICE FAIL • Any switch failure
• Duct leakage
• Any system activation device
failure
Asymmetrical degradation of half-

WG A/ICE ASYMETRY wings anti-ice systems thermal
performance.
• Low pressure condition, OR

CAUTION • Disagreement between valve
WG A/ICE FAIL position and system command,
OR
• Piccolo tube failure
Associated windshield heating
W/S 1 (2) HEAT FAIL system failure or associated over-
heat condition (>65°C).
• Associated sensor heating inop-

erative with any engine running
AOA 1 (2) HEAT INOP (N2 above 60%) and airplane
airborne.
• Both engines N2 below 50%
• Associated sensor heating inop-
erative with any engine running
PITOT 1 (2, 3) INOP (N2 above 60%).
• Both engines N2 below 50%.
Associated sensor heating inop-
TAT 1 (2) HEAT INOP erative in icing conditions and air-
plane airborne.
Ice build-up over the left or right

CLR ICE 1 (2)
wing upper surface.
Associated clear ice detector has

CLR/I INOP1 (2)
failed.
ICE DETECTORS FAIL Both ice detectors have failed.
Associated ice detector has

ICE DET 1 (2) FAIL
failed.
EMBRAER LEGACY 650
xygen
hapter 16 Oxygen
igure Title
age Figure
itle Page
hapter 16 ...........................................
xygen
OXYGEN
TABLE OF CONTENTS
Introduction...............................................................OXY-238
Flight Crew Oxygen...................................................OXY-239
Pilot and Copilot Masks.........................................OXY-239
Oxygen System Test..............................................OXY-239
Observer Mask.......................................................OXY-240
Mask Features.......................................................OXY-240
Passenger Oxygen.................................................... OXY-241
Passenger Oxygen Masks..................................... OXY-241
Passenger Oxygen Control Panel.......................... OXY-242
Oxygen Indications....................................................OXY-243
Portable Oxygen........................................................OXY-243
Protective Breathing Equipment (PBE)...................OXY-244
PBE Operation........................................................OXY-244
Limitations.................................................................OXY-245
EICAS Messages.......................................................OXY-246
F O R T R A I N I N G P U R P O S E S O N LY OXY-237
EMBRAER LEGACY 650
INTRODUCTION
In case of cabin decompression, the oxygen system supplies supplemental oxygen for the crew and passengers. Oxygen
for both crew and passengers is stored in high-pressure cylinders for distribution to the masks.
The system includes three independent subsystems:
• Flight crew oxygen

• Passenger oxygen
• Portable oxygen
On the lower right side of the aircraft’s nose, near the oxygen service panel, is a green safety disc. If there is an over pres-
surization in either the crew or passenger subsystem, the excessive pressure will cause the green disc to be blown out.
OXY-238 F O R T R A I N I N G P U R P O S E S O N LY
FIGURE 16-1. OXYGEN DISCHARGE INDICATOR AND LOCATION

EMBRAER LEGACY 650
FLIGHT CREW OXYGEN

The flight crew is supplied with oxygen from a 50-cubic foot cylinder on the right side of the cockpit, behind the copilot’s
seat. When filled, the cylinder stores oxygen at 1,850 psi.
A shutoff/regulator valve is used to control oxygen outlet pressure. It should always be left in the ON position.
PILOT AND COPILOT MASKS

For each crew member, a quick-donning pressure/demand
mask provides oxygen.
In the crew mask stowage boxes, a shutoff valve keeps

each mask unpressurized while stowed. When the mask
doors open, the shutoff valve automatically opens to allow
oxygen to flow to the mask. Oxygen supply is not interrupt-
ed when the mask doors are closed. To stop the flow of
oxygen while the mask is out of the storage box, close the
left door and activate the TEST/SHUT OFF sliding control.
The pilot and copilot stowage boxes have a cat’s eye flow
indicator.
FIGURE 16-2.
CREW OXYGEN MASK
OXYGEN SYSTEM TEST

To check the crew oxygen masks, follow this procedure:
• Set the BOOM/MASK selector on the digital audio

panel to the MASK position. This turns on the
speaker and activates the microphone in the mask.
• Select the HOT MIC position on the control wheel
communication switch, and ensure that the speak-
er and interphone volumes are set to normal levels.
• Actuate the test slide button on the mask stowage
box.
• Note the cat’s eye oxygen flow indicator and listen
to the speaker for the sound of oxygen flowing.
• While holding the test slide control down, press the
EMERGENCY button.
• Reset the BOOM/MASK selector to BOOM to return
to normal microphone inputs.
FIGURE 16-3. BOOM/MASK SELECTOR ON DAP
EMBRAER LEGACY 650
OBSERVER MASK MASK FEATURES

The observer mask and the pilot/copilot masks share basic
characteristics, but the observer mask has a few differ-
Venting Valve Control
ences: A venting valve allows oxygen to flow from the mask into
the smoke goggles. To open the valve and allow the flow of
• No TEST/SHUT OFF sliding control on the stowage box oxygen through the venting orifice, pull down the mask’s
venting valve sliding control.
• The flow indicator is in the oxygen line, and is not vis-
ible when the mask is stowed.
Normal/100% Selector
• No venting valve control
Normal (N) mode supplies diluted oxygen to the crew mask
To don a crew mask: at cabin altitudes below 33,000 ft. At altitudes above
33,000 ft, 100% pure oxygen will be supplied. In the 100%
• Grasp the mask with one hand by the mask regulator position, which is pushed in (up if wearing the mask), the
and the inflation control valve (red ears). mask receives pure oxygen at all altitudes.
• Pull the mask out of the stowage box.
• Press and hold the red ears. The harness will inflate
Emergency Selector Knob
rapidly, enlarging to make the mask easy to don quick- To set the mask to emergency mode, rotate the knob clock-
ly. wise to provide 100% oxygen under positive pressure. This
mode must be selected when using smoke goggles, as it
• When the mask is in place, release the regulator ears. forces the oxygen up into the smoke goggles.
The harness will then deflate, securing the mask to the
user’s face.
SMOKE
GOGGLES
VENTING
VALVE
VENTING VALVE
SLIDING CONTROL
FIGURE 16-4.
OBSERVER OXYGEN MASK
100% NORMAL
SELECTOR
FIGURE 16-6.
CREW OXYGEN MASK
AND GOGGLES
EMERGENCY
MODE
SELECTOR
FIGURE 16-5. CREW OXYGEN MASK FEATURES
EMBRAER LEGACY 650
PASSENGER OXYGEN
Depending on airplane configuration, either one or two oxygen cylinders are used to supply passenger oxygen. The
cylinder(s) are filled to 1,850 psi and are located inside a panel near the galley.
PASSENGER OXYGEN MASKS

Oxygen masks are located above the passenger seats and
at the flight attendant station, the galley, and lavatory. Each
location has two masks. To start the flow of oxygen, the
passenger must pull down the mask, which releases the
pin. If the compartments do not open when commanded,
an opening tool may be used to open them manually. At-
tached to the oxygen masks are rebreather bags, which
conserve oxygen by mixing ambient air with 100% oxygen
from the cylinders.
DISPENSING
UNITS
FLOW
INDICATOR
FIGURE 16-7. PASSENGER OXYGEN CYLINDER
ELASTIC
STRAP
OXYGEN
MASKS
MASK
RESERVOIR BAG
STRINGS
ACTUATOR PIN
DISCONNECTED
FIGURE 16-8.
PASSENGER OXYGEN MASK
EMBRAER LEGACY 650
PASSENGER OXYGEN CONTROL PANEL

The control panel for passenger oxygen is on the cockpit’s right lateral console, forward of the copilot’s mask. When pas-
senger oxygen masks are deployed, the oxygen compartments in the ceiling will open and oxygen flows to the masks. The
NO SMOKING, FASTEN SEAT BELTS, and RETURN TO SEAT cabin signs will illuminate automatically when the masks are
deployed.
1 2 3
1 Illuminates when the system is ON and the dis-

tribution manifold pressure is at or above 45
psi.
2 Indicates with VLV CLOSED that the regulator
valve is OFF or that the pressure has dropped
below 50 psi.
3 The passenger oxygen selector knob has three FIGURE 16-9. PASSENGER OXYGEN CONTROL PANEL
settings.
•
AUTO—Automatically deploys the passenger
masks at altitudes above 14,000 ft.
•
CLOSED—Disables the automatic deploy-
ment of passenger masks. After any system
activation, it resets the oxygen ON indicator
and the passenger signs.
•
MANUAL—A momentary position.
° Activates the passenger oxygen system
at any altitude.
EMBRAER LEGACY 650
OXYGEN INDICATIONS PORTABLE OXYGEN

Oxygen pressure is displayed in green when oxygen levels Used for first aid treatment, the portable oxygen subsys-
are in the normal range. For crew oxygen, when pressure tem includes one portable oxygen cylinder and two masks.
drops below 450 psi, the pointer and digits become amber. It is located in the passenger cabin entertainment closet.
Red indications warn that pressure has dropped to below
250 psi. For passenger oxygen, the amber range is be- The oxygen cylinder has a capacity of 11 cubic ft. To oper-
tween 200 psi and 750 psi, and indications are red below ate, connect one or both masks to the cylinder outlets and
200 psi. turn the handle to the full ON position.
OXY
PSI ENTERTAINMENT
EQUIPMENT RACK
PORTABLE
CRW PAX OXYGEN CYLINDER
1800 1800 FIGURE 16-10.

FLIGHT CREW OXYGEN ON MFD
FIGURE 16-11.
PORTABLE OXYGEN CYLINDER
AND LOCATION
ON−OFF
VALVE PRESSURE
REGULATOR
CONTINUOUS
FLOW OUTLET
CONTINUOUS
FLOW OUTLET
PRESSURE
GAUGE
11 ft3
CYLINDER
ADJUSTABLE
CARRYING STRAP
CONTINUOUS−FLOW
MASK BAG
(WITH TWO MASKS)
EMBRAER LEGACY 650
PROTECTIVE BREATHING EQUIPMENT (PBE)

Used while fighting fire in the airplane, the PBE can protect the crew against smoke and harmful gases for at least 15
minutes. There are two PBEs in the airplane, one in the entertainment closet and the other behind the pilot seat.
PBE OPERATION FIGURE 16-12.

PROTECTIVE BREATHING EQUIPMENT (PBE )
To operate the PBE:
1 Pull out 3 4
sharply
5
Take out the box and push the spring Pull the box cover upward. Lift out the hood and deploy it with a
lock. brisk downward movement.
7
When oxygen flow to the hood stops,
remove the hood.
6 Remember that the hood is filled
with oxygen. To avoid accelerating
the fire, do not remove the hood
when near a fire, and do not expose
the hood to direct contact with
flames.
Put the hood onto the head. Pull to actuate the ring from the unit.
FIGURE 16-13.
PBE OPER ATION
EMBRAER LEGACY 650
LIMITATIONS
LIMITATIONS
Flight crew oxygen minimum pressure: Use this chart to check whether the oxygen cylin-
der’s pressure is above the minimum oxygen pres-
Two-person crew
sure for dispatch. If the calculated minimum pres-
(pilot and copilot).................................... 1,130 psi
sure is above the dashed line for the associated
Three-person crew condition, the airplane may be dispatched.
(pilot, copilot, and observer).................... 1,570 psi
Passenger oxygen minimum pressure:
Airplane equipped with one cylinder

(77 ft 3 )................................................... 1,730 psi
Airplane equipped with two cylinders

(77 ft3 each)........................................... 1,250 psi 2100
50
70°F
18
Airplane equipped with one cylinder 2000 0 3
180 1730
(115.7 ft3 ) .............................................. 1,570 psi 1900 UR
E
SS 0
RE °F) 170
Airplane equipped with two cylinders 1800 P
EN (70 1 5
INDICATED GAUGE PRESSURE − PSI YG C 0 570
OXT 21° 160 1
(77 ft3 and 115.7 ft3 )...............................1,040 psi 1700 A 0
150
1600
Portable oxygen cylinder....................... 1,200 psi. 0
140
1500
These minimum oxygen pressures are calculated 1400 130
0 1250 4
at an ambient temperature of 21°C (70°F). For oth- 120
0
er temperatures, refer to the oxygen pressure cor- 1300
113
0 2
rection chart. The cockpit temperature should be 1200 1100 40 6
10
used as the reference temperature. 1100 100
0
1000
900 21°C
800
−40 −30 −20 −10 0 +10 +20 +30 +40 +50 +60 °C
−40 −22 −4 +14 +32 +50 +68 +86 +104 +122 +140 °F
CYLINDER COMPARTMENT TEMPERATURE
1 MINIMUM FOR 3 CREWMEMBERS
2 MINIMUM FOR 2 CREWMEMBERS
MINIMUM FOR PASSENGERS SYSTEM

3 WITH ONE CYLINDER (77 ft³)

4 WITH TWO CYLINDERS (2 x77 ft³)

5 WITH ONE CYLINDER (115 ft³)

6 WITH TWO CYLINDERS (115 ft³ + 77 ft³)
FIGURE 16-14. OXYGEN PRESSURE CHART ON SERVICING PANEL FIGURE 16-15. OXYGEN PRESSURE CORRECTION CHART
EMBRAER LEGACY 650
EICAS MESSAGES
Crew oxygen cylinder pressure be-

low 450 psi. Remaining oxygen
CREW OXY LO PRESS sufficient for approximately 12
minutes for pilot, copilot, and ob-
CAUTION
server.
Passenger Oxygen cylinder(s)

PAX OXY LO PRESS
pressure below 750 psi.
FIGURE 16-16. OXYGEN CAS MESSAGES
light Instruments
hapter 17 Flight Instruments
igure Title
age Figure
itle Page
hapter 17 ...........................................
light Instruments
FLIGHT
INSTRUMENTS
TABLE OF CONTENTS
Introduction...................................................................FI-248 Primus Elite Advanced Features..................................FI-260
Air Data System.............................................................FI-248 Primary Flight Display...............................................FI-260
Indications.....................................................................FI-249 PFD TCAS Display......................................................FI-263
Airspeed Indications on the PFD...............................FI-250 MFD Enhanced MAP..................................................FI-264
Altitude Indications on the PFD................................. FI-251 Abnormal Indications................................................FI-265
Vertical Speed Indications.........................................FI-252 EICAS Messages...........................................................FI-265

MFD Indications.........................................................FI-252
Standby Instruments.....................................................FI-253
ISIS.............................................................................FI-253
Magnetic Compass....................................................FI-254
Radio Altimeter..............................................................FI-255
Display Control Panel................................................FI-255
Radio Altimeter Indications.......................................FI-255
Chronometer/Clock.......................................................FI-256
Flight Data Recorder System........................................FI-257
Normal Operation..........................................................FI-258
Before Start...............................................................FI-258
Takeoff.......................................................................FI-258
Approach and landing................................................FI-258
Abnormal Operation......................................................FI-259
ISIS Abnormal Operation...........................................FI-259
F O R T R A I N I N G P U R P O S E S O N LY FI-247
EMBRAER LEGACY 650
INTRODUCTION
The flight instruments in this section include the airspeed, altitude, and vertical speed indicators which receive pitot-
static information from the Air Data System.
Attitude and heading information is provided by the IRS. Further information about these instruments can be found in the
Navigation and Communication section.
Other components of the flight instruments system are the flight data recorder and the digital clock. In case of electrical
failure, the Integrated Standby Instrument system (ISIS) serves as a backup display.
TAT PROBE 2 PITOT TUBE 1
PITOT TUBE 2
PITOT/STATIC TAT PROBE 1

TUBE 3
STATIC PORT 2 (S2) STATIC PORT 1 (S1)
STATIC PORT 4 (S4) STATIC PORT 3 (S3)
FIGURE 17-1. ADS SENSORS POSITIONING
AIR DATA SYSTEM

The Air Data System is comprised of ADS 1 and ADS 2. PITOT PITOT
TUBE 1 TUBE 2
Each has one air data computer (ADC), one pitot tube, one
total air temperature probe (TAT), and two static ports.
Each ADS uses the pitot tube and TAT probe from its re-
spective side of the airplane. However, static sources from P1 P2
both sides are used. All of these sensors are heated to pre-
vent icing.
TAT 1 TAT 2
ADC 1 ADC 2
S1 S2
S3 S4
FIGURE 17-2. ADS SENSORS SCHEMATIC
FI-248 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
INDICATIONS
The PFDs present the flight instruments in a single display with a different section dedicated to each instrument..
290 LNAV VPTH VASL

100 00 1 Airspeed
AP YD
2 Altitude
12000
320 2O 2O
VTA
FMS
2
1 12500 3 Attitude
3
1O 1O
4 Vertical speed
300
1 20
290 123 00
2809
5 Heading
80
1O 1O
6 Slip/skid indicator
12000
260 2O 2O 500
RNP
2.00
.545 M 200 RA 1015 HPA
–2000
360 DTK MSG
FMS 1
FSI 33
N 3
2
3
4
25 NM 1
30
5
6
WPT
10 0 2000
W
VOR1 1
24
12
ADF1
2
15
21 S
HDG GSPD 3
360 360 KTS
6 BARO
IN/ HPA STD
FIGURE 17-3. PFD FLIGHT INSTRUMENTS
EMBRAER LEGACY 650
AIRSPEED INDICATIONS ON THE PFD

On the left side of the PFDs, an airspeed tape displays KIAS and Mach number. Speeds between 40 KIAS and 400 KIAS
are able to be displayed. The target airspeed corresponding to the blue speed bug is displayed above the speed tape and
set through the flight guidance controller.
1 Overspeed Bar
Automatically adjusts with altitude, corre-
sponding to aircraft limitations.
2 Reference Speed Bugs
• Set through the MFD.
•
If airspeed is increased above 230 KIAS,
speeds are removed from airspeed tape. To
1 display again, reselect them on the MFD.
•
Colors:
°
V1—Magenta
° VR —Cyan
°
V2—White
2 ° AP—Green
3
Airspeed Trend Vector
• A magenta line extends upward from current
speed to indicate acceleration or downward
for deceleration.
• Represents the speed the airplane would at-
3 tain in 10 seconds if current acceleration is
maintained.
4 Low Airspeed Awareness
• Displayed on the airspeed scale when the air-
speed is near stall speed for the current con-
figuration.
• Colors:
4
°
White—Indicates speeds from 1.23 VS to
1.13 VS.
°
Amber—Indicates speeds from 1.13 VS to
5 VS.
• Stick shaker may be activated in this
range.
°
Red—Indicates VS.
• Stick pusher is activated.
5 Mach Number Indication
Displayed below the speed tape.
FIGURE 17-4. AIRSPEED INDICATIONS
EMBRAER LEGACY 650
ALTITUDE INDICATIONS ON THE PFD

On the right side of the PFDs, an airspeed tape displays altitudes between −1,000 ft and 60,000 ft. The target preselected
altitude is displayed at the top of the tape, set through the flight guidance controller.
1 Altitude Trend Vector

• A magenta line extends upward from current
altitude to indicate a climb, or extends down-
ward for descent.
• Represents the altitude the airplane would at-
tain in six seconds if the current vertical
speed is maintained.
2 Low Altitude Awareness
• Indicates height above ground.
• Displays a brown raster band at the bottom
of the altitude tape when the radio altitude is
below 550 ft.
3 Barometric Altitude Correction 1
Ranges from 16.00 in Hg to 32.00 in Hg, set by
the baro knob on the PFD bezel.
FIGURE 17-5. ALTITUDE INDICATIONS
EMBRAER LEGACY 650
VERTICAL SPEED INDICATIONS –2000

On the lower right side of the PFDs, the vertical
speed indicator (VSI) displays current vertical speed 3
as well as the target vertical speed and respective
bug. That target speed is set through the flight guid- 2 1
ance controller. The VSI is also used by the TCAS to
indicate the vertical speed needed during evasive 1
maneuvers when resolution advisories are active.
(For more information on the TCAS system, see the
Crew Awareness chapter.) 0 2000
1 Digital vertical speed 1 2
Ranges from −9,999 ft to +9,999 ft/minute.
2
Analogic vertical speed
2
Ranges from −3,000 ft to +3,000 ft/minute. 3 FIGURE 17-6.
VERTICAL SPEED
INDICATIONS
MFD INDICATIONS
The upper right corner of the MFD displays SAT, TAT,
and TAS indications.
STATIC AIR
TEMPERATURE
(SAT)
+ 9 SAT
+14 TAT
TOTAL AIR
TEMPERATURE
(TAT)
209 TAS
TRUE AIRSPEED
(TAS)
FIGURE 17-7.
MFD TEMPER ATURE & AIRSPEED INDICATIONS
EMBRAER LEGACY 650
STANDBY INSTRUMENTS Display

Brightness of the display can be adjusted using the + and
ISIS – buttons along the left side of the ISIS.
The standby instruments supply backup flight instrumenta- Using data from the airplane sensors, the ISIS shows the
tion. The integrated standby instrument system (ISIS) uses following:
a single display to show pitch and roll attitudes, airspeed,
and altitude. Pitot/Static 3 is used by the standby instru- • Attitude (pitch and roll)
ment system for airspeed and altitude information. The
The CAGE button resets the attitude, but it may only be
magnetic heading is received from the IRS 1, and the con-
used in stabilized flight. In case of failure, an ATT flag
ventional magnetic compass is also provided as a backup
is displayed.
unit.
• Altitude
Altitude data is displayed in tape format. Push the STD
button to set the barometric pressure to the standard
pressure of 29.92 inches Hg. The barometric pressure
can be adjusted from standard by rotating the BARO
knob. In case of failure, an ALT flag is displayed.
• Indicated airspeed
Airspeed data/Mach is also displayed in tape format.
In case of failure, a SPD flag is displayed.
•
Secondary parameters
In addition to the primary parameters, listed above,
the ISIS also displays the following:
° VMO —Displayed as a red speed tape.
° Magnetic heading
° Mach number
° Slip/skid information—Displayed on a white bar
located below the ROLL reference triangle.
FIGURE 17-8. ISIS
To ensure the reliability of standby instruments, the flight

crew should periodically crosscheck ISIS indications with
the indications of the primary instruments.
Operating on 28V DC power from the backup hot bus, the

ISIS will run on airplane batteries for up to 240 minutes.
When the airplane batteries are switched to AUTO, the ISIS
will automatically start its alignment phase, which takes
about 90 seconds. During this time, an INIT 90s flag dis-
plays on the screen.
To avoid in-flight indication errors, do not move the aircraft

during alignment.
FIGURE 17-9.
ISIS AND MFD IN COCKPIT
MAGNETIC COMPASS
Located at the top of the windshield, the standby magnetic
compass indicates the airplane’s magnetic heading by
sensing the earth’s magnetic field. It uses one of two differ-
ent calibration cards, depending on the situation.
One calibration card is used in normal flight conditions —

when pitot heat is on and windshield heating is off. It is in-
stalled above the compass. The other card is used for elec-
trical emergency conditions, and is installed in the left
corner of the main panel.
For easier viewing, the magnetic compass has internal

lighting.
FIGURE 17-10. CALIBR ATION CARD FOR ELECTRICAL EMERGENCY FIGURE 17-11. MAGNETIC COMPASS AND CALIBR ATION CARD LOCATIONS
EMBRAER LEGACY 650
RADIO ALTIMETER
The radio altimeter system operates continuously, and displays the following flight data on the PFD:
• The aircraft’s height above ground when below The system consists of a radio altimeter transceiver and
2,500 ft AGL two flush-mounted antennas underneath the fuselage. A
second radio altimeter subsystem may be added as an op-
• Low-altitude awareness
tion.
• Decision height
RADIO ALTIMETER INDICATIONS CAUTION

Radio altimeter-based decision heights are not rec-
ommended on CAT I approaches. The decision on
a CAT I approach has to be based on the altimeter
2O 2O
rather than on the radio altimeter. The DH Alert in
GS
these cases is a reference only that must be used
1O 1O with care and its validity depends on the pilots'
knowledge of the terrain before the runway.
Altimeter-based decisions are not allowed on CAT

II approaches. The decision on these approaches
has to be based on the radio altimeter.
1
1O 1O
MIN
2 950
3 200 RA
FIGURE 17-12. R ADIO ALTIMETER INDICATIONS ON PFD
1 R A Minimum Annunciator —At radio altitudes

DISPLAY CONTROL PANEL
equal to or below the decision height setting, a
MIN label flashes for 10 seconds and then holds
steady.
2 Radio Altitude 1 2
3 Decision Height
• Digits appear in cyan, with a white RA label.
• Indications range from 5 ft to 999 ft.
• To remove the indication from the display, ro-
tate the knob full counterclockwise. FIGURE 17-13. DISPLAY CONTROL PANEL
1 Decision Height Setting Knob —Rotate to set

the decision height.
2 TEST button—Pressing this button while in-
flight activates a test of the radio altimeter. Dur-
ing the test, EICAS messages may include
warnings relating to the EGPWS, windshear, and
radio altimeter failure.
EMBRAER LEGACY 650
CHRONOMETER/CLOCK
The digital chronometer/clock provides the flight crew with Greenwich Mean Time (GMT), local time (LOC), elapsed time
(ET), chronometer time (CHR), date, and flight number.
The clock is powered by the aircraft’s electrical system and an internal battery. The clock memory holds its settings for
40 hours. If the airplane is de-energized for more than 40 hours, the clock must be reset prior to takeoff.
However, the digital clock on a Post-Mod aircraft does not need to be reset. On those models, the clock automatically
synchronizes with the GPS on startup.
1
6
5 FIGURE 17-14.
CHRONOMETER/CLOCK
1 SEL ET button 6 MODE Selector button

Selects the elapsed time to be displayed. Toggles the 6-digit display between the follow-
2 RST ET button ing settings:
Resets the elapsed time displayed. • Date (DT) • Local time (LT)
3 6-Digit Display • GPS • Flight number
• Displays time in hours, minutes, and sec- • Internal computed (F/N)

onds. time (INT)
• Shows the date in months, days, and years.

• Displays flight number in this format:
XX XX FN.
4 4-Digit Display
• Displays CHR in minutes and seconds.
• Displays ET in hours and minutes.
5 CHR button
• Push this button to select the chronometer
to be displayed.
• Starts, stops, and clears the chronometer.
• An additional chronometer button is located
on each pilot’s control wheel.
FIGURE 17-15. COPILOT CHRONOMETER
EMBRAER LEGACY 650
FLIGHT DATA RECORDER SYSTEM

The Flight Data Recorder System (FDRS) automatically records parameters on every flight when the red beacon is
switched ON or the airplane is in flight.
The last 25 hours of data are recorded in a continuous loop. To ensure that data withstands an impact, it is recorded in a
crash survivable case. It is bright orange for higher visibility after a crash, and contains an underwater locator beacon.
To preserve data, an impact switch will automatically stop recording in case of a 5G impact. The flight number is recorded
with the data when it is set on the captain’s clock.
The Flight Data Recorder and the Cockpit Voice Recorder (CVR) are located in the rear electronics compartment. More
information on the CVR can be found in the Navigation and Communication section.
COCKPIT FLIGHT DATA

VOICE RECORDER RECORDER
(CVR) (FDR)
FIGURE 17-16. FLIGHT DATA RECORDER SYSTEM COMPONENTS
EMBRAER LEGACY 650
NORMAL OPERATION
BEFORE START TAKEOFF
Prior to engine start, the flight instruments should be set During takeoff, check aircraft speed as follows:
and crosschecked, including:
• “SPEED ALIVE” is called out by the pilot monitoring
• Altimeter settings (PM) at the first indication of speed, which occurs at
40 KIAS.
• Clock set
• “EIGHTY KNOTS” is called out by the PM followed by
° Press and hold the MODE button to adjust the “CHECKED” callout by the pilot flying (PF).
clock.
° Push the SEL ET and RST ET buttons to increase or APPROACH AND LANDING
decrease the current selection.
• Set local altimeter setting
° Press and hold the MODE button to resume normal • Typical speed selection for landing:
clock operation.
° V1 bug used for VFS
° VR bug used for VREF
° V2 bug used for VAC
V1 VR V2 AP
RTN 115 120 --- --- SET
° AP bug used for approach speed
FIGURE 17-17. MFD SPDS SUBMENU
• Set speed bugs:

° Select the MFD menu on the MFD, then select the
SPDS submenu.
° Press the associated button beneath the speeds
(V1, VR, V2, AP) to toggle between the inner and
outer boxes surrounding the speed indications.
When the inner box is displayed, the speeds can be set

by rotating the bezel knob.
When the outer box is displayed, the speeds are visible
on the airspeed tape.
• Typical speed selection for takeoff:
° V1 bug used for V1
° VR bug used for rotation speed
° V2 bug used for V2
° AP bug used for flaps 45° approach speed—To be
used in case of immediate return for landing
FIGURE 17-18. MFD
EMBRAER LEGACY 650
ABNORMAL OPERATION ISIS ABNORMAL OPERATION

When failures occur in the flight instruments, the crew is In case of abnormal operation or failure detection in one or
made aware through visual and aural warnings which are several ISIS functions, the following flags are displayed:
described in the crew awareness section.
LABEL MESSAGE ACTION
LNAV
ALT Indicates loss of altitude
(white digits function. It is displayed
Report to maintenance.
inside a red filled instead of the altitude
box) scale.
AP If during alignment phase,

The system's electrical
power must be reset. Make
indicates an ISIS failure to sure the airplane is station-
ATT
align. ary during subsequent ISIS
(white digits
ADC2
alignment.
inside a red filled
box)
If during any other phase
2O of operation, indicates
loss of attitude function.
Press the CAGE Button for

ALT: CAGE Indicates that ISIS has to
at least 2 seconds and hold
(black digits be caged. It is displayed in
the airplane steady, straight
inside an yellow the upper mid-section of
and level, until the ATT 10s
filled box) the screen.
flag is removed.
FIGURE 17-19. ADC2 INDICATION 1O HDG Indicates loss of magnet-
(white digits ic heading function. It is
inside a red filled displayed in place of the
box) heading scale.
M Indicates loss of Mach

(white digit number function. It is dis-
For various malfunctions of the flight instruments, inside a red filled played instead of the
consult the NAV/Flight Instruments Failure check- box) Mach number.
list in the non-annunciated procedures section of
Indicates a parity error
the QRH. presented by the discrete
MAINT inputs. In this case, the
(white digits) previous discrete input
In the case of pitot tube icing, the airspeed indications may configuration is main-
tained.
become unreliable. If this is suspected, the flight crew
should maintain attitude and thrust according to the check- Indicates failure detection
with loss of integrity. It is
list in the QRH. This checklist is also found in the non-an- displayed with the associ-
nunciated procedures section. OUT OF ORDER ated code failure. The as-
(white digits) sociated parameters are
saved in memory for fu-
ture equipment mainte-
nance.
Indicates loss of airspeed

SPD
function. It is displayed
(white digits over Report to maintenance.
instead of the airspeed
a red filled box).
scale.
Indicates VMO error. It is

VMO
displayed in the upper left
(white digits over Report to maintenance.
corner of the screen, in
a red filled box).
lieu of the “MAINT” flag.
Indicates that IMU is out

of domain attitude.
In this case, the roll and
WAIT ATT
pitch scale, the lateral ac-
(black digits over
celeration, and the air- Report to maintenance.
a yellow filled
plane symbol are not dis-
box).
played. It is displayed in
the upper mid-section of
the screen.
FIGURE 17-20. UNRELIABLE AIRSPEED CHARTS IN QRH FIGURE 17-21. ISIS ABNORMAL MESSAGES
EMBRAER LEGACY 650
PRIMUS ELITE ADVANCED FEATURES

The Legacy 650 may be optionally equipped with Primus Elite Advanced Features (PEAF), which are designed to enhance
the situational awareness of the flight crew. A Synthetic Vision System (SVS) increases awareness of terrain and obsta-
cles through 3D representations displayed on the PFD. TCAS presentations are also improved, and the enhanced MFD
map has additional features. When PEAF is installed, the PFD bezel is replaced to incorporate new controls.
PRIMARY FLIGHT DISPLAY

Synthetic Vision can be turned on and off by pressing the
SVS button on the PFD Bezel. When SVS is turned off, the WARNING
PFD will display in a Blue-Over-Brown format which is simi-
lar to the standard PFD. The information presented is un-
changed except for the addition of a slip skid indicator be- Synthetic Vision should not be used for primary
neath the roll pointer. The mechanical slip/skid indicator is navigation, nor should the flight crew rely solely on
removed from the PFD bezel. synthetic vision to avoid terrain or obstacles. The
use of the SVS as primary information to base deci-
sions and/or plan maneuvers to navigate or to
avoid terrain and obstacles is prohibited.
FIGURE 17-22. PFD WITH SVS SELECTED OFF
EMBRAER LEGACY 650
Synthetic Vision
The Synthetic Vision System uses obstacle and terrain databases to assist the pilots in avoiding conflicts and
identifying visual references. The 3D synthetic terrain serves as a background for the standard PFD symbols.
5
4
6
3
1
7
1 Terrain Depiction 5 Runways

Derived from the airplane altitude, heading, and Runways are shown with identification, center-
terrain database. line markings, threshold markings and chevrons
as applicable. These markings become visible
2 Obstacles as the aircraft approaches the runway.
Obstacles of more than 100 ft are depicted as
The destination runway is highlighted in cyan.
black rectangles.
6 Metric Altitude Window
3 Flight Path Vector (FPV)
A metric altitude display can be selected ON or
The FPV shows the actual path of the aircraft
OFF using the FT-M button on the PFD Bezel.
through space. It moves laterally and vertically,
The altitude in ft is always displayed, even when
and is displayed when the SVS is turned on.
metric is selected ON.
4 Airports
7 Grid Lines
Towered (cyan) and non-towered (magenta) air-
Oriented to true North/South and East/West,
ports in the vicinity are displayed. The destina-
the grid lines are spaced at distances of 1 NM.
tion airport has a more prominent outline.
FIGURE 17-23.
SYNTHETIC VISION INDICATIONS
EMBRAER LEGACY 650
SVS During Takeoff SVS In-Flight
FIGURE 17-24. SVS —TAKEOFF FIGURE 17-25. SVS — IN-FLIGHT
Ghosted Flight Director

Due to the limited pitch scale, when the flight director is commanded to 14 degrees during takeoff, it will be out of the
displayed scale. This is indicated by dashed or “ghosted” command bars.
FIGURE 17-26. GHOSTED FLIGHT DIRECTOR
EMBRAER LEGACY 650
PFD TCAS DISPLAY

On aircraft equipped with PEAF, TCAS Resolution Advisories are presented as pitch targets on the EADI and are not
indicated on the Vertical Speed Indicator. The Fly-to-Zone is displayed in green, and the Avoidance Zones are red.
FIGURE 17-27. TCAS RESOLUTION ADVISORY GUIDANCE
EMBRAER LEGACY 650
MFD ENHANCED MAP

TCAS information can also be displayed on the Enhanced MFD map by selecting it on the Map Data drop-down menu. The
traffic will be displayed as an overlay for improved traffic awareness. If a resolution advisory is generated, the MFD auto-
matically returns to the basic MFD–TCAS window.
FIGURE 17-28. SVS MFD ENHANCED MAP
METAR/TAF
The enhanced map is now able to display XM Weather,
METAR, and TAF information for airports in the database.
Place the cursor over the airport and press enter to display
the METAR/TAF pop-up menu.
FIGURE 17-29. SVS MFD ENHANCED MAP WITH XM METAR/TAF
EMBRAER LEGACY 650
ABNORMAL INDICATIONS EICAS MESSAGES

If a failure is detected in the synthetic vision system, an TYPE MESSAGE ME ANING
indicator will be present on the PFD.
Indicates the RA has failed on air-
planes equipped with a single unit,
Blue-over-brown PFD format will be displayed if any of the RAD ALT FAIL
or both RAs have failed, on air-
following indicators are present: ADVISORY planes equipped with two RAs.
On airplanes equipped with two

RAD ALT 1 (2) FAIL
RA, the associated unit has failed.
SVS FAIL Terrain Database is failed. SVS
FAIL FIGURE 17-32. FLIGHT INSTRUMENTS CAS MESSAGES
Invalid GPS input or poor GPS SVS INPUT

SVS INPUT INVALID
integrity. INVALID
SVS NO COVG Displayed in polar regions. SVS NO

COVG
SVS INIT Displayed during initialization. SVS

INIT
FIGURE 17-30. SVS CAUTION ANNUNCIATORS
SVS continues to be displayed if any of the following indica-

tors are present:
Navigation database is invalid.

SVS OBST+APT FAIL Airports, runways and SVS OBST
+APT FAIL
obstacles are not displayed.
SVS OBST INOP Obstacles are not displayed. SVS OBST

INOP
Airports and runways are not SVS APT

SVS APT INOP
displayed. INOP
Database is out of date. SVS

SVS CHECK DB
Displayed on ground only. CHECK DB
GPS position uncertainty, but

not yet exceeded the threshold
SVS POS INTEG to remove SVS. Depicted SVS POS
INTEG
obstacles and terrain may be
inaccurate.
FIGURE 17-31. SVS ADVISORY ANNUNCIATORS
EMBRAER LEGACY 650
avigation & Communication
hapter 18 Navigation & Communica-

on
igure Title
age Figure
itle Page
hapter 18 ...........................................
Navigation & Communication
NAVIGATION &
COMMUNICATION
TABLE OF CONTENTS
Introduction...................................................... NAVCOM-268 Approach Limitations and Techniques ........ NAVCOM-299
Communication................................................ NAVCOM-269 Voice Communication.................................. NAVCOM-299
Radio Management Unit............................... NAVCOM-269 Controller to Pilot Data Link Communication
(CPDLC)......................................................... NAVCOM-299
Tuning Backup Control Head.........................NAVCOM-276
Abnormal Operations....................................... NAVCOM-300
Digital Audio Panels.......................................NAVCOM-276
Electrical Failures ........................................ NAVCOM-300
Push-To-Talk Switches.................................. NAVCOM-278
Communication Failures.............................. NAVCOM-300
Cockpit Voice Recorder (CVR) ..................... NAVCOM-280
Inertial Reference System Failures...............NAVCOM-301
Passenger Address System (PAS)................NAVCOM-281
Excessive Attitude Declutter.........................NAVCOM-301
Navigation......................................................... NAVCOM-282
Flight Management System Failures............NAVCOM-301
Inertial Reference System (IRS)................... NAVCOM-282
Vertical Navigation Failures...........................NAVCOM-301
Navigation Displays...................................... NAVCOM-284
LPV Failures...................................................NAVCOM-301
FMS............................................................... NAVCOM-286
EICAS Messages.............................................. NAVCOM-302
Future Air Navigation System (FANS)...........NAVCOM-287
Baro-Vertical Navigation (BARO-VNAV)....... NAVCOM-289
Localizer Performance
with Vertical Guidance (LPV)....................... NAVCOM-293
Weather Radar.................................................. NAVCOM-294
Weather Radar Control Panel....................... NAVCOM-294
Normal Operation ............................................ NAVCOM-298
Preflight and Power Up................................. NAVCOM-298
Before Start Communication
and Navigation Checks................................. NAVCOM-298
F O R T R A I N I N G P U R P O S E S O N LY NAVCOM-267
EMBRAER LEGACY 650
INTRODUCTION
The radio management system (RMS) is responsible for the navigation and communication functions of the Legacy 650
and is primarily controlled through two radio management units—RMU 1 and RMU 2. Backup tuning for COM 2 and NAV 2
is available through the tuning backup control head (TBCH), and all of the radios can be tuned remotely by the FMS. The
RMS interfaces with the passenger address system, aural warning unit, and cockpit voice recorder. The audio system is
controlled by three digital audio panels (DAPs)—one each for the pilot, copilot, and observer.
The communication and navigation equipment of the Leg- Aircraft may also be equipped with the following optional
acy 650 includes: communication equipment:
• Dual VHF COM • HF radio

• Dual VHF NAV • VHF NAV/COM #3
° Including VOR, LOC, GS, and marker beacons • Selective calling (SELCAL)
° ILS meets Cat II requirements • Aircraft communication addressing and reporting
system (ACARS)
• Dual ADF
• Satellite communications (SATCOM)
• Dual transponder
• Dual DME The FMS has an integral role in the operation of the Legacy
• Dual FMS 650. It uses GPS and the Inertial Reference System (IRS)
inputs for positioning and navigation functions. It also pro-
vides trip planning and performance functions. Using the
FMS for guidance, the Legacy 650 is capable of both lateral
navigation (LNAV) and vertical navigation (VNAV).
NAVCOM-268
F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
COMMUNICATION
RADIO MANAGEMENT UNIT
The airplane has two RMUs which provide radio frequency
tuning, and can also be used to display backup navigation
and systems information. They are powered by ESS DC
BUS 1 and 2, and are available in an electric emergency.
The left RMU controls, NAV 1 and COM 1, and the right RMU
tunes NAV 2 and COM 2. However, cross-side tuning is
available by pressing the “1/2” transfer button. Frequencies
are normally displayed in cyan, and are shown in yellow if
tuned from the opposite side. If frequencies are set by the
FIGURE 18-1. RMU LOCATIONS
FMS, they will be displayed in magenta.
The radios are tuned by two concentric tuning knobs on the

bezel. The tuning knobs are also used to modify any data
field that is highlighted, and when the DIM button is
pressed, the outer knob will adjust the screen brightness.
On the ground, the RMS performs a self-test each time the

COM 1 NAV 1
airplane is powered on. The crew may also initiate a test of
123.400 117.50 any particular component by pressing the TST button while
118.525 118.90 the cursor is in the desired window. If there is a failure in
TEMP-1 TEMP-1 any bus or radio system, an error message will display. To
ATC/TCAS ADF 1 remove the error message, press and hold the TST button.
1450 400.0
STANDBY ADF RMU Page Menu
TCAS DSPY 1 To access the additional functions of the RMU, press the
RANGE: 40 PGE button to select the page menu. Then, to select the
ABOVE desired page, press the associated line select button.
TUNE
SQ DIM 1/2 STO
PAGE MENU
COM MEMORY
ID PGE TST DME
NAV MEMORY NAVIGATION
FIGURE 18-2. RMU DISPLAY
HF CONTROL ENGINE
HF MEMORY
ATS/TCAS SYS SELECT

RETURN TO MAINTENANCE
RADIOS
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 18-3. RMU PAGE MENU
EMBRAER LEGACY 650
Radio Page
The RADIO page is divided into five windows: COM, NAV, ATC/TCAS, ADF, and HF.
COM Window
Includes two frequency lines—The upper line is active, and the lower line is the preset frequency.
• To make the preset frequency active, press the fre-

quency transfer button (1).
• If direct tuning is desired, press and hold the line select
COM 1 NAV 1
button (2), and the preset frequency line will turn 1 123.400 117.50
blank. To exit direct tuning, press and hold the button
again until the preset frequency appears in the win- 2 118.525 118.90
TEMP-1 TEMP-1
dow. ATC/TCAS ADF 1
• The preset frequency can be stored by pressing the 1450 400.0

STANDBY ADF
STO button (3) while the frequency is boxed. To scroll
TCAS DSPY 1 HF 1
through the stored frequencies with the tuning knob, RANGE: 40 12259
press (2) twice to place the cursor on the TEMP/MEM- ABOVE UV
ORY label beneath the frequency lines. TEMP is dis- 2000
played when a new frequency is entered. MEMORY is
displayed when a stored frequency is displayed. 3
4 SQ DIM 1/2 STO
TUNE
• The SQ button (4) opens the radio squelch function

and allows any noise or signal to be heard. Press the ID PGE TST DME
SQ button again to close the squelch.

FIGURE 18- 4. RMU R ADIO PAGE
• To keep from blocking the communications channel,
the system uses an automatic time out. After two min-
utes of continuous operation, the transmitter beeps
and shuts off. To reset, release the push-to-talk button
and then press it again.
NAV Window
Similar to COM operation, the NAV controls are actuated by
the frequency transfer button and the line select button.
Navigation frequencies can also be automatically tuned by
the FMS when enabled on the NAV MEMORY page. DME Hold
DME is normally associated with the active VOR
frequency. However, the DME hold function allows
pilots to use a DME source other than the active
COM 1 NAV 1 frequency. This is commonly used for approaches
123.20 110.25 using NAVAIDs that don't have DME.
131.27 DME IPHX
MEMORY-3 108.30 To use DME hold, press the DME button to hold the
ATC/TCAS ADF 1 DME associated with the active VOR. Then the VOR
1471 162.5 frequency can be changed independently of the
1 TA/RA ADF
DME frequency and is indicated on the RMU by a
TCAS DSPY 1 HF 1 split box. There is also an H (hold) indication on the
RANGE: 6 12259 PFD indicating that the DME is not paired with the
NORMAL UV
2000 active VOR/ILS frequency.
Press the DME button again to display the frequency

SQ DIM 1/2 STO
TUNE
in TACAN format. Press the DME button a third time
ID PGE TST DME
to resume normal DME mode
FIGURE 18-5. DME HOLD
NAVCOM-270
EMBRAER LEGACY 650
ADF Window HF Window

The tuning knobs are used to tune the ADF frequency when The high frequency (HF) radio has several operating
it is boxed. modes: AM, UV, UL, UD, LD, and CW. UV mode is highly rec-
ommended, due to its quality and range. UL mode is not
A single ADF frequency may be stored by pressing the STO legal in the United States and in most European countries,
button. To retrieve the stored frequency, press and hold the and UD, LD, and CW are not operational and should not be
ADF frequency line select button for two seconds. selected.
ADF mode can be changed to ANT (antenna), BFO (beat Simplex mode means that transmission and reception are
frequency oscillator), or VOICE by pressing the line select on the same frequency. Split mode means that transmis-
button or by rotating the frequency tuning knobs. sion and reception are on different frequencies.
ATC/TCAS Window COM 2 NAV 2

• The tuning knobs are used to change the tran- 127.250 113.50
sponder code when it is boxed. 121.500 110.10
• The active mode is displayed below the squawk TEMP-1 TEMP-1
ATC/TCAS ADF 2
code. Press the adjacent line select button to
1200 400.0
toggle the transponder operating mode from 1 ATC ALT ADF
standby to the last-used mode. Then the tuning TCAS DSPY 2 HF 2
knobs can be used to scroll through the differ- RANGE: 6 12259
ent modes. NORMAL UV
2000
° TA/RA—Traffic Advisories and Resolution Ad-
visories
TUNE
SQ DIM 1/2 STO
° TA ONLY—Only Traffic Advisories enabled
ID PGE TST DME
° ATC ALT—For ground use with altitude report-
ing FIGURE 18-6. RMU ATC TCAS WINDOW
° ATC ON—For ground use without altitude re-
porting
• A transponder code may be stored by pressing

the STO button. To retrieve the frequency, press
and hold the line select button. (Typically 1,200
is stored).
• Use the transfer button “1/2” to change which
transponder is in operation.
• To turn on the transponder identification, press
the ID button. The ident squawk will stop after
18 seconds.
EMBRAER LEGACY 650
COM and NAV Memory Pages

In the COM and NAV memory pages, 12 frequencies can be stored and recalled. The first memory page shows locations
1-6, and the second shows locations 7-12. The second page is accessed by pressing the button next to the MORE prompt.
FMS auto-tuning is enabled on the NAV memory page by pressing the adjacent line select button.
PAGE MENU COM SQ NAV

PMS
COM MEMORY 123.20 110.30 ENABLED
MEMORIES MEMORIES
NAV MEMORY NAVIGATION 1 136.92 4 125.07 1 110.30 4 108.70
HF CONTROL ENGINE 2 122.20 5 121.02 2 115.60 5 111.80
HF MEMORY 4 131.27 6 118.17 4 116.50 6 108.40
ATS/TCAS SYS SELECT MORE INSERT MORE INSERT

RETURN TO MAINTENANCE RETURN TO DELETE RETURN TO DELETE
RADIOS RADIOS RADIOS
TUNE TUNE TUNE

SQ DIM 1/2 STO SQ DIM 1/2 STO SQ DIM 1/2 STO
ID PGE TST DME ID PGE TST DME ID PGE TST DME
FIGURE 18-7. PAGE MENU FIGURE 18-8. COM MEMORY PAGE FIGURE 18-9. NAV MEMORY PAGE
WITH FMS TUNING ENABLED
HF Control Page HF Memory Page

The HF control page allows the pilot to select and adjust The HF memory page manages stored frequencies, includ-
the active and preset frequencies, transmission/reception ing their modes of transmission/reception, modes of op-
mode, mode of operation, squelch level, and transmission eration, and squelch levels.
power.
HF 1 CONTROL HF 1 MEMORY
ACTIVE PRESET ACTIVE MEMORY–1
12259 9209 12259 9209
UV UV UV UD
TRANSFER MEMORY–10 LOAD MEMORY–2

RX22759UV
TX22063UV
ACT
MODE :SIMPL PRE
MODE :SIMPL MODE :SIMPL
SQ SQ
SQUELCH
LEVEL :OFF TX
POWER :MAX MORE MEMORY–3
RETURN TO RETURN TO 2201
RADIOS RADIOS ITU
TUNE TUNE
SQ DIM 1/2 STO SQ DIM 1/2 STO
FIGURE 18-10. RMU—HF CONTROL PAGE FIGURE 18-11. RMU—HF MEMORY PAGE
NAVCOM-272
EMBRAER LEGACY 650
ATC/TCAS Control Page

The ATC/TCAS control page allows pilots to adjust TCAS operation.
1 Intruder Altitude
1 ATC/TCAS CONTROL PAGE
INTRUDER ALTITUDE: REL • REL (default)—Target’s altitude is displayed
2 relative to one’s own airplane. (Example:
TA DISPLAY: AUTO
+1,000 or -300).
3 • FL—Target’s altitude is displayed as flight
FLIGHT ID: AA125B
4 level for 20 seconds, and then reverts to REL
ADS–B ON/OFF: ON mode.
ADS–B STATUS: NORMAL
5 2 TA Display
FLIGHT LEVEL 1 22500
• AUTO—Traffic targets are only visible during
RETURN TO TA or RA target conditions.
RADIOS
• MANUAL—All targets in the displayed air-
space are visible.
SQ DIM 1/2 STO
TUNE
3 Flight ID
ID PGE TST DME
Allows the transponder to encode the current
flight’s call sign.
FIGURE 18-12. ATC/TCAS CONTROL PAGE 4 ADS-B
• Select ON or OFF to control the broadcast-
ing of the ADS-B out information.
• NORMAL status indicates that GPS data is
being received on the active transponder.
• FAIL status indicates that no GPS data is
being received.
• DGR status indicates that the integrity or
accuracy of GPS data is degraded.
5 Flight Level
Displays the transponder’s encoded altitude
and the air data source used.
EMBRAER LEGACY 650
Navigation Backup Page

The navigation backup page displays HSI, MB, DME, VOR, ILS, and ADF information.
NAV 270 ADF

110.50 541.0
In an electrical emergency, the only source of navi-

W gation is the RMU navigation page. All navigation
24 30
equipment except DME will be available on the RMU.
CRS DME
270 2.4
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 18-13. NAVIGATION BACKUP PAGE
Engine Backup Pages

The engine backup pages display information that is nor- NOTE
mally presented on the EICAS. Page 1 displays engine indi-
cations including thrust modes, N1, N2, ITT, fuel flow, oil If a failure of IC-600 1 occurs, RMU 1 will automat-
pressure, and oil temperature. Page 2 shows system indi- ically display the engine backup page to ensure
cations including fuel quantity, flap position, landing gear that engine parameters are continuously displayed
position, spoilers open or closed, and EICAS messages. to the crew.
CLB CLB 0000 FWD LB 0000

5499 WNG LB 5499
102.5 N1 99.9
0000 AFT LB 5499
VTR LB 5499
520 ITT 490
FLAP 9
95.0 N2 80.3
1850 FF PPH 1910
79 OIL P 79
145 OIL C° 150 LG DOWN LOCKED
SPOILER OPEN
MORE 1 MSG MORE
TUNE TUNE
FIGURE 18-14. ENGINE BACKUP PAGE 1 FIGURE 18-15. ENGINE BACKUP PAGE 2
NAVCOM-274
EMBRAER LEGACY 650
System Select Page

The SYSTEM SELECT page allows the selection of narrow or wide bands for COM 1 and COM 2.
If COM 3 is installed, use this page to select it for viewing on the RMU.
SYSTEM SELECT COM 1 NAV 1 COM 2 NAV 2

SELECT 1/2 1/3 3/2 127.27 110.25 127.275 113.50
COM PAIR:
121.50 110.10 121.500 110.10
MEMORY-3 TEMP-1 TEMP-1 TEMP-1
COM 1
BNDWD: WIDE ATC/TCAS ADF 1 ATC/TCAS ADF 2
COM 2 1471 162.5 1471 400.0
BNDWD: NARROW 1 TA/RA ADF 1 TA/RA ADF
COM 3 COM 3 TCAS DSPY 1 HF 1 TCAS DSPY 2 HF 2

MODE: DATA BNDWD: NARROW RANGE: 6 12259 RANGE: 6 12259
RETURN TO
RADIOS
NORMAL UV
2000 NORMAL UV
2000
TUNE TUNE TUNE

SQ DIM 1/2 STO SQ DIM 1/2 STO SQ DIM 1/2 STO
ID PGE TST DME ID PGE TST DME ID PGE TST DME
FIGURE 18-16. RMU SYSTEM SELECT PG FIGURE 18-17. RMU WIDE BAND FIGURE 18-18. RMU NARROW BAND
Maintenance Page
The maintenance page is only available on the ground. It displays information about RMS test results. Green messages
show a successful test, and red messages show a failed test.
MAINT DATA SYSTEM 1 COMB NB NAV 1

STRAPS TEST
SOFTWARE VERSIONS 131.27 VOR TEST
DME TEST
MAINTENANCE LOG ATC/TCAS ADF 1
RMU SETUP TEST TEST

SYS TEST ADF PASS
RETURN TO
RADIOS
TUNE TUNE
FIGURE 18-19. MAINTENANCE TEST PAGE FIGURE 18-20. MAINTENANCE TEST PAGE RESULTS
EMBRAER LEGACY 650
TUNING BACKUP CONTROL HEAD DIGITAL AUDIO PANELS

The tuning backup control head is an independent unit on Three digital audio panels (DAPs) allow each member of
the center pedestal that provides an alternative way of tun- the flight crew to individually manage his or her communi-
ing NAV 2 and COM 2. cation. Each pilot can select the desired transmission
channel, and choose to listen to one or more radio signals.
Volume can be adjusted individually for each radio.
1
Microphone Selector Buttons
Transmission on a COM radio, HF, SATCOM
(AUX), or passenger address (PAX) is selected
by pressing the associated button. Only one
may be selected at a time, and the audio for the
selected transmission radio is automatically
turned on.
2 Audio Control Knobs
• Press in the knob to mute the sound.
NAV.
EMRG AUDIO • Press out to turn on audio, and rotate the
knob to adjust the volume.
• Multiple audio sources can be selected si-
SQ multaneously.
3 BOOM/MASK Button
• Button pressed-in is normal, allowing use of
the boom microphone on the headset.
FIGURE 18-21. TUNING BACKUP CONTROL HEAD

• Press out the button to activate the micro-
phone in the oxygen mask and turn on the
speaker.
In normal mode, TBCH frequencies are synced to the active
frequencies on RMU 2. 4 ID/VOICE Button
• Press in to ID position to enhance identifica-
When the TBCH is set to emergency mode, RMU 2 inputs
tion of Morse code signals.
are ignored, and NAV 2 and COM 2 can only be tuned by the
TBCH. An AUX ON indication will be displayed above the • Press out to enhance VOR voice messages.
COM frequency on RMU 2 while the emergency mode is
5 SPKR Knob
selected. This mode allows tuning of the radios if there is a
failure in the RMU unit. To enter emergency mode, press Rotate to adjust speaker volume.
the EMRG button on the TBCH, and press it again to re-
sume normal operation.
6 S.T. Knob (Side Tone)
• Press out the sidetone knob to turn on the
After power up, on the ground, the TBCH performs a self- speaker.
test. If a failure is detected, an error message will be dis-
played. • Rotate the knob to control audio feedback
into the microphone.
NAVCOM-276
EMBRAER LEGACY 650
NOTE: The 3rd Digital Audio Panel can be

found in the observer area.
10
1
3
2 4
5
FIGURE 18-22.
DIGITAL AUDIO PANEL
6 7 8 9
7 MKR Beacon Controls 9

HDPH (Headphone) Volume Control
• Rotate the MKR knob to adjust the audio vol- Rotate to adjust volume when using headset.
ume of the marker beacon. It cannot be com-
pletely silenced, even if turned all the way 10 EMER Button
down. Press the emergency button to bypass the DAP
• The sensitivity knob controls the sensitivity in the event of a malfunction or power loss. The
of the receiver. It also temporarily silences captain will be connected directly to COM 1 and
the marker beacon when pressed. NAV 1, and the copilot to COM 2 and NAV 2. The
interphone will not work.
8 INPH Selector Knob (Interphone)
• Press the interphone knob out to allow com-
munication between the captain, copilot, ob-
server, and ramp.
• To enable interphone, the microphones must
also be set to HOT MIC on the captain and
copilot control wheels and on the observer
switch.
EMBRAER LEGACY 650
PUSH-TO-TALK SWITCHES
Control Wheel Communications Switch Hand Mic PTT Button
• Push to talk (PTT) position allows transmission. If The hand microphones can also be used for transmission,
pressed for more than two minutes, the microphone and are convenient during ground operations when not
will be disabled and MIC STK will display on the wearing headsets. One hand mic is located on each side of
RMU. the cockpit.
• HOT MIC allows communication between crew
members and with the ramp station.
• OFF turns off the microphone and allows only lis-
tening, reducing excess noise.
PUSH TO TALK
SWITCH
FIGURE 18-23.
CONTROL WHEEL
COMMUNICATIONS SWITCH
FIGURE 18-24.
HAND MICROPHONES
Glareshield PTT Buttons

Two glareshield PTT buttons are additional options for
transmission. These buttons are commonly used by the PUSH TO TALK
pilot monitoring so the control wheel is not moved. BUTTONS
PTT PTT
FIGURE 18-25.
GLARESHIELD PUSH -TO -TALK
NAVCOM-278
EMBRAER LEGACY 650
Headset Jacks
Three headset jacks are provided in the cockpit, one each for the captain, copilot, and observer. Ramp jacks at the
front and back of the airplane allow the ramp crew to plug in a headset. To request communication, a COCKPIT
CALL button sends a tone to the cockpit.
BRAKE
ON
GPU
AVAIL
COCKPIT CALL INTERPHONE
RAMP HAIL
COCKPIT CALL INTERPHONE
FIGURE 18-27.
FIGURE 18-26. R AMP PANELS AND LOCATIONS
HEADSET JACKS
EMBRAER LEGACY 650
COCKPIT VOICE RECORDER (CVR)

Located in the rear electronic compartment, the CVR operates when the essential DC buses are energized. It records all
audio signals sent through the DAP, all audio from the cockpit area microphone, and CPDLC messages.
The CVR stores the most recent two hours of data, overwriting any data recorded earlier.
To preserve data after a crash impact, a 5G impact switch shuts off power to the CVR when triggered. And if the airplane
becomes submerged, an underwater locator beacon will transmit a signal for up to 30 days.
Data in the CVR can be erased by pressing the ERASE button, but this can be done only while on the ground with the park-
ing brake set. A two-second tone is sent to the headphones to confirm the erasure. The CVR manufacturer is still able to
recover the “erased” data.
FIGURE 18-28. COCKPIT VOICE RECORDER PANEL
NAVCOM-280
EMBRAER LEGACY 650
PASSENGER ADDRESS SYSTEM (PAS)

The passenger address system allows the crew to make announcements to the passenger cabin, enables communication
between the cockpit and the cabin attendant, and provides chimes for notifications.
If passengers wish to call the attendant, a chime will sound. A chime will also sound when NO SMOKING and FASTEN
SEAT BELTS signs illuminate.
For communication between the cockpit and the passenger cabin, the interphone control unit (ICU) on the overhead panel
is used.
1 2 3 4
FIGURE 18-30. INTERPHONE CONTROL UNIT
1
CABIN Button
• Press to call the cabin attendant. This action
illuminates the PILOT light on the atten-
dant’s call panel.
PA ATTD PILOT EMER BKUP • This button is also used to answer calls
PILOT INPH from the cabin attendant.
2 CAB EMER Button
Use the cabin emergency button for more ur-
gent calls to the cabin attendant. It illuminates
FIGURE 18-29. the red EMER PILOT light on the attendant’s
ATTENDANT HANDSET call panel.

3 BACKUP INPH Button
• Allows interphone calls between pilots and
the flight attendant in case of a normal
mode failure.
• Illuminates CABIN and CAB EMER buttons
on the ICU along with PILOT and EMER PI-
LOT lights on the flight attendant’s call pan-
el.
4 ATTD CALL Button
Generates a chime to call the cabin attendant,
but does not open a channel for communica-
tion.
EMBRAER LEGACY 650
NAVIGATION
INERTIAL REFERENCE SYSTEM (IRS)
There are two independent Inertial Reference Systems (IRS) which provide the aircraft with attitude and heading data.
These also serve as an additional navigation sensor for the FMS. Powered by the essential and backup buses, the IRS uses
inertial sensors to detect the airplane’s direction and rate of movement.
Each IRS consists of an inertial reference unit (IRU) and a mode selector unit (MSU).
The IRU measures inertial motion with three laser gyros and three accelerometers. It requires initialization data from the
FMS and current air data to calculate the aircraft’s position, velocity, heading, and attitude. The IRU is located in the for-
ward electronics compartment.
The MSU is a control panel mounted in the cockpit, providing mode selection, status indication, and test initialization for
the associated IRU. To select an IRS operating mode, use the selector knob. Move the knob to the ALIGN or NAV position
to activate the alignment mode.
IRS Operating Modes

Alignment Mode
During alignment, the ALIGN annunciator illuminates on the
MSU. The aircraft must not be moved during alignment.
The time the IRU needs for alignment varies with latitude.
FIGURE 18-32. IRS MODE SELECTOR UNIT
20
Attitude Mode
ALIGNMENT TIME – MINUTES
15
Attitude mode is the IRU’s reversionary mode. If there is a
loss of power to the IRU while in flight, the IRU automati-
10 cally goes into attitude mode. ATT can also be selected by
the crew when the FAULT light illuminates along with an
5
IRS 1(2) FAIL message on the EICAS. In this mode, attitude
outputs are not as accurate as in NAV mode, and the mag-
netic heading must be updated periodically through the
0 FMS. If attitude mode is set in flight, it is not possible to
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
ALIGNMENT LATITUDE – DEGREES NORTHERN AND SOUTHERN
recover the NAV mode.
FIGURE 18-31. IRS ALIGNMENT MODES Test Mode

The IRS may be tested by pressing the MSU test button
Navigation Mode
while on the ground in NAV or ALIGN mode.
Navigation mode may be selected when alignment is com-
plete and the NAV RDY annunciator is illuminated. Alterna-
IRS ANNUNCIATORS
tively, the ALIGN position may be skipped and the selector
set straight to the NAV position. In this case, the IRS will Indicates that the IRU is in the align mode. A flashing
ALIGN ALIGN light indicates that latitude/longitude was not ac-
automatically enter NAV mode when alignment completes. cepted.
NAV mode is the normal flight mode of the IRS, as it is the Indicates that alignment is complete, if the switch is set
only mode that updates aircraft position using inertial data. NAV RDY
to ALIGN.
Indicates that the IRU is being powered by the airplane
ON BATT
Power-Off Mode batteries.
FAULT Indicates an IRU fault.
To power down the IRU, set the MSU switch to OFF. Power
then continues for another 10-15 seconds to save the last NO AIR Indicates that cooling air is inadequate to cool the IRU.
calculated position. Do not de-energize the airplane before BATT FAIL
Indicates that the airplane batteries are depleted and can-
not back up IRS operation.
the IRS finishes its power-down.
FIGURE 18-33. IRS ANNUNCIATORS
NAVCOM-282
EMBRAER LEGACY 650
IRS Indications on the PFD
Electronic Attitude Director Indicator

(EADI)
2
3
O 4
30
1
2O 30
5 Electronic Horizontal Situation Indicator

2O (EHSI)
1 Displays a 360-degree range in full compass or
arc formats.
6 2 In full compass format, the heading lubber line
provides the current heading reading.
FIGURE 18-34. EADI
3 In arc format, the current heading is shown as
1 Attitude Sphere a digital display.
• Sky—Blue
• Ground—Brown
2 Roll Scale E 12 2
6
The roll scale has fixed pointers at zero and at 15
45°, and markings for 10°, 20°, 30°, and 60°.
3
S
3 Roll Pointer
N
21
Displays angle of bank with white pointer.

33
24
4 Excessive Pitch Chevrons

30 W
Red chevrons point toward the horizon, visible

during excessive pitch up or down.
1 FIGURE 18-35. EHSI—COMPASS FORMAT
5 Pitch Scale
Shows pitch in 5° increments. 107
6 Ground/Sky Reference Eyebrow 3
Provides a quick reference of the horizon, even E 12
for attitudes when the horizon would be out of 6
15
the display.
WX
+0 2
FIGURE 18-36. EHSI—ARC FORMAT
EMBRAER LEGACY 650
NAVIGATION DISPLAYS
A navigation display control panel is used to select which navigation sources are used. It also allows each pilot to custom-
ize the presentation of the data on the associated PFD.
1 2 3 4 5
FIGURE 18-37. DISPLAY CONTROL PANEL
Display Control Panel 3 ET Button—Press to display elapsed time in

place of groundspeed or time-to-go. Subse-
1 FULL/WX Button—Press this button to alter-
quent pressing starts, stops, and resets the
nate the EHSI between full compass and arc
timer.
format. In arc format, weather radar can be dis-
played on the PFD.
107
2 GSPD TTG Button—Press to alternate the PFD
display between groundspeed and time-to-go to
the next waypoint. These calculations are based E 12
on data from the active navigation source, and 6
15
are displayed in green when VHF sources are

used and magenta for FMS. WX
+0 2
12 12
ET 9:59
E E
6 6
15
15
FIGURE 18-39.
3
ET INDICATION—ARC MODE
S
S
N
N
21
21
4 NAV Button
33
33
24 24
30 W 30 W
• Press to select a VHF navigation source (ILS
TTG GSPD or VOR). The course deviation indicator (CDI)
2 MIN 135 KTS
will be green, indicating short-range naviga-
FULL COMPASS WITH FULL COMPASS WITH tion.
TTG DISPLAYED GSPD DISPLAYED
FIGURE 18-38. TTG AND GSPD INDICATIONS
NAVCOM-284
• Press a second time to select the cross-side 6 BRG Knobs—Rotate to select sources for bear- Additional PFD Indications MFD Indications
ILS or VOR. In this case, both the pilot’s and ing pointers, either NAV, FMS, or ADF. Two bear- Next FMS waypoint, distance, and time-to-go
the copilot’s CDI will be yellow, indicating a 1 Vertical Deviation Pointer—Displays when an
ing pointers can be displayed.
cross-side or shared source. ILS glide slope or VNAV is in use.
•
Bearing Pointer #1 is
182 CRS
cyan single pointer with
a circle identifier.
VOR1 GP GS
ADF1
VOR1 E 12
6 • Bearing Pointer #2 is a
FMS1
15
9.9 H 3
white double pointer FIGURE 18-45. FIGURE 18- 48.
KDVT
S
FIGURE 18-43.
5 with a diamond symbol. VOR & ADF GLIDE SLOPE INDICATION MFD INDICATIONS
N
12.5 NM
21
INDICATIONS
FMS1
7
RA/TEST Knob MIN
33
12 MIN
24
30 W
HDG • Press while on the ground to activate the
179 GSPD IC-600 and radio altimeter tests.
135 KTS VNAV ILS
• This knob is used to set the decision height
FIGURE 18-40. SHORT R ANGE NAVIGATION
on the PFD.
2
Marker Beacon Display
182 CRS LOC GS •
O =Outer, M=Middle, I=Inner.
VOR2 E 12 AP YD Even when the FMS is not being used as the primary
6 • When a marker beacon is detected, its cor- navigation source, this should be updated to current
15
9.9 H 2O 2O responding letter begins flashing. position for increased situational awareness and
3
GS
S
correct FMS sequencing.

5
3 Drift Angle Bug—Indicates airplane tracking,
N
1O 1O
21
FMS1 accounting for wind.

33
24
30 W
HDG
179 GSPD 1O 1O
1
135 KTS
FIGURE 18-46.
FIGURE 18-41. SHARED NAVIGATION SOURCE 2O 2O
DRIFT ANGLE BUG
950
5 FMS Button 33 N 140 LNAV
AP
VGP
YD 3500
200 RA 180 LPV
• Press to select FMS as the navigation source.
2O 2O
The CDI will be magenta, indicating long- FIGURE 18- 44. DECISION HEIGHT SETTING GP
3000
range navigation. 160
4 Navigation Data
1O 1O
• Press a second time to select the opposite 1 00

• TO waypoint • Bearing pointer 140 2680
FMS. The CDI will be yellow, indicating a 9 60
cross-side or shared source. The moving in FMS sources 1O 1O 2500
120
map on the MFD will then correspond to the • Navigation source • Digital heading
CAUTION
2O 2O
cross-side FMS. for CDI 1920 2
• DME Field 100 M
NOTE: When the FMS is not being used as the • APP (approach) 650 RA 1015 HPA
navigation source, it is also possible to select • Course Deviation
.220 M
–800 3
Radio altimeter-based decision heights are not rec- or TERM (terminal) MSG
the cross-side FMS to supply the moving map. Scale 344 DTK
ommended on CAT I Approaches. The decision on annunciators FMS 1 APP
KIFP 33 N 3
This is done by selecting MFD SRC under the a CAT I Approach has to be based on the altimeter to indicate CDI • Course Deviation W34A 2
30
3
MFD submenu. rather than on the radio altimeter. The DH Alert in sensitivity Bar 6.5 NM 1
4
6
these cases is a reference only that must be used 10 0 800
• DME • Bearing Source
24
with care and its validity depends on the pilots's
E
VOR1 1
MENU MFD NAV M/P Annunciations ADF1
knowledge of the terrain before the runway. • Wind direction
21
12
RTN SPDS JSTK SRC APT DATA RNG S 15 2
vector and speed • Bearing Pointer HDG
344
GSPD
160 KTS
3
Altimeter-based decisions are not allowed on CAT in kts
II approaches. The decision on these approaches • TO/FROM Pointer
has to be based on the radio altimeter. BARO
IN/ HPA STD
FIGURE 18-47.
FIGURE 18-42. MFD SUBMENU PFD INDICATIONS
FMS Control Display Unit (CDU)
The CDU allows the pilot to interact with the FMS. It incor-
Navigation FMS Modes porates function buttons along the top of the unit, menu
The FMS computes the airplane position and velocity for all Four operating modes may be accessed through the FMS buttons in the center, alphanumeric keys at the bottom,
phases of flight. It has priority modes for navigation, based MAINTENANCE menu: and line select keys along the left and right sides of the
on sensor accuracy: display screen.
•
Dual mode automatically shares information with the
• The GPS is the most accurate sensor. Other sources cross-side FMS, including flight plan, performance At the bottom of the display screen is a scratchpad area.
are monitored to verify the accuracy of the GPS, but data, waypoints, and radio tuning. This is the field in which the pilot can manually enter text.
are not used unless the GPS is in error. After text is entered into the scratchpad, it can be inserted
•
Initiated transfer mode automatically shares pilot de- into the desired location by pressing the associated line
• DME/DME is used next if the GPS becomes inaccu- fined waypoints and radio tuning. However, flight plan select button. Advisory and alert messages are presented
rate. and performance information is only shared with the along the top of the display and also in the scratchpad. The
cross-side FMS when commanded. To transfer this in- lighting of the display screen can be adjusted using the
• VOR/DME is automatically used if the DME/DME is not
formation, select the TRANSFER prompt on the last BRT/DIM button.
accurate. FIGURE 18-50.
page of the active flight plan. CDUS FOR FMS 1 AND FMS 2
• If all position sensors are lost, the FMS enters degrad-
• Independent mode automatically shares only the ra-
ed mode, followed by dead reckoning mode. In these
dio tuning with the cross-side FMS. Transferring the
modes, the position is calculated using the last known
flight plan from one FMS to the other is not possible.
position. Ground speed and direction are estimated 1 Function Buttons along the top of the CDU al- •
FPL—Displays the active flight plan.
from the IRS heading, true air speed, and the last • Single mode means that no information is shared below the pilot to select the following functions: •
PROG—Displays the progress menu page,
known wind data. tween the two systems. which includes distance and time remaining,
• Press to select video, graphic weather, or
ATC (FANS) if installed. fuel at destination, and navaid information.
Flight Planning
• BACK accesses the last page shown. •
DIR—Allows the pilot to navigate “direct to” a
The active flight plan is computed with both lateral and ver-
point on the flight plan. Pressing DIR also ac-
tical definition. The database is updated every 28 days, and • FN allows undoing a “direct-to” change to the tivates the pattern and intercept prompts
includes information such as navaids, airways, airports, Position initialization must be done independently flight plan. An UNDO prompt displays under- used to program a hold or intercept a course.
runways, and procedures for departure and approach. Up on each FMS before information is shared. neath the FN key for one minute while this
to 1,000 pilot-defined waypoints can be stored. function is available.
2 Line Select Buttons (1L, 2L, 3L, 4L on the left
1 side, and 1R, 2R, 3R, 4R on the right side) cor-
respond to menu selections. When a flight plan
is displayed, pressing the line select key next to
NAV IDENT 1/ 1 a waypoint will copy that fix onto the scratch-
_D_A_T_E_ ACTIVE NOB ACTIVE FLT PLAN 1 /6
1L 1R pad. ––––– D I R E C T SPD CMD
3 0 OCT 2 7NOV / 03
GMT 3 The Mode Buttons in the middle of CDU allow DIRECT 2 0 0 /. 6 5 M
2L 1143z 0 1 OCT 3 0OCT / 03 2R the pilot to access and interact with the various 320° 9.9NM
2 2 menus of the FMS. STL 00+02 2 5 0 /6300
SW NOB V2 .00 4M 184° 36.3NM 1900
3L 3R
NZ6.1 WORLD2- 01 •
PERF—Displays the performance menu, al- SAJOY 00+02 2 7 0 /FL238
lowing access to performance initialization
4L MAINTENANCE POS INIT 4R and performance data. PATTERN INTERCEPT
•
NAV—Displays the navigation index, for ac-
cess to SIDs/STARs, holding, and radio tun-
3 ing.
•
PREV/NEXT—Allows scrolling through pag-
es. For any function, the number of pages
available is displayed in the upper right cor-
ner. For example, 3/5 means you are on page
3 of the 5 available pages.
FIGURE 18-49. FIGURE 18-51. DIRECT MODE BUTTON

FMS CONTROL DISPLAY UNIT
NAVCOM-286
EMBRAER LEGACY 650
Annunciators FUTURE AIR NAVIGATION SYSTEM

The annunciators on the FMS CDU display in white for advi- (FANS)
sories and in amber for alerts.
As an option, the aircraft may be equipped with Honey-
•
DSPLY—Illuminates when the CDU displays a page well’s FANS. This is an avionics system allowing direct data
that is not relevant to the current flight path. link communication between air traffic control (ATC) and
pilots through:
•
DR—Illuminates when position sensors are lost for
more than two minutes, and the FMS enters dead •
AFN—Air Traffic Services Facility Notification
reckoning mode.
•
ADS-C—Automatic Dependent Surveillance–Contract
•
DGRAD—Illuminates when the FMS cannot guaran-
•
CPDLC—Controller to Pilot Data Link Communication
tee position accuracy, and the FMS enters degrad-
ed mode. The types of communication provided by FANS include
ATC clearances, pilot requests, and position reporting. The
•
MSG—Illuminates when there is a message on the
AFN connects the airplane to an ATC center. To manage the
scratchpad.
connection, push the ATC button on the CDU.
•
OFFSET—Illuminates when a lateral offset path has
been entered in the FMS.
•
APRCH—Illuminates when the airplane position is 2
NM outside the final approach fix, and FMS is se-
lected as the navigation source.
NOTE: All of these annunciators are also displayed on
the PFD, except for DSPLY.
FIGURE 18-54. FMS ATC FUNCTION
Enter information for logon. If accepted, an ATC COMM ES-

DSPLY DR DGRAD MSG OFFSET APRCH
TABLISHED message will be displayed.
FIGURE 18-52. FMS ANNUNCIATORS
Joystick
The Joystick controller is located on the center pedestal. ATC LOGON/STATUS 1 /2
When JSTK is selected on the MFD menu, the controller LOGON TO
can move the joystick symbol on the MFD. When the sym- KUSA
bol is in the desired position, press the ENTER key on the FLT ID ACT CTR
MFD. This will copy the coordinates of this point into the FSI1
scratchpad, and it can be inserted into the flight plan. TAIL NO NEXT CTR
N650EE
FMS ATC INDEX SEND

ATC COMM ESTABLISHED
FIGURE 18-55. ATC LOGON—ATC COMM ESTABLISHED

FIGURE 18-53.
JOYSTICK
EMBRAER LEGACY 650
To exit communication, select OFF, and an ATC COMM CPDLC messages can be either pre-programmed or writ-
TERMINATED message will be displayed. ten with free text. A log displays the message history, and
the CVR records the last two hours of CPDLC messages.
ATC LOGON/STATUS 2 /2 ATC LOG 1 /3

ATC COMM 2249Z NEW
OFF OR ARM CLIMB TO AND MAINTAI..
ADS 2239Z RESPONSE ACVD
ARMED OR OFF REQUEST CLIMB TO FL200
ADS EMERGENCY 0350Z SENT
OFF OR ON CANCEL EMERGENCY
ATC INDEX SEND ATC INDEX CLEAR LOG
ATC COMM TERMINATED
FIGURE 18-56. ATC LOGON—ATC COMM TERMINATED FIGURE 18-58. CPDLC MESSAGE LOG
The ADS-C automatically reports current aircraft flight pa-

rameters to the ATC Center. In its contract, ATC defines
what kind of information the FMS should send and the in-
tervals for the information sent. After connecting via the
AFN, ATC requests a contract, and an ADS ESTABLISHED When a new message is received from ATC, an aural “ATC
message is displayed on the scratchpad. MESSAGE” will sound and ATC will appear on both PFDs.
ATC LOGON/STATUS 1 /2
LOGON TO
FLT ID ACT CTR

N5568 KOAK
TAIL NO NEXT CTR
N123456
ATC INDEX SEND
ADS ESTABLISHED
FIGURE 18-57. ATC LOGON—ADS ESTABLISHED
The ADS status can go into emergency mode either when

selected directly by the flight crew or if a MAYDAY MAYDAY
MAYDAY emergency message is sent by the CPDLC.
CPDLC allows communication between the flight crew and

ATC using text messages instead of voice, which reduces
frequency congestion. Through CPDLC, the flight crew can
request changes to the filed flight plan and ATC can issue
new clearances.
FIGURE 18-59. ATC MESSAGES INDICATION
NAVCOM-288
EMBRAER LEGACY 650
BARO-VERTICAL NAVIGATION (BARO-VNAV)

With BARO-VNAV, the FMS provides vertical targets to the flight guidance computer for the vertical control of the airplane.
To activate VNAV, FMS position and performance initialization must be complete, and the FMS must be the active
navigation mode.
FMS ALTITUDE
CONSTRAINT
FMS SPEED
TARGET ALTITUDE
PRESELECT
LNAV VPTH VASL
FMS SPEED 290 AP YD 100 00 VERTICAL TRACK
TARGET BUG 12000
ALERT
VTA
320 2O 2O
FMS
1O 1O 12500
300
1 20
290 123 00 FMS ALTITUDE
2809 TARGET BUG
80
1O 1O
12000
260 2O 2O 500
RNP
2.00
FMS VERTICAL SPEED
NAVIGATION 200 RA 1015 HPA
TARGET READOUT
.545 M
SOURCE –2000
360 DTK MSG
FMS 1 3
FSI N 3 FMS VERTICAL SPEED
33 2
25 NM
TARGET BUG
1
30
6
WPT
10 0 2000
W
VOR1 1
24
12
ADF1
2
15
21 S
HDG GSPD 3
360 360 KTS
BARO
IN/ HPA STD
FIGURE 18-60. VNAV INDICATIONS
INDICATION When VNAV is engaged, the target speed bug and speed
ALTITUDE VNAV
CONSTR AINT COMMAND
ON PFD ENTRY INTO FMS readout are displayed in magenta. Speed cannot be
( i.e. 10,000 ft)
changed with the speed set knob, but must be set through
AT
Fly to a specific
10000 10000 the FMS.
altitude
Fly to a specific
Altitude constraints are also set through the FMS, and they
AT or ABOVE altitude or high- 10000 10000A can be specified to be AT, AT OR ABOVE, or AT OR BELOW
er, not below the constraint altitude.
Fly to a specific
AT or BELOW altitude or be- 10000 10000B
low, not higher
WINDOW
Fly to a specific
CONSTRAINT
range of alti-
10000 WINDOW constraints The preselected altitude is set using the ASEL knob.
(during climb) cannot be manually
tude, not higher
input but they are
VNAV will not climb or descend past this altitude ex-
than upper lim-
WINDOW
it, nor below
present in some SIDs cept during an approach in VGP mode.
CONSTRAINT 10000 and STARs.
lower limit
(during descent)
FIGURE 18-61. VNAV ALTITUDE CONSTR AINTS When the airplane is within 1,000 ft of the constraint alti-
tude, a Vertical Track Alert (VTA) will be issued, which con-
sists of a visual VTA indication on the PFD and an aural
alert. A VTA is also issued at one minute from a planned
change in altitude.
EMBRAER LEGACY 650
VNAV Submodes
VNAV Flight Level Change VFLC
This is a speed hold mode in both climb and descent. This is different than standard FLC mode, in which climb mode is a
speed hold mode but descent mode is vertical speed. The aircraft will enter VFLC mode when the FLC button is pressed
while VNAV is engaged, or automatically when programmed in the FMS.
NOTE: For VNAV descents, the airplane will normally use VPATH mode. To use VFLC mode, the FLC button must be
pressed.
VNAV Path VPTH

In this mode, VNAV controls the airplane descent via a descent angle path. Path angles can be set in a range between 1
and 6 degrees. VPTH is automatically engaged when the preselector is set to the descent altitude before the top of de-
scent (TOD) point in the FMS has been reached.
The following steps apply to a VNAV path descent profile:
• An altitude constraint is entered at a

waypoint (1). TOD
VALT
• The FMS calculates TOD (2) for the an-
VERT
gle programmed in the FMS. ALERT (2)
(4)
• The altitude preselector is set to the ATC
cleared altitude (3). VPTH
• One minute before reaching the TOD, a

VTA is given (4) and the vertical devia- "AT" ALTITUDE
tion scale is displayed on the EFIS. If the VASL
CONSTRAINT
altitude preselector is not at a lower alti- VALT
tude, the message “RESET ALT SEL?” is PRESELECTED (3) (5)
ALTITUDE BOD
displayed on the FMS CDU. (1)
• At the TOD, the flight guidance computer FIGURE 18-62. VNAV PATH DESCENT PROFILE
switches from VALT to VPTH and begins

a descent (2).
• The flight guidance computer does a
normal level off switching from VPTH to
VASL (5) to VALT (1).
The following steps apply for late and early descent paths:
• To descend prior to reaching the TOD, or TOD
if ATC does not give a descent clearance VALT VALT
VALT FLC
until after the TOD, VFLC mode can be VERT
used to initiate the descent. ALERT
• The rate of descent is controlled by VFLC
thrust and programmed speed.

• If the path is intercepted, the mode will
automatically switch to VPTH.
• If the path is not intercepted, the air- VPTH
plane will level off at the altitude con- "AT" ALTITUDE

CONSTRAINT
straint. VASL
PRESELECT
ALTITUDE VALT
BOD
FIGURE 18-63. VNAV LATE PATH DESCENT
NAVCOM-290
EMBRAER LEGACY 650
Vertical Direct-To FLC

Vertical direct-to can be used for descents, TOD
VALT
and creates a direct path to an altitude at a
point in the flight plan. The altitude constraint
must be in the flight plan before the vertical
direct-to is executed.
A
The path angle must be between 1 and 6 de-
VFLC
grees. If an angle outside this range is se- CONSTRAINED
LATERAL WAYPOINT
lected, a VERT DIR OVER MAX ANG or VERT B
DIR UNDER MIN ANG message will appear in VPTH
the scratchpad. To access this function,
VASL
press the DIRECT-TO button on the FMS, then VASL
PRESELECT
use the buttons on the right side to line select ALTITUDE BOD
the altitude.
VALT VALT
VNAV Vertical Glide Path VGP FIGURE 18-64. VNAV EARLY DESCENT TO CAPTURE PATH
VGP is active during LPV and LNAV/VNAV ap-

proaches. It is armed by pressing the APR
button on the FGC when an FMS-based ap-
proach is selected in the flight plan. During a Speed Command
descent in VGP mode, the airplane will not
level off at the preselected altitude but will The FMS automatically changes the airplane speed command throughout
continue to descend toward the runway. all phases of flight based on the settings input during performance initial-
ization. However, it does not compensate for any configuration changes
such as flaps, spoiler, ice, or landing gear.
VNAV Altitude Capture VASL
This mode levels off the airplane at the With speed intervention, the pilot can manually enter the desired speed
VNAV-supplied altitude target, which is either into the FMS. To return to automatic speed control, press the DEL key on
an altitude constraint or the altitude prese- the FMS followed by the line select button 1R.
lector setting.
VNAV Altitude Hold VALT

The same mode as altitude hold, the flight
director maintains altitude by controlling
pitch. If VNAV is disengaged while in VALT,
the flight director reverts to PITCH HOLD, not
altitude hold.
Temperature Compensation
VNAV temperature compensation is used for
approaches, departures, and missed ap-
proaches. Some instrument procedures have
temperature limits for uncompensated tem-
perature, so if outside these limits the flight
crew must compensate for the temperature
effects on approach minimums. To do this,
pilots should set the temperature in the FMS
in the TEMP COMP menu. It is important to
notify ATC when using temperature compen-
sation, to avoid a loss of vertical separation
with other traffic who may not be using tem-
perature compensation
FIGURE 18-65. SPEED INTERVENTION
EMBRAER LEGACY 650
REQUIRED NAVIGATION PERFORMANCE (RNP)

RNP is the ability of the aircraft navigation system to monitor its navigation performance and inform the crew if the re-
quirements are not met.
RNP Indications
RNP indications are displayed on the PFD and on the CDU.
Lateral Deviation Scale Factor Estimated Positioning Uncertainty (EPU)

The current RNP in NM is represented by the scale beneath Measure in NM the potential margin of error in estimating
the EADI. The RNP value represents the distance from cen- the aircraft position. The EPU is displayed graphically on
ter to 2 dots deflection. The default RNP varies for different the PFD, and also numerically on the progress page of the
phases of flight: FMS. When the EPU value is higher than the RNP value, the
airplane’s position cannot be guaranteed to comply with
• Terminal =1.0 (departure, arrival, missed approach) the RNP. In this case, the scale and pointer turn amber.
• Approach = 0.3
• Oceanic, remote, en route = 2 .0
VERTICAL DEVIATION
SCALE FACTOR (MAGENTA)
1
Vertical Deviation Scale Factor
This value indicates the distance in feet from center to two RNP LABEL 500
RNP
(WHITE)
dots on the vertical scale.
LATERAL DEVIATION
SCALE FACTOR
2.00
(MAGENTA/AMBER)
LATERAL DEVIATION
LNAV VPTH VASL POINTER (MAGENTA)
290 AP YD 100 00 LATERAL DEVIATION SCALE
12000 (MAGENTA/AMBER) EPU INDICATION
VTA (MAGENTA/
320 2O 2O
FMS AMBER)
300
1O 1O 12500 2
1 20
290 123 00
2809
80
1O 1O
12000
260 2O 2O 500
DEGRADE RNP
2.00
1
ALERT
(AMBER) .545 M 200 RA 1015 HPA
–2000
360 DTK MSG
FMS 1 3
DGR N 3
33 2 PROGRESS 1 /3
25 NM
1 TO DIST ETE FUEL
30
FIGURE 18-66. RNP INDICATIONS ON PFD FS I 8.8 0 0 + 0 2 6.2

2 DEST
KSTL 180 0 0 + 3 6 4.2
G PS - D R N P = 1.0 0 E P U = 0.0 6
R --- ---. - - R - - - - - - . - -
NAV 1 <--SELECT--> NAV 2
FIGURE 18-67.
FMS PROGRESS PAGE WITH RNP INFORMATION
NAVCOM-292
EMBRAER LEGACY 650
LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV)

LPV approaches allow aircraft to rely on GPS for all phases of flight, for any airport within its coverage range. The proce-
dures are based on the SBAS (satellite-based augmentation system), also known as WAAS (wide area augmentation
system) or EGNOS (European geostationary navigation overlay service).
LPV approaches provide lateral and vertical guidance that becomes more sensitive, or narrower, when approaching the
runway. This mode is designed to simulate the guidance from an ILS. But since LPV does not require ground equipment,
it is less expensive to maintain and is available in more locations than ILS approaches.
LPV approaches are precision approaches and are flown to a decision altitude, not an MDA.
LPV Indications
When armed, LPV displays in white on the PFD. This an- When an LPV approach is unavailable, the annunciator
nunciation appears when the approach is loaded into the turns amber and a red X appears on the vertical deviation
FMS and the aircraft is within 30 NM of the destination. At display. LPV UNAVAIL messages will also display on the
2 NM from the final approach fix, LPV turns magenta, the CDU scratchpad.
RNP switches from TERM to APP, APPROACH indicators
LPV LABEL
on the FMS are illuminated, and CDI sensitivity increases.
LPV ARMED VGP VERTICAL MODE
INDICATIONS
LPV VERTICAL
DEVIATION
INDICATION AND
140 LNAV VPTH VASL
3500 140 LNAV VGP
3500 SCALE
AP YD VGP AP YD
180 LPV 180 LPV
2O 2O 2O 2O
VNV GP
3000
160 160
1O 1O 4500 1O 1O
1 20 1 00
140 43 00 140 2680
9 80 9 60
1O 1O 1O 1O 2500
120 120
4000
500
2O 2O
RNP
2O
1920
2O
APPROACH
100 0.30 100 RNP
.220 M 650 RA 1015 HPA .220 M 650 RA 1015 HPA
–800 –800 MESSAGE
344 DTK MSG 344 DTK MSG ANNUNCIATOR
FMS 1 TERM 3 FMS 1 APP 3
BULAC 33 N KIFP 33 N
2 W34A 2
30
30
3
4.0 NM 1 6.5 NM 1
WPT
W
W
6
10 0 800 10 0 800
24
24
E
VOR1 1 VOR1 1
ADF1 ADF1
21
21
12
12
S 15 2 S 15 2
HDG GSPD 3 HDG GSPD 3
344 160 KTS 344 160 KTS
BARO BARO
IN/ HPA STD IN/ HPA STD
FIGURE 18-68. LPV INDICATIONS ON PFD—ARMED FIGURE 18-69. LPV INDICATIONS ON PFD—ACTIVE
APPROACH
LIGHT
APRCH
ACTIVE FLT PLAN 1 /6
DIRECT SPD CMD
ELVIS 02492 2 0 0 /. 8 0 M
FIGURE 18-70.
FMS WITH APPROACH LIGHT ILLUMINATED
EMBRAER LEGACY 650
WEATHER RADAR
The weather radar system detects the presence and intensity of precipitation along the flight path of the airplane.
The radar is a water detector. It can best see rain, wet snow, and wet hail, and is most accurate in detecting water droplets
with large diameter. The radar will not detect water vapor, ice crystals, dry hail, or dry snow.
Forced Standby Mode

When on the ground, the airplane automatically en-
ters forced standby mode. This protects ground per-
sonnel from radiation hazards. The flight crew may
override this protection in order to view the weather
radar prior to takeoff by pressing the STAB button
four times within three seconds.
CAUTION: If FSBY is overridden, the transmitter will
be turned on. Do not operate the radar during refuel-
ing, near fuel spills, or near people.
WEATHER RADAR CONTROL

PANEL
1 R ADAR Knob
•
SBY—Standby mode keeps radar warmed up
and ready for use, but the antenna is stowed.
FIGURE 18-71. FORCED STANDBY MODE •
W X—Turns on the weather radar.
The airplane is equipped with two weather radar control •

RCT—Rain Echo Attenuation Compensation
panels located on the glareshield panel. It has one antenna, Technique (REACT) is used to highlight radar
12 or 15 inches in length, and may be optionally equipped shadows in cyan. Avoid flying into cyan ar-
with a lightning sensor system, which can detect lightning eas, as any target detected inside a cyan area
activity in a 100-NM radius around the aircraft. should be considered very dangerous.
•
GMAP—Ground Mapping mode detects ter-
Located on the nose of the airplane, the radome protects rain targets. Do not use this mode for weath-
the radar antenna. Any degraded weather radar perfor- er detection, as it is not calibrated to detect
mance can usually be attributed to problems with the ra- weather targets.
dome, such as:
•
FP—FLTPLAN operating mode puts the ra-
• Water film on the surface when flying in rain dar in standby.
• Grease or dirt on the radome •
TST—Displays a test pattern followed by
RADAR OK or RADAR FAIL.
• Static discharges
2 Range Select Buttons
• Cracked radome
Up and down arrow buttons—Selects the radar’s
operating range, from 5-300 NM.
NAVCOM-294
EMBRAER LEGACY 650
2 3 4 5 6
TRB STAB TGT SECT
1 PULL RCT PULL + 7

VAR GMAP ACT
WX
SBY FP
OFF TST
MIN MAX –
8 9
GAIN RADAR SLV TILT
FIGURE 18-72. WEATHER R ADAR CONTROL PANEL
3 TRB—Detects turbulence, displaying potentially 8 GAIN Knob

hazardous areas of turbulence in white. Turbu-
• P USH IN—To select the normal mode, with a
lence can only be detected in areas of rainfall.
preset, calibrated gain.
4 STAB—Disables automatic antenna stabiliza-
•
P ULL OUT—To set to variable mode, enhanc-
tion, which uses pitch and roll information from
ing or reducing receiver sensitivity. It allows
the IRS.
increased gain for weak targets or decreased
5 TGT—Selects the target alert feature, monitor- gain to eliminate weak returns. In REACT or
ing for red or magenta weather that is beyond TGT mode, the system will revert to calibrat-
the selected range of the displayed radar within ed gain.
7.5° on either side of the airplane’s heading. If a
CAUTION: Do not leave the radar in variable
target exists in this area, the TGT label on the
gain for extended periods of time, as this may
MFD changes from green to yellow. When this
not display significant weather targets.
warning is received, the flight crew should ex-
tend the range of the radar to view the target. 9 SLV Indication—Select OFF on one controller to
slave it to the opposite side. This allows one
6 SECT—Selects either the radar’s normal 12
controller to set the same radar mode for both
sweeps per minute for a 120° full scan or a fast-
sides, so that radar information is identical on
er 24 sweeps per minute for a 60° sector scan.
all PFDs and MFDs. The two controllers share a
7
TILT Control Knob—To maximize weather radar single antenna, so setting one of them to OFF
effectiveness, the antenna can be tilted up or allows the refresh rate to be faster on both dis-
down and should be adjusted frequently. Rotate plays.
the knob clockwise to tilt the beam upward 0° to
+15°, or counterclockwise to tilt it downward 0°
to −15°. Pull out the knob for altitude compen-
sated tilt (ACT), in which tilt is automatically
adjusted ±2°.
EMBRAER LEGACY 650
RADAR
Radar is typically set to standby on the ground, and turned on when needed in flight. When lined up for takeoff, pilots may
choose to override the automatic FSBY mode in order to evaluate the current weather.
Radar is normally displayed on the MFD, even when radar is Radar can also be displayed on the PFD when the EHSI is
not in use. This allows the arrow buttons on the radar con- set to ARC mode. This is useful when both terrain and
troller to change the range of the moving map, rather than weather are concerns. The MFD can then be used to dis-
using the RNG knob. play terrain, so a pilot can view both radar and terrain si-
multaneously.
FIGURE 18-73. R ADAR SHADOW FIGURE 18-74. R ADAR TEST
12– INCH ANTENNA

80000
70000
60000 41,800 ft
ZERO TILT
50000 20,000 ft
10,500 ft CENTER OF RADAR BEAM
40000
10,500 ft
ELEVATION–ft
30000 8° 20,000 ft
20000 41,800 ft
10000
0
0 25 50 75
100
RANGE –nm
FIGURE 18-75. R ADAR BEAM—HIGH ALTITUDE
NAVCOM-296
EMBRAER LEGACY 650
RADAR Tilt
For accurate weather radar readings, proper tilt management is vital. Tilt should be adjusted throughout the flight to en-
sure the radar beam is directed at the center of any storm—where the strongest returns will be. For takeoff, tilt should be
positioned upward. When flying at high altitudes, tilt downward to avoid flying above storm tops.
See the table below for approximate tilt settings for minimal ground target display. The accompanying diagrams show the
relationship between tilt angle, flight altitude, and selected range.
TILT
RANG
DE E
ITU
ALT
RANGE
SCALE–nm
5 10 25 50 100 200 300 LINE OF
SIGHT–nm
ALTITUDE–ft
40,000 −12 −4 −1 +1 246
35,000 −10 −3 0 +1 230

(TILT
30,000 LIMITED −8 −2 0 +1 213
REGION )
25,000 −6 −1 +1 195
20,000 −4 0 +1 (LINE OF SIGHT LIMITED REGION) 174
15,000 −11 −2 +1 +2 151
10,000 −6 0 +2 +2 123
5,000 −5 −1 +2 +2 87
4,000 −4 0 +2 +3 78
3,000 −2 +1 +3 +3 67
2,000 0 +2 +3 +3 55
1,000 +2 +3 +3 39
FIGURE 18-76. TILT SETTINGS FOR MINIMAL GROUND TARGET DISPLAY (12 INCH ANTENNA)
12– INCH ANTENNA

40000
ANTENNA ADJUSTED
FOR 2.8 UPTILT
30000
0 ft
20,90 AM
AR BE
ELEVATION– ft
ER OF RAD
20000 CENT
0 ft
10,50
8°
ft
10000 4,200 0 ft
0 ft 0 ft 20,90
4,20 10,50
5000
1.15°
0
0 10 20 30 40 50 60 70 80
RANGE –nm
FIGURE 18-77. R ADAR BEAM—LOW ALTITUDE
EMBRAER LEGACY 650
NORMAL OPERATION
PREFLIGHT AND POWER UP
During the external safety inspection, check the condition of all sensors and antennas.
The IRS should be set to NAV shortly after power up. Many of the instrument checks cannot be done until alignment is
completed, which takes several minutes. To perform a fast alignment on through flights, the IRS should be switched from
NAV to ALIGN and then, after alignment is complete, back to NAV. This is done while the airplane is stationary.
TRANSPONDER VOR/LOC
TCAS GPS VHF-1 ADF VHF-3 ELT HF
GLIDESLOPE
RADIO ALTIMETER
TCAS TRANSPONDER VHF- 2
DME-1
BOTTOM VIEW
FIGURE 18-78.
ANTENNA LOCATIONS AND RESPECTIVE R ADIOS
DME-2 MARKER
BEACON
BEFORE START COMMUNICATION AND NAVIGATION CHECKS

• Test the CVR by pressing the CVR TEST button and • Initialize the FMS.
check to see that the light illuminates momentarily.
° Check that the database is valid.
• Set radar to standby.
° Initialize the position.
• Choose the appropriate navigation sources for the
° Enter the flight plan. Make sure the last waypoint is
planned flight.
the destination runway or destination airport. If not,
• Set the appropriate COM and NAV frequencies on the the flight plan will not be closed and the FMS will not
RMU for the planned departure. be able to calculate performance data.
• Test the TCAS by placing the yellow cursor box over ° Initialize performance and check performance
the code. Press and hold the TST button on the RMU data.
until the aural annunciation “TCAS TEST, PASSED” is
• Check other radios as desired.
heard.
° When performing radio checks, make sure all per-
sonnel are clear of the HF antenna. Serious burns
can result from contact with the antenna while the
system is transmitting. In addition, do not transmit
through the HF radio while the airplane is being refu-
eled.
NAVCOM-298
EMBRAER LEGACY 650
APPROACH LIMITATIONS AND VOICE COMMUNICATION

TECHNIQUES Pilots have many options for communication with pas-
sengers, flight attendants, ATC, and each other.
ILS Approach
For ILS approaches, both NAV radios must be tuned to • A hand mic is typically used prior to engine start
the ILS frequency and monitored independently in order when communicating with the passengers and
to fly to the published approach minimums. If only one ATC.
glideslope receiver is operable, the approach may be • PTT switches are provided in two locations. The
flown only to the localizer-only MDA. one on the glareshield is preferred over the one on
When crossing the outer marker on a glideslope, the al- the control wheel, because when the pilot monitor-
titude must be verified with the value on the published ing (PM) touches the control wheel, it can be dis-
procedure. tracting to the pilot flying (PF).
• The HOT MIC switch on each control wheel should
LPV Approach be left in the OFF position when not speaking, to
eliminate unwanted noise or static.
When cleared for an LPV approach, the final approach
fix (FAF) altitude should be set in the altitude preselec- NOTE: When transmitting on the COM radios, a TX
tor. Then press the APR button to arm VGP mode and appears on the COM window of the RMU. Check this
capture the glidepath. display to prevent errors in radio transmissions on
the wrong radio.
Barometric Altitude
This airplane does not have a place to set the BARO
minimums. Many pilots use the ADF tuning location to COM 2 TX NAV 2
enter the approach minimums, but this may be done 125.02 109.00
117.50
only if the ADF is not used in the approach procedure. 118.50 DME H
TEMP-1 122X
ATC/TCAS ADF 2
Missed Approaches 0472 541.0
1 TA ONLY
FMS navigation is commonly used to comply with pub- FSI001
ADF
TCAS DSPY 2 HF 2
lished missed approach procedures. RANGE: 12 2000
NORMAL UV
On a missed approach from an ILS approach, the flying 2000
pilot will typically ask the pilot monitoring to select
“FMS and NAV.” The PM will select FMS as the naviga- TUNE
tion source, and NAV on the flight guidance computer. SQ DIM 1/2 STO
ID PGE TST DME

NOTE: Be careful to select the correct NAV button — the
one on the FGC. There is also a button labeled NAV on FIGURE 18-79. RMU—TX INDICATION
the display control panel. Pressing this button selects
short-range NAV as the navigation source, and is NOT
the correct one to select during a missed approach us- CONTROLLER TO PILOT DATA
ing FMS guidance. LINK COMMUNICATION (CPDLC)
On a missed approach from an LPV approach, LNAV re- When a message is received, always try to respond in
mains active and VNAV is canceled when one of the Go the same communication mode. If a message is re-
Around buttons is pressed. ceived via CPDLC, pilots should respond using CPDLC if
able. And if a voice transmission is received from ATC,
respond by voice.
If ATC transmits a clearance with multiple parts, pilots

should not accept the clearance unless able to comply
with all parts of the clearance.
EMBRAER LEGACY 650
ABNORMAL OPERATIONS
ELECTRICAL FAILURES
In electrical emergencies, the only powered screens are the EICAS, ISIS and RMUs. COM 1 and VHF NAV 1 are also avail-
able. RMU 1 should be used to display navigation, and RMU 2 can be used to control the COM 1 and NAV 1 frequencies by
using cross-side operating mode. DME is not available in an electrical emergency.
NAV 270 ADF COM 1 NAV 1

110.50 541.0
125.650 109.00
117.50
128.425 DME H MEM
24
W
30
TEMP-3 117.50
ATC/TCAS ADF 1
7700 541.0
1 TA/RA ADF
FSI001
TCAS DSPY 1 HF 1
RANGE: 12 2000
CRS ABOVE UV
6318
270 ---
TUNE TUNE
FIGURE 18-80.
EMERGENCY NAVIGATION & COMMUNICATION
COMMUNICATION FAILURES
NAV 270 ADF Any single radio bus failure will not disable the tuning of the
110.50 541.0
radios.
W Both the TBCH and the DAP can operate in emergency
24 30
modes. It is a common misconception that emergency
mode in these systems will tune the radios to 121.5. But
this is incorrect. The TBCH emergency mode bypasses
RMU 2, and directly tunes COM 2 and NAV 2. The DAP
CRS
emergency mode bypasses the DAP controls, directly con-
270 --- necting each pilot to their respective COM and NAV fre-
quencies.
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
FIGURE 18-81.
RMU—NAVIGATION PAGE
NAVCOM-300
EMBRAER LEGACY 650
INERTIAL REFERENCE SYSTEM VERTICAL NAVIGATION FAILURES

FAILURES VNAV errors are shown on the CDU scratchpad, and include
When excessive motion causes an alignment failure, an EI- the messages shown in the accompanying table.
CAS message IRS 1(2) EXC MOTION will display. After 30
seconds, realignment will automatically restart.
SCR ATCHPAD
CONDITION
MESSAGE
EXCESSIVE ATTITUDE DECLUTTER When any of the PERFORMANCE INIT data is
PERF-VNAV NOT AVAILABLE incomplete and VNAV armed is attempted.
In the event of an excessive attitude situation, nonessential This message is displayed only in air.
information is removed from the EADI to focus the pilot’s The FMS is commanding a change of altitude
attention on the attitude of the aircraft. This situation oc- RESET ALT SEL?
but the altitude selector has not been reset.
The airplane cannot change altitude until the
curs when roll exceeds 65°, or pitch is greater than 30° selector has been reset.
nose up or more than 20 degrees nose down. If the airplane is unable to meet the altitude
UNABLE NEXT ALT
constraint.
The angle computed during a VERTICAL DI-

280 VERT DIR OVER MAX ANG
RECT TO exceeds the limit (6°).
260 The angle computed during a VERTICAL DI-

O 14500 VERT DIR UNDER MIN ANG
RECT TO s under the limit (1°).
30
1 2a0
240 2O 30 14300 FIGURE 18-83. VNAV ERROR MESSAGES
9 80
2O
220
14000 LPV FAILURES
200 If the CDU scratchpad displays a LPV UNAVAIL–USE LNV/
VNV message, reload the approach and select the LNAV/
FIGURE 18-82. EXCESSIVE ATTITUDE DECLUTTER VNV minimums.
If the LPV indication on the PFD becomes amber, do not

continue the LPV approach. Execute a missed approach,
and load a different approach.
FLIGHT MANAGEMENT
SYSTEM FAILURES
In the event of an FMS failure, RNP alerts and advisories
are shown on the CDU scratchpad along with MSG annun-
ciations on the PFD.
A DGR annunciator on the PFD indicates that the monitor-

ing of navigation performance is degraded, and the EPU
has reached a value higher than the RNP for that phase of
flight.
FIGURE 18-84. LPV FAILURES
EMBRAER LEGACY 650
EICAS MESSAGES
The associated IRS did not com-

IRS 1 (2) ALN FAULT plete the alignment phase suc-
cessfully.
The associated IRS is selected to

IRS 1 (2) ATT MODE
attitude mode.
CAUTION
IRS 1 (2) FAIL The associated IRS has failed.
The present position has not been

IRS 1 (2) NO PPOS
entered.
IRS 1 (2) OVERHEAT The associated IRS is overheated.
The associated IRS is in the align-

IRS 1 (2) ALN ment phase or the IRU mode select
switch is set at ALIGN position.
The associated IRS detected ex-

IRS 1 (2) EXC MOTION cessive motion during the align-
ment phase.
There is no magnetic heading

IRS 1 (2) NO MAG HDG
available.
ADVISORY The associated IRS is being pow-

IRS 1 (2) ON BATT
ered by the airplane batteries.
A failure in VHF3 radio has been

VHF 3 FAIL
detected.
A failure in SATCOM radio has

SATCOM FAIL
been detected.
DATALINK communication cannot

DATALINK FAIL be performed and must be re-
placed by voice communication.
FIGURE 18-85. NAVIGATION AND COMMUNICATION CAS MESSAGES
NAVCOM-302
utopilot
hapter 19 Autopilot
igure Title
age Figure
itle Page
hapter 19 ...........................................
utopilot
AUTOPILOT
TABLE OF CONTENTS
Introduction............................................................ AFCS-304
Automatic Flight Control System ......................... AFCS-304
Flight Director Modes.............................................AFCS-305
Lateral Modes .....................................................AFCS-305
Vertical Modes ....................................................AFCS-307
Autopilot Disengagement...................................... AFCS-308
Controls and Indicators......................................... AFCS-309
Flight Guidance Controller.................................. AFCS-309
Pitch and Turn Controller.....................................AFCS-310
Control Wheel......................................................AFCS-310
Thrust Levers.......................................................AFCS-310
PFD Indications...................................................AFCS-310
Normal Operation....................................................AFCS-312
Before Start.........................................................AFCS-312
Before Takeoff.....................................................AFCS-312
After Takeoff/En route.........................................AFCS-312
Approach..............................................................AFCS-312
Go Arounds..........................................................AFCS-312
Abnormal Operation................................................AFCS-313
Single Engine Operation......................................AFCS-313
EICAS Messages.....................................................AFCS-314
F O R T R A I N I N G P U R P O S E S O N LY AFCS-303
EMBRAER LEGACY 650
INTRODUCTION
For the autopilot, the Legacy 650 uses the Primus 1000 automatic flight control system (AFCS). This is a three-axis flight
control system which incorporates the functions of lateral and vertical guidance, yaw damper, and automatic pitch trim.
AUTOMATIC FLIGHT CONTROL SYSTEM

The IC–600 #1 computer is the primary component of the AFCS, which controls the symbol generator, flight director, and
autopilot. The Flight Guidance Controller (FGC) allows pilots to command the flight director, and the autopilot then uses
servos to move the control surfaces to follow the flight director. The autopilot also provides yaw stabilization through the
yaw damper (YD) and continuously monitors itself for failures.
Do not rely on button illumination on the FGC. In-

stead, pilots should always monitor the active flight
guidance modes as indicated on the PFD. After se-
lecting a new mode, pilots should check for a PFD
annunciation to verify that the mode is active.
FIGURE 19-1.
FLIGHT GUIDANCE CONTROLLER
AFCS-304 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
FLIGHT DIRECTOR MODES

Flight director modes are selected through the FGC. Active and armed modes are annunciated on the PFD and a light is
illuminated inside the associated button.
LATERAL MODES
Heading Hold Mode ROL
ROL is the default mode when no other mode is selected. When engaged, it maintains the current heading, and a green ROL
label is displayed on the PFD. It does not follow the heading bug. The green ROL may also indicate the following submodes:
Roll Hold Submode Turn Knob Submode TKNB

Roll hold submode is entered from the heading hold mode, Turn knob submode allows the pilot to manually select a
while the autopilot is engaged. Press and hold the touch bank by rotating the turn control knob. The bank angle will
control steering (TCS) button while flying at a bank angle be proportional to the movement of the knob. ROL will be
greater than 6°. When the TCS button is released, the sys- annunciated as the lateral mode, and TKNB will be annunci-
tem will maintain the bank angle. ated as the autopilot status if autopilot is disengaged.
Wings Level Submode

Wings level submode provides a roll command of 0°. It is
active during takeoff, go around, and windshear escape
guidance modes.
ARMED CAPTURED CAPTURED ARMED
LATERAL MODE LATERAL MODE VERTICAL MODE VERTICAL MODE
FLIGHT DIRECTOR
AUTOPILOT COUPLE ARROW YAW
STATUS DAMPER STATUS
FIGURE 19-2.
FLIGHT DIRECTOR MODES AND LOCATIONS
EMBRAER LEGACY 650
Heading Select Mode HDG Localizer Modes LOC BC

HDG mode is selected by pressing the HDG button on the LOC and BC modes are selected by pressing the NAV or
FGC. It allows the flight director to track the heading bug, APR buttons when a localizer is selected as the navigation
as set by the heading select knob. source. These allow automatic tracking of localizer trans-
mitters, both front course and back course.
VOR NAV Mode VOR LOC or BC mode will be automatically determined based on
VOR mode is selected by pressing the NAV button on the the current heading in relation to the localizer course. If
FGC, when a VOR is selected as the navigation source. It within 90° of the localizer course, then LOC will be armed
allows the automatic tracking of both inbound and out- when the NAV button is pressed. If the heading is more
bound VOR radials. than 90° off the localizer course, BC mode will be active.
VOR Approach Mode VAPP LNAV Mode LNAV

VAPP mode is selected by pressing the APR button on the LNAV mode is selected by pressing the NAV or APR but-
FGC, when a VOR is selected as the navigation source. It tons on the FGC, when FMS is selected as the navigation
has the same capabilities as the VOR NAV mode, but in- source. It allows tracking of the FMS course.
creases the sensitivity of the course deviation indicator
(CDI) for more precise tracking when close to the station. It
should be selected only on the final approach segment.
FIGURE 19-3. PFD—MODE ANNUNCIATIONS
EMBRAER LEGACY 650
VERTICAL MODES
Pitch Hold Mode PIT Speed Hold Mode IAS MACH
PIT is the default mode when no other mode is selected. It Speed hold mode is selected by pressing the SPD button
maintains the current pitch attitude. on the FGC. It is used to maintain airspeed or Mach number
while flying to a new altitude. Below 25,000 ft, use indicat-
Altitude Hold Mode ALT ed airspeed (IAS); Above 25,100 ft, Mach number should be
used. The system will capture IAS if an airspeed is set as
ALT mode is selected by pressing the ALT button, or can be the airspeed target, or will capture MACH if a Mach value is
activated automatically when the aircraft levels at the alti- set as the airspeed target.
tude set in the altitude preselect.
Vertical Speed Hold Mode VS
Altitude Preselect Mode ASEL
VS mode is selected by pressing the VS button on the FGC.
ASEL mode directs the system during level off at a prese- It is used to maintain or to make changes to the vertical
lected altitude. The preselected altitude is set with the speed, with a range from −6,000 ft to +6,000 ft/min. VS
ASEL knob on the FGC. may be changed by using the speed set knob on the FGC.
ASEL mode is activated automatically when the airplane
climbs or descends toward a preselected altitude. Once it Glide Slope Mode GS
reaches the selected altitude, the system will automatically GS mode is entered by pressing the APR button on the FGC
switch to ALT mode. when an ILS is set as the navigation source. It allows the
automatic capture and tracking of glide slopes.
Flight Level Change Mode

Flight level change mode directs the airplane to climb or descend to the preselected altitude at a defined schedule.
It is selected by pressing the FLC button on the FGC.
Climb Mode CLB Descent Mode DES

CLB mode is activated if the FLC button is pressed and DES mode is activated if the FLC button is pressed and
the preselected altitude is higher than the current alti- the preselected altitude is lower than the current alti-
tude. CLB is a speed hold mode, and it maintains the tude. DES mode holds vertical speed according to the
speed schedule in the diagram below. following schedule:
• From 41,000 ft to 12,000 ft, the descent rate is
−2,000 ft/min.
IAS = • From 12,000 ft to 10,000 ft, the descent rate de-
270 kt creases from −2,000 ft/min to −1,000 ft/min.
INDICATED AIRSPEED (kt)
270
IAS = M=
240 kt 0.65 • Below 10,000 ft, the descent rate is −1,000 ft/min.
240
197
188
8,000 14,000 25,051 39,000

FIGURE 19-4.
ALTITUDE (ft) 41,000 CLIMB R ATE SCHEDULE
FOR EICAS VERSIONS 20.6 AND ABOVE
EMBRAER LEGACY 650
Go Around Mode AUTOPILOT DISENGAGEMENT

Go around mode protects against inadvertent go around To disengage the autopilot, use the quick disconnect but-
selections during cruise, and may be engaged only at radio ton on either pilot’s control wheel or the AP button on the
altitudes below 2,500 ft. It is divided into two submodes, FGC. When the autopilot is disengaged, a voice message
takeoff (TO) and go around (GA). “AUTOPILOT” is generated, and it will repeat continuously
when below 2,500 ft radio altitude. To cancel the voice
Takeoff Submode TO message, either press the quick disconnect button a sec-
ond time after waiting two seconds, or press and hold the
TO submode is entered by pressing the go around button
quick disconnect button for two seconds. Activation of the
while the airplane is on the ground, or after takeoff up to an
pitch trim will also cause the autopilot to be disengaged.
altitude of 400 ft. It provides wings level lateral guidance,
with a fixed pitch command of 14° nose up. If the autopilot
is selected, the TO submode will be canceled and pitch
hold mode will become active.
Go Around Submode GA

GA submode is entered by pressing the go around button in
flight, below 2,500 ft radio altitude. It also provides wings
level lateral guidance, but with a fixed pitch command of
10° nose up. The GA submode should be selected once the
decision is made to discontinue the approach. The missed Refer to the Navigation and Communications
approach altitude will be captured if it is at least 400 ft section for information on the VNAV vertical modes.
higher than the altitude at which the GA submode was
engaged.
FIGURE 19-5.
GO AROUND BUTTON
CONTROLS AND INDICATORS
FLIGHT GUIDANCE CONTROLLER
To engage any mode, press that mode’s button. To disengage, press it again.
1 3 4 8 11 14 15 1
5 9 12
It is important to press a button only once to avoid

inadvertently deselecting the desired mode. If a
mode is deselected, the system will revert to pitch
and/or roll. After every selection, the current mode
should be verified on the PFD.
FIGURE 19-7. FLIGHT GUIDANCE CONTROLLER AND LOCATION
2 7 6 10 13 16 17 2
Flight Director and Course Sections Lateral Modes Section Autopilot/YD Section Vertical Modes Section
1 FD1 and FD2 Buttons 3 HDG Button 8 AP Button 11 SPD —Selects speed hold mode (IAS or MACH
depending on altitude).
Press this button to toggle the flight director on Press to engage or disengage heading select Press to engage or disengage the autopilot.
and off. mode (HDG).
9 CPL Button 12 VS—Selects vertical speed hold mode (VS).
2 CRS 1 and CRS 2 Knobs 4 NAV Button 13 Vertical Speed/Speed Control Knob
Couples control of the autopilot to either the
Allows course selection on CDI needle. Press Allows the flight director to track the selected captain’s or co-pilot’s flight director. This knob is used for setting speed or vertical
the button in the center of the knob to set the NAV source (Localizer, VOR, FMS). speed, depending on which mode is active.
NOTE: If pressed with the autopilot engaged,
course needle on a direct course to the tuned
5 APR Button the flight director will revert to basic pitch and Press the button in the center of the knob to
VOR. toggle between IAS and MACH.
roll modes, so it is important to reselect the de-
Allows the flight director to track the lateral and
vertical guidance on an ILS, LPV, or LNAV/VNAV
sired modes.
14 FLC—Selects flight level change mode (CLB or
approach. It also increases the sensitivity of 10 YD Button DES, depending on whether the preselected
altitude is above or below the current altitude).
VOR tracking on a VOR approach.
Press to select the yaw damper on or off. If the
6 BNK autopilot is engaged, turning off the yaw damp- 15 ALT—Selects altitude hold mode at current
er will disengage the autopilot. altitude.
Selects low bank submode, reducing the stan-
dard bank angle for turns from 27° to 14°. This 16 VNV
mode will automatically be active above 25,000 Selects VNAV on and off.
ft.
VNAV will be automatically canceled if VS, SPD,
7 HDG Select Knob or ALT buttons are pressed. Pressing FLC will
Moves the heading bug on the EHSI. Press the not cancel VNAV, as FLC is part of the VNAV
knob to sync the heading bug to the current system. For more information on VNAV, see the
heading. Navigation and Communication section.
On the display control panel, there is a button also 17 ASEL knob
labeled NAV. Use caution when selecting NAV mode Allows preselection of altitude in 100-ft
to make sure the correct NAV button is pressed. increments.
More information on the display control panel may
be found in the Navigation and Communication sec-
tion.
FIGURE 19-6. FLIGHT GUIDANCE INDICATIONS
PITCH AND TURN CONTROLLER THRUST LEVERS PFD INDICATIONS
1 Go Around Button 1 Armed Lateral Mode (not pictured)
• Pressing when on the ground selects takeoff Indicates in white which lateral mode is armed.
mode. In flight, Go Around mode is selected.
1
If pressed while a windshear is detected, the 2 Mode Transition Annunciator
flight director will enter Windshear Escape Highlights the new mode with an outlined box
Guidance mode. for five seconds.
1 2
• One button is on the outside of each thrust 3 Captured Lateral Mode
lever. Only one of the buttons needs to be
Indicates which lateral mode is captured, dis-
pressed.
2 playing in green for short-range navigation and
magenta for FMS.
GO
AR
OU
ND
4 Autopilot Message Field
• Indicates autopilot status, displaying AP in
GO
AR
OU
ND
green when autopilot is engaged. When dis-

engaged normally, AP flashes in amber for 5
seconds and then disappears. If the autopilot
1 fails, AP flashes in red for five seconds and
FIGURE 19-8. PITCH AND TURN CONTROLLER
FIGURE 19-9. then becomes steady red. (Press and hold
CONTROL WHEEL
the quick disconnect button to remove the
1 PITCH Control Wheel indication.)
Use to manually control pitch when the autopi- • TCS—Indicates that TCS mode is engaged.
lot is engaged and pitch hold mode is selected.
CONTROL WHEEL
• TKNB—Indicates that the turn control knob is
2 TURN Control knob 1 Touch Control Steering (TCS) button out of the center.
Rotate to manually control roll attitude when • Pressing and holding the TCS button allows FIGURE 19-11. The autopilot cannot be engaged while the
the autopilot is engaged. It has a center detent manual maneuvering of the airplane without GO AROUND BUTTON
TKNB is out of the center detent.
ON THRUST LEVERS
for wings level position. disengaging the autopilot.
• After flying to the new position, release the
5 Flight Director Couple Arrow
TCS button and the new position will be Indicates which flight director the autopilot is
maintained by the autopilot. coupled to.
• The vertical mode does not change. For ex- 6 Yaw Damper Annunciation
ample, if in ALT mode when the TCS is Green—Indicates the yaw damper is engaged.
pressed, the new altitude will be maintained
when released. If flying in VS mode when the Amber—Indicates the yaw damper is disen-
TCS button is pressed, the new VS will be gaged. When the yaw damper is disengaged
maintained when the button is released. normally, the indication disappears after 5 sec-
onds. If the yaw damper fails, the annunciation
• If changing altitude, make sure the aircraft is remains on until the quick disconnect button is
level before releasing the TCS button to pre- pressed.
vent altitude deviations.
• Pressing the TCS button without the autopi-
7 Captured Vertical Mode
lot engaged will sync the flight director to the Indicates which vertical mode is captured, in
current aircraft attitude. green for short-range navigation and magenta
for FMS.
2 Quick Disconnect button
•
When pressed momentarily, the autopilot
8 Armed Vertical Mode
and yaw damper are disengaged. Indicates in white which vertical mode is
armed.
• While pressed and held, this button also in-
hibits the stick pusher and all trim systems.
FIGURE 19-10. CONTROL WHEEL ON COPILOT CONTROL COLUMN FIGURE 19-12. THRUST LEVERS ON CONTROL PEDESTAL
AFCS-310
EMBRAER LEGACY 650
2 3 4 6 7
1 5 8
LNAV VPTH VASL

140 AP YD VGP 4000
180 LPV
2O 2O
VNV
160
13 1O 1O 4500
1 20
140 43 00
9 80
9
14
1O 1O
120
4000
2O 2O 500
RNP
100 0.30
.220 M 650 RA 1015 HPA
–800 10
344 DTK MSG
FMS 1 TERM 3
BULAC 33 N
2
30
3
4.0 NM 1
WPT
11
W
6
10 0 800
24
E 1
VOR1
ADF1
21
12
S 15 2
HDG GSPD
12 344 160 KTS
3
BARO
IN/ HPA STD
FIGURE 19-13. PFD INDICATIONS
9 Altitude Preselect Display 14 Command Bar and Airplane Symbol

Altitude bug may be set in a range from −900 ft • Displays in either V-bar or crossbar format,
to +45,000 ft. Cyan digits become amber when depending on aircraft configuration.
within 1,000 ft of the selected altitude.
• Command bars are removed if the flight di-
10 Selected Heading Bug rector fails, or if coupled to the opposite side
while different navigation sources are select-
The heading select knob on the FGC moves the
ed.
heading bug. While setting the heading value,
the bug will move around the heading scale. ° The two flight directors will not show dif-
ferent commands, so the one on the non-
11 Vertical Speed Target Display coupled side is removed.
Ranges from 0 to 9,900 ft/min. Shown only
° If both flight directors are selected off, the
when in VS mode or VPTH mode..
flight director will automatically display on
12 Selected Heading Digital Readout the side which the autopilot is coupled.
Indicates the heading selected through the FGC
panel.
13 Indicated Airspeed/Mach Target Display
Speed bug may be set in a range from 80 KIAS
to VMO or from 0.2 Mach to MMO.
EMBRAER LEGACY 650
NORMAL OPERATION
BEFORE START APPROACH
Perform the autopilot check prior to engine start on the On the FGC, select NAV mode for the following approach
first flight of the day, by ensuring that the autopilot can be types:
disconnected using the quick disconnect button.
• Localizer only
BEFORE TAKEOFF • Localizer backcourse
To set the flight director: • LNAV only
• Verify the autopilot is coupled to the flying pilot’s

Select APR mode for these approach types:
side.
• VOR
• Press the go around button to set takeoff mode on
the flight director, which commands 14° pitch up • ILS
and maintains runway heading in ROL mode.
• LPV
• Select lateral mode desired for departure.
• LNAV/VNAV
NOTE: During non-precision approaches, use cau-
tion when setting the next planned altitude in the
altitude preselector. If a new altitude is set while the
aircraft is leveling (in ASEL mode), the vertical mode
will switch to pitch mode and will not level off. Wait
until ALT is displayed before setting a new altitude.
Autopilot use is prohibited for the following:
• Coupled approaches below 200 ft AGL.

• Descent below MDA on a non-precision approach.
• Single engine go-around.
GO AROUNDS
After 20 seconds, the flight director will automatically tran-
sition from GA mode to IAS mode.
• Press either of the go around buttons to activate the

go around mode of the flight director.
• If above 170 KIAS, then 170 KIAS is maintained.
• If within ±5 kts of the pre-selected speed, that speed
is targeted and maintained.
GA mode also switches automatically to IAS mode when
FIGURE 19-14. FLIGHT DIRECTOR IN TAKEOFF MODE
the speed is lower than 1.23 VS. In this case, 1.23 VS is
targeted.
AFTER TAKEOFF/EN ROUTE • Once above 1.23 VS (the top of the white speed
tape), press the go around button again to engage
• Minimum autopilot engagement height after takeoff GA mode.
is 500 ft.
• This may occur during rejected landings when air-
• Climbs in IAS or FLC provide protection against in- speed is low.
advertent stalls. Pilots must monitor speed when
climbing in pitch or vertical speed modes.
EMBRAER LEGACY 650
ABNORMAL OPERATION
SINGLE ENGINE OPERATION
Flight Instrument Failures Autopilot Mistrim
If the pilot flying experiences an instrument failure, the AP AIL MISTRIM is a common EICAS message when the
flight director may revert to basic pitch and roll modes. rudder trim is not used properly during single engine opera-
Coupling the autopilot to the side with full instrumentation tion. This message results when the autopilot attempts to
will reduce workload while addressing the malfunction. overcome a mistrimmed rudder by using aileron. To correct
the situation, use rudder trim in the direction of the arrow.
Low Bank Mode
At airspeeds less than VFS , low bank mode should be used
during single engine operations. ROLL
LOW BANK
AP AIL MISTRIM
INDICATION
FIGURE 19-15. ROLL MISTRIM INDICATION AND CAS MESSAGE
FIGURE 19-16. LOW BANK INDICATION
EMBRAER LEGACY 650
EICAS MESSAGES
Autopilot has failed and has been

WARNING AUTOPILOT FAIL
automatically disengaged.
AP AIL MISTRIM A roll mistrim condition exists.
AP ELEV MISTRIM A pitch mistrim condition exists.
AUTO TRIM FAIL Automatic pitch trim has failed.
Inadvertent loss of the Lateral

CAUTION LATERAL MODE OFF
Flight Director mode.
Inadvertent loss of the Vertical

VERTICAL MODE OFF
Flight Director mode.
Yaw Damper has failed and has

YAW DAMPER FAIL
been automatically disengaged.
FIGURE 19-17. AUTOPILOT CAS MESSAGES
ppendix
ppendix Key Terms
igure Title
age Figure
itle Page
Appendix...............................................
ey Terms
APPENDIX
KEYFIGURE
TERMS
APP-1. KEYTERMS
A B
ABV...................................................... APU Bleed Valve BC....................................................... Battery Contactor
AC..................................................... Alternating Current BCU.................................................... Brake Control Unit
ACARS..................................... Aircraft Communication BTC...................................................Bus Tie Contactors
Addressing and Reporting System BIT............................................................... Built-In Test
ACM................................................... Air Cycle Machine
ACOC.............................................. Air-Cooled Oil Cooler
C
CABV............................................................ Compressor
ADC................................................... Air Data Computer Acceleration Bleed Valve
ADS....................................................... Air Data System CBV.................................................... Cross Bleed Valve
ADS-B.......................................... Automatic Dependent CCD............................................. Cursor Control Device
Surveillance–Broadcast
CDU................................................. Control Display Unit
ADS-C.......................................... Automatic Dependent
Surveillance–Contract CMC.............................. Central Maintenance Computer
AFIS....................... Airborne Flight Information System CMS....................................Cabin Management System
AFM............................................. Airplane Flight Manual CPAM...................... Cabin Pressure Acquisition Module
AFN.................................................. Air Traffic Services
Facility Notification CPDLC................................................. Controller to Pilot
AFU .................................................... Artificial Feel Unit Data Link Communication
ALC ................................................. APU Line Contactor CRS....................................................... Selected Course
AOA ....................................................... Angle of Attack CVG.............................. Compressor Variable Geometry
AP...................................................................... Autopilot CVR............................................ Cockpit Voice Recorder
APU................................................. Auxiliary Power Unit D
ASC........................................... APU Starting Contactor DAU............................................. Digital Acquisition Unit
ATS..................................................... Air Turbine Starter DAP................................................... Digital Audio Panel
ATTCS................................................ Automatic Takeoff DFDR................................... Digital Flight Data Recorder
Thrust Control System DU................................................................ Display Unit
AWU................................................... Aural Warning Unit
F O R T R A I N I N G P U R P O S E S O N LY APP-315
EMBRAER LEGACY 650
KEY TERMS
E H
EADI .................... Electronic Attitude Director Indicator HF........................................................... High Frequency
EBV................................................... Engine Bleed Valve HLEI............................. High Level Exceeding Indication
ECS................................ Environmental Control System HSA ................................. Horizontal Stabilizer Actuator
ECU...................................... Environmental Control Unit HSCU ......................... Horizontal Stabilizer Control Unit
EDL ..................................... Electrical Distribution Logic HSI................................... Horizontal Situation Indicator
EDP............................................... Electric Driven Pump HSV...................................................... High Stage Valve
EFB ................................................ Electronic Flight Bag HPT............................................. High-Pressure Turbine
EFIS ..................... Electronic Flight Information System
EGPWS .............................. Enhanced Ground Proximity
I
Warning System IC-600 ........................................... Integrated Computer
EGT....................................... Exhaust Gas Temperature ICU............................................. Interphone Control Unit
EIC ........................ Essential Interconnection Contactor IFE ............................................. In-Flight Entertainment
EICAS .......................................... Engine Indicating and IRS ........................................ Inertial Reference System
Crew Alerting System IRU.............................................. Inertial Reference Unit
EMDP.................................. Electric Motor-Driven Pump ISIS.................. Integrated Standby Instrument System
EPU.......................... Estimated Positioning Uncertainty ITT............................... Interstage-Turbine Temperature
ET.............................................................. Elapsed Time L
F LG .............................................................. Landing Gear
FADEC ........................................................Full Authority LGEU................................. Landing Gear Electronic Unit
Digital Electronic Control LNAV.................................................. Lateral Navigation
FANS ............................... Future Air Navigation System LPT .............................................. Low-Pressure Turbine
FCOC .......................................... Fuel-Cooled Oil Cooler LPV............................................ Localizer Performance
FDRS................................. Flight Data Recorder System with Vertical Guidance
FECU................................... Flap Electronic Control Unit M
FGC....................................... Flight Guidance Computer MFD ............................................. MultiFunction Display
FLC .................................................. Flight Level Change MMO ...................................... Maximum Operating Mach
FMS ................................... Flight Management System MSU..................................................... Mode Select Unit
FPDU..................................... Flap Power and Drive Unit
FPMU............................... Fuel Pump and Metering Unit O
FSBY..................................................... Forced Standby OAT.......................................... Outside Air Temperature
G P
GCU............................................. Generator Control Unit PBE.............................. Protective Breathing Equipment
GLC........................................ Generator Line Contactor PCU................................................... Power Control Unit
GPU................................................... Ground Power Unit PFD.............................................. Primary Flight Display
PMA ............................... Permanent Magnet Alternator
PTT............................................................. Push To Talk
APP-316 F O R T R A I N I N G P U R P O S E S O N LY
EMBRAER LEGACY 650
KEY TERMS
R V
RA....................... Resolution Advisory or Radio Altitude V1.............................................................Decision Speed
RAAS............................................... Runway Awareness V2................................................... Takeoff Safety Speed
and Advisories System VA......................................... Design Maneuvering Speed
RMU......................................... Radio Management Unit VAPP........................................................ VOR Approach
RMS................................... Radio Management System VAPPCLB ........................................ Approach Climb Speed
RNP.......................... Required Navigation Performance VFE ............................. Maximum Flaps Extending Speed
S VLE ................. Maximum Landing Gear Extended Speed
SAM.................................. Stabilized Approach Monitor VLO................. Maximum Landing Gear Operating Speed
SAT ............................................ Static Air Temperature VMO ...................................... Maximum Operating Speed
SCU.................................................. Spoiler Control Unit VOR..................................... VHF Omnidirectional Range
SCV................................................ Starter Control Valve VR ............................................................ Rotation Speed
SELCAL................................................. Selective Calling VREF......................................... Landing Reference Speed
SG....................................................... Symbol Generator VREFXX................... Landing Reference Speed associated
to the flap setting XX
SPD........................................................................Speed
VNAV................................................ Vertical Navigation
SPS........................................... Stall Protection System
VS ...................................................................Stall Speed
T VS ............................................................ Vertical Speed
TA .......................................................... Traffic Advisory VSI .......................................... Vertical Speed Indication
TAT ...............................................Total Air Temperature VTA...................................................Vertical Track Alert
TBCH .................................Tuning Backup Control Head
W
TCAS....................... Traffic Collision Avoidance System
WOW .................................................. Weight On Wheels
TCS .............................................Touch Control Steering
TKNB................................................................Turn Knob X
XFEED............................................................. Crossfeed
XFER .................................................................. Transfer
Y
YD ................................................................Yaw Damper
F O R T R A I N I N G P U R P O S E S O N LY APP-317
EMBRAER LEGACY 650
“ The best safety device in any aircraſt

is a well-trained crew.”
APP-318 F O R T R A I N I N G P U R P O S E S O N LY

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EMBRAER LEGACY 650

FOR TRAINING PURPOSES ONLY

We at FlightSafety want you to have the best

FOR TRAINING PURPOSES ONLY

St. Louis Learning Center

Paris Learning Center

Copyright © 2019 FlightSafety International, Inc.

Jeppesen charts have been reduced for illustrative purposes,

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page * Revision Page * Revision

. * Zero in this column indicates an original page.

Dates of issue for original and changed pages are:

LIST OF FIGURES List of Figures ..........................................vi

Figure Title Page Figure Title Page

Figure Title Page Figure Title Page

LANDING GEAR & BRAKES

Figure Title Page Figure Title Page

ICE & RAIN PROTECTION

NAVIGATION & COMMUNICATION

Figure Title Page Figure Title Page

Chapter 1 Aircraft General

GENERAL LIMITATIONS AND SPECIFICATIONS

HIGH ALTITUDE OPERATION 2

In addition, the aircraft is optionally equipped for high 35000

is activated at 14,000 ft instead of 10,000 ft.

its also apply: 0 −1000 ft

KEY SPEEDS 35000

As shown in the airspeed chart, VMO varies with altitude:

Below 8,000 300 KIAS 20000 VMO

8,000 –10,000 300 –320 KIAS 15000

Above 10,000 320 KIAS

MMO is 0.80M. 5000

NOTE: At higher altitudes, MMO becomes more limiting 0

Maneuvering Speed (VA ) LOAD FACTOR LIMITS

For turbulent air penetration, the maximum speeds RUNWAY LIMITATIONS

Runway contaminated by ice ............................. 10 kt

FIGURE 1-7. OVERHEAD PANEL

FIGURE 1-8. MAIN PANELS AND GLARESHIELD

NAV IDENT 1/1 NAV IDENT 1/1

FIGURE 1-9. CONTROL PEDESTAL

FIGURE 1-11. PILOT SEAT ALIGNMENT

SEAT HEIGHT HEIGHT

C RELEASE THE STRAP C FOLD THE SEAT BOTTOM

D BRING THE SEAT BOTTOM TO A HORIZONTALPOSITION D STRAP THE SEAT

F LOCK IT F LOCK THE RING

FIGURE 1-13. FIGURE 1-14.

ELECTRONIC FLIGHT BAG

The EFB enhances the pilot’s situational awareness, but F G

does not replace the primary flight display. For abnormal

and emergency procedures, the flight crew should continue

to use a paper copy of the QRH.

ELECTRONIC FLIGHT BAG Fn

DOORS AND WINDOWS

MONITORED DOORS ON THE EICAS BULKHEAD BULKHEAD

If a door or hatch is ajar, its graphical square will change

DOOR OPEN DOOR BAGGAGE

FIGURE 1-17. DOOR LOCATIONS AND MONITORING

The MAIN DOOR OPEN warning message is inhibited

AIRSTAIR MAIN DOOR

The door is opened manually, using a handle inside or out-

The door is raised under normal conditions by two hydrau-

EXTERIOR MAIN DOOR

• Reading lights GASPER